va-vol-33-no-8-aug-2005
DESCRIPTION
http://members.eaavintage.org/wp-content/uploads/2013/02/VA-Vol-33-No-8-Aug-2005.pdfTRANSCRIPT
VOL 33 NO 8 2005
CONTENTS 1 Straight and Level
2 VAA News
3 Friends of the VAA Red Barn 2005
4 Aeromail
6 Reminiscing with Big Nick The Pylon Club- Part I by Nick Rezich
10 The First Practical Airplane Part I The Wrights dogged pursuit of useful flight by HG Frautschy
16 Trans-Atlantic Moth Torquil Normans DH 85 Leopard Moth by HG Frautschy
20 The Forgotten Performers Bellancas record-making airplanes by Vic Pike
25 The Vintage Instructor Whetherweather to go or not by Doug Stewart
27 Mystery Plane by HG Frautschy
28 Pass it to Buck Aero nca C-3 N-13000 by Buck Hilbert
30 Calendar
32 Classified Ads
COVERS FRONT COVER On August 5 1904 Orville Wright flew the Flyer II a total of 356 feet over the grassy hummocks of Huffman Prairie outside of Dayton Ohio It was the 19th
flight of the summer Throughout all of 1904 the Wrights struggled with obtaining consistent controllable flights Afshyter numerous crashes and subsequent revisions to their Flyer they would achieve their goal of a truly practical airshyplane in the late summer of 1905 with their Flyer III See the first of a two-part article on the Wrights activities durshying those two years starting on page 10 This detail is a part of a larger image from a Library of Congress negative (the original was a 5x7 glass plate negative) Library of Congress Prints amp Photographs Division (LC-W86-00617)
BACK COVER M Randall Mytars watercolor painting Fly Fishing depicts a father sharing his love for fishing and ftying with his young son The artwork was presented with the 1st place Vintage Category award during the 2005 EAA Sport Aviation Art Contest A very limited number of prints are available Contact Mr Mytar in Sherman Oaks Califorshynia at 818-789-7719 for more information
STAFF Publisher Tom Poberezny Editor-in-Chief Scott Spangler Executive DirectorEditor HG Frautschy Administrative Assistant jennifer Leh l Managing Editor Kathleen Witman News Editor Ric Reynolds Photography jim Koepnick
Bonnie Bartel Production Manager julie Russo Classified Ad Manager Isabelle Wiske Copy Editor Colleen Walsh
Director of Advertising Katrina Bradshaw
Display AdvertiSing Representatives ortheast Allen Murray
Phone 609middot26Smiddot1 666 FAX 609middot265middot 1661 emiddotmail alrl llllllrra)oIlI illrlsprillgfOlII
Southeast Chester Baumga rtner Phone 727middot573middot0586 FAX 727middot556middot0177 e-mail (balllll I I I lIilldsprillgfOlII
Central Todd Reese Phone SOOmiddot444middot9932 FAX 816middot741middot6458 e-mail (olt ldSp(middot 1lIg01II
Mountain amp Pacific Keith Knowlton amp Associat es Phone 770-5 16-2743 e-mail kkllowltulI ea(urg
GEOFF ROBISON PRESIDENT VINTAGE AIRCRAFT ASSOCIATION
Summertime in Oshkosh
Its the Fourth of july weekend and I am writing this column from Oshkosh as I sit at my picnic table in Camp Scholler Im here
tending to a number of last-minute EAA AirVenture logistical items that needed attention
I realize that few of you folks have ever seen the EAA grounds here in Oshkosh other than durshying EAA AirVenture Its a typical summer day here in the upper Midshywest and as I look north from my camper I can see the large field EAA uses for car parking and a little furshyther across the road is EAAs Pioshyneer Airport The grass in the field is tall and turning brown and you can see the wind push it around making the grass look like waves In just a few short weeks it wont be nearly as serene
It is always interesting to observe the variety of reactions of first-time pre-convention volunteers who are among the hundreds who come here to prepare the grounds for this world-premier event each year
In the weeks just prior to EAA AirVenture the atmosphere here is nothing short of surreal There are few airplanes flying around little to no traffic in the campground and no buzzing of motor scooters The only real noise you may hear is the humming of the neighbors air conditioner or that wonderful symphony of noise made by the Swallow the Travel Air or occasionshyally the Ford Tri-Motor in the patshytern around Pioneer Airport My campsite is strategically situated dishyrectly under the pattern at Pioneer Airport so its a lot like living on a
busy little community airpark Its really quite wonderful
If you have an opening in your calshyendar consider donating that time to the VAA Division and EAA Think about coming early and staying late to experience what this little piece of heaven is like prior to the main event
For the uninitiated few have a real feel for the massive effort that must be put forth to prepare the grounds and arrange for all of the necessary logistical issues that are required in preparation for the thousands of visitors the worlds greatest aviation event attracts each year
It is often heard around here that without the volunteers at EAA AirshyVenture this event would not be posshysible As you know I have oftentimes extolled the many virtues of our valshyued volunteers Although this is a true statement about our volunteers in this months column I wanted to also extend the gratitude of the Vinshytage organization to the often-forgotshyten individuals who toll away every work day of the year to make this litshytle piece of heaven more heavenly for the membership and our volunteers
Who are these individuals Why theyre the many dedicated hardshyworking staff members of the Experishymental Aircraft Association and its divisions Special thanks to those inshydividuals who work every day to plan and implement the untold number of incidental issues that are required to be in place to have a successful and safe event
The effort is massive when you consider how many toilets will be needed how many T-shirts we need to have on hand to sell security isshy
sues or even how much lemonade to have on hand to keep our volunteers upright and in forward motion Beshylieve me this list is never ending
Everybody pulls together every year to get this huge job done in what can only be labeled as a professional and helpful manner This effort put forth by the staff is remarkable and it is important that we all recognize their efforts and offer them our sinshycere gratitude
Yes it may be impossible to put on this world-premier event without all of the volunteer efforts but it is imshypossible for me to imagine what this event would be like without the evershyimportant participation and qualshyity efforts of your EAA staff Many thanks to each of you for your dedishycation and hard work
By the time this column hits your mailbox EAA AirVenture 200S will be but a recent memory Heres hopshying it is a safe and successful event As I am putting the finishing touches on this months column word reached my desk today of the loss of two icons of the air show circuit The sad and tragic loss of jimmy Frankshylin and Bobby Younkin hit the EAA as well as the vintage family with a hard blow This loss will be long felt by the extended Oshkosh friends and family of these two fine professional gentlemen Our hearts go out to the members of their individual families Somehow the show must go on
Lets all pull in the same direction for the good of aviation Remember we are better together join us and have it all
VINTAGE AIRPLANE
Dinner and a Murder
Celebrate Aviations Good 01 Days With EAA Visitors enjoy the golden age of aviation at Good 0 1 Days 2004
Theres nothing quite like the good 01 days especially when it comes to airplanes On August 20-21 the good folks at EAAs Pioneer Airport present the Good 01 Days of Aviation a heartwarming return to a simpler time of open cockpits leather helmets and goggles
All are invited to experience what airports were like during the early days Meet characters from the past and rediscover the folklore crafts and skills of old-time aviation
Weather permitting visitors will see incredible vintage airplanesshyEAAs and those from visiting pilots (as detailed in last months VAA News)-fly throughout both days Dont miss the afternoon parade of flight and special flight demonstrations like balloon bursting
Other weekend features bull At our large childrens activity center kids can play the games that
were popular during the golden age of aviation bull Original aircraft building skills are kept alive in the restoration
workshops Watch a 1930 Monocoupe get restored and talk to the craftsmen
bull Send and receive a telegram using Morse code bull Meet and greet EAAs vintage aircraft pilots Dressed in period cosshy
tume theyll share their vast flying experiences bull Create a piece of airmail and see it delivered in one of EAAs vinshy
tagemail planes All materials and stamps are provided Airplane rides are available in a variety of vintage aircraft including
the 1929 Ford Tri-Motor the 1929 Travel Air E-4000 the 1927 Pitcairn Swallow biplanes and a replica of Charles Lindberghs famous Spirit of st Louis Prices start at $25
Thats not all A variety of vintage automobiles will be on display and everyone will have an opportunity to take a free ride in a prewar vintage vehicle
A free shuttle service to Pioneer Airport is available to pilots flying into Wittman Regional Airport and parking at Basler or Orion FBOs
AUGUST 2005
EAA staffers Gregg and Trish Deimer at the 2004 mystery dinner
Visit EAAs Pioneer Airport for a fabulous buffet d inner on a 1930s movie set Rub shoulders with glamorous movie stars but watch out for shady characters Don t be surprised if a terrible murder takes place during dinner-after which it ll be up to you and the other pashytrons to find the culprit
Tickets including dinner are $25 for EAA members $30 for others Reservations are recommended and can be made online at httpssecure eaaorglmuseummurdermysteryasp or by calling 920-426-6880
First Biplane Fantasy Camp in September
Everything you wanted to know about biplanes will be discussed at EAAs first Biplane Fantasy Flight Camp September 23-25 Included are three biplane flights from Pioshyneer Airport with extensive preshyflight and starting procedures briefing for groups simulator flights in a )-3 Cub from the virtual Wittshyman and Pioneer fields and various meal and evening speakers
The camp also includes two nights in the EAA Air Academy Lodge meals and VIP tours of the EAA AirVenture Museum convenshytion grounds collection storage Pioneer Airport Weeks Hangar and EAA administrative and supshyport facilities
To learn more visit wwwairventure museumorg
Continental Gray Engine Enamel From longtime member Marv
2
Hoppenworth the creator of the original youngsters pedal planes you see at EAA AirVenture Oshkosh and at Pioneer Airport (thanks Marv) we have this little tidbit of restoration information
It seems none of the parts-supshyply people that I could find have Continental gray engine enamel I hear comments like It is like Pratt amp Whitney gray with blue in it Im in the process of working on an A-65 Continental that is going to be installed on a museum-bound Cub and I wanted to get the true color I removed the dataplate (lm replacing it) and there was Contishynental gray which had been in the shade for 60 years Then we took the case half to our local DuPont paint dealer and went through the color charts and came up with a DuPont color match The DuPont number is DA182A This happens to be the Centari acrylic enamel number this can probably be gotshyten in Dulux enamel too
FAA Honors Buck Hilbert Veteran pilot and VAA columshy
nist Buck Hilbert was recently honored by the FAA with the FAA Master Pilot award for 50 years of continuous flying Scott Landsdorf FAA Safety Program manager (left) made the presentation during a reshycent meeting of the DuPage Pilots Association Our thanks to Ted Koston for sending us this photo and the information ~
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 your circle 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 bull Think of a person think of his or her contributions bull Write those contributions in the various categories of the form bull 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 bull Mail the form to
VAA Hall of Fame HG Frautschy PO Box 3086 Oshkosh WI 54903-3086
REM EMBER YOUR CONTEMPORARY MAY BE A CANDIDATEshy
NOMINATE SOMEONE TODAY
Call the VAA office for a form (920-426-6110) find it at wwwvintageaircraftorg or on your own sheet of paper simply include the following information
bull Date submitted bull Name of person nominated bull Address and phone of nominee bull Date of birth of nominee If deceased date of death bull Name and relationship of nominees closest living relative bull Address and phone of nominees closest living relative bull E-mail address of nominee bull Time span (dates) of the nominees contributions to aviation (Must be
between 1950 to present day) bull VAA and EAA number if known bull Area(s) of contributions to aviation bull 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 bull Describe achievements the nominee has made in other related fields
in aviation bull Has the nominee already been honored for hisher involvement in aviation
andor the contribution you are stating in this petition If yes please explain the nature of the honor andor award the nominee has received
bull Any additional supporting information bull Name of person submitting petition bull Submitters address and phone number plus e-mail address bull Include any supporting material with your petition
VINTAGE AIRPLANE 3
FRIENDS OF THE VAA RED BARN 2005 OUR THANKS TO THOSE LISTED FOR YOUR GENEROUS SUPPORT OF THE VINTAGE AIRCRAFT ASSOCIATIONS ACTIVITIES
AND PROGRAMS DURING EAA AIRVENTURE OSHKOSH
This list includes donors as of July 7 2005 Again thank you for being a Friend of the VAA Red Barn
DIAMOND LEVEL FRIENDS
Don Abbott Sanibel FL Ted Beckwith Jr Tullahoma TN VAA Chapter 10 Claremore OK VAA Chapter 11 Glendale WI Kenneth Cianchette Pittsfield ME Jacie amp Scott Crowell Bandon OR Bud Field Hayward CA Nikki Field Hayward CA Rich Giannotti Brookhaven NY Charles W Harris Tulsa OK Lynn Jensen Ashland VA Norma Joyce Greensboro NC Butch Joyce Greensboro NC Bob Lumley Brookfield WI Skip Rawson Rocky Hill NJ Ronald Tarrson Santa Fe NM John Turgyan New Egypt NJ James Turrell Flagstaff AZ
PLATINUM LEVEL FRIENDS
D Ronald Boice Chandler AZ Buck Hilbert Union IL Ben Scott Reno NV Donald J Warner Gilbert AZ
GOLD LEVEL FRIENDS Dean K Alexander Chillicothe OH Beverly Beckwith Tullahoma TN Jim Gorman Mansfield OH Helen A Mahurin Kansas City MO Earl Nicholas Barrington IL Steven W Oxman Riva MD Stephen Pitcairn Bryn Athyn PA Skip Rawson Rocky Hill NJ SH middot Wes Schmid Wauwatosa WI
SILVER LEVEL FRIENDS Allen D Boger Jr Argyle TX Raymond B Bottom Jr Hampton VA A J Hugo West POint NE Edward R Moore Daytona Beach FL John D Stewart Slatington PA Jamie Wallace Frankfort IL C Paul Wilcox Welaka FL Russell Williams Issaquah WA
BRONZE LEVEL FRIENDS William R Aikens Bloomfield Hills MI Lloyd L Austin Dover DE Lawrence A Bartell Waukesha WI Dave Belcher Abington MA Clifford Belleau Anchorage AK Kent Blankenburg Groveland CA Sandy Blankenburg Groveland CA Stacey amp Michael Boggs Keyser WV Denis G Breining Austin TX Charles B Brownlow Weyauwega WI Steven L Buss Oshkosh WI Perry M Chappano Columbus OH Gene R Chase Oshkosh WI Geoffrey E Clark Portsmouth NH Sydney B Cohen Wausau WI John amp Marge Cooke Galena IL John S Copeland Northborough MA Dan Dodds St Anthony MN Cheryl amp Chris Drake Lindenhurst IL Theodoore Embry Cleburne TX James E Fischer Lakeville MN David G Flinn Lansing NY Robert L Fornesi Claremont CA Henry G Frautschy Oshkosh WI Mal amp Inge Gross Eastsound WA William W Halverson Henderson NV Carl W Higgins Aloona WI Mark Holliday Lake Elmo MN Barry Holtz FairportNY Randy Hytry Wausau WI Peter N Jansen Jr Seattle WA Gordon L Knapp Tampa FL Jimmy Leeward Ocala FL Stan Lindholm Westlake OH Allan W Lund Hayward WI Thomas Lymburn Princeton MN Pfizer Foundation Princeton NJ William L Madden Las Cruces NM Jim Matus Rescue CA Marie amp Jack McCarthy Crestwood IL W Timothy McSwain Randolph NJ Gene E Morris Westlake TX Roscoe Morton Frostproof FL James S Moss Buckley WA Boynton (Bud) Nissen Wright City MO George A Northam Elmhurst IL Anna amp John Osborn Kerrville TX
John M Patterson Lexington KY Gary L Petersen Walton NE Ray Pool Madera CA Tim and Liz Popp Lawton MI Ron Price Sonoma CA Bob amp Norma Puryear Trinity Center CA Theodore Reusch La Verne CA Charles Schumacher Boulder CO Arthur F Sereque Jr Woodridge IL Jeffrey L Shafer Fond du Lac WI Peter Sherwin St Louis MO Colin A Smith Henderson NV Randolph H Smith Cody WY David P Smith Pacific Palisades CA Joseph M Smokovitz Tecumseh MI Guy A Snyder Bartonville IL Jim Snyder Morgantown WV L Dean Spencer Beadford IN Seymour Subitzky Reston VA Carson E Thompson Elmhurst IL Don Toeppen Sun City West AZ Robert O Tyler Great Falls VA Harland Verrill Flint MI Tom Vukonich Southfield MI Donald L Weaver EI Centro CA LeRoy Weber Jr Rio Vista CA D Jeanne Will iams Sonoma CA Red Hamilton amp Marily Boese Fort Bragg CA
LOYAL SUPPORTER FRIENDS
Jesse W Black Hawick MN Edward Brannon Racine WI SMSgt Gary M Brossett Clovis NM Rene Burdet Belgrade ME Samuel W Clipp Pennsburg PA Charles Crume Oak Ridge TN Jim Newhouse Virgil IL Philip G Perez Fort Worth TX Keith Plendl Hinton IA Colonel CA Buz Rich Williamsburg VA Stephen Sawyer Brigham City UT Mark W Scott Bethany CT Edward Smith Sandy Valley NV Gary W Sullivan Santa Fe NM Jim Temple Granger IN Thomas E Trainor Troy MI Ty R Zeiner Marion KS
Harrison F Wood Upper Saddle River NJ Billy amp Saundra Pancake Keyser WV VAA Chapter 34 Falmouth MA
AUGUST 2005 4
be making final taxi tests at San Diego one weekend and that if everything went well it might fly So some of us drove down to Lindshy
bergh Field and parked down the runway at the point where the enshygineers had calculated it would leave the ground I was thrilledHeres Richards photograph of the XC-99s first flight
The XC-99 I only recently ran across the July
2003 issue with the article The Golishyath of the Airways about the XC-99 COincidentally I was culling some old slides Id been saving which inshycluded the XC-99s first flight
On page 9 it is reported The XC-99 was first flown on April 18 1952 Not true Later on page 20 The Goliaths first flight was made on November 24 1947 1947 is correct but Im not sure of the month On page 22 It was built at the Consolidated factory in Fort Worth Thats not true
Actually it made its first flight from Lindbergh Field in San Diego in 1947 Heres my story
In 1947 I was a newly graduated aero engineer and former bomber pilot working at Northrop Aircraft in Hawthorne California Although the industry was going through mashyjor post-war cutbacks I was thrilled to witness and photograph the first flights of three new prototypes that year the Northrop B-49 Jet Flying Wing (flying from the Northrop runway in Hawthorne) the Hughes Hercules flying boat (from Long Beach Harbor) and the huge XC-99 from the Convair plant in San Dishyego As I recorded the event
We had heard that Convairs huge C-99 transport plane would
to see at the far end of the runway the Ryan Aeronautical Company where Lindberghs plane was built
The tremendous lumbering C-99 made a few high-speed taxi tests then revved up and took off on its first flight Just as it passed us it lifted into the air
Richard Parvin Clearwater Florida
Woodworker Extraordinaire Restoring an antique airplane
calls for many different kinds of skills And like most people I found myself deficient in some categories Woodworking was the biggest problem both from an exshyperience level and having tools to make complex parts
My current project is a Fairchild 24W and it has a lot of wood which has suffered neglect and exposure to the elements
It would have been convenient to go to the nearest Fairchild store to buy some of these wood parts
But the Fairchild store is as much of the past as the hand craftsmanshyship employed to build this old airshyplane back in 1939
Fortunately I know a young man who is a furniture maker In fact hes a third-generation wood craftsshyman and has studied under Amershyican and European artisans He
works with hand tools as well as power tools
He primarily builds elegant cusshytom furniture from old-growth tight-grained wood which is highly figured His work is like fine art youd expect in a known gallery
So I felt privileged that he found it interesting and enjoyable to make some airplane pieces for me And at a reasonable price
All I supplied was the aircraftshygrade Sitka spruce and enough of the old tattered parts to get some dimensions
Id like to share his name and address with others who might be wood challenged like myself
Frank Strazza 329 Coastal Lane Waco TX 76705 25471 5-6660 fstrazzaattnet
Dal Donner Clifton Texas
Dals experience with Frank Straza highlights the fact that you can unshyder FAR 21303 make a part for your own aircraft provided you have what the FAA considers appropriate inforshymation (drawings for example) The rules also require that if youre having someone help you produce the part that the creation of that part is done under your direct supervision Check with your AampP-IA mechanic and your local FSDO regarding the appropriateshyness of the information you have on hand before attempting to make such a part-HGF
Feel free to write us here at Vintage Airplane send us your kudos commiddot plaints corrections or just plain old good stuff you want to share with everymiddot body Send your note to
Vintage Airplane Aeromail PO Box 3086 Oshkosh WI 54903-3086
You can emiddotmail your letter at this address vintageaircrafteaaorg
Be sure to put Aeromail in the subject line of your message
VINTAGE AIRPLANE 5
REMINISCING WITH BIG NICK
THE PYLON CLUB-PART I
Ihave been a racing nut ever since I was knee high to a tail-skid and I still am Going to the air races to me was like goshying to church-it was very spirshy
itual The spirit has never left me but it did turn my life around at one pOint which led to the opening of the world-famous Pylon Club
I have been asked by many of the younger generation to tell about the Pylon Club There is so much to tell about the club that I just didnt know where to start When I did start this episode over a month ago and had written over 60 pages I threw them all away beshycause they all read the same-selfshycentered I have searched my brain for weeks trying to find words that dont reflect an egomania image The more I wrote the worse it beshycame Finally my daughter solved my problem
After the 50th start she said
Nick Rezich
Daddy you know what you are-so why try hiding the truth With that statement I grounded her for a week and am proceeding with the Pylon Club story
Air racing faced certain doom following the 1949 fatal crash of Bill Odom and the cancellation of the Cleveland Air Races
In the three short years of postshywar air racing millions of dollars were invested in racing machines which resulted in 400-mph speeds in the Unlimiteds and over 200 mph in the Midgets Mechanical and technical barriers were being smashed that would benefit aviashytion when the black curtain was dropped at Cleveland
No matter what the race pilots and owners had to say in their deshyfense the news media FAA and airshyport management along with the general public hollered Kill kill kill And kill it was With Cleveshy
land out of the racing picture this left Miami as the only remaining hope to air racing survival Fortushynately for the Midgets Miami and Continental Motors went on with the winter races The Unlimiteds however were not as fortunate they were locked out with no one willing to sponsor them because they were labeled as dangerous by a few blockheads whom sponsors listened to
I could not fathom the thought of air racing coming to a grinding halt after 39 years of struggling to become an international sport I had a personal interest and an inshyvestment at stake that I didnt want to see going up in smoke My pershysonal interest was in the form of a new-design Midget racer I had started and the investment was a commitment I had made in Cleveshyland before the fatal crash of Odom I committed myself to a group of
Reprinted from Vintage Airplane January 1975 AUGUST 2005 6
owners in Michigan for their sharp P-51 which wasnt doing well at Cleveland to purchase their racer at the close of the 1949 races
I managed to get out from under the-51 after the race cancellation but I was determined to build and race the Midget These were the events that set the stage of the Pyshylon Club
I needed a platform to launch my campaign to save air racing It had to be a platform where I could reach the public news media the business world FAA and other inshyterested parties How and where The where was easy-I felt Chishycago was the city because Chicago had been a good racing city havshying hosted the 1930 National Air Race the 1933 American Air Races and the International Races and it had the airports reqUired for such an event
The how was yet to be thought of I went to Miami for the Contishynental Motors Race only to find that Miami was following Cleveshylands decision to drop the air racshying program Miami had grown to the point where the winter air races were no longer needed to attract the tourist They also dropped the AAA Winter Midget Auto Races
This really made me unhappy The loss of another major racing event coupled with the loss of the week having fun in the sun was too much to bear I went home detershymined more than ever that I would do something for air raCing-other
than talking about it The how idea came to me while
I was flying the Chicago-SeattleshyChicago-Burbank run for the nonshyscheds Those lO-hour flights gave a guy a lot of time to dream and dream I did I came upon the idea of opening a fabulous sa_ loon that I would call a nightshyclub This club would have to be something unusual in order to atshytract the people I wanted to reach I designed a very elaborate saloon that carried the theme of air racshying to its fullest extent-thus beshycame the Pylon Club
When I announced my plan to my brother Frank who was my partner in the Midget he thought I had flipped His reaction to the idea was What the hell do you know about running a saloonshyand What are you going to use for money I explained to him that any dummy can pour a beer and that I still had the money from the sale of my Culver Cadet With that he shook his head took a bite out of his cigar butt and went back to welding on the Midget
My original idea was to locate in downtown Chicago but a saloon keeper friend of mine talked me out of that idea in a hurry explainshying that between the coppers and the gangsters I wouldnt last six months unless I put them on the payroll and they would eventually own the joint
I shifted my thoughts to the Midway Airport area the eventual
location The exact location was 3017 W 63rd Street which was 2-14 miles east of Midway This location put me between the ALPA Headshyquarters and Dr Fenwicks office the doctor who gave most all of the FAA physicals on the south side For the sake of you historians we were located just two blocks east of where Benny Howard built the first Howard DGA-8
Flying for Monarch Air Service the non-sched kept me out of town quite a bit which kept the project on low burner Time was slipping by when fate struck a blow that put us in high blower
The non-sched I was working for hired a new chief pilot from Miami where he was flying a Lockheed Lobster We were operating three DC-3s three C-46s and a Lockheed 10 This new guy never even rode in a C-46 but had lied that he was type rated in the DC-3 and C-46
He started out by riding with the pilots in the DC-3s on the pretense he was checking them out until he was able to stagger around well enough not to kill himself He then moved to the C-46 where he met his Waterloo-which ended up putshyting the company out of business
It happened at Midway one night about 11 pm Being the end of the month all the captains had run out of time but there was one more schedule to fly so the Head Honcho decides he would fly the trip Larry Crawford Sr brought the ship in from Miami and landed on
VINTAGE AIRPLANE 7
a glazed ice runway at Midway with no problem
The airplane had no squawks so the Honcho fills it with gas and skulls and files for LGA He cranked up and taxied to 31L without losshying it on the ice but about a quarshyter way down the runway he did lose it For takeoff power in the -46 he was using DC-3 settings and when he lost it he pulled off at about 80 mph It came off but not for long- that over-grossed pig fell back in and there was no room to stop it on the ice The co-pilot who knew how to fly the -46 moved in and advanced the throttles to max power From my house it sounded like he double clutched it Now the Chief Honcho moves in again and pulls it off only this time he is off the runway and headed for John Caseys house the airport manshyager Before he gets to the house Johns BT-13 interrupts the flight The nose wings and engines clear the BT-13 but not the tail He ripped off the stabilizer and flipper on one side of the-46 and now it is hanging on the screaming props with no tail The airplane turned south and settled into the only open field with outside hay storage for a perfect vertical decent landshying Everybody got out without injury and then the -46 very conveshyniently burned
When the hearings were over and we found out this clowns real name and that he was not type rated in the-46 or DC-3 the insurshye AUG U S T 2 0 0 5
ance was cancelled on the carrier and Monarch went out of the big airplane non-sched business And I was out of a job
WHEN THE
PAINTER
SHOWED UP
AND I EXPLAINED
TO HIM WHAT I WANTED
HE TOO TOLD
ME I WAS
NUTS
About three days later myoid FAA buddy the late Walter Blanshyford called from St Louis and ofshyfered me Frank and Monarch Air Services original chief pilot Frank Arlaskas a job with Parks Airlines which later became Ozark I stayed on in St Louis for a while but the Pylon Club idea and air show flying didnt mix with Parks So I came back to Chicago to start work on the Club
The building I used turned out to be one-quarter the size of my origishy
nal plans This was dictated by the price of the rent heat and light The next awakening was the prices for the decor and insurance
I licked some of the decor costs by calling on a former Howard Airshycraft employee Mike Bernat who turned to interior decorating after Howard closed We took my origishynallayout and shrunk it to fit the smaller building We added Mike Bernats ideas for the final outcome I could save 500 words here if I had a photo of the interior of the Club But believe it or not out of hunshydreds of photos taken by magashyzines newspapers customers and friends I do not have a photo of the place Ill tell you why later
You will have to use your imagishynation as I try to give you a mental picture of the place For the ceiling we used parachutes with the harshyness removed Mike hung them in clusters with the top center fa sshytened to the ceiling and the canoshypies hanging inverted At the edges where the chutes met the walls we rolled the surplus and attached it in a scalloped form The end result was a very decorative and highly insulated acoustical ceiling
The main theme was carried into the walls We divided the walls into four large sections each of which would have a 3-D mural of the various racing events Mike Bernat designed built and inshystalled the four huge cornices that would frame the murals
The murals were a major undershy
taking and very costly in time and money I had 3-D color photos of Cleveland Miami and California races that I wanted reduced in full detail on the 20-by-8-foot sections of wall At first I thought I could get them blown up to billboard size like they use for outdoor advertisshying but when I told them I only wanted one each they thought I was crazy or rich or both When they quoted me $4000 and no guarantee of quality I scrubbed the blow-up idea
I got the bright idea of borrowshying a projector to project the imshyage on the wall and then trace the whole thing in charcoal to obtain the detail and then paint it The idea was great but it didnt work My brother Mike solved our probshylem by recommending a painter he knew He cautioned me however that I would have to keep this guy sober if I wanted the job to be comshypleted When the painter showed up and I explained to him what I wanted he too told me I was nuts We finally reached an agreeshy
ment on price and time Now for my $5000 mistakeshythe painter asked if I wanted the paintings on canshyvas or the wall surshyfaces I opted for the wall because it was cheaper I thought which I was to regret later
Next proj ect was the identifier My original plans called for a beashycon on the roof and a huge neonshylighted pylon in front When I apshyproached the landshylord and informed him I was going to erect a beacon tower on the roof he flipped and darn near ran me
out of town Next to get shot down was the neon-lighted pylon
First the building would have to be beefed up to hold it next a special permit from the city was reshyquired extra insurance and when I got the price from the sign comshypany to build it I gave up and opted for a 6-foot script-lettered Pyshylon Club neon sign I was fast learnshying about the saloon business Here I am three weeks away from my proposed opening date and I am broke and borrowing-and with six weeks work left to finish
The sign painter by now has polished off about three cases of gin but was doing one hell of a good job I took my chances with the painter and kept pouring the gin and about another case later he finished the job BELIEVE YOU ME when we finished it was a CHAMPION OF CHAMPIONS-it was a masterpiece The only thing missing was the whine of engines and the roar of the crowd We all sat back to admire Jeffs work and drank a toast to the mastershy
piece when I got the brilliant idea of just one more painting After we all destroyed a bottle of booze I asked Jeff if he would paint a panoramic view of racers on the racecourse at Cleveland on the window up front facing the street By now he was so wrapped up in the place and so full of enthusishyasm and booze that he agreed This painting turned out to be a classic Up until now we had the window covered so no one could see in while we were working
When Jeff started to paint that window I had to bar the door Evshyerybody wanted in-finished or not In the meantime we fixed up the back bar with a big OX-5 Hamshyilton prop which I borrowed from my brother Mike A pyramid of Carl Hubbells black bordered pre-war Thompson Trophy winners were hung on the wall Red and white checkered pylons were placed all over the place along with trophies and a whole new slew of photos of racers people and events Between the Hubbell paintings and the OX-5 prop hung a beautiful painting of our Midget racer No 43 This paintshying was a gift from Paul Schaupp builder of Mr Zip No 27 Midget racer from Inglewood California
Before we opened formally we had a premier showing for the aviashytion and public press and other seshylected guests who made the Pylon Club possible We named the mushyrals as follows the south half of the west was the Art Chester Wall this was a painting of Art Chester taking off at the San Diego Races minutes before he was killed
The north half was the Goodyear Wall with a large shot of one of the Goodyear Pylons with Bill Brenshynand rounding the bend North half of the east wall was the Cleveshyland Wall with a shot of the 1947 finish and the south half was the Betty Skelton Wall This wall had the shot of Bettys IiI Stinker at Mishyami winning the akro title
Next month Pylon Club Happenings
VINTAGE AIRPLANE 9
middot THE ~
Part I The Wrights dogged pursuit of useful flight HG FRAUTSCHY
Two weeks after arriving home from the windblown sands of North Carolinas Outer Banks the Wright
brothers were working on their next flying machine New Years Day saw Orville sending the engine casting patterns to Harry Maltby for changes (A few days later he returned the patterns saying he couldnt make the requested Changes) Casting patshyterns for the pistons and cylinders were sent out with instructions to make three sets Charlie Taylor got to work on a pair of new engines At least one was needed for the new Flyer since the 1903 Flyer engines crankcase was broken when the Flyer was rolled over by the wind after the fourth flight on December 17 The second engine would be used for tests By the third week of January they were sawing wood for new upshyrights and ribs and construction of the Flyer II was well underway
The 1904 Wright Flyer II was
1 0 AUGUST 2005
nearly identical in shape and form to the 1903 machine with one imshyportant exception They changed the wing camber from 1 in 20 to 1 in 25 flattening out the wings cross section which slightly reduced its drag but also its lift As the sumshymer months progressed the heat and humidity affected the unvarshynished wooden structure and the airfoil further flattened out to about a 1 in 30 camber They were countshying on the additional speed possible with the higher-horsepower engine and the lower drag of the airfoil to make up for the lower lift generated by the flatter airfoil
It didnt work For 1905 theyd go back to the
1 in 20 camber Other changes inshycluded a revision to the hinge point for the forward rudder (what we reshyfer to as their elevator) since the 1903 machines forward rudder was mistaken ly hinged aft of the censhyter of pressure and had a tendency
to snatch the controls from the opshyerator and to move to the full-up or full-down position when the control was moved in flight The location of the engine was also revised to move the center of gravity During the seashyson they also installed steel bars weighing as much as 70 pounds unshyder forward rudder bringing the toshytal weight of the machine to about 915 pounds
Due to the scarcity in Dayton of spruce long enough for their purshyposes the brothers were forced to use pine for their spars which caused a fair amount of frustration when repairs had to be made The pine snapped easier than the spruce causing the number of repairs to be higher An order was placed for spruce but it would be later in the summer before the wood would arshyrive at their shop
There was one pair of parts that were legaCies from the 1903 Kitty Hawk Flyer-the propellers Both
airscrews had survived the tumble over the sand after the fourth flight on December 17 and were to be used on the 1904 machine for the very first trials It is unclear exactly when they were removed from the 1904 machine but it seems likely it was in advance of this notation made on August 10 1904
Broke rudder before final landing Broke screw was the entry related to a 640-foot flight made by ww and noted in Wilburs Diary E (In their diaries the brothers referred to each other by their initials)
On Monday May 23 1904 they invited the press (but no photograshyphers) their father and a few friends for the first flight of the new mashychine It was a tough day for the brothers They fully expected they would at the very least be able to duplicate the distance flown the preshyvious December It didnt work out the way they had planned
While both had become the
By May of 1904 the Wrights had built a new version of the Flyer they had tested in Kitty Hawk at the end of the previous year Desiring a closer location to their home in Dayton they gained permission to fly in Torrance Huffmans praishyrie pasture just a few miles outside of Dayton There they built a hangar shed to house their airplane shown in these photographs in its initial 1904 configuration Orville leans on the strut while chatting with his older brother Wilbur standing on the right What appears to be a Richards anemometer is mounted to an outboard wing strut just behind Wilburs head You can clearly see a larger gasoline tank and a radiatorexpansion tank mounted on center-section struts near the horizonshytal four-cylinder engine The forward rudder (elevator) is clearly different in plan form from the 1903 Kitty Hawk Flyer
worlds most experienced glider pishylots over hundreds of glides since they started flying from the Great Hill near Kitty Hawk North Caroshylina when they started flying again in 1904 they had a combined total of only 98 seconds of powered flying time-Orville with a total time of 27 seconds Wilbur with 71 precious ticks of the stopwatch in his diary logbook This inexperience and the combined effects of density altitude and a very narrow performance enshyvelope added to their challenges
After waiting for high winds to subside on that Monday in May they were dismayed to see the wind die off almost completely They placed the Flyer II on the new 100shyfoot launching rail they had built and one of the brothers (its not clear in their diaries which of the two) settled into the padded leather hip cradle and grasped the wooden controls The engine proved diffishycult to start and ran poorly misshyfiring irregularly The signal given the engine lever was moved over to the far right and the restraining clip tripped With hardly a breath of wind blowing the Flyer started down the track But the combinashytion of a much higher density altishytude than they had at Kitty Hawk and the misfiring engine caused the Flyer to show no propensity to fly
it unceremoniously ran off the end of the track
A few days later with the weather still unsettled and rainy Orville managed a meager 25-foot hop Once again their father 76-yearshyold Bishop Milton Wright made the 8-mile trip on the interurban trolshyley from the west side of Dayton to Simms Station across the road from Huffman Prairie
The summer of 1904 would be a real test of the brothers persistence They were somewhat surprised and very disappointed in the initial trishyals and probably a bit embarrassed as well Not since the train ride home from North Carolina in Aushygust of 1901 had they been more perplexed and frustrated in their aerial experiments
June July and August would go past before they would equal based on time aloft their last flight of 59 seconds on December 171903 They finally did it on Thursday September IS 1904 in a flight that lasted 59-12 seconds according to the stopwatch and Richard anemometer mounted on the Flyer That days flight was made easier to accomplish thanks to one more innovation that was added to their list of accomplishments that fall the construction and use of a catapult to launch their airplanes
They didnt have the steady breezes VINTAGE AIRPLANE 11
In 1904 the Wrights would accumulate 45 minutes of flying time during 105 flights Most of the flights were measured in seconds such as this efshyfort flight number 30 Wilbur is shown in mid-flight on August 13 1904 He would cover 784 feet in 22-34 seconds skimming low over the tall grass in Huffman Prairie Two interesting details (see insets) are present in this image First on the left below the right wing of the Flyer II a couple
of people can be seen riding in a horse-drawn cart One can only imagine what they were thinking as the biplane skimmed the grass Second on the far right it appears Charlie Taylor is the man in shirtshysleeves with his hands on his hips as the Flyer II clatters by
they had taken advantage of along North Carolinas Outer Banks Recshyognizing that much lower average wind speeds were available in censhytral Ohio during the summertime the brothers built a longer set of launching rails each section meashysuring 20 feet At one point 12 secshytions of rail were laid and staked to the ground for a total of 240 feet but it was soon discovered that layshying that much track was not parshyticularly useful It took too long to lay the rail and often when the last section was lined up and bolted to its neighbor the brothers and Tayshylor would discover that the wind had begun to shift Shortening the rail helped get the job done sooner but consistent launches were only possible when there was a strong breeze Too often attempts in marshyginal conditions ended in nothing more than a short hop By midsumshymer the catapult was ready for a September 7 1904 trial
A 20-foot tall derrick was placed behind the Flyer and a 31 ratio rope and pulley block and tackle were inshystalled The rope ran from the top of
12 AUGUST 2005
the derrick down to the base and over another pulley where it changed dishyrection and ran alongside the rail to the opposite end of the shorter track (now 60 feet) There it made a 180-deshygree turn at the launching end of the rail running back to the Flyer perched on top of its launching truck There it was attached to the launching truck which had small bicycle hub wheels that rode on the metal-topped wooden rail A second rope attached to a stake driven into the ground restrained the Flyer When a 1200shypound weight was dropped 16-12 feet thanks to the 31 ratio the end of the rope attached to the launching truck would be pulled 50 feet down the rail accelerating the Flyer to flying speed Each weight the brothers used tipped the scales at 200 pounds On a number of occasions 1200 pounds proved to be inadequate and the weight being dropped was increased to 1600 pounds
It is often assumed the Wrights alshyways launched their Flyers into the wind and while it was certainly their goal their diaries make clear that crosswind takeoffs were often atshy
tempted and accomplished simply due to the vagaries of the wind direcshytion Thanks to the rapid accelerashytion from the catapult the controls were effective quickly giving the pishylot the ability to counteract the effect of the crosswind
A few weeks after starting to use the new launching system they flew longer and farther than ever before On a cloudy Tuesday morning Sepshytember 20 1904 starting with a crosswind from the left Wilbur manshyaged a flight of just over a minute in time covering 2520 feet He also managed to perform a pair of turns during the flight the first to the left and the second to the right landing as he came close to the fence near the road and the trolley line Based on writings by Wilbur in early 1912 in a disposition related to the Wright vs HerringCurtiss lawsuit it appears he may have been attempting the first circled flight but turned back in the opposite direction when he realshyized his turns path would put him in conflict with a tree he depicted in a diary map of the days events
On the next flight Orville did
even better than that and an intershyested and erudite witness was there to see the flight
Sixty-four-year-old Amos Root the editor of Gleanings in Bee Culture had driven 175 miles to visit friends in Xenia Ohio and made a side trip to Huffman Prairie to meet the Wrights Hed been reading about them in the few mentions made in the press up to that date and wanted to see for himself what was happenshying outside of Dayton As luck would have it he arrived on September 20
Root was no crackpot looking for a cause A leading citizen of Medina Ohio he bought the first bicycle in northern Ohio in the 1870s and he purchased a new Olds Runabou t motorcar in 1903 Root was known as a fellow who was willing to emshybrace new technologies as soon as they were viable He drove the Olds on a 400-mile tour of Ohio during the summer of 1904 and drove to Huffman Prairie in September Root had established a successful busishyness centered on beekeeping and is known today as the father of the modern beehive His business AI Root Inc a company now known as a worldwide supplier of candles and beeswax is still in its original buildshying in Medina
The cloudy skies gave way to rain later in the day with the breeze shifting from out of the northshywest to crossing the field from the northeast As shown in a diagram drawn in Wilburs diary Orvi lle with a right crosswind to compenshysate for as he started was launched off the rail He pitched the Flyer up to climb just a few feet and then proceeded to do something no one had ever done with a powered airshyplane-he flew the Flyer IT for one minute thirty-five and two-fifths seconds and flew in a complete 360-degree turn landing only because he neared the northeast boundary of the field
Root was amazed and the moshyment was not lost on him In the January 1 1905 edition of Bee Culshyture he wrote
liThe operator takes his place lyshy
while sitting up You can eXperience hoW extended periods could be Next time youre at home watching television try lying on your stomach and watching an entire episode of your favorshyite sitcom for the entire half-hour- no breaks no stretching just you and your head tilted upward as if you needed to always see where you were headed You can bet the brothers looked forward to that power increase
The other reason was terrain The Wrights didnt yet have the luxury of a prepared field that was long and free of obstructions The terra firma at Huffman Prairie was once a low swamp and the field was prishymarily filled with hummocks of grass about 6 inches tall A pair of flexshyible spruce skids could ride along the tops of uneven terrain soaking up the shocks and spreading the load along a pair of runners but a pair of wheels would have to be set on axles mounted in some sort of shockshyabsorbing apparatus all of which added you guessed it weight And in case you needed to land in a smaller field a set of wheels might need one more device brakes A pair of wheels of fered little resistance to stopping but a set of skids brought you to a stop much quicker with little chance of nosing over
Eventually the Wrights had the aircraft performance and the fie ld conshyditions that would allow them to dispense with the ungainly launching rail and catapult system but until then they plied the skies of America and Europe with a pair of graceful spruce skids
VI N TAG E AI R PLA N E 13
The Wrights struggled during all of 1904 with controllability issues and fightshying the effectsof what we have come to understand as density aHitude Too often a flight would end with the Flyer I darting into the ground such as this incident at the end of flight 31 on August 16 1904 Orville was the pilot The fellow standshying to the right of the launching rail appears to be Charlie Taylor the Wrights mechanic Flights ending like this prompted the brothers to create a catapuH sysshytem which they started using on September 7 1904 The addition of the catapuH meant that flights could be started at a speed that would allow the Flyer to accelshyerate and the Wrights flight times immediately began to increase
The leaves have fallen but the exciteshyment of being able to fly the Flyer I for over a minute at a time was irresistible for the brothers as they both learned how to control their recalcitrant flying machine and continshyued to refine their deshysign This photograph
of flight 85 was taken on November 16 1904 during a flight in which Orville covshyered 1760 feet in 40-112 seconds
Consistent flight continued to elude them even while they were able to keep the Flyer I in the air for more than five minutes sometimes circling the field four or five times When they concluded the 1904 flying season on December 9 they had plenty of scientific work ahead of them Confident they could solve the problems the following spring was spent trying to sell their flying machine and later building a new airplane At the beginning of the summer of 1905 they stood ready to fly in the air at their will The Flyer 11 would test their resolve
ing flat on his face This position offers a locom otive without any wheels we less resistance to the wind The engine will say but with white wings instead is started and got up to speed The mashy we will further say-a locomotive made chine is held until ready to start by a sort of aluminum Well now imagine that of trap to be sprung when all is ready locomotive with wings that spread 20 then with a tremendous flapping and feet each way coming right toward you snapping of the fo ur-cylin der engine with the tremendous flap of its propelshythe huge machine springs aloft When lers and you have something like what I it tumed that circle and came near the saw The younger brother bade me move starting poin t I was right in front [of] to one side for fear it might come down it and I said then and I believe still suddenly but I tell you friends the senshyit was one of the grandest sights if not sation that one feels in such a crisis is the grandest sight of my li fe Imagine something hard to describe The attenshy
1 4 AUGUST 2 005
dant at one time when the rope came off that started it said he was shakshying from head to foot as if he had a fit of ague His shaking was uncalled for however for the intrepid manager sucshyceeded in righting up his craft and she made one ofher very best flights
Ve ry be st fli ght ind ee d th e 52nd fli ght th e bro th ers m ad e with th e Flyer II was the longes t in te rms o f time a nd d ist a n ce they had ever m ade
In 1904 they made a total of 105 fli ghts most o f them fairly sh or t with limited turns performed within the confines of the fi eld More than once one of the brothers would land before turning any great amount for fear they would fl y outside the boundaries of the roughly lOO-acre Huffm an Prairi e They were still feeling out the amount of turn the machine would tolerate and more than once the turn ended in an unshyintended landing
Friday December 9 saw the end of the 1904 flying season a season of remarkable progress and maddenshying problems The airplan e still was unstable in pitch it still had the odd tendency to slide off to the side in turns and the power available was barely enough to sustain the Flyer in the air They dismantled the Flyer II keeping the hardware engines and propellers but burning the remainshying wood and fabric The in fo rmashytion they had gathered in their fi rst full season of powered flight was put to use as they began construction of the 1905 Flyer III ~
Continued next month
All of the images presented in this article are available as digital downloads from the Library of Congress website Start your search at wwwlocgovrr print cataloghtm
Tap the blue Im ready to search butmiddot ton and when the next page comes up click on the OW hyperlink or scroll to the very bottom of the page The Wright Brothmiddot ers Collection is number 57 Once youre at the search page for the Wright Collecmiddot tion just enter a keyword such as 1904 and a list of images will be presented Have fun There are plenty of interesting images-more than 300 Wright images scanned from their original glass plate negatives are part of the Library of Conshygress collection
its FREE
AVIATION UNLIMITED AGENCY
wwwouoonlinecom
Eugene Geno Breiner Newville PA
_ Graduate of Roosevelt Aviation School Long Islanel NY
_ In 1985 restored Fleet 2 NC8689 manufactured in 1929
_ 1987 Best Open CockpitshyPotomac Antique Aero-Squadron (PAAS) Horn Point MD
_ 1989 Best Antique Sentimental Journey to Cub Haven
_ 1992 Grond Champion shy PAAS
I have enjoyed my aircraft through the years and have
enjoyed working with AUA Inc since 1985 for all my
insurance needs
- Geno Breiner
I middot
AUAs Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums
Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages - 0 hand-propping exclusion
No compone t ~orts endorsements - Discounts for claim-free renewals carrying all risk coverages
The best is affordable Give AUA a call shy
800-727-3823 Fly with the pros fly with AUA Ina
Torquil Normans DH8S Leopard Moth HG FRAUTSCHY
Theres always room for imshyprovement in an airplane and in 1933 Geoffrey de Havilland saw potential in
his companys DH80 Puss Moth It was a great airplane but with a tweak here and an improvement there
The new version would use the higher-horsepower inverted Gypsy Major engine of 130 hp with seating for three people and a spruce and plywood box strucshyture for the fuselage
When first flown by the compashynys founder on May 27 1933 the DH8S Leopard Moth was found to be 9 mph faster that its sibling topshy
16 AUGUST 2005
ping out at about 137 mph while carshyrying three people Pleased with the results de Havilland came to like the airplane so much he ordered one for himself using it for family touring around the United Kingdom and on the continent of Europe in the blissshyful days before the clouds of war beshygan to gather
Interestingly a curious debate over crew placement in Jightplanes was put to rest in part due to the experishyence gained by pilots of the Leopard Moth When first conceived its preshydecessor the Puss Moth had both the passenger and pilot in the same cabin an arrangement that resulted
in a great deal of discussion Should a pilot be in the same cabin where he could be distracted from the rigors of flying the airplane Shouldnt he or she be positioned in a separate comshypartment or cockpit so that his or her full attention could be paid to flying the machine
If the tandem-seated Puss Moth dealt that concept a strong blow the Leopard Moth with its two in the back and pilot up front stomped on it and the side-byshyside DH87 Hornet Moth put it to rest for good The benefits of havshying the passenger inside the cabin where not only his desires could be
JIM KOEPNICK
dealt with but his help could be of great benefit was further enhanced by the passengers accessi bility to flight instruction which could be given by leaning over and speakshying into the pupils ear rather than shouting into the slipstream or givshying convoluted hand Signals
The attractiveness of such an arshyrangement contributed to the Leopshyard Moths popularity with 133 of them being made in the middle 1930s and almost half of them (60) being sold to overseas or continenshytal owners Buyers from as far away as Argentina and Japan ordered Leopard Moths and when World
War II broke out 44 of them were appropriated by the British military for use in communications work
Not surprisingly not all of those 44 DH85s re-entered civilian life after the war many were lost durshying service but better than two dozen were reregistered One of the Leopard Moths to survive the war was originally built for export to the Continent
When first built in 1933 DH85 serial number 7035 was sold to a French owner and it was registered as F-AMXP It sat out the war years in a barn in France and didnt fly again until after Roger Fiennes reshy
covered the airplane in 1990 and brought it to England where Ben and Jan Cooper of the Newberry Aeroplane Co restored it Torquil Norman aircraft collector extraorshydinaire bought the aeroplane from Roger before Rogers disappearance and presumed death in a Tiger Moth during an attempted crossing of the English Channel in the late 1990s
Quite thoroughly restored with an engine overhaul performed by Mike Vaisey of Vintech the Leopard Moth is now registered as G-ACOJ and is kept by Torquil at a small strip called Rendcomb Aerodrome located southeast of Gloucester in the United Kingdom Like Geoffrey de Havilland Torquil fell in love with his Leopard Moth flying as often as he could And like many pilots of old the lovely handling qualities of the DH85 provided the opportunity to fly the aeroshyplane long distances Record-breaking flights from England to Africa and Australia were made in the 1930s and taking inspiration from those intrepid pilots Torquil Norman had Henry Labouchere install a long-range tank under the back seat of the Leopard Moth giving it a 96 US gallon capacity enough to keep the Gypsy Major running for about 11 hours A couple of warmshyup flights to Italy and France gave him the confidence in the aircraft to fly the North Atlantic
A number of you may recall that in 1966 Torquil and Henry Labouchshyere flew a lovely de Havilland Dragon Fly to Oshkosh One of the lessons learned during that flight was that if one engine failed in the Dragon Fly they would wind up in the ocean as it didnt have sufficient perforshymance to maintain altitude on one engine with the other shut down and its fixed-pitch prop presenting itself to the slipstream completely unfeathered
Torquil felt that a single-engine crossing in the Leopard Moth didnt present a significantly greater risk than the flight in the twin-engined Fly so he gathered the equipment
VINTAGE A I RPLANE 17
Torquil Nonnan aircraft collector extraordinaire
18 AUG U S T 2005
Like many of its de Havilland siblings the Leopard Moth features foldable wings which help maximize available storage facilities
necessary for such a long trip and Iceland landing after a 9-l2-hour flew to Wick in far northeastern journey An attempt to fly over the Scotland Donning an exposure suit Greenland ice cap was rebuffed by and departing with a full 96 gallons clouds so a run down the east coast of fuel he pushed off to Reykjavik was made landing in Narsarsuaq at
the southernmost tip of Greenland There he was greeted with beautiful weather with temperatures in the 60s and sunshine
A long run to Goose Bay Labrashydor in Canada gave Torquil a taste of just about every type of weather one can expect to encounter from solid IFR conditions nearly down to the sea to a near gale blowing along the Canadian coast when he
(j was getting ready to land From ~ there he flew down to Sept-lies on g the north shore of the St Lawrence a ____ --u_ ~ Seaway in Quebec where he says
Electricity for the Moth is supplied by this strut-mounted generator which is he enjoyed a marvelous lobster din-driven by a carved impeller You can see the damage done to it by ice and pre- ner Then it was on to the States cipitation encountered on the trans-Atlantic trip making his way to EAA AirVenture
Oshkosh 1999 after a few stops to visit friends along the wayA Hamilton vertical
All in all he didnt feel the airshycard compass (right) craft ever ran up against insurshysupplements the stanshymountable issues during his longdard British compass flight but there were times whenmounted at the bottom the long legs of the Leopard Mothcenter of the instrushywere not contributing to the comshyment panel fort of the pilot Having made the trip in both the Rapide and the Leopard Moth Torquil didnt feel it was likely hed repeat his transshyAtlantic hop but he certainly has created a whole new set of stories to tell his chums at home
VI N TAGE A I RPLANE 19
THE FORGOTTEN PERFORMERS
Bellancas record-making airplanes VIC PIKE
Clarence Chamberlain on his way to Gennany
A sk anyone in a pishylots lounge what airplane Charles Lindbergh flew across the Atlanshy
tic and the reply will be Why a Ryan of course But relatively few current pilots are aware that two weeks after Lindberghs famous flight Clarence Chamberlain and Charles Levine flew a WB-2 Belshylanca named Columbia immediate predecessor to the Bellanca Paceshymakers and Skyrockets from Roosshyevelt Field New York to Eisleben Germany And few pilots know that prior to his involvement with Ryan Lindbergh unsuccessfully neshygotiated with Wright Aeronautical (who commissioned the WB-2) and later with Giuseppe Bellanca at his Columbia Aircraft Co to purchase th e very plane used by Chambershylain and Levine Unfortunately (or fortunately for Ryan) Charles Levine th e financial underwriter of Columbia Aircraft manipulated capriciously to obstruct a sale to the 20 AUGUST 2005
unknown airmail pilot Lindbergh From the mid 1920s through the
early 1930s Bellanca monoplanes routinely set records for distance altitude and endurance that made their superlative performance an expectation Victories at the Nashytional Air Races in both 1925 and 1926 An endurance record of 51 hours and 11 minutes in 1927 and New York to Havana Cuba in 1928 both by the Columbia
Then it was Maine to Spain by the North Star in 1929 At the Nashytional Air Races in Cleveland that year Bellancas took five firsts three seconds two thirds and two fourths in seven events In May 1930 came the non-refueled endurance record of 84 hours and 33 minutes in a Pacemaker powered by a Packard DR-980 radial diesel engine this reshycord was not broken until the 1986 flight of the Voyager
In July 1930 another record New York to Istanbul in the Cape Cod nonstop And still more an altitude record of 30453 feet was
set in 1931 by Bellanca test pilot George Haldeman
1931 also saw an around-theshyworld flight with Clyde Pangborn and Hugh Herndon in Miss Veedol which culminated in a 4558-mile 41-hour and 13-minute leg across the Pacific Ocean from Sabishiro Beach Japan to Wenatchee Washshyington which is a story in itself This record stood until 1947 when it was eclipsed by a uS Air Force 8-29 Miss Veedol was renamed the American Nurse and in 1932 vanshyished on a trans-Atlantic attempt
These are only a few of the acshycomplishments of this Bellanca seshyries and although some of these airshyplanes had modifications such as longer wings the original design was a commercial production aircraft
Diminutive and shy Sicilianshyborn Giuseppe Bellanca had formal education in mathematics and enshygineering and in a partnership of three constructed Italy s first airshyplane in 1909 He immigrated to America in 1911 and soon assemshy
bled a parasol-wing monoplane powered by a three-cylinder 30shyhp Anzani engine After flying this airplane Clarence Chamberlain remarked I was thoroughly conshyvinced that Bellanca not only was a genius but a hero of a rare sort
In 1912 Bellanca established the Bellanca Aeroplane Co conshystructed a second monoplane and opened a flight school One of his students was Fiorello LaGuardia later New Yorks famous mayor In 1916 Bellanca designed the CD and CE biplanes for the Maryland Pressed Steel Co To illustrate his engineering acumen the CE (1917) would cruise at 100 mph on 90 hp while the conshytemporary Curtiss IN-4D Jenny also with 90 hp followed at 65 mph
The CF monoplane first flew on June 8 1922 and was spectacular for its era With an enclosed cabin carrying four passhysengers and powered by a 90-hp 10-cylinder Anshyzani radial (twin rows of five cylinders) the CF cruised at 100 mph for 600 miles and enjoyed an impressive 12-to-1 glide ratio With the CF Bellanca created a signature airfoil fuselage profile that continued into post-war designs
Airmail pilot William C Hopson campaigned the CF in a series of competitions during the summer of 1922 He took first place in every event Hopson observed She was by far the most remarkable plane I had ever flown
Despite the CFs accomplishments there was no market for a $5000 airplane when World War I surplus models were selling for a few hunshydred Fortunately the CF survived has been restored and is now in the National Air and Space Museum
In 1925 Bellanca joined the Wright Aeronautical Corp which put him in close proximity to the new 200-hp J-4 Whirlwind engines This prompted construction of the
conflicts with Wright Aeronautical in Patterson New Jersey he moved to New York and entered the conshytentious partnership with Charles Levine When that unraveled Belshylanca re-established production in a rented warehouse on Staten Island
Bellancas outstanding airplanes enticed the state of Delaware and particularly the du Pont family into courting him to settle there After a temporary operation in Wilmingshyton a factory and airfield were conshystructed at New Castle stability was finally achieved
The rugged construction and prodigious load-carrying capacity
of these unique airplanes disbursed their activities all over the world where they served careers from distinguished air transshyport to bush hack An ulshytimate utilitarian characshyter relegated the grand birds to situations of exshypendability that unforshytunately caused attrition to eliminate alarming numbers of them
Out of the 60 that were built only one airworshythy example of a Paceshymaker CH-300 exists toshy
bull
--=--shy -lt
-shy____ u
all-wood WB-1 followed by the steelshytube fuselage WB-2 using the imshyproved 220-hpJ-5 The WB-1 was deshystroyed in a crash in 1926 and the record-breaking WB-2 Columbia was lost in a hangar fire in 1934
From the WB planes evolved the Pacemaker series first the J-5 Wright powered CH-200 of 1928 then the 300-hp R-975 J-6-9 CH-300 of 1929 (also available with the PampW Wasp Jr) and the R-1340 Wasp CH-400 Skyrocket of 1930 on through the senior Pacemakers and Skyrockets of the later 30s
Giuseppe Bellancas passion was to design and build airplanes with the following parameters Maxishymum safety and the greatest possishyble efficiency as measured by speed load and range His earlier dreams seemed perpetually frustrated after
day NC251M Serial No 154 And even this one is currently undergOing a complete and toshytal rebuild with new fuselage and wings and a target date for compleshytion in the summer of 2005
Throughout the story of this airshyplane is the striking reality of how many people have been involved The core history of an old airplane is inshytriguing but the anecdotal accounts of the people create something inshyfinitely more profound Aviation is a community an extended family so loosely connected that members remain unacquainted But the comshyposite connects lives in ways that are not previously suspected Keep this in mind as you read
NC251M emerged from the Belshylanca factory at New Castle Delashyware on September 171929 to be delivered as the first airplane of In-
VINTAGE AIRPLANE 21
ter-IsIand Airways (now Hawaiian Airshylines) of Honolulu It served primarily with sightseeing flights while Inshyter-Islands passenshyger service evolved around Sikorsky S-3S amphibians
On April IS 1933 NC251M was sold to Mr G Fowble (posshysibly a broker) of San Bernardino California and then resold on April 27 to MacMillan Peshytroleum Corp of Los Angeles Remember MacMillan Ring Free Motor Oil On March 20 1935 it was purchased by Unious Mac McGee (McGee Airways) in Anchorage Alaska to begin 15 years as a bush workhorse On April 20 1935 McGee Airways was sold to Star Air Service in Anchorage which became Star Airlines which became Alaska Star Airlines which became Alaska Airlines in May 1944
Steve Mills chief pilot for Star was flying a sister Pacemaker NC259M when a fatal crash claimed his life in 1936 After usable parts were salshyvaged the remaYJs were burned at the site of the accident In 1995 the curator of the Alaska Aviation Herishytage Museum (and a walking encyshyclopedia of Alaska aviation history) Ted Spencer recovered the parts and stored them at the museum in Anchorage Steves grandson Dave Mills assisted Ted in his efforts
Essentially intact the logs of NC251M depict a rich history of Alaska bush flying in the 1930s and 1940s and reading them is like peering into the Holy Grail Much of the story can only be extraposhylated from the cryptic and frustratshyingly taciturn renderings of bush pilots who flew thousands of hours over geography and in weather that would be considered treacherous to most modern pilots
Ones imagination expands from such tersely penciled comments as 22 AUGUST 2005
PICTORIAL HISTORIES PUB CO
NC251M in 1929
Engine blew up Ship moored at Naknek Rate of climb reads SOO feet down in level flight Windshyshield gives pilot cold shower Turn and bank no good Cant adjust altimeter (Signed Satan) Repaired left wingtip spliced rear spar Rebuilt left elevator
Another entry notes Flew every day from 1-20 to 2-14 With such casualness the suspicion is that unshyderstatement must be intrinsically characteristic of these bush pilots theres no mention of the effort inshyvolved in keeping a 1929 airplane flying every day during the rigors of an Alaskan winter
The logs include entries by many noted Alaska bush pilots a few of which were Kenny Neese Johnny Moore Don Goodman Jack Elshyliot (who onee swooped down and speared a wolf with his ski) and Bill Lund Lund stayed with Alaska Airshylines as its number one pilot and pioneered jet flights into Russia during the 1970s finally retiring in 19S0
Martha Monsen was the Star agent in Naknek during the 1930s and ran a virtual boarding house for the pilots during layovers Several of Monsen s sons became pilots and one Mel Monsen told me of sitting at the supper table as a young lad caught up in the intrigue of endless convershysations about bush flying advenshy
tures Mel Monsen related that when he and his friends played bush pishylot there was alshyways an argument about who would be Kenny Neese
In these early days it was usual for Alaska air sershyvice companies to struggle wi th fishynancial solvency Star was no excepshytion and in June 1939 in exchange for some capital investment the
ownership of its entire fleet was transferred to bankers Thrall and Williams of Minneapolis Minshynesota In contemporary terms these treasures included four CHshy300 Pacemakers three CH-400 Skyrockets two Stinson SM-SAs a Fairchild Pilgrim 100A a Cessna C-34 Airmaster and a Ford 5-AT-C Tri-Motor The arrangement apshyparently worked because by Febshyruary 1940 everything was back in Stars legal possession
In June 1946 Alaska Airlines performed a field conversion from wheels to Edo 4665 floats When completed notification was sent to the CAA with the simple comment that it was similar to Bellanca NC256M Approval was granted
From 1929 NC251M flew with a Wright R-975 J-6-9 of 300 hp reshyplaced or overhauled a number of times but a catastrophic failure in August 1946 prompted Alaska to convert to a PampW R-9S5-AN-3 Navy surplus and freshly overhauled In May 1947 the plane was returned to service
In December 1947 Alaska Airshylines sold NC25 1 M to Eric Shutte (pronounced Shoot-ee) and CV Kay Shutte came to Alaska in the early 1930s as a pilot and mechanic for Vern Gorst founder of Pacific Air Transport Kay had been a partshyner with Shell Simmons in the Panshyhandle Air Transport Co (Pateo)
out of Juneau in the mid 1930s
Shutte and Kay did contract flying for the US Coast Guard and opened a hotel in King Salmon called Nashyknek Sky tel with NC25 1 M providing charter flight sershyvices The business suffered a setback in 1950 when the hotel burned and on a trip south the Bellanca was damshyaged in an accident Kenmore Air 1950s On the float is Bob Munro Walt Winsman mechanic near Prince Rupert and Bill Lund Alaska Airlines pilot on a day off British Columbia
Bob Munro of Kenmore Air Harshybor in Seattle salvaged the plane with the promise that insurance would cover the costs The insurshyance company refused and Munro took possession of the Bellanca as payment After repairs were comshypleted NC25 1 M joined the Kenshymore fleet Currently Kenmore is a world-class floatplane operation holds the type certificate for Edo floats and has developed many STCd modifications for de Havilshyland Beavers and Otters
From 1955 to 1957 Munro leased NC25 1 M to Bob Hall of Kodiak Airways (actually it was sold and repurchased for liability protecshytion) Kodiak ran scheduled mail and passenger service to the five villages and nine canneries on Koshydiak Island The chief pilot was Gil Jarvela and in a conversation with me he related stories that riveted my attention hauling resistant Koshydiak bear cubs in gunny sacks loadshying incredible amounts of freight in NC25 1M and patching holes in the floats with bubble gum and spruce twigs
When the plane was returned to Kenmore Bob Munro commisshysioned Clayton Scott to engineer the installation of Edo 6470 floats to replace the smaller 4665s I had heard of Scott and his legendary cashyreer in aviation that has spanned
more than seven decades and conshyfirmed his existence with Bill Whitshyney Kenmores senior pilot who flies turbine Otter floatplanes
I visited Scott in his large hanshygar on the Renton Municipal Airshyport in Washington state where he conducts business as Jobmaster Co his aircraft modification firm Out front was a beautiful Cessna 195 on floats and inside I found him working on a de Havilla~d DHC-2 floatplane Looking at the man and his environment I immeshydiately realized that this was halshylowed ground
I told him my visit was prompted by an understanding that he had once installed floats on a Bellanca Pacemaker and he replied Yes that was in 1957 We replaced a set of Edo 4665s for some 6470s I can show you the paperwork He stepped to his fi le and without glasses pulled it out
I inquired of Scott how old he was and with a sly smile he said 100 minus three After a period of time during which Scott grashyciously shared with me some of his incredible flying experiences I left this icon so that he could return to working on the Beaver [ felt that I had been in the Notre Dame Catheshydral [Well have more on Clayton Scott in next months issue of Vinshytage Airplane-Ed]
As predictably ocshycurs in the life cycle of utility airplanes NC251M was showshying tatter and wear by the late 1950s the engine found a home on the nose of anshyother ship the wings were pulled and it ended up in the back of Kenmores storage yard In June 1960 Dick Poet of Aumsshyville Oregon purshychased the airframe and floats
Poet was an aerial applicator pilot and with his wife Helen
owned Wilderness Airlines in Bella Coola British Columbia Dicks meshychanic Bob Bohanan completely refurbished the Pacemaker includshying new fabric paint and an overshyhauled R-985 from Wesco Air Service on Boeing Field which returned it to pristine condition
With the rebuild complete on June 25 1962 there was the issue of taking the airplane off the Poets grass strip Straw was spread down the runway to reduce friction and with Dick in the cockpit power was fed to the R-985 Sufficient airshyspeed was achieved but the long floats prevented rotation and takeshyoff was denied Bohanan then conshystructed a two-wheel dolly from an old truck axle and this time Dick lifted off while the dolly burshyied itself in the brush at the end of the field After a short test flight he landed on the Willamette River at Salem Subsequently the Poets applied for Canadian registration (CF-OQK) and flew to Bella Coola British Columbia where the Paceshymaker began charter service with Wilderness Airlines
On June 25 1963 a woman Mattie Jack was attacked and badly mauled by a grizzly bear at Mud Lake east of Bella Coola A call was made to Dick for a rescue flight and he immediately took off with
continued on page 32
VINTAGE A I RPLANE 23
A beautiful day is not complete unless it is seen from the inside of a cockpit The Vintage Aircraft Association is providing you with the opportunity to bring the magic of flight to your home office or hangar Take flight with the 2006 VAA Calendar Free Skies Forever
The gorgeous 17 x 11-inch full-color wall calendar is the perfect gift for yourself or your favorite pilot Each month contains the amazing photography from the Vintage Aircraft Association and captures the spirit of flight
As a commemoration to the great aviators before us the VAA 2006 Calendar Free Skies Forever contains great feats in aviation printed on the exact date of occurrence Dont let this opportunity fly past you Order your 2006 VAA Free Skies Forever Calendar by September 30 2005 Calendars will ship in November for Christmas arrival
Or to order by mail send your checkmoney order to Vintage Aircraft Association 2006 Calendar do Turner Publishing Company bull PO Box 3101 bull Paducah KY 42002-3101
o Please enter my order for __ copies of the Vintage Aircraft Association 2006 Calendar - only $1595 Your Name
o ShippingHandling add $395 for each calendar Address
o Kentucky residents add 6 sales tax City State Zip
TOTAL ENCLOSED $______
Telephone For Office Use Only - VAA2006-A-GW
CkR Amount E-mail address (for order confirmation)
DOUG STEWART
Whetherweather to go or not
There I was driving along the turnpike looking up at a severe clear cerulean sky and rather than findshy
ing myself ecstatic at that beautishyful sight words that cannot be reshypeated in this column were formshying on my lips Gosh darn (it was really a lot stronger said than that) the briefer said VFR not recomshymended and now instead of being up in that sky where I belong I am down here ground bound driving to my destination
I know probably everyone of us has been in this situation pershyhaps more times than we care or choose to remember As the sayshying goes There are old pilots and bold pilots but no old bold pishylots Many of us are aware that most aviation accidents when asshysociated with weather tend to be fatal ones Thus if we are not inshystrument rated and current or flyshying an airplane that is not instrushyment certified we tend to choose alternative means of transporshytation when the briefer tells us VFR is not recommended
But does this always have to be the case Are there any ways to make those VFR trips possible and still remain safe Are there any tools we can use to determine if the forecast is holding true or if it is not For I think we all both male and female would agree that the weather is like the opposite sex-toshytally fickle and unpredictable Lets
take a look at the numerous tools we have for making the gono-go decision relative to the weather
To help determine if the forecast is going to hold true I usually first consult the METARS Check reshyporting stations along your route If you are able get a history showshying the reports over the past three to four hours and see if the reports are corroborating the forecasts (DUATS WSI and Meteorlogix are all great sources for this informashytion) What trend do you see in the reports Is the weather getshyting better or worse or holding the same Is it doing what the TAF and FA said it would
Im also sure to compare the tershyminal forecasts (TAF) with the Area Forecast (FA) The TAF covers only a S-mile radius of the aerodrome whereas the FA covers an entire area Keep in mind that cloud bases in the TAF are AGL (above ground) whereas the cloud bases in the FA are MSL (above sea level)
Next I check the PIREPS (pilot reports) Do they substantiate the briefers warnings When checking PIREPS be sure to take into account where the report was made (threeshydimensionally) when it was made and what type of aircraft the reportshying pilot was flying If a 747 reports light chop along my route I might consider leaving the ropes on my airplane and going to have a frosty one whereas if its a J3 reporting moderate turbulence I might very
well launch on my own flight While we are mentioning PIREPS
lets not forget that (as in all things in life) what goes around comes around If we are seeking PIREPS in helping us to make the gono-go decision we should also consider filing them It takes only a few moshyments to file a PIREP and in doing so you are assisting many other pishylots in their flight planning
These are a few of the tools we can use while still on the ground to determine if the forecast is holdshying true But what about when we are already en route How can we know whether the weather will be as forecast
Obviously if the forecast was for severe clear and there are a lot of clouds forming you do not need to be a rocket scientist or a brain surgeon to know that the forecast is not holding true But there are many other clues that might not be quite as obvious and that should warn us that the briefer might have been wrong
If we realize that we are having to fly a heading other than what we had plotted to track our course or if we are experiencing different ground speeds than what we had exshypected we should understand that there is a good chance that the enshytire forecast might be off After all these forecasts are predicated on the expected movement of fronts and pressure zones When they dont move as anticipated the winds aloft
VINTAGE AIRPLANE 25
will be different thus yielding difshyferent headings and groundspeeds than we had planned
There is something else that can give us a heads-up about the posshysibility of the forecast going south and that is the temperatures aloft Most aircraft have outside air temshyperature gauges (OAT) and these can be very useful tools-ones that many pilots ignore An OAT can be used to corroborate whether the temperatures aloft are as forecast (You do remember that the foreshycast temperatures aloft are included with the winds aloft dont you) This can give us an understanding of whether the fronts are moving at the speed and direction forecast or if they might be moving slower or faster than expected
Keeping track of the temperashytures as you climb can also help you quickly determine if the lapse rate is stable Remembering that the stable lapse rate is ZOC per thousand feet one can make a note of the tempershy
ature on the ground prior to takeoff and then check it as you climb If it is less than ZOC per thousand one of the major ingredients in the proshyduction of thunderstorms is presshyent that being an unstable lapse rate (The other two are moist air and a lifting action of some kind) Thus the OAT can be a useful tool in confirming or refuting the foreshycast of thunderstorms
One could spend a lifetime studyshying the weather and not get any closer to predicting what it might do And I cant do justice to the subshyject in this short article However when it comes to weather I must say that discretion is the better part of valor There are certainly times when the briefer will give the warnshying that VFR is not recommended and the day turns out to be beautishyful But there are also times when your beautiful day turns ugly
Regardless of whether the foreshycast is for good weather or bad be sure to have an alternate plan in
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation
Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these jewels on and bring back the good times New General Aviation Sizes Available
500 x 5 600 X 6 700 X 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
~DESSER(~ 323-721-4900 FAX 323-721 -7888
6900 Acco St Montebello CA 90640 TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106
wwwdessercom
26 AUGUST 2005
place Remember to run the PAVE and CARE checklists that I wrote about in previous articles to help you make the proper decisions relative to the weather Using the tools I have mentioned above will help you in checking the enVironshyment help in understanding the consequences of the hazards asshysociated with some aspects of the weather and aid you in assessing the realities of what the weather is really doing
And when the briefer gives you that dire warning of VFR not recshyommended keep in mind that it is always much better to be on the ground wishing you were up in the air than up in the air wishing you were on the ground He might be wrong and Ive offered some tools to help determine that but he very well might be right
Doug Stewart is the 2004 National CFI of the Year a Master CFI and a DPE He operates DSFI Inc based at the Columbia County Airport (lBl)
TelePhone 800-247-8473 or
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE NEWLY ACQUIRED GARNER P EMMERSON COLLECTION DONATED TO EAA BY BOB HIGHLEY OF LAKELAND FLORIDA
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs to be in no later than September 10 for inclusion in the November 2005 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to mysteryplaneeaaorg Be sure to include your name city and state in the body of your note and put (Month) Mystery Plane in the subject line
MAY S MYSTERY ANSWER as residing in Los Angeles at that time I learned this while roaming on wwwaerofilescom last evening
I already had seen the aircraft in the British magazine Aeroplane Monthly that has the same photo as yours along with some contemshyporary aircraft in an illustrated article in the September 2003 isshysue with the title Call That Safe The caption to the photo reads
In 1933 Carl Hall and Frank Nixon tested this propeller cowlshying at Compton California It was claimed to speed up aeroplanes from 39 to 140 per cent and slow them as much as desired for landshying the innerdeflectors serving
Mays Mystery Plane came to us X12211 seems to have its 95-hp as air brakes from Harold Swanson Cirrus upright four-cylinder en I hope that you have more inshygine
Heres our only letter concerning as it was reported to have in 1 formation about this interesting934 its identity it was reported to have had a Veshy early try at a ducted propeller
lie engine when built in 1931 Jack Erickson The Felio Ranger SP-2 owner Harold G Felio is li State College Pennsylvania sted
VINTAGE AIRPLANE 27
EE BUCK HILBERT
Aeronca C-3 N-13000
Ive been asked many times Why do you hang onto this old airplane
Several reasons Mostly it has a place in more recent historyshynamely the last real Cleveland Air Race held in 1948 And probably another reason is it represents at least to me the memory of the last of the barnstormers
To the best of my knowledge the last time this little C-3 flew was at the 1948 Cleveland Air Races
The airplane belonged to Duke and Martha Hashner the owners of Global Airshows and promoters of the races that year
Duke flew this Aeronca C-3 in a clown act The airplane was painted up with a clown face was all red and white and Ive been told he did a remarkable job of entertainshying the crowd
Duke also flew other aerobatic aircraft in the show while Martha was the wing-walker parachute jumper and ticket seller
Unfortunately this was the same year record-holding entrepreneur Bill Odom crashed a racing P-S 1 into a residential area resulting in his death and other fatalities Beshycause of this accident Duke and Martha were the target of lawsuits that drove Global Airshows and the two of them out of business and into seclusion
Living on the Quietula Farm at Cherry Valley Ohio the coushyple now forced to retire from doshying their air show routines turned Global Airshows into a traveling
28 AUGUST 2005
static display show The 50s saw the advent of the
shopping center Global Airshows would truck its airplanes to the new shopping center parking lots and display them in full air show regashylia Martha and Duke would dress the part entertain the crowds and dreamed of once again being active air show circuit acts
The airplane
belonged to
Duke and Martha
Hashner
Unfortunately Duke suffering from a brain tumor lost the ability to participate and after a long batshytle passed away Martha kept the airplanes now stored at the farm and spent her days tending numershyous pet dogs and cats dreaming of her barnstorming glory days as queen of Global Airshows Martha passed away in the mid-60s
Global Airshows and its derelict aircraft were sold to Bill Ross and me a few months before Martha passed away
The collection consisted of Marshythas Meyers OTW Dukes Waco F and a Porterfield CP-65 All were inshy
tact and complete but each needed restoration Also in the collecshytion were pieces and parts of two Aeronca C-3s a J-2 Piper a Taylorshycraft L-2 and a Fairchild 22 Along with the airplanes came numerous engine parts old tools and propelshylers along with the trailers used to haul the airplanes
What happened to the airshyplanes is the frequently asked question Bill Ross was past presishydent of the EAA Warbirds of Amershyica owned a P-38 Leroy Grumshymans personal F3F and an F6F and had his hand in several entershyprises while involved in Warbirds Right at that time he discovered the Grumman Goose was the best bet in sport flying and his attention was diverted in that direction
The Meyers and the Porterfield were restored by Bill and sold The project Fairchild 22 and J-2 went to a couple of our Vintage members and were restored and are flying The Waco F was sold but never did get flying The two C-3s came to me and eventually were restored One was sold and one for those sentishymental reasons is still in my hanshygar disassembled and awaiting the final engine fix The L-2 had been a gas station ornament for years and when they took it down the guy wielding the cutting torch manshyaged to start a fire that ended any thought of restoration
Bill Ross moved to Nevada after he retired from business and unshyfortunately while returning from one of his business trips he flew
into a cloud that had a rock in it Another reason for hanging on It reminds me of Bill Ross and his contributions to the Warbirds of America being part of EAA
Oh yes we did get the C-3 flyshying but the engine ate itself up afshyter about 4S minutes Time for a different approach
I had a set of floats and rigging and Brian Van Wagnen and I deshycided the little C-3 would be a real hoot to see flying on floats However we wanted a reliable engine and the one we had was mostly junk
Brian tore into it but the crank was beyond repair At great exshypense a new one was made dual ignition heads were installed and a new single-drive dual mag was inshystalled after modifying the tail case It runs but the vibration was bad enough to cause distrust Another disassembly and recheck as well as internal component balance were in the works when tragedy struck
Brian had a hangar fire and lost everything he had in the 70-by-90 hangar and its 24-foot lean-toshyhis Widgeon project the Fleetshywing Seabird two antique Aeronca Chiefs a Piper 180 all his toys shop equipment tools and of course the building
The little C-3 stored in another building was all that was left The floats rigging and all the spare enshygine parts were destroyed in the fire A small loss in comparison to what Brian suffered
With no hangar and no shop the decision was made to disassemshyble NC-13000 and bring it back home and there it sits Every day I walk past it and say to myself You gotta get going But the press of daily living and the episodes weve been through in the past couple of years have stopped all the progress Oh well whats another couple of years After all its been grounded since 1948
Until then it just sits and Im going fishing With that its Over to you
Come or t e weekend BUILD FOR A LIFETIME
HANDS-ON HOMEBUILDER WORKSHOP
SCHEDULE
Aug 26-28 Oshkosh WI
Aug 27-28 Arlington WA
Sept 9-11 Griffin GA (Atlanta Area)
bull Repairman (LSA) Inspection-Airplane
bull RV Assembly
bullTIC Welding
Sept 10-11 Corona CA (LA Area)
bull RV Assembly
Sept 10-11 Lakeland FL (Sun N Fun Campus)
bull RV Assembly
Sept 10-11 Houston TX (Westwood Aviation Institute)
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems
Sept 16-18 Frederick MD bull Repairman (LSA) Inspection-Airplane
Sept 23-25 Denver CO bull Repairman (LSA) Inspection-Airplane (Westwood College)
Oct 1-2 Columbus OH (Columbus State Community College)
KLEINEAA SportAir Sponsors TOOLS
wwwkleintoolscom
WORKSHOPS ___ ~
EA~
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems bull Cas Welding
bullbull amp cafamiddot~middotAir c raft Coatings
_polyfibercom wwwalrcraftsprucecom
1-800-WORKSHOP 1-800-967-~746
wwwsportalrcom
YOU CAN BUILD IT LET EAA TEACH YOU HOW VINTAGE AIRPLANE 29
r ~ __c -lt JMNEwMAN
t The (ollowing list o(coming events is (IIrt1ished to Ollr readers as a matter o( it(orshymation only and does not constitllte approval sponsorship involvement cottrolor direction o(any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 OshkoslI WI 54903-3086 Or e-Illail tl1e information to vintageaircra(teaaorg In(ormation shollld be received (ollr months prior to tile event date
AUGUST 7-Queen City MO-Applegate Airport 18th Annual Washytermelon Fly-In 2 PM til dark Info 660-766-2644
AUGUST 13-Hoquiam WA-Bowerman Field Ercoupe Gathering amp Fly-In All experimental classic and vintage aircraft are welshycome Excellent restaurant on field Info Dick 360-533-5926
AUGUST 19-21-Alliance OH-Barber Airport (201) 7th Annual Ohio Aeronca Aviators Fly-In Join us for a relaxing weekend of fun food friendship and flying Breakfast served by EAA Ch 82 Sat amp Sun 7am-llam Camping on field local lodging and transportation available Forums on Saturday Info Brian 216shy337-5643 or bwmatzllacyahoocom or wwwoaafy-Incom
AUGUST 20--Laurinburg-Maxton NC-Ercoupe Owners Club Aweshysome August Invitational NorthSouth Carolina members and guests Lunch awards Young Eagles Flights Info 336-342shy5629 or bandmannetpath-rc net
AUGUST 20--Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-[n Breakfast Info Tom 740-587-2312 or tmcaiinkcom
WIVI cbullbull___bull
These are the first tools you need to buy when you re~cover your
airplane Anyone who has used them will tell you they re the next best thing to having one of our staff right beside you The VHS tape and the DVD will give you the Big Picture and the manual will walk you step by step through every part of the process Youre never on your own when youre using Poly~Fiber
wwwpolyfibercom e-mail infopolyfibercom
Aircraft Coatings 800-362-3490
AUGUST 20--Niles M[-jerry Tyler Memorial Airport (3TR) VAA Ch 35 Corn and Sausage Roast 11am-3pm Rain date August 20 Donations $5 adults $3 children 12-yrs and under All you can eat Info Len 269-684-6566
SEPTEMBER 3-Marion [N-(MZZ) Flyln Cruiseln Info wwwFiylnCruiseln com
SEPTEMBER 3-Prosser WA-EAA Ch 391 s 22nd Annual Labor Day Weekend Prosser Fly-[n Info 509-735-1664
SEPTEMBER S-U-Galesburg [L-Galesburg Municipal Airport 34h Annual Stearman Fly-[n Technical seminars Aircraft judging and awards Aerobatic formation short-field takeoff spot-landing and flour bombing contests Dawn Patrol lunch-time flyouts pizza party stage show banquet and more Info 309-343-6409 or stearmanstearmanfyin com or wwwstea rmanfyin com
SEPTEMBER U -Mt Morris IL-Ogle County Airport (C55) EAA Ch 682 Fly-In Breakfas t 7am-12pm Info 815-732-7268
SEPTEMBER 16-17-Bartlesville OK-Frank Phillips Field (BVO) 49th Annual Tulsa Regional Fly-In Info wwwtllisafyincom or Charlie Harris at 918-622-8400
SEPTEMBER 17-Poplar Grove IL-Poplar Grove Airport Vintage Wings amp Wheels Museum Salu te to WW II Combat Aviators Military aircraft display and fly-by Interviews with 12 WWII veterans of air combat Info wwwpopiargroveairmotivecommllsellnl
SEPTEMBER 17-1S-Rock Falls IL-Whiteside County Airport (SQI) North Centra l EAA Old Fashioned Fly-In Forums workshops fly-market camping air rally awards food amp exhibitors Info wwwnceaaorg
SEPTEMBER 22-25-St Louis MO-Creve Coeur Airport (lHO) Monocoupe Club Fly-InReunion Info Frank Kerner (314) 277-4306 or monocoupesbcgiobainet or wwwmorlOcollpecom
SEPTEMBER 23-25-Sonoma CA-Sonoma Skypark (OQ9) 23rd Annua l 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 208shy739-3979 or ristpsaoicom
SEPTEMBER 24-Topping VA-Hummel Air Field 10h Annual Car amp Air Event 8am-4pm Featuring ant ique cars and planes plus fire apparatus tractors amp engines and arts amp crafts Info (804) 694-5995 or in(oWingsandwheeislIs or wwwwingsandwheeislIs
SEPTEMBER 24-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-I n Info wwwieebottomcom
OCTOBER 1-2-Midland TX-Midland [nt l Airport FINAshyCAF AIRSHO 2005 will commemorate 60th Anniversary of the end of World War II Info 432-563-1000 x 2231 or pubiicreiationscaf7qorg
OCTOBER 5-9-Tullahoma TN-1932 to 2005-The Tradition Lives Year of the Staggerwing Staggerwing Twin Beech 18 Bonanza Baron Beech owners amp enthusiasts Sponsored by the Staggerwing Museum Foundation Staggerwing Club Twin Beech 18 Society BonanzaBaron Museum Travel Air Division amp Twin Bonanza Assn Info 931-455-1974
REGIONAL FLY-IN SCHEDULE EAA Mid-Eastern Fly-In EAA Southeast August 26-28 2005 Regional Fly-In Marion OH (MN N) October 7-92004
Evergreen AL (GZH) Virginia State EAA Fly-In wwwserfi org October 1-2 2005 Petersburg VA (PTB) Copperstate Regional EAA Fly-In wwwvaeaaorg October 6-92005
Phoenix AZ (A39) wwwcopperstateorg
30 AU G U S T 2005
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 dlie7025IOI om vaaflyboyLwnsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Avc 72 15 East 46th SI Albert Lea MN 56007 Tulsa OK 74147
507-373-1674 918-622-8400 stfles(eskmefiiacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush H ill Road Sherborn MA 01 770
508-65l-7157 SH i Ocomcas t llet
David Bennett PO Box 11 88
ioseville CA 95678 916-645-8370
antiquerireachcul1l
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507-263-24 14
InjbfchldrcOI111tCtcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773-779-2 105
pllOtopiotaoicom
Dave C lark 635 Vestal Lane
Plainfield IN 46 168 317-839-4500
davecpciiquestnet
John S Copeland l A Deacon Street
Northborough MA 0 1532 508-393-4775
copelaml JjllllOcom
Phil Coulson 284 15 Springbrook Dr
Lawton MI 49065 269-624-6490
rcollsonS J6cscom
Roger Gom oll 8891 Airport Rd Box C2
Blaine MN 55449 763-786-J342
pledgedriveIns11com
Dale A Gustafson 7724 Shady Hills Dr
Indianapoli s IN 46278 317-293-4430
dalefayemscom
Jeannie Hill PO Box 328
Ha rva rd IL 60033-0328 8l5-943-7205
dishaoowc et
Espie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-3650
wintisockaoco m
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaoicom
Robert D Rob Lumley 1265 Sout h 124th Sl Brookfield WI 53005
262-782-2633 illmpeniiexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817-491-9 110
sellemorris(~lev I IIet
Dean Richardson 1429 Kings Lynn Rd
Stoughton WI 53589 608-877-8485
daraprilairecom
SH Wes Schmid 2359 Lefeber Ave nue
Wauwatosa WI 532 t 3 414-771- 1545
sllschmicimilwpccom
DIRECTORS EMERITUS
Gene C hase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920-23 1-5002 815-923-459 1
GRCHACllarterHet b7ac1Jc llel
Ronald C Fritz 15401 Sparta AV(
Kent City MI 49330 6 16-678-50 12
rFritzf1athwaywlcom
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873 Web Site wwwvintageaircraftorg and wwwairventllreorg E-Mail vintageaircraftCtieaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)
- Newrenew memberships EAA Divishysions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
-Address changes -Merchandise sales -Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory ___ ___ _ 732-885-6711
Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing920-426-4876 Education __ _ 888-322-3229
- EAA Ai r Academy - EAA Scholarships
Flight Advisors info rmation 920-426-6864 Flight Inst ructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles _ _ _ 877-806-8902
Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan _ 866-647-4322 Term Life and Accidental _ 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 Vintage _ FAX 920-426-6865
- Submitting articlephoto - Advertising information
EAA Aviation Foundat ion Artifact Donations 920-426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Association Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additional $10 annually Junior Membershjp (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
EAA SPORT PILOT Current EAA m embers may add EAA
SPORT PILOT magaZine for an additional $20 per year
EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magaZine not inshyduded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA members may join the
Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not inshyduded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the
International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magazine for an additional $45 per year
EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magaZine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA
Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magashyzine and one year membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a
check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2005 by lhe EM Vintage IgtJrcraft Association All righls reserved
VINlAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage IgtJrcraft Association of the ExperimentallgtJrcraft Association and is published monthly at EM Aviation Ceoter 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vinfageaircrafteaaorg Periodicals Poslage paid al Oshkosh Wisconsin 54901 and al additional mailing oHices POSTshyMASTER Send address changes to Vintage IgtJrplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcretumswdsmailcom FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivet)l of VlNlAGE AIRPLANE to loreign and APO addresses via surtace mail ADVERTISshyING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Readers are encouraged to subm stories and photographs Polky opinions expressed in artk1es are solely those of the authors Responsibility for accuracy in reporting rests entirely wh the contributor No remuneration is made Material should be sent to Edor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 92D-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aeronautica are registered trademarks trademarks and service marks of the EXperimental Aircraft Association Inc The use of these trademarks and service marks without lhe pennission of the ExperimentallgtJrcraft Association Inc is strictly prohibited
VINTAGE AIRPLANE 31
Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no
frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VM
reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1-800-233-6934 e-mail ramremfgaolcom Website wwwramengine com VI NTAG E
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418 wwwlpjetservicescom
Airplane T-Shirts 150 Different Airplanes Available
ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
WE PROBABLY HAVE YOUR AIRPLANE
wwwairplanetshirtscom 1-800-645-7739
Flying wires available 1994 pricing Visit wwwflyingwirescom or call
800-517-9278
ELECTRICAL CONDUIT
ASSEMBliES bull MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made per your specifications
bull Original equipment style Braided Conduits in Aluminum Brass or Stainless Steel
bull We carry a complete line of AN - MS Electrical Fittings Backshell Adapters and Specialty Fittings
bull We also have full machine shop capabilities for any custom applications you may require
bull Rebuild your Warbird back to Original
AIRFLEX INDUSTRIES 2538 SUPPLY STREET POMONA CA 91767
Tel 909-392-8474 AI RFLEXI N D USTRIES COM
THE FORGOTTEN PERFORMERS continued
the Pacemaker in marginal weather Mud Lake is narrow shallow and a half-mile long and Poet dragged it twice and then did a touch-andshygo before setting down for th e pickup Mattie Jack was loaded on and they headed for the hospital at Bella Coola It was dark on arshyrival and although landing in the narrow valley without daylight was seldom attempted Dick executed a safe approach and thwarted a sad ending to Mattie Jacks life
The Pacemakers most serious trauma occurred on July 25 1963 on a takeoff from Nimpo Lake 70 miles east of Bella Coola Loaded with two adults and five children from the Poets extended family and piloted by Helens cousin Bob Stewart a wingtip caught the water in an attempt to un-stick the right float and the plane cartwheeled
The left wing and one float were torn off the fuselage was comshypletely severed immediately behind the cabin and everything came to rest floating inverted All on board
were wearing life jackets and the children were ed uca ted in float flying they tripped their seat belt buckles swam out the open end of the cabin and popped to the surshyface There were no injuries
Bohanan retri eved the engine it was flushed mounted on the nose of a PT-17 Stearman and sold to a dentist Dr William Stone in Sandy Oregon Forty years later the Stearman i s still owned by Stone and the same Wasp Jr is on the nose
The remainder of the Pacemaker stayed on the shore of Nimpo Lake for a year and then was loaded on a farm truck by Dicks son-in-law Alan Hauan and returned to Aumsshyville where it was deposited behind the Poets barn A much more serishyous tragedy occurred a short time later when Dick was involved in the fatal crash of a DHC-2 float Beaver when one wing folded
To be continued in the September isshysue ofVintage Airplane
32 AUGUST 2005
GEOFF ROBISON PRESIDENT VINTAGE AIRCRAFT ASSOCIATION
Summertime in Oshkosh
Its the Fourth of july weekend and I am writing this column from Oshkosh as I sit at my picnic table in Camp Scholler Im here
tending to a number of last-minute EAA AirVenture logistical items that needed attention
I realize that few of you folks have ever seen the EAA grounds here in Oshkosh other than durshying EAA AirVenture Its a typical summer day here in the upper Midshywest and as I look north from my camper I can see the large field EAA uses for car parking and a little furshyther across the road is EAAs Pioshyneer Airport The grass in the field is tall and turning brown and you can see the wind push it around making the grass look like waves In just a few short weeks it wont be nearly as serene
It is always interesting to observe the variety of reactions of first-time pre-convention volunteers who are among the hundreds who come here to prepare the grounds for this world-premier event each year
In the weeks just prior to EAA AirVenture the atmosphere here is nothing short of surreal There are few airplanes flying around little to no traffic in the campground and no buzzing of motor scooters The only real noise you may hear is the humming of the neighbors air conditioner or that wonderful symphony of noise made by the Swallow the Travel Air or occasionshyally the Ford Tri-Motor in the patshytern around Pioneer Airport My campsite is strategically situated dishyrectly under the pattern at Pioneer Airport so its a lot like living on a
busy little community airpark Its really quite wonderful
If you have an opening in your calshyendar consider donating that time to the VAA Division and EAA Think about coming early and staying late to experience what this little piece of heaven is like prior to the main event
For the uninitiated few have a real feel for the massive effort that must be put forth to prepare the grounds and arrange for all of the necessary logistical issues that are required in preparation for the thousands of visitors the worlds greatest aviation event attracts each year
It is often heard around here that without the volunteers at EAA AirshyVenture this event would not be posshysible As you know I have oftentimes extolled the many virtues of our valshyued volunteers Although this is a true statement about our volunteers in this months column I wanted to also extend the gratitude of the Vinshytage organization to the often-forgotshyten individuals who toll away every work day of the year to make this litshytle piece of heaven more heavenly for the membership and our volunteers
Who are these individuals Why theyre the many dedicated hardshyworking staff members of the Experishymental Aircraft Association and its divisions Special thanks to those inshydividuals who work every day to plan and implement the untold number of incidental issues that are required to be in place to have a successful and safe event
The effort is massive when you consider how many toilets will be needed how many T-shirts we need to have on hand to sell security isshy
sues or even how much lemonade to have on hand to keep our volunteers upright and in forward motion Beshylieve me this list is never ending
Everybody pulls together every year to get this huge job done in what can only be labeled as a professional and helpful manner This effort put forth by the staff is remarkable and it is important that we all recognize their efforts and offer them our sinshycere gratitude
Yes it may be impossible to put on this world-premier event without all of the volunteer efforts but it is imshypossible for me to imagine what this event would be like without the evershyimportant participation and qualshyity efforts of your EAA staff Many thanks to each of you for your dedishycation and hard work
By the time this column hits your mailbox EAA AirVenture 200S will be but a recent memory Heres hopshying it is a safe and successful event As I am putting the finishing touches on this months column word reached my desk today of the loss of two icons of the air show circuit The sad and tragic loss of jimmy Frankshylin and Bobby Younkin hit the EAA as well as the vintage family with a hard blow This loss will be long felt by the extended Oshkosh friends and family of these two fine professional gentlemen Our hearts go out to the members of their individual families Somehow the show must go on
Lets all pull in the same direction for the good of aviation Remember we are better together join us and have it all
VINTAGE AIRPLANE
Dinner and a Murder
Celebrate Aviations Good 01 Days With EAA Visitors enjoy the golden age of aviation at Good 0 1 Days 2004
Theres nothing quite like the good 01 days especially when it comes to airplanes On August 20-21 the good folks at EAAs Pioneer Airport present the Good 01 Days of Aviation a heartwarming return to a simpler time of open cockpits leather helmets and goggles
All are invited to experience what airports were like during the early days Meet characters from the past and rediscover the folklore crafts and skills of old-time aviation
Weather permitting visitors will see incredible vintage airplanesshyEAAs and those from visiting pilots (as detailed in last months VAA News)-fly throughout both days Dont miss the afternoon parade of flight and special flight demonstrations like balloon bursting
Other weekend features bull At our large childrens activity center kids can play the games that
were popular during the golden age of aviation bull Original aircraft building skills are kept alive in the restoration
workshops Watch a 1930 Monocoupe get restored and talk to the craftsmen
bull Send and receive a telegram using Morse code bull Meet and greet EAAs vintage aircraft pilots Dressed in period cosshy
tume theyll share their vast flying experiences bull Create a piece of airmail and see it delivered in one of EAAs vinshy
tagemail planes All materials and stamps are provided Airplane rides are available in a variety of vintage aircraft including
the 1929 Ford Tri-Motor the 1929 Travel Air E-4000 the 1927 Pitcairn Swallow biplanes and a replica of Charles Lindberghs famous Spirit of st Louis Prices start at $25
Thats not all A variety of vintage automobiles will be on display and everyone will have an opportunity to take a free ride in a prewar vintage vehicle
A free shuttle service to Pioneer Airport is available to pilots flying into Wittman Regional Airport and parking at Basler or Orion FBOs
AUGUST 2005
EAA staffers Gregg and Trish Deimer at the 2004 mystery dinner
Visit EAAs Pioneer Airport for a fabulous buffet d inner on a 1930s movie set Rub shoulders with glamorous movie stars but watch out for shady characters Don t be surprised if a terrible murder takes place during dinner-after which it ll be up to you and the other pashytrons to find the culprit
Tickets including dinner are $25 for EAA members $30 for others Reservations are recommended and can be made online at httpssecure eaaorglmuseummurdermysteryasp or by calling 920-426-6880
First Biplane Fantasy Camp in September
Everything you wanted to know about biplanes will be discussed at EAAs first Biplane Fantasy Flight Camp September 23-25 Included are three biplane flights from Pioshyneer Airport with extensive preshyflight and starting procedures briefing for groups simulator flights in a )-3 Cub from the virtual Wittshyman and Pioneer fields and various meal and evening speakers
The camp also includes two nights in the EAA Air Academy Lodge meals and VIP tours of the EAA AirVenture Museum convenshytion grounds collection storage Pioneer Airport Weeks Hangar and EAA administrative and supshyport facilities
To learn more visit wwwairventure museumorg
Continental Gray Engine Enamel From longtime member Marv
2
Hoppenworth the creator of the original youngsters pedal planes you see at EAA AirVenture Oshkosh and at Pioneer Airport (thanks Marv) we have this little tidbit of restoration information
It seems none of the parts-supshyply people that I could find have Continental gray engine enamel I hear comments like It is like Pratt amp Whitney gray with blue in it Im in the process of working on an A-65 Continental that is going to be installed on a museum-bound Cub and I wanted to get the true color I removed the dataplate (lm replacing it) and there was Contishynental gray which had been in the shade for 60 years Then we took the case half to our local DuPont paint dealer and went through the color charts and came up with a DuPont color match The DuPont number is DA182A This happens to be the Centari acrylic enamel number this can probably be gotshyten in Dulux enamel too
FAA Honors Buck Hilbert Veteran pilot and VAA columshy
nist Buck Hilbert was recently honored by the FAA with the FAA Master Pilot award for 50 years of continuous flying Scott Landsdorf FAA Safety Program manager (left) made the presentation during a reshycent meeting of the DuPage Pilots Association Our thanks to Ted Koston for sending us this photo and the information ~
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 your circle 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 bull Think of a person think of his or her contributions bull Write those contributions in the various categories of the form bull 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 bull Mail the form to
VAA Hall of Fame HG Frautschy PO Box 3086 Oshkosh WI 54903-3086
REM EMBER YOUR CONTEMPORARY MAY BE A CANDIDATEshy
NOMINATE SOMEONE TODAY
Call the VAA office for a form (920-426-6110) find it at wwwvintageaircraftorg or on your own sheet of paper simply include the following information
bull Date submitted bull Name of person nominated bull Address and phone of nominee bull Date of birth of nominee If deceased date of death bull Name and relationship of nominees closest living relative bull Address and phone of nominees closest living relative bull E-mail address of nominee bull Time span (dates) of the nominees contributions to aviation (Must be
between 1950 to present day) bull VAA and EAA number if known bull Area(s) of contributions to aviation bull 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 bull Describe achievements the nominee has made in other related fields
in aviation bull Has the nominee already been honored for hisher involvement in aviation
andor the contribution you are stating in this petition If yes please explain the nature of the honor andor award the nominee has received
bull Any additional supporting information bull Name of person submitting petition bull Submitters address and phone number plus e-mail address bull Include any supporting material with your petition
VINTAGE AIRPLANE 3
FRIENDS OF THE VAA RED BARN 2005 OUR THANKS TO THOSE LISTED FOR YOUR GENEROUS SUPPORT OF THE VINTAGE AIRCRAFT ASSOCIATIONS ACTIVITIES
AND PROGRAMS DURING EAA AIRVENTURE OSHKOSH
This list includes donors as of July 7 2005 Again thank you for being a Friend of the VAA Red Barn
DIAMOND LEVEL FRIENDS
Don Abbott Sanibel FL Ted Beckwith Jr Tullahoma TN VAA Chapter 10 Claremore OK VAA Chapter 11 Glendale WI Kenneth Cianchette Pittsfield ME Jacie amp Scott Crowell Bandon OR Bud Field Hayward CA Nikki Field Hayward CA Rich Giannotti Brookhaven NY Charles W Harris Tulsa OK Lynn Jensen Ashland VA Norma Joyce Greensboro NC Butch Joyce Greensboro NC Bob Lumley Brookfield WI Skip Rawson Rocky Hill NJ Ronald Tarrson Santa Fe NM John Turgyan New Egypt NJ James Turrell Flagstaff AZ
PLATINUM LEVEL FRIENDS
D Ronald Boice Chandler AZ Buck Hilbert Union IL Ben Scott Reno NV Donald J Warner Gilbert AZ
GOLD LEVEL FRIENDS Dean K Alexander Chillicothe OH Beverly Beckwith Tullahoma TN Jim Gorman Mansfield OH Helen A Mahurin Kansas City MO Earl Nicholas Barrington IL Steven W Oxman Riva MD Stephen Pitcairn Bryn Athyn PA Skip Rawson Rocky Hill NJ SH middot Wes Schmid Wauwatosa WI
SILVER LEVEL FRIENDS Allen D Boger Jr Argyle TX Raymond B Bottom Jr Hampton VA A J Hugo West POint NE Edward R Moore Daytona Beach FL John D Stewart Slatington PA Jamie Wallace Frankfort IL C Paul Wilcox Welaka FL Russell Williams Issaquah WA
BRONZE LEVEL FRIENDS William R Aikens Bloomfield Hills MI Lloyd L Austin Dover DE Lawrence A Bartell Waukesha WI Dave Belcher Abington MA Clifford Belleau Anchorage AK Kent Blankenburg Groveland CA Sandy Blankenburg Groveland CA Stacey amp Michael Boggs Keyser WV Denis G Breining Austin TX Charles B Brownlow Weyauwega WI Steven L Buss Oshkosh WI Perry M Chappano Columbus OH Gene R Chase Oshkosh WI Geoffrey E Clark Portsmouth NH Sydney B Cohen Wausau WI John amp Marge Cooke Galena IL John S Copeland Northborough MA Dan Dodds St Anthony MN Cheryl amp Chris Drake Lindenhurst IL Theodoore Embry Cleburne TX James E Fischer Lakeville MN David G Flinn Lansing NY Robert L Fornesi Claremont CA Henry G Frautschy Oshkosh WI Mal amp Inge Gross Eastsound WA William W Halverson Henderson NV Carl W Higgins Aloona WI Mark Holliday Lake Elmo MN Barry Holtz FairportNY Randy Hytry Wausau WI Peter N Jansen Jr Seattle WA Gordon L Knapp Tampa FL Jimmy Leeward Ocala FL Stan Lindholm Westlake OH Allan W Lund Hayward WI Thomas Lymburn Princeton MN Pfizer Foundation Princeton NJ William L Madden Las Cruces NM Jim Matus Rescue CA Marie amp Jack McCarthy Crestwood IL W Timothy McSwain Randolph NJ Gene E Morris Westlake TX Roscoe Morton Frostproof FL James S Moss Buckley WA Boynton (Bud) Nissen Wright City MO George A Northam Elmhurst IL Anna amp John Osborn Kerrville TX
John M Patterson Lexington KY Gary L Petersen Walton NE Ray Pool Madera CA Tim and Liz Popp Lawton MI Ron Price Sonoma CA Bob amp Norma Puryear Trinity Center CA Theodore Reusch La Verne CA Charles Schumacher Boulder CO Arthur F Sereque Jr Woodridge IL Jeffrey L Shafer Fond du Lac WI Peter Sherwin St Louis MO Colin A Smith Henderson NV Randolph H Smith Cody WY David P Smith Pacific Palisades CA Joseph M Smokovitz Tecumseh MI Guy A Snyder Bartonville IL Jim Snyder Morgantown WV L Dean Spencer Beadford IN Seymour Subitzky Reston VA Carson E Thompson Elmhurst IL Don Toeppen Sun City West AZ Robert O Tyler Great Falls VA Harland Verrill Flint MI Tom Vukonich Southfield MI Donald L Weaver EI Centro CA LeRoy Weber Jr Rio Vista CA D Jeanne Will iams Sonoma CA Red Hamilton amp Marily Boese Fort Bragg CA
LOYAL SUPPORTER FRIENDS
Jesse W Black Hawick MN Edward Brannon Racine WI SMSgt Gary M Brossett Clovis NM Rene Burdet Belgrade ME Samuel W Clipp Pennsburg PA Charles Crume Oak Ridge TN Jim Newhouse Virgil IL Philip G Perez Fort Worth TX Keith Plendl Hinton IA Colonel CA Buz Rich Williamsburg VA Stephen Sawyer Brigham City UT Mark W Scott Bethany CT Edward Smith Sandy Valley NV Gary W Sullivan Santa Fe NM Jim Temple Granger IN Thomas E Trainor Troy MI Ty R Zeiner Marion KS
Harrison F Wood Upper Saddle River NJ Billy amp Saundra Pancake Keyser WV VAA Chapter 34 Falmouth MA
AUGUST 2005 4
be making final taxi tests at San Diego one weekend and that if everything went well it might fly So some of us drove down to Lindshy
bergh Field and parked down the runway at the point where the enshygineers had calculated it would leave the ground I was thrilledHeres Richards photograph of the XC-99s first flight
The XC-99 I only recently ran across the July
2003 issue with the article The Golishyath of the Airways about the XC-99 COincidentally I was culling some old slides Id been saving which inshycluded the XC-99s first flight
On page 9 it is reported The XC-99 was first flown on April 18 1952 Not true Later on page 20 The Goliaths first flight was made on November 24 1947 1947 is correct but Im not sure of the month On page 22 It was built at the Consolidated factory in Fort Worth Thats not true
Actually it made its first flight from Lindbergh Field in San Diego in 1947 Heres my story
In 1947 I was a newly graduated aero engineer and former bomber pilot working at Northrop Aircraft in Hawthorne California Although the industry was going through mashyjor post-war cutbacks I was thrilled to witness and photograph the first flights of three new prototypes that year the Northrop B-49 Jet Flying Wing (flying from the Northrop runway in Hawthorne) the Hughes Hercules flying boat (from Long Beach Harbor) and the huge XC-99 from the Convair plant in San Dishyego As I recorded the event
We had heard that Convairs huge C-99 transport plane would
to see at the far end of the runway the Ryan Aeronautical Company where Lindberghs plane was built
The tremendous lumbering C-99 made a few high-speed taxi tests then revved up and took off on its first flight Just as it passed us it lifted into the air
Richard Parvin Clearwater Florida
Woodworker Extraordinaire Restoring an antique airplane
calls for many different kinds of skills And like most people I found myself deficient in some categories Woodworking was the biggest problem both from an exshyperience level and having tools to make complex parts
My current project is a Fairchild 24W and it has a lot of wood which has suffered neglect and exposure to the elements
It would have been convenient to go to the nearest Fairchild store to buy some of these wood parts
But the Fairchild store is as much of the past as the hand craftsmanshyship employed to build this old airshyplane back in 1939
Fortunately I know a young man who is a furniture maker In fact hes a third-generation wood craftsshyman and has studied under Amershyican and European artisans He
works with hand tools as well as power tools
He primarily builds elegant cusshytom furniture from old-growth tight-grained wood which is highly figured His work is like fine art youd expect in a known gallery
So I felt privileged that he found it interesting and enjoyable to make some airplane pieces for me And at a reasonable price
All I supplied was the aircraftshygrade Sitka spruce and enough of the old tattered parts to get some dimensions
Id like to share his name and address with others who might be wood challenged like myself
Frank Strazza 329 Coastal Lane Waco TX 76705 25471 5-6660 fstrazzaattnet
Dal Donner Clifton Texas
Dals experience with Frank Straza highlights the fact that you can unshyder FAR 21303 make a part for your own aircraft provided you have what the FAA considers appropriate inforshymation (drawings for example) The rules also require that if youre having someone help you produce the part that the creation of that part is done under your direct supervision Check with your AampP-IA mechanic and your local FSDO regarding the appropriateshyness of the information you have on hand before attempting to make such a part-HGF
Feel free to write us here at Vintage Airplane send us your kudos commiddot plaints corrections or just plain old good stuff you want to share with everymiddot body Send your note to
Vintage Airplane Aeromail PO Box 3086 Oshkosh WI 54903-3086
You can emiddotmail your letter at this address vintageaircrafteaaorg
Be sure to put Aeromail in the subject line of your message
VINTAGE AIRPLANE 5
REMINISCING WITH BIG NICK
THE PYLON CLUB-PART I
Ihave been a racing nut ever since I was knee high to a tail-skid and I still am Going to the air races to me was like goshying to church-it was very spirshy
itual The spirit has never left me but it did turn my life around at one pOint which led to the opening of the world-famous Pylon Club
I have been asked by many of the younger generation to tell about the Pylon Club There is so much to tell about the club that I just didnt know where to start When I did start this episode over a month ago and had written over 60 pages I threw them all away beshycause they all read the same-selfshycentered I have searched my brain for weeks trying to find words that dont reflect an egomania image The more I wrote the worse it beshycame Finally my daughter solved my problem
After the 50th start she said
Nick Rezich
Daddy you know what you are-so why try hiding the truth With that statement I grounded her for a week and am proceeding with the Pylon Club story
Air racing faced certain doom following the 1949 fatal crash of Bill Odom and the cancellation of the Cleveland Air Races
In the three short years of postshywar air racing millions of dollars were invested in racing machines which resulted in 400-mph speeds in the Unlimiteds and over 200 mph in the Midgets Mechanical and technical barriers were being smashed that would benefit aviashytion when the black curtain was dropped at Cleveland
No matter what the race pilots and owners had to say in their deshyfense the news media FAA and airshyport management along with the general public hollered Kill kill kill And kill it was With Cleveshy
land out of the racing picture this left Miami as the only remaining hope to air racing survival Fortushynately for the Midgets Miami and Continental Motors went on with the winter races The Unlimiteds however were not as fortunate they were locked out with no one willing to sponsor them because they were labeled as dangerous by a few blockheads whom sponsors listened to
I could not fathom the thought of air racing coming to a grinding halt after 39 years of struggling to become an international sport I had a personal interest and an inshyvestment at stake that I didnt want to see going up in smoke My pershysonal interest was in the form of a new-design Midget racer I had started and the investment was a commitment I had made in Cleveshyland before the fatal crash of Odom I committed myself to a group of
Reprinted from Vintage Airplane January 1975 AUGUST 2005 6
owners in Michigan for their sharp P-51 which wasnt doing well at Cleveland to purchase their racer at the close of the 1949 races
I managed to get out from under the-51 after the race cancellation but I was determined to build and race the Midget These were the events that set the stage of the Pyshylon Club
I needed a platform to launch my campaign to save air racing It had to be a platform where I could reach the public news media the business world FAA and other inshyterested parties How and where The where was easy-I felt Chishycago was the city because Chicago had been a good racing city havshying hosted the 1930 National Air Race the 1933 American Air Races and the International Races and it had the airports reqUired for such an event
The how was yet to be thought of I went to Miami for the Contishynental Motors Race only to find that Miami was following Cleveshylands decision to drop the air racshying program Miami had grown to the point where the winter air races were no longer needed to attract the tourist They also dropped the AAA Winter Midget Auto Races
This really made me unhappy The loss of another major racing event coupled with the loss of the week having fun in the sun was too much to bear I went home detershymined more than ever that I would do something for air raCing-other
than talking about it The how idea came to me while
I was flying the Chicago-SeattleshyChicago-Burbank run for the nonshyscheds Those lO-hour flights gave a guy a lot of time to dream and dream I did I came upon the idea of opening a fabulous sa_ loon that I would call a nightshyclub This club would have to be something unusual in order to atshytract the people I wanted to reach I designed a very elaborate saloon that carried the theme of air racshying to its fullest extent-thus beshycame the Pylon Club
When I announced my plan to my brother Frank who was my partner in the Midget he thought I had flipped His reaction to the idea was What the hell do you know about running a saloonshyand What are you going to use for money I explained to him that any dummy can pour a beer and that I still had the money from the sale of my Culver Cadet With that he shook his head took a bite out of his cigar butt and went back to welding on the Midget
My original idea was to locate in downtown Chicago but a saloon keeper friend of mine talked me out of that idea in a hurry explainshying that between the coppers and the gangsters I wouldnt last six months unless I put them on the payroll and they would eventually own the joint
I shifted my thoughts to the Midway Airport area the eventual
location The exact location was 3017 W 63rd Street which was 2-14 miles east of Midway This location put me between the ALPA Headshyquarters and Dr Fenwicks office the doctor who gave most all of the FAA physicals on the south side For the sake of you historians we were located just two blocks east of where Benny Howard built the first Howard DGA-8
Flying for Monarch Air Service the non-sched kept me out of town quite a bit which kept the project on low burner Time was slipping by when fate struck a blow that put us in high blower
The non-sched I was working for hired a new chief pilot from Miami where he was flying a Lockheed Lobster We were operating three DC-3s three C-46s and a Lockheed 10 This new guy never even rode in a C-46 but had lied that he was type rated in the DC-3 and C-46
He started out by riding with the pilots in the DC-3s on the pretense he was checking them out until he was able to stagger around well enough not to kill himself He then moved to the C-46 where he met his Waterloo-which ended up putshyting the company out of business
It happened at Midway one night about 11 pm Being the end of the month all the captains had run out of time but there was one more schedule to fly so the Head Honcho decides he would fly the trip Larry Crawford Sr brought the ship in from Miami and landed on
VINTAGE AIRPLANE 7
a glazed ice runway at Midway with no problem
The airplane had no squawks so the Honcho fills it with gas and skulls and files for LGA He cranked up and taxied to 31L without losshying it on the ice but about a quarshyter way down the runway he did lose it For takeoff power in the -46 he was using DC-3 settings and when he lost it he pulled off at about 80 mph It came off but not for long- that over-grossed pig fell back in and there was no room to stop it on the ice The co-pilot who knew how to fly the -46 moved in and advanced the throttles to max power From my house it sounded like he double clutched it Now the Chief Honcho moves in again and pulls it off only this time he is off the runway and headed for John Caseys house the airport manshyager Before he gets to the house Johns BT-13 interrupts the flight The nose wings and engines clear the BT-13 but not the tail He ripped off the stabilizer and flipper on one side of the-46 and now it is hanging on the screaming props with no tail The airplane turned south and settled into the only open field with outside hay storage for a perfect vertical decent landshying Everybody got out without injury and then the -46 very conveshyniently burned
When the hearings were over and we found out this clowns real name and that he was not type rated in the-46 or DC-3 the insurshye AUG U S T 2 0 0 5
ance was cancelled on the carrier and Monarch went out of the big airplane non-sched business And I was out of a job
WHEN THE
PAINTER
SHOWED UP
AND I EXPLAINED
TO HIM WHAT I WANTED
HE TOO TOLD
ME I WAS
NUTS
About three days later myoid FAA buddy the late Walter Blanshyford called from St Louis and ofshyfered me Frank and Monarch Air Services original chief pilot Frank Arlaskas a job with Parks Airlines which later became Ozark I stayed on in St Louis for a while but the Pylon Club idea and air show flying didnt mix with Parks So I came back to Chicago to start work on the Club
The building I used turned out to be one-quarter the size of my origishy
nal plans This was dictated by the price of the rent heat and light The next awakening was the prices for the decor and insurance
I licked some of the decor costs by calling on a former Howard Airshycraft employee Mike Bernat who turned to interior decorating after Howard closed We took my origishynallayout and shrunk it to fit the smaller building We added Mike Bernats ideas for the final outcome I could save 500 words here if I had a photo of the interior of the Club But believe it or not out of hunshydreds of photos taken by magashyzines newspapers customers and friends I do not have a photo of the place Ill tell you why later
You will have to use your imagishynation as I try to give you a mental picture of the place For the ceiling we used parachutes with the harshyness removed Mike hung them in clusters with the top center fa sshytened to the ceiling and the canoshypies hanging inverted At the edges where the chutes met the walls we rolled the surplus and attached it in a scalloped form The end result was a very decorative and highly insulated acoustical ceiling
The main theme was carried into the walls We divided the walls into four large sections each of which would have a 3-D mural of the various racing events Mike Bernat designed built and inshystalled the four huge cornices that would frame the murals
The murals were a major undershy
taking and very costly in time and money I had 3-D color photos of Cleveland Miami and California races that I wanted reduced in full detail on the 20-by-8-foot sections of wall At first I thought I could get them blown up to billboard size like they use for outdoor advertisshying but when I told them I only wanted one each they thought I was crazy or rich or both When they quoted me $4000 and no guarantee of quality I scrubbed the blow-up idea
I got the bright idea of borrowshying a projector to project the imshyage on the wall and then trace the whole thing in charcoal to obtain the detail and then paint it The idea was great but it didnt work My brother Mike solved our probshylem by recommending a painter he knew He cautioned me however that I would have to keep this guy sober if I wanted the job to be comshypleted When the painter showed up and I explained to him what I wanted he too told me I was nuts We finally reached an agreeshy
ment on price and time Now for my $5000 mistakeshythe painter asked if I wanted the paintings on canshyvas or the wall surshyfaces I opted for the wall because it was cheaper I thought which I was to regret later
Next proj ect was the identifier My original plans called for a beashycon on the roof and a huge neonshylighted pylon in front When I apshyproached the landshylord and informed him I was going to erect a beacon tower on the roof he flipped and darn near ran me
out of town Next to get shot down was the neon-lighted pylon
First the building would have to be beefed up to hold it next a special permit from the city was reshyquired extra insurance and when I got the price from the sign comshypany to build it I gave up and opted for a 6-foot script-lettered Pyshylon Club neon sign I was fast learnshying about the saloon business Here I am three weeks away from my proposed opening date and I am broke and borrowing-and with six weeks work left to finish
The sign painter by now has polished off about three cases of gin but was doing one hell of a good job I took my chances with the painter and kept pouring the gin and about another case later he finished the job BELIEVE YOU ME when we finished it was a CHAMPION OF CHAMPIONS-it was a masterpiece The only thing missing was the whine of engines and the roar of the crowd We all sat back to admire Jeffs work and drank a toast to the mastershy
piece when I got the brilliant idea of just one more painting After we all destroyed a bottle of booze I asked Jeff if he would paint a panoramic view of racers on the racecourse at Cleveland on the window up front facing the street By now he was so wrapped up in the place and so full of enthusishyasm and booze that he agreed This painting turned out to be a classic Up until now we had the window covered so no one could see in while we were working
When Jeff started to paint that window I had to bar the door Evshyerybody wanted in-finished or not In the meantime we fixed up the back bar with a big OX-5 Hamshyilton prop which I borrowed from my brother Mike A pyramid of Carl Hubbells black bordered pre-war Thompson Trophy winners were hung on the wall Red and white checkered pylons were placed all over the place along with trophies and a whole new slew of photos of racers people and events Between the Hubbell paintings and the OX-5 prop hung a beautiful painting of our Midget racer No 43 This paintshying was a gift from Paul Schaupp builder of Mr Zip No 27 Midget racer from Inglewood California
Before we opened formally we had a premier showing for the aviashytion and public press and other seshylected guests who made the Pylon Club possible We named the mushyrals as follows the south half of the west was the Art Chester Wall this was a painting of Art Chester taking off at the San Diego Races minutes before he was killed
The north half was the Goodyear Wall with a large shot of one of the Goodyear Pylons with Bill Brenshynand rounding the bend North half of the east wall was the Cleveshyland Wall with a shot of the 1947 finish and the south half was the Betty Skelton Wall This wall had the shot of Bettys IiI Stinker at Mishyami winning the akro title
Next month Pylon Club Happenings
VINTAGE AIRPLANE 9
middot THE ~
Part I The Wrights dogged pursuit of useful flight HG FRAUTSCHY
Two weeks after arriving home from the windblown sands of North Carolinas Outer Banks the Wright
brothers were working on their next flying machine New Years Day saw Orville sending the engine casting patterns to Harry Maltby for changes (A few days later he returned the patterns saying he couldnt make the requested Changes) Casting patshyterns for the pistons and cylinders were sent out with instructions to make three sets Charlie Taylor got to work on a pair of new engines At least one was needed for the new Flyer since the 1903 Flyer engines crankcase was broken when the Flyer was rolled over by the wind after the fourth flight on December 17 The second engine would be used for tests By the third week of January they were sawing wood for new upshyrights and ribs and construction of the Flyer II was well underway
The 1904 Wright Flyer II was
1 0 AUGUST 2005
nearly identical in shape and form to the 1903 machine with one imshyportant exception They changed the wing camber from 1 in 20 to 1 in 25 flattening out the wings cross section which slightly reduced its drag but also its lift As the sumshymer months progressed the heat and humidity affected the unvarshynished wooden structure and the airfoil further flattened out to about a 1 in 30 camber They were countshying on the additional speed possible with the higher-horsepower engine and the lower drag of the airfoil to make up for the lower lift generated by the flatter airfoil
It didnt work For 1905 theyd go back to the
1 in 20 camber Other changes inshycluded a revision to the hinge point for the forward rudder (what we reshyfer to as their elevator) since the 1903 machines forward rudder was mistaken ly hinged aft of the censhyter of pressure and had a tendency
to snatch the controls from the opshyerator and to move to the full-up or full-down position when the control was moved in flight The location of the engine was also revised to move the center of gravity During the seashyson they also installed steel bars weighing as much as 70 pounds unshyder forward rudder bringing the toshytal weight of the machine to about 915 pounds
Due to the scarcity in Dayton of spruce long enough for their purshyposes the brothers were forced to use pine for their spars which caused a fair amount of frustration when repairs had to be made The pine snapped easier than the spruce causing the number of repairs to be higher An order was placed for spruce but it would be later in the summer before the wood would arshyrive at their shop
There was one pair of parts that were legaCies from the 1903 Kitty Hawk Flyer-the propellers Both
airscrews had survived the tumble over the sand after the fourth flight on December 17 and were to be used on the 1904 machine for the very first trials It is unclear exactly when they were removed from the 1904 machine but it seems likely it was in advance of this notation made on August 10 1904
Broke rudder before final landing Broke screw was the entry related to a 640-foot flight made by ww and noted in Wilburs Diary E (In their diaries the brothers referred to each other by their initials)
On Monday May 23 1904 they invited the press (but no photograshyphers) their father and a few friends for the first flight of the new mashychine It was a tough day for the brothers They fully expected they would at the very least be able to duplicate the distance flown the preshyvious December It didnt work out the way they had planned
While both had become the
By May of 1904 the Wrights had built a new version of the Flyer they had tested in Kitty Hawk at the end of the previous year Desiring a closer location to their home in Dayton they gained permission to fly in Torrance Huffmans praishyrie pasture just a few miles outside of Dayton There they built a hangar shed to house their airplane shown in these photographs in its initial 1904 configuration Orville leans on the strut while chatting with his older brother Wilbur standing on the right What appears to be a Richards anemometer is mounted to an outboard wing strut just behind Wilburs head You can clearly see a larger gasoline tank and a radiatorexpansion tank mounted on center-section struts near the horizonshytal four-cylinder engine The forward rudder (elevator) is clearly different in plan form from the 1903 Kitty Hawk Flyer
worlds most experienced glider pishylots over hundreds of glides since they started flying from the Great Hill near Kitty Hawk North Caroshylina when they started flying again in 1904 they had a combined total of only 98 seconds of powered flying time-Orville with a total time of 27 seconds Wilbur with 71 precious ticks of the stopwatch in his diary logbook This inexperience and the combined effects of density altitude and a very narrow performance enshyvelope added to their challenges
After waiting for high winds to subside on that Monday in May they were dismayed to see the wind die off almost completely They placed the Flyer II on the new 100shyfoot launching rail they had built and one of the brothers (its not clear in their diaries which of the two) settled into the padded leather hip cradle and grasped the wooden controls The engine proved diffishycult to start and ran poorly misshyfiring irregularly The signal given the engine lever was moved over to the far right and the restraining clip tripped With hardly a breath of wind blowing the Flyer started down the track But the combinashytion of a much higher density altishytude than they had at Kitty Hawk and the misfiring engine caused the Flyer to show no propensity to fly
it unceremoniously ran off the end of the track
A few days later with the weather still unsettled and rainy Orville managed a meager 25-foot hop Once again their father 76-yearshyold Bishop Milton Wright made the 8-mile trip on the interurban trolshyley from the west side of Dayton to Simms Station across the road from Huffman Prairie
The summer of 1904 would be a real test of the brothers persistence They were somewhat surprised and very disappointed in the initial trishyals and probably a bit embarrassed as well Not since the train ride home from North Carolina in Aushygust of 1901 had they been more perplexed and frustrated in their aerial experiments
June July and August would go past before they would equal based on time aloft their last flight of 59 seconds on December 171903 They finally did it on Thursday September IS 1904 in a flight that lasted 59-12 seconds according to the stopwatch and Richard anemometer mounted on the Flyer That days flight was made easier to accomplish thanks to one more innovation that was added to their list of accomplishments that fall the construction and use of a catapult to launch their airplanes
They didnt have the steady breezes VINTAGE AIRPLANE 11
In 1904 the Wrights would accumulate 45 minutes of flying time during 105 flights Most of the flights were measured in seconds such as this efshyfort flight number 30 Wilbur is shown in mid-flight on August 13 1904 He would cover 784 feet in 22-34 seconds skimming low over the tall grass in Huffman Prairie Two interesting details (see insets) are present in this image First on the left below the right wing of the Flyer II a couple
of people can be seen riding in a horse-drawn cart One can only imagine what they were thinking as the biplane skimmed the grass Second on the far right it appears Charlie Taylor is the man in shirtshysleeves with his hands on his hips as the Flyer II clatters by
they had taken advantage of along North Carolinas Outer Banks Recshyognizing that much lower average wind speeds were available in censhytral Ohio during the summertime the brothers built a longer set of launching rails each section meashysuring 20 feet At one point 12 secshytions of rail were laid and staked to the ground for a total of 240 feet but it was soon discovered that layshying that much track was not parshyticularly useful It took too long to lay the rail and often when the last section was lined up and bolted to its neighbor the brothers and Tayshylor would discover that the wind had begun to shift Shortening the rail helped get the job done sooner but consistent launches were only possible when there was a strong breeze Too often attempts in marshyginal conditions ended in nothing more than a short hop By midsumshymer the catapult was ready for a September 7 1904 trial
A 20-foot tall derrick was placed behind the Flyer and a 31 ratio rope and pulley block and tackle were inshystalled The rope ran from the top of
12 AUGUST 2005
the derrick down to the base and over another pulley where it changed dishyrection and ran alongside the rail to the opposite end of the shorter track (now 60 feet) There it made a 180-deshygree turn at the launching end of the rail running back to the Flyer perched on top of its launching truck There it was attached to the launching truck which had small bicycle hub wheels that rode on the metal-topped wooden rail A second rope attached to a stake driven into the ground restrained the Flyer When a 1200shypound weight was dropped 16-12 feet thanks to the 31 ratio the end of the rope attached to the launching truck would be pulled 50 feet down the rail accelerating the Flyer to flying speed Each weight the brothers used tipped the scales at 200 pounds On a number of occasions 1200 pounds proved to be inadequate and the weight being dropped was increased to 1600 pounds
It is often assumed the Wrights alshyways launched their Flyers into the wind and while it was certainly their goal their diaries make clear that crosswind takeoffs were often atshy
tempted and accomplished simply due to the vagaries of the wind direcshytion Thanks to the rapid accelerashytion from the catapult the controls were effective quickly giving the pishylot the ability to counteract the effect of the crosswind
A few weeks after starting to use the new launching system they flew longer and farther than ever before On a cloudy Tuesday morning Sepshytember 20 1904 starting with a crosswind from the left Wilbur manshyaged a flight of just over a minute in time covering 2520 feet He also managed to perform a pair of turns during the flight the first to the left and the second to the right landing as he came close to the fence near the road and the trolley line Based on writings by Wilbur in early 1912 in a disposition related to the Wright vs HerringCurtiss lawsuit it appears he may have been attempting the first circled flight but turned back in the opposite direction when he realshyized his turns path would put him in conflict with a tree he depicted in a diary map of the days events
On the next flight Orville did
even better than that and an intershyested and erudite witness was there to see the flight
Sixty-four-year-old Amos Root the editor of Gleanings in Bee Culture had driven 175 miles to visit friends in Xenia Ohio and made a side trip to Huffman Prairie to meet the Wrights Hed been reading about them in the few mentions made in the press up to that date and wanted to see for himself what was happenshying outside of Dayton As luck would have it he arrived on September 20
Root was no crackpot looking for a cause A leading citizen of Medina Ohio he bought the first bicycle in northern Ohio in the 1870s and he purchased a new Olds Runabou t motorcar in 1903 Root was known as a fellow who was willing to emshybrace new technologies as soon as they were viable He drove the Olds on a 400-mile tour of Ohio during the summer of 1904 and drove to Huffman Prairie in September Root had established a successful busishyness centered on beekeeping and is known today as the father of the modern beehive His business AI Root Inc a company now known as a worldwide supplier of candles and beeswax is still in its original buildshying in Medina
The cloudy skies gave way to rain later in the day with the breeze shifting from out of the northshywest to crossing the field from the northeast As shown in a diagram drawn in Wilburs diary Orvi lle with a right crosswind to compenshysate for as he started was launched off the rail He pitched the Flyer up to climb just a few feet and then proceeded to do something no one had ever done with a powered airshyplane-he flew the Flyer IT for one minute thirty-five and two-fifths seconds and flew in a complete 360-degree turn landing only because he neared the northeast boundary of the field
Root was amazed and the moshyment was not lost on him In the January 1 1905 edition of Bee Culshyture he wrote
liThe operator takes his place lyshy
while sitting up You can eXperience hoW extended periods could be Next time youre at home watching television try lying on your stomach and watching an entire episode of your favorshyite sitcom for the entire half-hour- no breaks no stretching just you and your head tilted upward as if you needed to always see where you were headed You can bet the brothers looked forward to that power increase
The other reason was terrain The Wrights didnt yet have the luxury of a prepared field that was long and free of obstructions The terra firma at Huffman Prairie was once a low swamp and the field was prishymarily filled with hummocks of grass about 6 inches tall A pair of flexshyible spruce skids could ride along the tops of uneven terrain soaking up the shocks and spreading the load along a pair of runners but a pair of wheels would have to be set on axles mounted in some sort of shockshyabsorbing apparatus all of which added you guessed it weight And in case you needed to land in a smaller field a set of wheels might need one more device brakes A pair of wheels of fered little resistance to stopping but a set of skids brought you to a stop much quicker with little chance of nosing over
Eventually the Wrights had the aircraft performance and the fie ld conshyditions that would allow them to dispense with the ungainly launching rail and catapult system but until then they plied the skies of America and Europe with a pair of graceful spruce skids
VI N TAG E AI R PLA N E 13
The Wrights struggled during all of 1904 with controllability issues and fightshying the effectsof what we have come to understand as density aHitude Too often a flight would end with the Flyer I darting into the ground such as this incident at the end of flight 31 on August 16 1904 Orville was the pilot The fellow standshying to the right of the launching rail appears to be Charlie Taylor the Wrights mechanic Flights ending like this prompted the brothers to create a catapuH sysshytem which they started using on September 7 1904 The addition of the catapuH meant that flights could be started at a speed that would allow the Flyer to accelshyerate and the Wrights flight times immediately began to increase
The leaves have fallen but the exciteshyment of being able to fly the Flyer I for over a minute at a time was irresistible for the brothers as they both learned how to control their recalcitrant flying machine and continshyued to refine their deshysign This photograph
of flight 85 was taken on November 16 1904 during a flight in which Orville covshyered 1760 feet in 40-112 seconds
Consistent flight continued to elude them even while they were able to keep the Flyer I in the air for more than five minutes sometimes circling the field four or five times When they concluded the 1904 flying season on December 9 they had plenty of scientific work ahead of them Confident they could solve the problems the following spring was spent trying to sell their flying machine and later building a new airplane At the beginning of the summer of 1905 they stood ready to fly in the air at their will The Flyer 11 would test their resolve
ing flat on his face This position offers a locom otive without any wheels we less resistance to the wind The engine will say but with white wings instead is started and got up to speed The mashy we will further say-a locomotive made chine is held until ready to start by a sort of aluminum Well now imagine that of trap to be sprung when all is ready locomotive with wings that spread 20 then with a tremendous flapping and feet each way coming right toward you snapping of the fo ur-cylin der engine with the tremendous flap of its propelshythe huge machine springs aloft When lers and you have something like what I it tumed that circle and came near the saw The younger brother bade me move starting poin t I was right in front [of] to one side for fear it might come down it and I said then and I believe still suddenly but I tell you friends the senshyit was one of the grandest sights if not sation that one feels in such a crisis is the grandest sight of my li fe Imagine something hard to describe The attenshy
1 4 AUGUST 2 005
dant at one time when the rope came off that started it said he was shakshying from head to foot as if he had a fit of ague His shaking was uncalled for however for the intrepid manager sucshyceeded in righting up his craft and she made one ofher very best flights
Ve ry be st fli ght ind ee d th e 52nd fli ght th e bro th ers m ad e with th e Flyer II was the longes t in te rms o f time a nd d ist a n ce they had ever m ade
In 1904 they made a total of 105 fli ghts most o f them fairly sh or t with limited turns performed within the confines of the fi eld More than once one of the brothers would land before turning any great amount for fear they would fl y outside the boundaries of the roughly lOO-acre Huffm an Prairi e They were still feeling out the amount of turn the machine would tolerate and more than once the turn ended in an unshyintended landing
Friday December 9 saw the end of the 1904 flying season a season of remarkable progress and maddenshying problems The airplan e still was unstable in pitch it still had the odd tendency to slide off to the side in turns and the power available was barely enough to sustain the Flyer in the air They dismantled the Flyer II keeping the hardware engines and propellers but burning the remainshying wood and fabric The in fo rmashytion they had gathered in their fi rst full season of powered flight was put to use as they began construction of the 1905 Flyer III ~
Continued next month
All of the images presented in this article are available as digital downloads from the Library of Congress website Start your search at wwwlocgovrr print cataloghtm
Tap the blue Im ready to search butmiddot ton and when the next page comes up click on the OW hyperlink or scroll to the very bottom of the page The Wright Brothmiddot ers Collection is number 57 Once youre at the search page for the Wright Collecmiddot tion just enter a keyword such as 1904 and a list of images will be presented Have fun There are plenty of interesting images-more than 300 Wright images scanned from their original glass plate negatives are part of the Library of Conshygress collection
its FREE
AVIATION UNLIMITED AGENCY
wwwouoonlinecom
Eugene Geno Breiner Newville PA
_ Graduate of Roosevelt Aviation School Long Islanel NY
_ In 1985 restored Fleet 2 NC8689 manufactured in 1929
_ 1987 Best Open CockpitshyPotomac Antique Aero-Squadron (PAAS) Horn Point MD
_ 1989 Best Antique Sentimental Journey to Cub Haven
_ 1992 Grond Champion shy PAAS
I have enjoyed my aircraft through the years and have
enjoyed working with AUA Inc since 1985 for all my
insurance needs
- Geno Breiner
I middot
AUAs Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums
Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages - 0 hand-propping exclusion
No compone t ~orts endorsements - Discounts for claim-free renewals carrying all risk coverages
The best is affordable Give AUA a call shy
800-727-3823 Fly with the pros fly with AUA Ina
Torquil Normans DH8S Leopard Moth HG FRAUTSCHY
Theres always room for imshyprovement in an airplane and in 1933 Geoffrey de Havilland saw potential in
his companys DH80 Puss Moth It was a great airplane but with a tweak here and an improvement there
The new version would use the higher-horsepower inverted Gypsy Major engine of 130 hp with seating for three people and a spruce and plywood box strucshyture for the fuselage
When first flown by the compashynys founder on May 27 1933 the DH8S Leopard Moth was found to be 9 mph faster that its sibling topshy
16 AUGUST 2005
ping out at about 137 mph while carshyrying three people Pleased with the results de Havilland came to like the airplane so much he ordered one for himself using it for family touring around the United Kingdom and on the continent of Europe in the blissshyful days before the clouds of war beshygan to gather
Interestingly a curious debate over crew placement in Jightplanes was put to rest in part due to the experishyence gained by pilots of the Leopard Moth When first conceived its preshydecessor the Puss Moth had both the passenger and pilot in the same cabin an arrangement that resulted
in a great deal of discussion Should a pilot be in the same cabin where he could be distracted from the rigors of flying the airplane Shouldnt he or she be positioned in a separate comshypartment or cockpit so that his or her full attention could be paid to flying the machine
If the tandem-seated Puss Moth dealt that concept a strong blow the Leopard Moth with its two in the back and pilot up front stomped on it and the side-byshyside DH87 Hornet Moth put it to rest for good The benefits of havshying the passenger inside the cabin where not only his desires could be
JIM KOEPNICK
dealt with but his help could be of great benefit was further enhanced by the passengers accessi bility to flight instruction which could be given by leaning over and speakshying into the pupils ear rather than shouting into the slipstream or givshying convoluted hand Signals
The attractiveness of such an arshyrangement contributed to the Leopshyard Moths popularity with 133 of them being made in the middle 1930s and almost half of them (60) being sold to overseas or continenshytal owners Buyers from as far away as Argentina and Japan ordered Leopard Moths and when World
War II broke out 44 of them were appropriated by the British military for use in communications work
Not surprisingly not all of those 44 DH85s re-entered civilian life after the war many were lost durshying service but better than two dozen were reregistered One of the Leopard Moths to survive the war was originally built for export to the Continent
When first built in 1933 DH85 serial number 7035 was sold to a French owner and it was registered as F-AMXP It sat out the war years in a barn in France and didnt fly again until after Roger Fiennes reshy
covered the airplane in 1990 and brought it to England where Ben and Jan Cooper of the Newberry Aeroplane Co restored it Torquil Norman aircraft collector extraorshydinaire bought the aeroplane from Roger before Rogers disappearance and presumed death in a Tiger Moth during an attempted crossing of the English Channel in the late 1990s
Quite thoroughly restored with an engine overhaul performed by Mike Vaisey of Vintech the Leopard Moth is now registered as G-ACOJ and is kept by Torquil at a small strip called Rendcomb Aerodrome located southeast of Gloucester in the United Kingdom Like Geoffrey de Havilland Torquil fell in love with his Leopard Moth flying as often as he could And like many pilots of old the lovely handling qualities of the DH85 provided the opportunity to fly the aeroshyplane long distances Record-breaking flights from England to Africa and Australia were made in the 1930s and taking inspiration from those intrepid pilots Torquil Norman had Henry Labouchere install a long-range tank under the back seat of the Leopard Moth giving it a 96 US gallon capacity enough to keep the Gypsy Major running for about 11 hours A couple of warmshyup flights to Italy and France gave him the confidence in the aircraft to fly the North Atlantic
A number of you may recall that in 1966 Torquil and Henry Labouchshyere flew a lovely de Havilland Dragon Fly to Oshkosh One of the lessons learned during that flight was that if one engine failed in the Dragon Fly they would wind up in the ocean as it didnt have sufficient perforshymance to maintain altitude on one engine with the other shut down and its fixed-pitch prop presenting itself to the slipstream completely unfeathered
Torquil felt that a single-engine crossing in the Leopard Moth didnt present a significantly greater risk than the flight in the twin-engined Fly so he gathered the equipment
VINTAGE A I RPLANE 17
Torquil Nonnan aircraft collector extraordinaire
18 AUG U S T 2005
Like many of its de Havilland siblings the Leopard Moth features foldable wings which help maximize available storage facilities
necessary for such a long trip and Iceland landing after a 9-l2-hour flew to Wick in far northeastern journey An attempt to fly over the Scotland Donning an exposure suit Greenland ice cap was rebuffed by and departing with a full 96 gallons clouds so a run down the east coast of fuel he pushed off to Reykjavik was made landing in Narsarsuaq at
the southernmost tip of Greenland There he was greeted with beautiful weather with temperatures in the 60s and sunshine
A long run to Goose Bay Labrashydor in Canada gave Torquil a taste of just about every type of weather one can expect to encounter from solid IFR conditions nearly down to the sea to a near gale blowing along the Canadian coast when he
(j was getting ready to land From ~ there he flew down to Sept-lies on g the north shore of the St Lawrence a ____ --u_ ~ Seaway in Quebec where he says
Electricity for the Moth is supplied by this strut-mounted generator which is he enjoyed a marvelous lobster din-driven by a carved impeller You can see the damage done to it by ice and pre- ner Then it was on to the States cipitation encountered on the trans-Atlantic trip making his way to EAA AirVenture
Oshkosh 1999 after a few stops to visit friends along the wayA Hamilton vertical
All in all he didnt feel the airshycard compass (right) craft ever ran up against insurshysupplements the stanshymountable issues during his longdard British compass flight but there were times whenmounted at the bottom the long legs of the Leopard Mothcenter of the instrushywere not contributing to the comshyment panel fort of the pilot Having made the trip in both the Rapide and the Leopard Moth Torquil didnt feel it was likely hed repeat his transshyAtlantic hop but he certainly has created a whole new set of stories to tell his chums at home
VI N TAGE A I RPLANE 19
THE FORGOTTEN PERFORMERS
Bellancas record-making airplanes VIC PIKE
Clarence Chamberlain on his way to Gennany
A sk anyone in a pishylots lounge what airplane Charles Lindbergh flew across the Atlanshy
tic and the reply will be Why a Ryan of course But relatively few current pilots are aware that two weeks after Lindberghs famous flight Clarence Chamberlain and Charles Levine flew a WB-2 Belshylanca named Columbia immediate predecessor to the Bellanca Paceshymakers and Skyrockets from Roosshyevelt Field New York to Eisleben Germany And few pilots know that prior to his involvement with Ryan Lindbergh unsuccessfully neshygotiated with Wright Aeronautical (who commissioned the WB-2) and later with Giuseppe Bellanca at his Columbia Aircraft Co to purchase th e very plane used by Chambershylain and Levine Unfortunately (or fortunately for Ryan) Charles Levine th e financial underwriter of Columbia Aircraft manipulated capriciously to obstruct a sale to the 20 AUGUST 2005
unknown airmail pilot Lindbergh From the mid 1920s through the
early 1930s Bellanca monoplanes routinely set records for distance altitude and endurance that made their superlative performance an expectation Victories at the Nashytional Air Races in both 1925 and 1926 An endurance record of 51 hours and 11 minutes in 1927 and New York to Havana Cuba in 1928 both by the Columbia
Then it was Maine to Spain by the North Star in 1929 At the Nashytional Air Races in Cleveland that year Bellancas took five firsts three seconds two thirds and two fourths in seven events In May 1930 came the non-refueled endurance record of 84 hours and 33 minutes in a Pacemaker powered by a Packard DR-980 radial diesel engine this reshycord was not broken until the 1986 flight of the Voyager
In July 1930 another record New York to Istanbul in the Cape Cod nonstop And still more an altitude record of 30453 feet was
set in 1931 by Bellanca test pilot George Haldeman
1931 also saw an around-theshyworld flight with Clyde Pangborn and Hugh Herndon in Miss Veedol which culminated in a 4558-mile 41-hour and 13-minute leg across the Pacific Ocean from Sabishiro Beach Japan to Wenatchee Washshyington which is a story in itself This record stood until 1947 when it was eclipsed by a uS Air Force 8-29 Miss Veedol was renamed the American Nurse and in 1932 vanshyished on a trans-Atlantic attempt
These are only a few of the acshycomplishments of this Bellanca seshyries and although some of these airshyplanes had modifications such as longer wings the original design was a commercial production aircraft
Diminutive and shy Sicilianshyborn Giuseppe Bellanca had formal education in mathematics and enshygineering and in a partnership of three constructed Italy s first airshyplane in 1909 He immigrated to America in 1911 and soon assemshy
bled a parasol-wing monoplane powered by a three-cylinder 30shyhp Anzani engine After flying this airplane Clarence Chamberlain remarked I was thoroughly conshyvinced that Bellanca not only was a genius but a hero of a rare sort
In 1912 Bellanca established the Bellanca Aeroplane Co conshystructed a second monoplane and opened a flight school One of his students was Fiorello LaGuardia later New Yorks famous mayor In 1916 Bellanca designed the CD and CE biplanes for the Maryland Pressed Steel Co To illustrate his engineering acumen the CE (1917) would cruise at 100 mph on 90 hp while the conshytemporary Curtiss IN-4D Jenny also with 90 hp followed at 65 mph
The CF monoplane first flew on June 8 1922 and was spectacular for its era With an enclosed cabin carrying four passhysengers and powered by a 90-hp 10-cylinder Anshyzani radial (twin rows of five cylinders) the CF cruised at 100 mph for 600 miles and enjoyed an impressive 12-to-1 glide ratio With the CF Bellanca created a signature airfoil fuselage profile that continued into post-war designs
Airmail pilot William C Hopson campaigned the CF in a series of competitions during the summer of 1922 He took first place in every event Hopson observed She was by far the most remarkable plane I had ever flown
Despite the CFs accomplishments there was no market for a $5000 airplane when World War I surplus models were selling for a few hunshydred Fortunately the CF survived has been restored and is now in the National Air and Space Museum
In 1925 Bellanca joined the Wright Aeronautical Corp which put him in close proximity to the new 200-hp J-4 Whirlwind engines This prompted construction of the
conflicts with Wright Aeronautical in Patterson New Jersey he moved to New York and entered the conshytentious partnership with Charles Levine When that unraveled Belshylanca re-established production in a rented warehouse on Staten Island
Bellancas outstanding airplanes enticed the state of Delaware and particularly the du Pont family into courting him to settle there After a temporary operation in Wilmingshyton a factory and airfield were conshystructed at New Castle stability was finally achieved
The rugged construction and prodigious load-carrying capacity
of these unique airplanes disbursed their activities all over the world where they served careers from distinguished air transshyport to bush hack An ulshytimate utilitarian characshyter relegated the grand birds to situations of exshypendability that unforshytunately caused attrition to eliminate alarming numbers of them
Out of the 60 that were built only one airworshythy example of a Paceshymaker CH-300 exists toshy
bull
--=--shy -lt
-shy____ u
all-wood WB-1 followed by the steelshytube fuselage WB-2 using the imshyproved 220-hpJ-5 The WB-1 was deshystroyed in a crash in 1926 and the record-breaking WB-2 Columbia was lost in a hangar fire in 1934
From the WB planes evolved the Pacemaker series first the J-5 Wright powered CH-200 of 1928 then the 300-hp R-975 J-6-9 CH-300 of 1929 (also available with the PampW Wasp Jr) and the R-1340 Wasp CH-400 Skyrocket of 1930 on through the senior Pacemakers and Skyrockets of the later 30s
Giuseppe Bellancas passion was to design and build airplanes with the following parameters Maxishymum safety and the greatest possishyble efficiency as measured by speed load and range His earlier dreams seemed perpetually frustrated after
day NC251M Serial No 154 And even this one is currently undergOing a complete and toshytal rebuild with new fuselage and wings and a target date for compleshytion in the summer of 2005
Throughout the story of this airshyplane is the striking reality of how many people have been involved The core history of an old airplane is inshytriguing but the anecdotal accounts of the people create something inshyfinitely more profound Aviation is a community an extended family so loosely connected that members remain unacquainted But the comshyposite connects lives in ways that are not previously suspected Keep this in mind as you read
NC251M emerged from the Belshylanca factory at New Castle Delashyware on September 171929 to be delivered as the first airplane of In-
VINTAGE AIRPLANE 21
ter-IsIand Airways (now Hawaiian Airshylines) of Honolulu It served primarily with sightseeing flights while Inshyter-Islands passenshyger service evolved around Sikorsky S-3S amphibians
On April IS 1933 NC251M was sold to Mr G Fowble (posshysibly a broker) of San Bernardino California and then resold on April 27 to MacMillan Peshytroleum Corp of Los Angeles Remember MacMillan Ring Free Motor Oil On March 20 1935 it was purchased by Unious Mac McGee (McGee Airways) in Anchorage Alaska to begin 15 years as a bush workhorse On April 20 1935 McGee Airways was sold to Star Air Service in Anchorage which became Star Airlines which became Alaska Star Airlines which became Alaska Airlines in May 1944
Steve Mills chief pilot for Star was flying a sister Pacemaker NC259M when a fatal crash claimed his life in 1936 After usable parts were salshyvaged the remaYJs were burned at the site of the accident In 1995 the curator of the Alaska Aviation Herishytage Museum (and a walking encyshyclopedia of Alaska aviation history) Ted Spencer recovered the parts and stored them at the museum in Anchorage Steves grandson Dave Mills assisted Ted in his efforts
Essentially intact the logs of NC251M depict a rich history of Alaska bush flying in the 1930s and 1940s and reading them is like peering into the Holy Grail Much of the story can only be extraposhylated from the cryptic and frustratshyingly taciturn renderings of bush pilots who flew thousands of hours over geography and in weather that would be considered treacherous to most modern pilots
Ones imagination expands from such tersely penciled comments as 22 AUGUST 2005
PICTORIAL HISTORIES PUB CO
NC251M in 1929
Engine blew up Ship moored at Naknek Rate of climb reads SOO feet down in level flight Windshyshield gives pilot cold shower Turn and bank no good Cant adjust altimeter (Signed Satan) Repaired left wingtip spliced rear spar Rebuilt left elevator
Another entry notes Flew every day from 1-20 to 2-14 With such casualness the suspicion is that unshyderstatement must be intrinsically characteristic of these bush pilots theres no mention of the effort inshyvolved in keeping a 1929 airplane flying every day during the rigors of an Alaskan winter
The logs include entries by many noted Alaska bush pilots a few of which were Kenny Neese Johnny Moore Don Goodman Jack Elshyliot (who onee swooped down and speared a wolf with his ski) and Bill Lund Lund stayed with Alaska Airshylines as its number one pilot and pioneered jet flights into Russia during the 1970s finally retiring in 19S0
Martha Monsen was the Star agent in Naknek during the 1930s and ran a virtual boarding house for the pilots during layovers Several of Monsen s sons became pilots and one Mel Monsen told me of sitting at the supper table as a young lad caught up in the intrigue of endless convershysations about bush flying advenshy
tures Mel Monsen related that when he and his friends played bush pishylot there was alshyways an argument about who would be Kenny Neese
In these early days it was usual for Alaska air sershyvice companies to struggle wi th fishynancial solvency Star was no excepshytion and in June 1939 in exchange for some capital investment the
ownership of its entire fleet was transferred to bankers Thrall and Williams of Minneapolis Minshynesota In contemporary terms these treasures included four CHshy300 Pacemakers three CH-400 Skyrockets two Stinson SM-SAs a Fairchild Pilgrim 100A a Cessna C-34 Airmaster and a Ford 5-AT-C Tri-Motor The arrangement apshyparently worked because by Febshyruary 1940 everything was back in Stars legal possession
In June 1946 Alaska Airlines performed a field conversion from wheels to Edo 4665 floats When completed notification was sent to the CAA with the simple comment that it was similar to Bellanca NC256M Approval was granted
From 1929 NC251M flew with a Wright R-975 J-6-9 of 300 hp reshyplaced or overhauled a number of times but a catastrophic failure in August 1946 prompted Alaska to convert to a PampW R-9S5-AN-3 Navy surplus and freshly overhauled In May 1947 the plane was returned to service
In December 1947 Alaska Airshylines sold NC25 1 M to Eric Shutte (pronounced Shoot-ee) and CV Kay Shutte came to Alaska in the early 1930s as a pilot and mechanic for Vern Gorst founder of Pacific Air Transport Kay had been a partshyner with Shell Simmons in the Panshyhandle Air Transport Co (Pateo)
out of Juneau in the mid 1930s
Shutte and Kay did contract flying for the US Coast Guard and opened a hotel in King Salmon called Nashyknek Sky tel with NC25 1 M providing charter flight sershyvices The business suffered a setback in 1950 when the hotel burned and on a trip south the Bellanca was damshyaged in an accident Kenmore Air 1950s On the float is Bob Munro Walt Winsman mechanic near Prince Rupert and Bill Lund Alaska Airlines pilot on a day off British Columbia
Bob Munro of Kenmore Air Harshybor in Seattle salvaged the plane with the promise that insurance would cover the costs The insurshyance company refused and Munro took possession of the Bellanca as payment After repairs were comshypleted NC25 1 M joined the Kenshymore fleet Currently Kenmore is a world-class floatplane operation holds the type certificate for Edo floats and has developed many STCd modifications for de Havilshyland Beavers and Otters
From 1955 to 1957 Munro leased NC25 1 M to Bob Hall of Kodiak Airways (actually it was sold and repurchased for liability protecshytion) Kodiak ran scheduled mail and passenger service to the five villages and nine canneries on Koshydiak Island The chief pilot was Gil Jarvela and in a conversation with me he related stories that riveted my attention hauling resistant Koshydiak bear cubs in gunny sacks loadshying incredible amounts of freight in NC25 1M and patching holes in the floats with bubble gum and spruce twigs
When the plane was returned to Kenmore Bob Munro commisshysioned Clayton Scott to engineer the installation of Edo 6470 floats to replace the smaller 4665s I had heard of Scott and his legendary cashyreer in aviation that has spanned
more than seven decades and conshyfirmed his existence with Bill Whitshyney Kenmores senior pilot who flies turbine Otter floatplanes
I visited Scott in his large hanshygar on the Renton Municipal Airshyport in Washington state where he conducts business as Jobmaster Co his aircraft modification firm Out front was a beautiful Cessna 195 on floats and inside I found him working on a de Havilla~d DHC-2 floatplane Looking at the man and his environment I immeshydiately realized that this was halshylowed ground
I told him my visit was prompted by an understanding that he had once installed floats on a Bellanca Pacemaker and he replied Yes that was in 1957 We replaced a set of Edo 4665s for some 6470s I can show you the paperwork He stepped to his fi le and without glasses pulled it out
I inquired of Scott how old he was and with a sly smile he said 100 minus three After a period of time during which Scott grashyciously shared with me some of his incredible flying experiences I left this icon so that he could return to working on the Beaver [ felt that I had been in the Notre Dame Catheshydral [Well have more on Clayton Scott in next months issue of Vinshytage Airplane-Ed]
As predictably ocshycurs in the life cycle of utility airplanes NC251M was showshying tatter and wear by the late 1950s the engine found a home on the nose of anshyother ship the wings were pulled and it ended up in the back of Kenmores storage yard In June 1960 Dick Poet of Aumsshyville Oregon purshychased the airframe and floats
Poet was an aerial applicator pilot and with his wife Helen
owned Wilderness Airlines in Bella Coola British Columbia Dicks meshychanic Bob Bohanan completely refurbished the Pacemaker includshying new fabric paint and an overshyhauled R-985 from Wesco Air Service on Boeing Field which returned it to pristine condition
With the rebuild complete on June 25 1962 there was the issue of taking the airplane off the Poets grass strip Straw was spread down the runway to reduce friction and with Dick in the cockpit power was fed to the R-985 Sufficient airshyspeed was achieved but the long floats prevented rotation and takeshyoff was denied Bohanan then conshystructed a two-wheel dolly from an old truck axle and this time Dick lifted off while the dolly burshyied itself in the brush at the end of the field After a short test flight he landed on the Willamette River at Salem Subsequently the Poets applied for Canadian registration (CF-OQK) and flew to Bella Coola British Columbia where the Paceshymaker began charter service with Wilderness Airlines
On June 25 1963 a woman Mattie Jack was attacked and badly mauled by a grizzly bear at Mud Lake east of Bella Coola A call was made to Dick for a rescue flight and he immediately took off with
continued on page 32
VINTAGE A I RPLANE 23
A beautiful day is not complete unless it is seen from the inside of a cockpit The Vintage Aircraft Association is providing you with the opportunity to bring the magic of flight to your home office or hangar Take flight with the 2006 VAA Calendar Free Skies Forever
The gorgeous 17 x 11-inch full-color wall calendar is the perfect gift for yourself or your favorite pilot Each month contains the amazing photography from the Vintage Aircraft Association and captures the spirit of flight
As a commemoration to the great aviators before us the VAA 2006 Calendar Free Skies Forever contains great feats in aviation printed on the exact date of occurrence Dont let this opportunity fly past you Order your 2006 VAA Free Skies Forever Calendar by September 30 2005 Calendars will ship in November for Christmas arrival
Or to order by mail send your checkmoney order to Vintage Aircraft Association 2006 Calendar do Turner Publishing Company bull PO Box 3101 bull Paducah KY 42002-3101
o Please enter my order for __ copies of the Vintage Aircraft Association 2006 Calendar - only $1595 Your Name
o ShippingHandling add $395 for each calendar Address
o Kentucky residents add 6 sales tax City State Zip
TOTAL ENCLOSED $______
Telephone For Office Use Only - VAA2006-A-GW
CkR Amount E-mail address (for order confirmation)
DOUG STEWART
Whetherweather to go or not
There I was driving along the turnpike looking up at a severe clear cerulean sky and rather than findshy
ing myself ecstatic at that beautishyful sight words that cannot be reshypeated in this column were formshying on my lips Gosh darn (it was really a lot stronger said than that) the briefer said VFR not recomshymended and now instead of being up in that sky where I belong I am down here ground bound driving to my destination
I know probably everyone of us has been in this situation pershyhaps more times than we care or choose to remember As the sayshying goes There are old pilots and bold pilots but no old bold pishylots Many of us are aware that most aviation accidents when asshysociated with weather tend to be fatal ones Thus if we are not inshystrument rated and current or flyshying an airplane that is not instrushyment certified we tend to choose alternative means of transporshytation when the briefer tells us VFR is not recommended
But does this always have to be the case Are there any ways to make those VFR trips possible and still remain safe Are there any tools we can use to determine if the forecast is holding true or if it is not For I think we all both male and female would agree that the weather is like the opposite sex-toshytally fickle and unpredictable Lets
take a look at the numerous tools we have for making the gono-go decision relative to the weather
To help determine if the forecast is going to hold true I usually first consult the METARS Check reshyporting stations along your route If you are able get a history showshying the reports over the past three to four hours and see if the reports are corroborating the forecasts (DUATS WSI and Meteorlogix are all great sources for this informashytion) What trend do you see in the reports Is the weather getshyting better or worse or holding the same Is it doing what the TAF and FA said it would
Im also sure to compare the tershyminal forecasts (TAF) with the Area Forecast (FA) The TAF covers only a S-mile radius of the aerodrome whereas the FA covers an entire area Keep in mind that cloud bases in the TAF are AGL (above ground) whereas the cloud bases in the FA are MSL (above sea level)
Next I check the PIREPS (pilot reports) Do they substantiate the briefers warnings When checking PIREPS be sure to take into account where the report was made (threeshydimensionally) when it was made and what type of aircraft the reportshying pilot was flying If a 747 reports light chop along my route I might consider leaving the ropes on my airplane and going to have a frosty one whereas if its a J3 reporting moderate turbulence I might very
well launch on my own flight While we are mentioning PIREPS
lets not forget that (as in all things in life) what goes around comes around If we are seeking PIREPS in helping us to make the gono-go decision we should also consider filing them It takes only a few moshyments to file a PIREP and in doing so you are assisting many other pishylots in their flight planning
These are a few of the tools we can use while still on the ground to determine if the forecast is holdshying true But what about when we are already en route How can we know whether the weather will be as forecast
Obviously if the forecast was for severe clear and there are a lot of clouds forming you do not need to be a rocket scientist or a brain surgeon to know that the forecast is not holding true But there are many other clues that might not be quite as obvious and that should warn us that the briefer might have been wrong
If we realize that we are having to fly a heading other than what we had plotted to track our course or if we are experiencing different ground speeds than what we had exshypected we should understand that there is a good chance that the enshytire forecast might be off After all these forecasts are predicated on the expected movement of fronts and pressure zones When they dont move as anticipated the winds aloft
VINTAGE AIRPLANE 25
will be different thus yielding difshyferent headings and groundspeeds than we had planned
There is something else that can give us a heads-up about the posshysibility of the forecast going south and that is the temperatures aloft Most aircraft have outside air temshyperature gauges (OAT) and these can be very useful tools-ones that many pilots ignore An OAT can be used to corroborate whether the temperatures aloft are as forecast (You do remember that the foreshycast temperatures aloft are included with the winds aloft dont you) This can give us an understanding of whether the fronts are moving at the speed and direction forecast or if they might be moving slower or faster than expected
Keeping track of the temperashytures as you climb can also help you quickly determine if the lapse rate is stable Remembering that the stable lapse rate is ZOC per thousand feet one can make a note of the tempershy
ature on the ground prior to takeoff and then check it as you climb If it is less than ZOC per thousand one of the major ingredients in the proshyduction of thunderstorms is presshyent that being an unstable lapse rate (The other two are moist air and a lifting action of some kind) Thus the OAT can be a useful tool in confirming or refuting the foreshycast of thunderstorms
One could spend a lifetime studyshying the weather and not get any closer to predicting what it might do And I cant do justice to the subshyject in this short article However when it comes to weather I must say that discretion is the better part of valor There are certainly times when the briefer will give the warnshying that VFR is not recommended and the day turns out to be beautishyful But there are also times when your beautiful day turns ugly
Regardless of whether the foreshycast is for good weather or bad be sure to have an alternate plan in
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation
Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these jewels on and bring back the good times New General Aviation Sizes Available
500 x 5 600 X 6 700 X 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
~DESSER(~ 323-721-4900 FAX 323-721 -7888
6900 Acco St Montebello CA 90640 TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106
wwwdessercom
26 AUGUST 2005
place Remember to run the PAVE and CARE checklists that I wrote about in previous articles to help you make the proper decisions relative to the weather Using the tools I have mentioned above will help you in checking the enVironshyment help in understanding the consequences of the hazards asshysociated with some aspects of the weather and aid you in assessing the realities of what the weather is really doing
And when the briefer gives you that dire warning of VFR not recshyommended keep in mind that it is always much better to be on the ground wishing you were up in the air than up in the air wishing you were on the ground He might be wrong and Ive offered some tools to help determine that but he very well might be right
Doug Stewart is the 2004 National CFI of the Year a Master CFI and a DPE He operates DSFI Inc based at the Columbia County Airport (lBl)
TelePhone 800-247-8473 or
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE NEWLY ACQUIRED GARNER P EMMERSON COLLECTION DONATED TO EAA BY BOB HIGHLEY OF LAKELAND FLORIDA
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs to be in no later than September 10 for inclusion in the November 2005 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to mysteryplaneeaaorg Be sure to include your name city and state in the body of your note and put (Month) Mystery Plane in the subject line
MAY S MYSTERY ANSWER as residing in Los Angeles at that time I learned this while roaming on wwwaerofilescom last evening
I already had seen the aircraft in the British magazine Aeroplane Monthly that has the same photo as yours along with some contemshyporary aircraft in an illustrated article in the September 2003 isshysue with the title Call That Safe The caption to the photo reads
In 1933 Carl Hall and Frank Nixon tested this propeller cowlshying at Compton California It was claimed to speed up aeroplanes from 39 to 140 per cent and slow them as much as desired for landshying the innerdeflectors serving
Mays Mystery Plane came to us X12211 seems to have its 95-hp as air brakes from Harold Swanson Cirrus upright four-cylinder en I hope that you have more inshygine
Heres our only letter concerning as it was reported to have in 1 formation about this interesting934 its identity it was reported to have had a Veshy early try at a ducted propeller
lie engine when built in 1931 Jack Erickson The Felio Ranger SP-2 owner Harold G Felio is li State College Pennsylvania sted
VINTAGE AIRPLANE 27
EE BUCK HILBERT
Aeronca C-3 N-13000
Ive been asked many times Why do you hang onto this old airplane
Several reasons Mostly it has a place in more recent historyshynamely the last real Cleveland Air Race held in 1948 And probably another reason is it represents at least to me the memory of the last of the barnstormers
To the best of my knowledge the last time this little C-3 flew was at the 1948 Cleveland Air Races
The airplane belonged to Duke and Martha Hashner the owners of Global Airshows and promoters of the races that year
Duke flew this Aeronca C-3 in a clown act The airplane was painted up with a clown face was all red and white and Ive been told he did a remarkable job of entertainshying the crowd
Duke also flew other aerobatic aircraft in the show while Martha was the wing-walker parachute jumper and ticket seller
Unfortunately this was the same year record-holding entrepreneur Bill Odom crashed a racing P-S 1 into a residential area resulting in his death and other fatalities Beshycause of this accident Duke and Martha were the target of lawsuits that drove Global Airshows and the two of them out of business and into seclusion
Living on the Quietula Farm at Cherry Valley Ohio the coushyple now forced to retire from doshying their air show routines turned Global Airshows into a traveling
28 AUGUST 2005
static display show The 50s saw the advent of the
shopping center Global Airshows would truck its airplanes to the new shopping center parking lots and display them in full air show regashylia Martha and Duke would dress the part entertain the crowds and dreamed of once again being active air show circuit acts
The airplane
belonged to
Duke and Martha
Hashner
Unfortunately Duke suffering from a brain tumor lost the ability to participate and after a long batshytle passed away Martha kept the airplanes now stored at the farm and spent her days tending numershyous pet dogs and cats dreaming of her barnstorming glory days as queen of Global Airshows Martha passed away in the mid-60s
Global Airshows and its derelict aircraft were sold to Bill Ross and me a few months before Martha passed away
The collection consisted of Marshythas Meyers OTW Dukes Waco F and a Porterfield CP-65 All were inshy
tact and complete but each needed restoration Also in the collecshytion were pieces and parts of two Aeronca C-3s a J-2 Piper a Taylorshycraft L-2 and a Fairchild 22 Along with the airplanes came numerous engine parts old tools and propelshylers along with the trailers used to haul the airplanes
What happened to the airshyplanes is the frequently asked question Bill Ross was past presishydent of the EAA Warbirds of Amershyica owned a P-38 Leroy Grumshymans personal F3F and an F6F and had his hand in several entershyprises while involved in Warbirds Right at that time he discovered the Grumman Goose was the best bet in sport flying and his attention was diverted in that direction
The Meyers and the Porterfield were restored by Bill and sold The project Fairchild 22 and J-2 went to a couple of our Vintage members and were restored and are flying The Waco F was sold but never did get flying The two C-3s came to me and eventually were restored One was sold and one for those sentishymental reasons is still in my hanshygar disassembled and awaiting the final engine fix The L-2 had been a gas station ornament for years and when they took it down the guy wielding the cutting torch manshyaged to start a fire that ended any thought of restoration
Bill Ross moved to Nevada after he retired from business and unshyfortunately while returning from one of his business trips he flew
into a cloud that had a rock in it Another reason for hanging on It reminds me of Bill Ross and his contributions to the Warbirds of America being part of EAA
Oh yes we did get the C-3 flyshying but the engine ate itself up afshyter about 4S minutes Time for a different approach
I had a set of floats and rigging and Brian Van Wagnen and I deshycided the little C-3 would be a real hoot to see flying on floats However we wanted a reliable engine and the one we had was mostly junk
Brian tore into it but the crank was beyond repair At great exshypense a new one was made dual ignition heads were installed and a new single-drive dual mag was inshystalled after modifying the tail case It runs but the vibration was bad enough to cause distrust Another disassembly and recheck as well as internal component balance were in the works when tragedy struck
Brian had a hangar fire and lost everything he had in the 70-by-90 hangar and its 24-foot lean-toshyhis Widgeon project the Fleetshywing Seabird two antique Aeronca Chiefs a Piper 180 all his toys shop equipment tools and of course the building
The little C-3 stored in another building was all that was left The floats rigging and all the spare enshygine parts were destroyed in the fire A small loss in comparison to what Brian suffered
With no hangar and no shop the decision was made to disassemshyble NC-13000 and bring it back home and there it sits Every day I walk past it and say to myself You gotta get going But the press of daily living and the episodes weve been through in the past couple of years have stopped all the progress Oh well whats another couple of years After all its been grounded since 1948
Until then it just sits and Im going fishing With that its Over to you
Come or t e weekend BUILD FOR A LIFETIME
HANDS-ON HOMEBUILDER WORKSHOP
SCHEDULE
Aug 26-28 Oshkosh WI
Aug 27-28 Arlington WA
Sept 9-11 Griffin GA (Atlanta Area)
bull Repairman (LSA) Inspection-Airplane
bull RV Assembly
bullTIC Welding
Sept 10-11 Corona CA (LA Area)
bull RV Assembly
Sept 10-11 Lakeland FL (Sun N Fun Campus)
bull RV Assembly
Sept 10-11 Houston TX (Westwood Aviation Institute)
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems
Sept 16-18 Frederick MD bull Repairman (LSA) Inspection-Airplane
Sept 23-25 Denver CO bull Repairman (LSA) Inspection-Airplane (Westwood College)
Oct 1-2 Columbus OH (Columbus State Community College)
KLEINEAA SportAir Sponsors TOOLS
wwwkleintoolscom
WORKSHOPS ___ ~
EA~
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems bull Cas Welding
bullbull amp cafamiddot~middotAir c raft Coatings
_polyfibercom wwwalrcraftsprucecom
1-800-WORKSHOP 1-800-967-~746
wwwsportalrcom
YOU CAN BUILD IT LET EAA TEACH YOU HOW VINTAGE AIRPLANE 29
r ~ __c -lt JMNEwMAN
t The (ollowing list o(coming events is (IIrt1ished to Ollr readers as a matter o( it(orshymation only and does not constitllte approval sponsorship involvement cottrolor direction o(any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 OshkoslI WI 54903-3086 Or e-Illail tl1e information to vintageaircra(teaaorg In(ormation shollld be received (ollr months prior to tile event date
AUGUST 7-Queen City MO-Applegate Airport 18th Annual Washytermelon Fly-In 2 PM til dark Info 660-766-2644
AUGUST 13-Hoquiam WA-Bowerman Field Ercoupe Gathering amp Fly-In All experimental classic and vintage aircraft are welshycome Excellent restaurant on field Info Dick 360-533-5926
AUGUST 19-21-Alliance OH-Barber Airport (201) 7th Annual Ohio Aeronca Aviators Fly-In Join us for a relaxing weekend of fun food friendship and flying Breakfast served by EAA Ch 82 Sat amp Sun 7am-llam Camping on field local lodging and transportation available Forums on Saturday Info Brian 216shy337-5643 or bwmatzllacyahoocom or wwwoaafy-Incom
AUGUST 20--Laurinburg-Maxton NC-Ercoupe Owners Club Aweshysome August Invitational NorthSouth Carolina members and guests Lunch awards Young Eagles Flights Info 336-342shy5629 or bandmannetpath-rc net
AUGUST 20--Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-[n Breakfast Info Tom 740-587-2312 or tmcaiinkcom
WIVI cbullbull___bull
These are the first tools you need to buy when you re~cover your
airplane Anyone who has used them will tell you they re the next best thing to having one of our staff right beside you The VHS tape and the DVD will give you the Big Picture and the manual will walk you step by step through every part of the process Youre never on your own when youre using Poly~Fiber
wwwpolyfibercom e-mail infopolyfibercom
Aircraft Coatings 800-362-3490
AUGUST 20--Niles M[-jerry Tyler Memorial Airport (3TR) VAA Ch 35 Corn and Sausage Roast 11am-3pm Rain date August 20 Donations $5 adults $3 children 12-yrs and under All you can eat Info Len 269-684-6566
SEPTEMBER 3-Marion [N-(MZZ) Flyln Cruiseln Info wwwFiylnCruiseln com
SEPTEMBER 3-Prosser WA-EAA Ch 391 s 22nd Annual Labor Day Weekend Prosser Fly-[n Info 509-735-1664
SEPTEMBER S-U-Galesburg [L-Galesburg Municipal Airport 34h Annual Stearman Fly-[n Technical seminars Aircraft judging and awards Aerobatic formation short-field takeoff spot-landing and flour bombing contests Dawn Patrol lunch-time flyouts pizza party stage show banquet and more Info 309-343-6409 or stearmanstearmanfyin com or wwwstea rmanfyin com
SEPTEMBER U -Mt Morris IL-Ogle County Airport (C55) EAA Ch 682 Fly-In Breakfas t 7am-12pm Info 815-732-7268
SEPTEMBER 16-17-Bartlesville OK-Frank Phillips Field (BVO) 49th Annual Tulsa Regional Fly-In Info wwwtllisafyincom or Charlie Harris at 918-622-8400
SEPTEMBER 17-Poplar Grove IL-Poplar Grove Airport Vintage Wings amp Wheels Museum Salu te to WW II Combat Aviators Military aircraft display and fly-by Interviews with 12 WWII veterans of air combat Info wwwpopiargroveairmotivecommllsellnl
SEPTEMBER 17-1S-Rock Falls IL-Whiteside County Airport (SQI) North Centra l EAA Old Fashioned Fly-In Forums workshops fly-market camping air rally awards food amp exhibitors Info wwwnceaaorg
SEPTEMBER 22-25-St Louis MO-Creve Coeur Airport (lHO) Monocoupe Club Fly-InReunion Info Frank Kerner (314) 277-4306 or monocoupesbcgiobainet or wwwmorlOcollpecom
SEPTEMBER 23-25-Sonoma CA-Sonoma Skypark (OQ9) 23rd Annua l 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 208shy739-3979 or ristpsaoicom
SEPTEMBER 24-Topping VA-Hummel Air Field 10h Annual Car amp Air Event 8am-4pm Featuring ant ique cars and planes plus fire apparatus tractors amp engines and arts amp crafts Info (804) 694-5995 or in(oWingsandwheeislIs or wwwwingsandwheeislIs
SEPTEMBER 24-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-I n Info wwwieebottomcom
OCTOBER 1-2-Midland TX-Midland [nt l Airport FINAshyCAF AIRSHO 2005 will commemorate 60th Anniversary of the end of World War II Info 432-563-1000 x 2231 or pubiicreiationscaf7qorg
OCTOBER 5-9-Tullahoma TN-1932 to 2005-The Tradition Lives Year of the Staggerwing Staggerwing Twin Beech 18 Bonanza Baron Beech owners amp enthusiasts Sponsored by the Staggerwing Museum Foundation Staggerwing Club Twin Beech 18 Society BonanzaBaron Museum Travel Air Division amp Twin Bonanza Assn Info 931-455-1974
REGIONAL FLY-IN SCHEDULE EAA Mid-Eastern Fly-In EAA Southeast August 26-28 2005 Regional Fly-In Marion OH (MN N) October 7-92004
Evergreen AL (GZH) Virginia State EAA Fly-In wwwserfi org October 1-2 2005 Petersburg VA (PTB) Copperstate Regional EAA Fly-In wwwvaeaaorg October 6-92005
Phoenix AZ (A39) wwwcopperstateorg
30 AU G U S T 2005
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 dlie7025IOI om vaaflyboyLwnsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Avc 72 15 East 46th SI Albert Lea MN 56007 Tulsa OK 74147
507-373-1674 918-622-8400 stfles(eskmefiiacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush H ill Road Sherborn MA 01 770
508-65l-7157 SH i Ocomcas t llet
David Bennett PO Box 11 88
ioseville CA 95678 916-645-8370
antiquerireachcul1l
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507-263-24 14
InjbfchldrcOI111tCtcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773-779-2 105
pllOtopiotaoicom
Dave C lark 635 Vestal Lane
Plainfield IN 46 168 317-839-4500
davecpciiquestnet
John S Copeland l A Deacon Street
Northborough MA 0 1532 508-393-4775
copelaml JjllllOcom
Phil Coulson 284 15 Springbrook Dr
Lawton MI 49065 269-624-6490
rcollsonS J6cscom
Roger Gom oll 8891 Airport Rd Box C2
Blaine MN 55449 763-786-J342
pledgedriveIns11com
Dale A Gustafson 7724 Shady Hills Dr
Indianapoli s IN 46278 317-293-4430
dalefayemscom
Jeannie Hill PO Box 328
Ha rva rd IL 60033-0328 8l5-943-7205
dishaoowc et
Espie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-3650
wintisockaoco m
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaoicom
Robert D Rob Lumley 1265 Sout h 124th Sl Brookfield WI 53005
262-782-2633 illmpeniiexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817-491-9 110
sellemorris(~lev I IIet
Dean Richardson 1429 Kings Lynn Rd
Stoughton WI 53589 608-877-8485
daraprilairecom
SH Wes Schmid 2359 Lefeber Ave nue
Wauwatosa WI 532 t 3 414-771- 1545
sllschmicimilwpccom
DIRECTORS EMERITUS
Gene C hase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920-23 1-5002 815-923-459 1
GRCHACllarterHet b7ac1Jc llel
Ronald C Fritz 15401 Sparta AV(
Kent City MI 49330 6 16-678-50 12
rFritzf1athwaywlcom
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873 Web Site wwwvintageaircraftorg and wwwairventllreorg E-Mail vintageaircraftCtieaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)
- Newrenew memberships EAA Divishysions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
-Address changes -Merchandise sales -Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory ___ ___ _ 732-885-6711
Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing920-426-4876 Education __ _ 888-322-3229
- EAA Ai r Academy - EAA Scholarships
Flight Advisors info rmation 920-426-6864 Flight Inst ructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles _ _ _ 877-806-8902
Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan _ 866-647-4322 Term Life and Accidental _ 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 Vintage _ FAX 920-426-6865
- Submitting articlephoto - Advertising information
EAA Aviation Foundat ion Artifact Donations 920-426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Association Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additional $10 annually Junior Membershjp (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
EAA SPORT PILOT Current EAA m embers may add EAA
SPORT PILOT magaZine for an additional $20 per year
EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magaZine not inshyduded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA members may join the
Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not inshyduded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the
International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magazine for an additional $45 per year
EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magaZine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA
Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magashyzine and one year membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a
check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2005 by lhe EM Vintage IgtJrcraft Association All righls reserved
VINlAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage IgtJrcraft Association of the ExperimentallgtJrcraft Association and is published monthly at EM Aviation Ceoter 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vinfageaircrafteaaorg Periodicals Poslage paid al Oshkosh Wisconsin 54901 and al additional mailing oHices POSTshyMASTER Send address changes to Vintage IgtJrplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcretumswdsmailcom FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivet)l of VlNlAGE AIRPLANE to loreign and APO addresses via surtace mail ADVERTISshyING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Readers are encouraged to subm stories and photographs Polky opinions expressed in artk1es are solely those of the authors Responsibility for accuracy in reporting rests entirely wh the contributor No remuneration is made Material should be sent to Edor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 92D-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aeronautica are registered trademarks trademarks and service marks of the EXperimental Aircraft Association Inc The use of these trademarks and service marks without lhe pennission of the ExperimentallgtJrcraft Association Inc is strictly prohibited
VINTAGE AIRPLANE 31
Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no
frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VM
reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1-800-233-6934 e-mail ramremfgaolcom Website wwwramengine com VI NTAG E
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418 wwwlpjetservicescom
Airplane T-Shirts 150 Different Airplanes Available
ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
WE PROBABLY HAVE YOUR AIRPLANE
wwwairplanetshirtscom 1-800-645-7739
Flying wires available 1994 pricing Visit wwwflyingwirescom or call
800-517-9278
ELECTRICAL CONDUIT
ASSEMBliES bull MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made per your specifications
bull Original equipment style Braided Conduits in Aluminum Brass or Stainless Steel
bull We carry a complete line of AN - MS Electrical Fittings Backshell Adapters and Specialty Fittings
bull We also have full machine shop capabilities for any custom applications you may require
bull Rebuild your Warbird back to Original
AIRFLEX INDUSTRIES 2538 SUPPLY STREET POMONA CA 91767
Tel 909-392-8474 AI RFLEXI N D USTRIES COM
THE FORGOTTEN PERFORMERS continued
the Pacemaker in marginal weather Mud Lake is narrow shallow and a half-mile long and Poet dragged it twice and then did a touch-andshygo before setting down for th e pickup Mattie Jack was loaded on and they headed for the hospital at Bella Coola It was dark on arshyrival and although landing in the narrow valley without daylight was seldom attempted Dick executed a safe approach and thwarted a sad ending to Mattie Jacks life
The Pacemakers most serious trauma occurred on July 25 1963 on a takeoff from Nimpo Lake 70 miles east of Bella Coola Loaded with two adults and five children from the Poets extended family and piloted by Helens cousin Bob Stewart a wingtip caught the water in an attempt to un-stick the right float and the plane cartwheeled
The left wing and one float were torn off the fuselage was comshypletely severed immediately behind the cabin and everything came to rest floating inverted All on board
were wearing life jackets and the children were ed uca ted in float flying they tripped their seat belt buckles swam out the open end of the cabin and popped to the surshyface There were no injuries
Bohanan retri eved the engine it was flushed mounted on the nose of a PT-17 Stearman and sold to a dentist Dr William Stone in Sandy Oregon Forty years later the Stearman i s still owned by Stone and the same Wasp Jr is on the nose
The remainder of the Pacemaker stayed on the shore of Nimpo Lake for a year and then was loaded on a farm truck by Dicks son-in-law Alan Hauan and returned to Aumsshyville where it was deposited behind the Poets barn A much more serishyous tragedy occurred a short time later when Dick was involved in the fatal crash of a DHC-2 float Beaver when one wing folded
To be continued in the September isshysue ofVintage Airplane
32 AUGUST 2005
Dinner and a Murder
Celebrate Aviations Good 01 Days With EAA Visitors enjoy the golden age of aviation at Good 0 1 Days 2004
Theres nothing quite like the good 01 days especially when it comes to airplanes On August 20-21 the good folks at EAAs Pioneer Airport present the Good 01 Days of Aviation a heartwarming return to a simpler time of open cockpits leather helmets and goggles
All are invited to experience what airports were like during the early days Meet characters from the past and rediscover the folklore crafts and skills of old-time aviation
Weather permitting visitors will see incredible vintage airplanesshyEAAs and those from visiting pilots (as detailed in last months VAA News)-fly throughout both days Dont miss the afternoon parade of flight and special flight demonstrations like balloon bursting
Other weekend features bull At our large childrens activity center kids can play the games that
were popular during the golden age of aviation bull Original aircraft building skills are kept alive in the restoration
workshops Watch a 1930 Monocoupe get restored and talk to the craftsmen
bull Send and receive a telegram using Morse code bull Meet and greet EAAs vintage aircraft pilots Dressed in period cosshy
tume theyll share their vast flying experiences bull Create a piece of airmail and see it delivered in one of EAAs vinshy
tagemail planes All materials and stamps are provided Airplane rides are available in a variety of vintage aircraft including
the 1929 Ford Tri-Motor the 1929 Travel Air E-4000 the 1927 Pitcairn Swallow biplanes and a replica of Charles Lindberghs famous Spirit of st Louis Prices start at $25
Thats not all A variety of vintage automobiles will be on display and everyone will have an opportunity to take a free ride in a prewar vintage vehicle
A free shuttle service to Pioneer Airport is available to pilots flying into Wittman Regional Airport and parking at Basler or Orion FBOs
AUGUST 2005
EAA staffers Gregg and Trish Deimer at the 2004 mystery dinner
Visit EAAs Pioneer Airport for a fabulous buffet d inner on a 1930s movie set Rub shoulders with glamorous movie stars but watch out for shady characters Don t be surprised if a terrible murder takes place during dinner-after which it ll be up to you and the other pashytrons to find the culprit
Tickets including dinner are $25 for EAA members $30 for others Reservations are recommended and can be made online at httpssecure eaaorglmuseummurdermysteryasp or by calling 920-426-6880
First Biplane Fantasy Camp in September
Everything you wanted to know about biplanes will be discussed at EAAs first Biplane Fantasy Flight Camp September 23-25 Included are three biplane flights from Pioshyneer Airport with extensive preshyflight and starting procedures briefing for groups simulator flights in a )-3 Cub from the virtual Wittshyman and Pioneer fields and various meal and evening speakers
The camp also includes two nights in the EAA Air Academy Lodge meals and VIP tours of the EAA AirVenture Museum convenshytion grounds collection storage Pioneer Airport Weeks Hangar and EAA administrative and supshyport facilities
To learn more visit wwwairventure museumorg
Continental Gray Engine Enamel From longtime member Marv
2
Hoppenworth the creator of the original youngsters pedal planes you see at EAA AirVenture Oshkosh and at Pioneer Airport (thanks Marv) we have this little tidbit of restoration information
It seems none of the parts-supshyply people that I could find have Continental gray engine enamel I hear comments like It is like Pratt amp Whitney gray with blue in it Im in the process of working on an A-65 Continental that is going to be installed on a museum-bound Cub and I wanted to get the true color I removed the dataplate (lm replacing it) and there was Contishynental gray which had been in the shade for 60 years Then we took the case half to our local DuPont paint dealer and went through the color charts and came up with a DuPont color match The DuPont number is DA182A This happens to be the Centari acrylic enamel number this can probably be gotshyten in Dulux enamel too
FAA Honors Buck Hilbert Veteran pilot and VAA columshy
nist Buck Hilbert was recently honored by the FAA with the FAA Master Pilot award for 50 years of continuous flying Scott Landsdorf FAA Safety Program manager (left) made the presentation during a reshycent meeting of the DuPage Pilots Association Our thanks to Ted Koston for sending us this photo and the information ~
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 your circle 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 bull Think of a person think of his or her contributions bull Write those contributions in the various categories of the form bull 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 bull Mail the form to
VAA Hall of Fame HG Frautschy PO Box 3086 Oshkosh WI 54903-3086
REM EMBER YOUR CONTEMPORARY MAY BE A CANDIDATEshy
NOMINATE SOMEONE TODAY
Call the VAA office for a form (920-426-6110) find it at wwwvintageaircraftorg or on your own sheet of paper simply include the following information
bull Date submitted bull Name of person nominated bull Address and phone of nominee bull Date of birth of nominee If deceased date of death bull Name and relationship of nominees closest living relative bull Address and phone of nominees closest living relative bull E-mail address of nominee bull Time span (dates) of the nominees contributions to aviation (Must be
between 1950 to present day) bull VAA and EAA number if known bull Area(s) of contributions to aviation bull 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 bull Describe achievements the nominee has made in other related fields
in aviation bull Has the nominee already been honored for hisher involvement in aviation
andor the contribution you are stating in this petition If yes please explain the nature of the honor andor award the nominee has received
bull Any additional supporting information bull Name of person submitting petition bull Submitters address and phone number plus e-mail address bull Include any supporting material with your petition
VINTAGE AIRPLANE 3
FRIENDS OF THE VAA RED BARN 2005 OUR THANKS TO THOSE LISTED FOR YOUR GENEROUS SUPPORT OF THE VINTAGE AIRCRAFT ASSOCIATIONS ACTIVITIES
AND PROGRAMS DURING EAA AIRVENTURE OSHKOSH
This list includes donors as of July 7 2005 Again thank you for being a Friend of the VAA Red Barn
DIAMOND LEVEL FRIENDS
Don Abbott Sanibel FL Ted Beckwith Jr Tullahoma TN VAA Chapter 10 Claremore OK VAA Chapter 11 Glendale WI Kenneth Cianchette Pittsfield ME Jacie amp Scott Crowell Bandon OR Bud Field Hayward CA Nikki Field Hayward CA Rich Giannotti Brookhaven NY Charles W Harris Tulsa OK Lynn Jensen Ashland VA Norma Joyce Greensboro NC Butch Joyce Greensboro NC Bob Lumley Brookfield WI Skip Rawson Rocky Hill NJ Ronald Tarrson Santa Fe NM John Turgyan New Egypt NJ James Turrell Flagstaff AZ
PLATINUM LEVEL FRIENDS
D Ronald Boice Chandler AZ Buck Hilbert Union IL Ben Scott Reno NV Donald J Warner Gilbert AZ
GOLD LEVEL FRIENDS Dean K Alexander Chillicothe OH Beverly Beckwith Tullahoma TN Jim Gorman Mansfield OH Helen A Mahurin Kansas City MO Earl Nicholas Barrington IL Steven W Oxman Riva MD Stephen Pitcairn Bryn Athyn PA Skip Rawson Rocky Hill NJ SH middot Wes Schmid Wauwatosa WI
SILVER LEVEL FRIENDS Allen D Boger Jr Argyle TX Raymond B Bottom Jr Hampton VA A J Hugo West POint NE Edward R Moore Daytona Beach FL John D Stewart Slatington PA Jamie Wallace Frankfort IL C Paul Wilcox Welaka FL Russell Williams Issaquah WA
BRONZE LEVEL FRIENDS William R Aikens Bloomfield Hills MI Lloyd L Austin Dover DE Lawrence A Bartell Waukesha WI Dave Belcher Abington MA Clifford Belleau Anchorage AK Kent Blankenburg Groveland CA Sandy Blankenburg Groveland CA Stacey amp Michael Boggs Keyser WV Denis G Breining Austin TX Charles B Brownlow Weyauwega WI Steven L Buss Oshkosh WI Perry M Chappano Columbus OH Gene R Chase Oshkosh WI Geoffrey E Clark Portsmouth NH Sydney B Cohen Wausau WI John amp Marge Cooke Galena IL John S Copeland Northborough MA Dan Dodds St Anthony MN Cheryl amp Chris Drake Lindenhurst IL Theodoore Embry Cleburne TX James E Fischer Lakeville MN David G Flinn Lansing NY Robert L Fornesi Claremont CA Henry G Frautschy Oshkosh WI Mal amp Inge Gross Eastsound WA William W Halverson Henderson NV Carl W Higgins Aloona WI Mark Holliday Lake Elmo MN Barry Holtz FairportNY Randy Hytry Wausau WI Peter N Jansen Jr Seattle WA Gordon L Knapp Tampa FL Jimmy Leeward Ocala FL Stan Lindholm Westlake OH Allan W Lund Hayward WI Thomas Lymburn Princeton MN Pfizer Foundation Princeton NJ William L Madden Las Cruces NM Jim Matus Rescue CA Marie amp Jack McCarthy Crestwood IL W Timothy McSwain Randolph NJ Gene E Morris Westlake TX Roscoe Morton Frostproof FL James S Moss Buckley WA Boynton (Bud) Nissen Wright City MO George A Northam Elmhurst IL Anna amp John Osborn Kerrville TX
John M Patterson Lexington KY Gary L Petersen Walton NE Ray Pool Madera CA Tim and Liz Popp Lawton MI Ron Price Sonoma CA Bob amp Norma Puryear Trinity Center CA Theodore Reusch La Verne CA Charles Schumacher Boulder CO Arthur F Sereque Jr Woodridge IL Jeffrey L Shafer Fond du Lac WI Peter Sherwin St Louis MO Colin A Smith Henderson NV Randolph H Smith Cody WY David P Smith Pacific Palisades CA Joseph M Smokovitz Tecumseh MI Guy A Snyder Bartonville IL Jim Snyder Morgantown WV L Dean Spencer Beadford IN Seymour Subitzky Reston VA Carson E Thompson Elmhurst IL Don Toeppen Sun City West AZ Robert O Tyler Great Falls VA Harland Verrill Flint MI Tom Vukonich Southfield MI Donald L Weaver EI Centro CA LeRoy Weber Jr Rio Vista CA D Jeanne Will iams Sonoma CA Red Hamilton amp Marily Boese Fort Bragg CA
LOYAL SUPPORTER FRIENDS
Jesse W Black Hawick MN Edward Brannon Racine WI SMSgt Gary M Brossett Clovis NM Rene Burdet Belgrade ME Samuel W Clipp Pennsburg PA Charles Crume Oak Ridge TN Jim Newhouse Virgil IL Philip G Perez Fort Worth TX Keith Plendl Hinton IA Colonel CA Buz Rich Williamsburg VA Stephen Sawyer Brigham City UT Mark W Scott Bethany CT Edward Smith Sandy Valley NV Gary W Sullivan Santa Fe NM Jim Temple Granger IN Thomas E Trainor Troy MI Ty R Zeiner Marion KS
Harrison F Wood Upper Saddle River NJ Billy amp Saundra Pancake Keyser WV VAA Chapter 34 Falmouth MA
AUGUST 2005 4
be making final taxi tests at San Diego one weekend and that if everything went well it might fly So some of us drove down to Lindshy
bergh Field and parked down the runway at the point where the enshygineers had calculated it would leave the ground I was thrilledHeres Richards photograph of the XC-99s first flight
The XC-99 I only recently ran across the July
2003 issue with the article The Golishyath of the Airways about the XC-99 COincidentally I was culling some old slides Id been saving which inshycluded the XC-99s first flight
On page 9 it is reported The XC-99 was first flown on April 18 1952 Not true Later on page 20 The Goliaths first flight was made on November 24 1947 1947 is correct but Im not sure of the month On page 22 It was built at the Consolidated factory in Fort Worth Thats not true
Actually it made its first flight from Lindbergh Field in San Diego in 1947 Heres my story
In 1947 I was a newly graduated aero engineer and former bomber pilot working at Northrop Aircraft in Hawthorne California Although the industry was going through mashyjor post-war cutbacks I was thrilled to witness and photograph the first flights of three new prototypes that year the Northrop B-49 Jet Flying Wing (flying from the Northrop runway in Hawthorne) the Hughes Hercules flying boat (from Long Beach Harbor) and the huge XC-99 from the Convair plant in San Dishyego As I recorded the event
We had heard that Convairs huge C-99 transport plane would
to see at the far end of the runway the Ryan Aeronautical Company where Lindberghs plane was built
The tremendous lumbering C-99 made a few high-speed taxi tests then revved up and took off on its first flight Just as it passed us it lifted into the air
Richard Parvin Clearwater Florida
Woodworker Extraordinaire Restoring an antique airplane
calls for many different kinds of skills And like most people I found myself deficient in some categories Woodworking was the biggest problem both from an exshyperience level and having tools to make complex parts
My current project is a Fairchild 24W and it has a lot of wood which has suffered neglect and exposure to the elements
It would have been convenient to go to the nearest Fairchild store to buy some of these wood parts
But the Fairchild store is as much of the past as the hand craftsmanshyship employed to build this old airshyplane back in 1939
Fortunately I know a young man who is a furniture maker In fact hes a third-generation wood craftsshyman and has studied under Amershyican and European artisans He
works with hand tools as well as power tools
He primarily builds elegant cusshytom furniture from old-growth tight-grained wood which is highly figured His work is like fine art youd expect in a known gallery
So I felt privileged that he found it interesting and enjoyable to make some airplane pieces for me And at a reasonable price
All I supplied was the aircraftshygrade Sitka spruce and enough of the old tattered parts to get some dimensions
Id like to share his name and address with others who might be wood challenged like myself
Frank Strazza 329 Coastal Lane Waco TX 76705 25471 5-6660 fstrazzaattnet
Dal Donner Clifton Texas
Dals experience with Frank Straza highlights the fact that you can unshyder FAR 21303 make a part for your own aircraft provided you have what the FAA considers appropriate inforshymation (drawings for example) The rules also require that if youre having someone help you produce the part that the creation of that part is done under your direct supervision Check with your AampP-IA mechanic and your local FSDO regarding the appropriateshyness of the information you have on hand before attempting to make such a part-HGF
Feel free to write us here at Vintage Airplane send us your kudos commiddot plaints corrections or just plain old good stuff you want to share with everymiddot body Send your note to
Vintage Airplane Aeromail PO Box 3086 Oshkosh WI 54903-3086
You can emiddotmail your letter at this address vintageaircrafteaaorg
Be sure to put Aeromail in the subject line of your message
VINTAGE AIRPLANE 5
REMINISCING WITH BIG NICK
THE PYLON CLUB-PART I
Ihave been a racing nut ever since I was knee high to a tail-skid and I still am Going to the air races to me was like goshying to church-it was very spirshy
itual The spirit has never left me but it did turn my life around at one pOint which led to the opening of the world-famous Pylon Club
I have been asked by many of the younger generation to tell about the Pylon Club There is so much to tell about the club that I just didnt know where to start When I did start this episode over a month ago and had written over 60 pages I threw them all away beshycause they all read the same-selfshycentered I have searched my brain for weeks trying to find words that dont reflect an egomania image The more I wrote the worse it beshycame Finally my daughter solved my problem
After the 50th start she said
Nick Rezich
Daddy you know what you are-so why try hiding the truth With that statement I grounded her for a week and am proceeding with the Pylon Club story
Air racing faced certain doom following the 1949 fatal crash of Bill Odom and the cancellation of the Cleveland Air Races
In the three short years of postshywar air racing millions of dollars were invested in racing machines which resulted in 400-mph speeds in the Unlimiteds and over 200 mph in the Midgets Mechanical and technical barriers were being smashed that would benefit aviashytion when the black curtain was dropped at Cleveland
No matter what the race pilots and owners had to say in their deshyfense the news media FAA and airshyport management along with the general public hollered Kill kill kill And kill it was With Cleveshy
land out of the racing picture this left Miami as the only remaining hope to air racing survival Fortushynately for the Midgets Miami and Continental Motors went on with the winter races The Unlimiteds however were not as fortunate they were locked out with no one willing to sponsor them because they were labeled as dangerous by a few blockheads whom sponsors listened to
I could not fathom the thought of air racing coming to a grinding halt after 39 years of struggling to become an international sport I had a personal interest and an inshyvestment at stake that I didnt want to see going up in smoke My pershysonal interest was in the form of a new-design Midget racer I had started and the investment was a commitment I had made in Cleveshyland before the fatal crash of Odom I committed myself to a group of
Reprinted from Vintage Airplane January 1975 AUGUST 2005 6
owners in Michigan for their sharp P-51 which wasnt doing well at Cleveland to purchase their racer at the close of the 1949 races
I managed to get out from under the-51 after the race cancellation but I was determined to build and race the Midget These were the events that set the stage of the Pyshylon Club
I needed a platform to launch my campaign to save air racing It had to be a platform where I could reach the public news media the business world FAA and other inshyterested parties How and where The where was easy-I felt Chishycago was the city because Chicago had been a good racing city havshying hosted the 1930 National Air Race the 1933 American Air Races and the International Races and it had the airports reqUired for such an event
The how was yet to be thought of I went to Miami for the Contishynental Motors Race only to find that Miami was following Cleveshylands decision to drop the air racshying program Miami had grown to the point where the winter air races were no longer needed to attract the tourist They also dropped the AAA Winter Midget Auto Races
This really made me unhappy The loss of another major racing event coupled with the loss of the week having fun in the sun was too much to bear I went home detershymined more than ever that I would do something for air raCing-other
than talking about it The how idea came to me while
I was flying the Chicago-SeattleshyChicago-Burbank run for the nonshyscheds Those lO-hour flights gave a guy a lot of time to dream and dream I did I came upon the idea of opening a fabulous sa_ loon that I would call a nightshyclub This club would have to be something unusual in order to atshytract the people I wanted to reach I designed a very elaborate saloon that carried the theme of air racshying to its fullest extent-thus beshycame the Pylon Club
When I announced my plan to my brother Frank who was my partner in the Midget he thought I had flipped His reaction to the idea was What the hell do you know about running a saloonshyand What are you going to use for money I explained to him that any dummy can pour a beer and that I still had the money from the sale of my Culver Cadet With that he shook his head took a bite out of his cigar butt and went back to welding on the Midget
My original idea was to locate in downtown Chicago but a saloon keeper friend of mine talked me out of that idea in a hurry explainshying that between the coppers and the gangsters I wouldnt last six months unless I put them on the payroll and they would eventually own the joint
I shifted my thoughts to the Midway Airport area the eventual
location The exact location was 3017 W 63rd Street which was 2-14 miles east of Midway This location put me between the ALPA Headshyquarters and Dr Fenwicks office the doctor who gave most all of the FAA physicals on the south side For the sake of you historians we were located just two blocks east of where Benny Howard built the first Howard DGA-8
Flying for Monarch Air Service the non-sched kept me out of town quite a bit which kept the project on low burner Time was slipping by when fate struck a blow that put us in high blower
The non-sched I was working for hired a new chief pilot from Miami where he was flying a Lockheed Lobster We were operating three DC-3s three C-46s and a Lockheed 10 This new guy never even rode in a C-46 but had lied that he was type rated in the DC-3 and C-46
He started out by riding with the pilots in the DC-3s on the pretense he was checking them out until he was able to stagger around well enough not to kill himself He then moved to the C-46 where he met his Waterloo-which ended up putshyting the company out of business
It happened at Midway one night about 11 pm Being the end of the month all the captains had run out of time but there was one more schedule to fly so the Head Honcho decides he would fly the trip Larry Crawford Sr brought the ship in from Miami and landed on
VINTAGE AIRPLANE 7
a glazed ice runway at Midway with no problem
The airplane had no squawks so the Honcho fills it with gas and skulls and files for LGA He cranked up and taxied to 31L without losshying it on the ice but about a quarshyter way down the runway he did lose it For takeoff power in the -46 he was using DC-3 settings and when he lost it he pulled off at about 80 mph It came off but not for long- that over-grossed pig fell back in and there was no room to stop it on the ice The co-pilot who knew how to fly the -46 moved in and advanced the throttles to max power From my house it sounded like he double clutched it Now the Chief Honcho moves in again and pulls it off only this time he is off the runway and headed for John Caseys house the airport manshyager Before he gets to the house Johns BT-13 interrupts the flight The nose wings and engines clear the BT-13 but not the tail He ripped off the stabilizer and flipper on one side of the-46 and now it is hanging on the screaming props with no tail The airplane turned south and settled into the only open field with outside hay storage for a perfect vertical decent landshying Everybody got out without injury and then the -46 very conveshyniently burned
When the hearings were over and we found out this clowns real name and that he was not type rated in the-46 or DC-3 the insurshye AUG U S T 2 0 0 5
ance was cancelled on the carrier and Monarch went out of the big airplane non-sched business And I was out of a job
WHEN THE
PAINTER
SHOWED UP
AND I EXPLAINED
TO HIM WHAT I WANTED
HE TOO TOLD
ME I WAS
NUTS
About three days later myoid FAA buddy the late Walter Blanshyford called from St Louis and ofshyfered me Frank and Monarch Air Services original chief pilot Frank Arlaskas a job with Parks Airlines which later became Ozark I stayed on in St Louis for a while but the Pylon Club idea and air show flying didnt mix with Parks So I came back to Chicago to start work on the Club
The building I used turned out to be one-quarter the size of my origishy
nal plans This was dictated by the price of the rent heat and light The next awakening was the prices for the decor and insurance
I licked some of the decor costs by calling on a former Howard Airshycraft employee Mike Bernat who turned to interior decorating after Howard closed We took my origishynallayout and shrunk it to fit the smaller building We added Mike Bernats ideas for the final outcome I could save 500 words here if I had a photo of the interior of the Club But believe it or not out of hunshydreds of photos taken by magashyzines newspapers customers and friends I do not have a photo of the place Ill tell you why later
You will have to use your imagishynation as I try to give you a mental picture of the place For the ceiling we used parachutes with the harshyness removed Mike hung them in clusters with the top center fa sshytened to the ceiling and the canoshypies hanging inverted At the edges where the chutes met the walls we rolled the surplus and attached it in a scalloped form The end result was a very decorative and highly insulated acoustical ceiling
The main theme was carried into the walls We divided the walls into four large sections each of which would have a 3-D mural of the various racing events Mike Bernat designed built and inshystalled the four huge cornices that would frame the murals
The murals were a major undershy
taking and very costly in time and money I had 3-D color photos of Cleveland Miami and California races that I wanted reduced in full detail on the 20-by-8-foot sections of wall At first I thought I could get them blown up to billboard size like they use for outdoor advertisshying but when I told them I only wanted one each they thought I was crazy or rich or both When they quoted me $4000 and no guarantee of quality I scrubbed the blow-up idea
I got the bright idea of borrowshying a projector to project the imshyage on the wall and then trace the whole thing in charcoal to obtain the detail and then paint it The idea was great but it didnt work My brother Mike solved our probshylem by recommending a painter he knew He cautioned me however that I would have to keep this guy sober if I wanted the job to be comshypleted When the painter showed up and I explained to him what I wanted he too told me I was nuts We finally reached an agreeshy
ment on price and time Now for my $5000 mistakeshythe painter asked if I wanted the paintings on canshyvas or the wall surshyfaces I opted for the wall because it was cheaper I thought which I was to regret later
Next proj ect was the identifier My original plans called for a beashycon on the roof and a huge neonshylighted pylon in front When I apshyproached the landshylord and informed him I was going to erect a beacon tower on the roof he flipped and darn near ran me
out of town Next to get shot down was the neon-lighted pylon
First the building would have to be beefed up to hold it next a special permit from the city was reshyquired extra insurance and when I got the price from the sign comshypany to build it I gave up and opted for a 6-foot script-lettered Pyshylon Club neon sign I was fast learnshying about the saloon business Here I am three weeks away from my proposed opening date and I am broke and borrowing-and with six weeks work left to finish
The sign painter by now has polished off about three cases of gin but was doing one hell of a good job I took my chances with the painter and kept pouring the gin and about another case later he finished the job BELIEVE YOU ME when we finished it was a CHAMPION OF CHAMPIONS-it was a masterpiece The only thing missing was the whine of engines and the roar of the crowd We all sat back to admire Jeffs work and drank a toast to the mastershy
piece when I got the brilliant idea of just one more painting After we all destroyed a bottle of booze I asked Jeff if he would paint a panoramic view of racers on the racecourse at Cleveland on the window up front facing the street By now he was so wrapped up in the place and so full of enthusishyasm and booze that he agreed This painting turned out to be a classic Up until now we had the window covered so no one could see in while we were working
When Jeff started to paint that window I had to bar the door Evshyerybody wanted in-finished or not In the meantime we fixed up the back bar with a big OX-5 Hamshyilton prop which I borrowed from my brother Mike A pyramid of Carl Hubbells black bordered pre-war Thompson Trophy winners were hung on the wall Red and white checkered pylons were placed all over the place along with trophies and a whole new slew of photos of racers people and events Between the Hubbell paintings and the OX-5 prop hung a beautiful painting of our Midget racer No 43 This paintshying was a gift from Paul Schaupp builder of Mr Zip No 27 Midget racer from Inglewood California
Before we opened formally we had a premier showing for the aviashytion and public press and other seshylected guests who made the Pylon Club possible We named the mushyrals as follows the south half of the west was the Art Chester Wall this was a painting of Art Chester taking off at the San Diego Races minutes before he was killed
The north half was the Goodyear Wall with a large shot of one of the Goodyear Pylons with Bill Brenshynand rounding the bend North half of the east wall was the Cleveshyland Wall with a shot of the 1947 finish and the south half was the Betty Skelton Wall This wall had the shot of Bettys IiI Stinker at Mishyami winning the akro title
Next month Pylon Club Happenings
VINTAGE AIRPLANE 9
middot THE ~
Part I The Wrights dogged pursuit of useful flight HG FRAUTSCHY
Two weeks after arriving home from the windblown sands of North Carolinas Outer Banks the Wright
brothers were working on their next flying machine New Years Day saw Orville sending the engine casting patterns to Harry Maltby for changes (A few days later he returned the patterns saying he couldnt make the requested Changes) Casting patshyterns for the pistons and cylinders were sent out with instructions to make three sets Charlie Taylor got to work on a pair of new engines At least one was needed for the new Flyer since the 1903 Flyer engines crankcase was broken when the Flyer was rolled over by the wind after the fourth flight on December 17 The second engine would be used for tests By the third week of January they were sawing wood for new upshyrights and ribs and construction of the Flyer II was well underway
The 1904 Wright Flyer II was
1 0 AUGUST 2005
nearly identical in shape and form to the 1903 machine with one imshyportant exception They changed the wing camber from 1 in 20 to 1 in 25 flattening out the wings cross section which slightly reduced its drag but also its lift As the sumshymer months progressed the heat and humidity affected the unvarshynished wooden structure and the airfoil further flattened out to about a 1 in 30 camber They were countshying on the additional speed possible with the higher-horsepower engine and the lower drag of the airfoil to make up for the lower lift generated by the flatter airfoil
It didnt work For 1905 theyd go back to the
1 in 20 camber Other changes inshycluded a revision to the hinge point for the forward rudder (what we reshyfer to as their elevator) since the 1903 machines forward rudder was mistaken ly hinged aft of the censhyter of pressure and had a tendency
to snatch the controls from the opshyerator and to move to the full-up or full-down position when the control was moved in flight The location of the engine was also revised to move the center of gravity During the seashyson they also installed steel bars weighing as much as 70 pounds unshyder forward rudder bringing the toshytal weight of the machine to about 915 pounds
Due to the scarcity in Dayton of spruce long enough for their purshyposes the brothers were forced to use pine for their spars which caused a fair amount of frustration when repairs had to be made The pine snapped easier than the spruce causing the number of repairs to be higher An order was placed for spruce but it would be later in the summer before the wood would arshyrive at their shop
There was one pair of parts that were legaCies from the 1903 Kitty Hawk Flyer-the propellers Both
airscrews had survived the tumble over the sand after the fourth flight on December 17 and were to be used on the 1904 machine for the very first trials It is unclear exactly when they were removed from the 1904 machine but it seems likely it was in advance of this notation made on August 10 1904
Broke rudder before final landing Broke screw was the entry related to a 640-foot flight made by ww and noted in Wilburs Diary E (In their diaries the brothers referred to each other by their initials)
On Monday May 23 1904 they invited the press (but no photograshyphers) their father and a few friends for the first flight of the new mashychine It was a tough day for the brothers They fully expected they would at the very least be able to duplicate the distance flown the preshyvious December It didnt work out the way they had planned
While both had become the
By May of 1904 the Wrights had built a new version of the Flyer they had tested in Kitty Hawk at the end of the previous year Desiring a closer location to their home in Dayton they gained permission to fly in Torrance Huffmans praishyrie pasture just a few miles outside of Dayton There they built a hangar shed to house their airplane shown in these photographs in its initial 1904 configuration Orville leans on the strut while chatting with his older brother Wilbur standing on the right What appears to be a Richards anemometer is mounted to an outboard wing strut just behind Wilburs head You can clearly see a larger gasoline tank and a radiatorexpansion tank mounted on center-section struts near the horizonshytal four-cylinder engine The forward rudder (elevator) is clearly different in plan form from the 1903 Kitty Hawk Flyer
worlds most experienced glider pishylots over hundreds of glides since they started flying from the Great Hill near Kitty Hawk North Caroshylina when they started flying again in 1904 they had a combined total of only 98 seconds of powered flying time-Orville with a total time of 27 seconds Wilbur with 71 precious ticks of the stopwatch in his diary logbook This inexperience and the combined effects of density altitude and a very narrow performance enshyvelope added to their challenges
After waiting for high winds to subside on that Monday in May they were dismayed to see the wind die off almost completely They placed the Flyer II on the new 100shyfoot launching rail they had built and one of the brothers (its not clear in their diaries which of the two) settled into the padded leather hip cradle and grasped the wooden controls The engine proved diffishycult to start and ran poorly misshyfiring irregularly The signal given the engine lever was moved over to the far right and the restraining clip tripped With hardly a breath of wind blowing the Flyer started down the track But the combinashytion of a much higher density altishytude than they had at Kitty Hawk and the misfiring engine caused the Flyer to show no propensity to fly
it unceremoniously ran off the end of the track
A few days later with the weather still unsettled and rainy Orville managed a meager 25-foot hop Once again their father 76-yearshyold Bishop Milton Wright made the 8-mile trip on the interurban trolshyley from the west side of Dayton to Simms Station across the road from Huffman Prairie
The summer of 1904 would be a real test of the brothers persistence They were somewhat surprised and very disappointed in the initial trishyals and probably a bit embarrassed as well Not since the train ride home from North Carolina in Aushygust of 1901 had they been more perplexed and frustrated in their aerial experiments
June July and August would go past before they would equal based on time aloft their last flight of 59 seconds on December 171903 They finally did it on Thursday September IS 1904 in a flight that lasted 59-12 seconds according to the stopwatch and Richard anemometer mounted on the Flyer That days flight was made easier to accomplish thanks to one more innovation that was added to their list of accomplishments that fall the construction and use of a catapult to launch their airplanes
They didnt have the steady breezes VINTAGE AIRPLANE 11
In 1904 the Wrights would accumulate 45 minutes of flying time during 105 flights Most of the flights were measured in seconds such as this efshyfort flight number 30 Wilbur is shown in mid-flight on August 13 1904 He would cover 784 feet in 22-34 seconds skimming low over the tall grass in Huffman Prairie Two interesting details (see insets) are present in this image First on the left below the right wing of the Flyer II a couple
of people can be seen riding in a horse-drawn cart One can only imagine what they were thinking as the biplane skimmed the grass Second on the far right it appears Charlie Taylor is the man in shirtshysleeves with his hands on his hips as the Flyer II clatters by
they had taken advantage of along North Carolinas Outer Banks Recshyognizing that much lower average wind speeds were available in censhytral Ohio during the summertime the brothers built a longer set of launching rails each section meashysuring 20 feet At one point 12 secshytions of rail were laid and staked to the ground for a total of 240 feet but it was soon discovered that layshying that much track was not parshyticularly useful It took too long to lay the rail and often when the last section was lined up and bolted to its neighbor the brothers and Tayshylor would discover that the wind had begun to shift Shortening the rail helped get the job done sooner but consistent launches were only possible when there was a strong breeze Too often attempts in marshyginal conditions ended in nothing more than a short hop By midsumshymer the catapult was ready for a September 7 1904 trial
A 20-foot tall derrick was placed behind the Flyer and a 31 ratio rope and pulley block and tackle were inshystalled The rope ran from the top of
12 AUGUST 2005
the derrick down to the base and over another pulley where it changed dishyrection and ran alongside the rail to the opposite end of the shorter track (now 60 feet) There it made a 180-deshygree turn at the launching end of the rail running back to the Flyer perched on top of its launching truck There it was attached to the launching truck which had small bicycle hub wheels that rode on the metal-topped wooden rail A second rope attached to a stake driven into the ground restrained the Flyer When a 1200shypound weight was dropped 16-12 feet thanks to the 31 ratio the end of the rope attached to the launching truck would be pulled 50 feet down the rail accelerating the Flyer to flying speed Each weight the brothers used tipped the scales at 200 pounds On a number of occasions 1200 pounds proved to be inadequate and the weight being dropped was increased to 1600 pounds
It is often assumed the Wrights alshyways launched their Flyers into the wind and while it was certainly their goal their diaries make clear that crosswind takeoffs were often atshy
tempted and accomplished simply due to the vagaries of the wind direcshytion Thanks to the rapid accelerashytion from the catapult the controls were effective quickly giving the pishylot the ability to counteract the effect of the crosswind
A few weeks after starting to use the new launching system they flew longer and farther than ever before On a cloudy Tuesday morning Sepshytember 20 1904 starting with a crosswind from the left Wilbur manshyaged a flight of just over a minute in time covering 2520 feet He also managed to perform a pair of turns during the flight the first to the left and the second to the right landing as he came close to the fence near the road and the trolley line Based on writings by Wilbur in early 1912 in a disposition related to the Wright vs HerringCurtiss lawsuit it appears he may have been attempting the first circled flight but turned back in the opposite direction when he realshyized his turns path would put him in conflict with a tree he depicted in a diary map of the days events
On the next flight Orville did
even better than that and an intershyested and erudite witness was there to see the flight
Sixty-four-year-old Amos Root the editor of Gleanings in Bee Culture had driven 175 miles to visit friends in Xenia Ohio and made a side trip to Huffman Prairie to meet the Wrights Hed been reading about them in the few mentions made in the press up to that date and wanted to see for himself what was happenshying outside of Dayton As luck would have it he arrived on September 20
Root was no crackpot looking for a cause A leading citizen of Medina Ohio he bought the first bicycle in northern Ohio in the 1870s and he purchased a new Olds Runabou t motorcar in 1903 Root was known as a fellow who was willing to emshybrace new technologies as soon as they were viable He drove the Olds on a 400-mile tour of Ohio during the summer of 1904 and drove to Huffman Prairie in September Root had established a successful busishyness centered on beekeeping and is known today as the father of the modern beehive His business AI Root Inc a company now known as a worldwide supplier of candles and beeswax is still in its original buildshying in Medina
The cloudy skies gave way to rain later in the day with the breeze shifting from out of the northshywest to crossing the field from the northeast As shown in a diagram drawn in Wilburs diary Orvi lle with a right crosswind to compenshysate for as he started was launched off the rail He pitched the Flyer up to climb just a few feet and then proceeded to do something no one had ever done with a powered airshyplane-he flew the Flyer IT for one minute thirty-five and two-fifths seconds and flew in a complete 360-degree turn landing only because he neared the northeast boundary of the field
Root was amazed and the moshyment was not lost on him In the January 1 1905 edition of Bee Culshyture he wrote
liThe operator takes his place lyshy
while sitting up You can eXperience hoW extended periods could be Next time youre at home watching television try lying on your stomach and watching an entire episode of your favorshyite sitcom for the entire half-hour- no breaks no stretching just you and your head tilted upward as if you needed to always see where you were headed You can bet the brothers looked forward to that power increase
The other reason was terrain The Wrights didnt yet have the luxury of a prepared field that was long and free of obstructions The terra firma at Huffman Prairie was once a low swamp and the field was prishymarily filled with hummocks of grass about 6 inches tall A pair of flexshyible spruce skids could ride along the tops of uneven terrain soaking up the shocks and spreading the load along a pair of runners but a pair of wheels would have to be set on axles mounted in some sort of shockshyabsorbing apparatus all of which added you guessed it weight And in case you needed to land in a smaller field a set of wheels might need one more device brakes A pair of wheels of fered little resistance to stopping but a set of skids brought you to a stop much quicker with little chance of nosing over
Eventually the Wrights had the aircraft performance and the fie ld conshyditions that would allow them to dispense with the ungainly launching rail and catapult system but until then they plied the skies of America and Europe with a pair of graceful spruce skids
VI N TAG E AI R PLA N E 13
The Wrights struggled during all of 1904 with controllability issues and fightshying the effectsof what we have come to understand as density aHitude Too often a flight would end with the Flyer I darting into the ground such as this incident at the end of flight 31 on August 16 1904 Orville was the pilot The fellow standshying to the right of the launching rail appears to be Charlie Taylor the Wrights mechanic Flights ending like this prompted the brothers to create a catapuH sysshytem which they started using on September 7 1904 The addition of the catapuH meant that flights could be started at a speed that would allow the Flyer to accelshyerate and the Wrights flight times immediately began to increase
The leaves have fallen but the exciteshyment of being able to fly the Flyer I for over a minute at a time was irresistible for the brothers as they both learned how to control their recalcitrant flying machine and continshyued to refine their deshysign This photograph
of flight 85 was taken on November 16 1904 during a flight in which Orville covshyered 1760 feet in 40-112 seconds
Consistent flight continued to elude them even while they were able to keep the Flyer I in the air for more than five minutes sometimes circling the field four or five times When they concluded the 1904 flying season on December 9 they had plenty of scientific work ahead of them Confident they could solve the problems the following spring was spent trying to sell their flying machine and later building a new airplane At the beginning of the summer of 1905 they stood ready to fly in the air at their will The Flyer 11 would test their resolve
ing flat on his face This position offers a locom otive without any wheels we less resistance to the wind The engine will say but with white wings instead is started and got up to speed The mashy we will further say-a locomotive made chine is held until ready to start by a sort of aluminum Well now imagine that of trap to be sprung when all is ready locomotive with wings that spread 20 then with a tremendous flapping and feet each way coming right toward you snapping of the fo ur-cylin der engine with the tremendous flap of its propelshythe huge machine springs aloft When lers and you have something like what I it tumed that circle and came near the saw The younger brother bade me move starting poin t I was right in front [of] to one side for fear it might come down it and I said then and I believe still suddenly but I tell you friends the senshyit was one of the grandest sights if not sation that one feels in such a crisis is the grandest sight of my li fe Imagine something hard to describe The attenshy
1 4 AUGUST 2 005
dant at one time when the rope came off that started it said he was shakshying from head to foot as if he had a fit of ague His shaking was uncalled for however for the intrepid manager sucshyceeded in righting up his craft and she made one ofher very best flights
Ve ry be st fli ght ind ee d th e 52nd fli ght th e bro th ers m ad e with th e Flyer II was the longes t in te rms o f time a nd d ist a n ce they had ever m ade
In 1904 they made a total of 105 fli ghts most o f them fairly sh or t with limited turns performed within the confines of the fi eld More than once one of the brothers would land before turning any great amount for fear they would fl y outside the boundaries of the roughly lOO-acre Huffm an Prairi e They were still feeling out the amount of turn the machine would tolerate and more than once the turn ended in an unshyintended landing
Friday December 9 saw the end of the 1904 flying season a season of remarkable progress and maddenshying problems The airplan e still was unstable in pitch it still had the odd tendency to slide off to the side in turns and the power available was barely enough to sustain the Flyer in the air They dismantled the Flyer II keeping the hardware engines and propellers but burning the remainshying wood and fabric The in fo rmashytion they had gathered in their fi rst full season of powered flight was put to use as they began construction of the 1905 Flyer III ~
Continued next month
All of the images presented in this article are available as digital downloads from the Library of Congress website Start your search at wwwlocgovrr print cataloghtm
Tap the blue Im ready to search butmiddot ton and when the next page comes up click on the OW hyperlink or scroll to the very bottom of the page The Wright Brothmiddot ers Collection is number 57 Once youre at the search page for the Wright Collecmiddot tion just enter a keyword such as 1904 and a list of images will be presented Have fun There are plenty of interesting images-more than 300 Wright images scanned from their original glass plate negatives are part of the Library of Conshygress collection
its FREE
AVIATION UNLIMITED AGENCY
wwwouoonlinecom
Eugene Geno Breiner Newville PA
_ Graduate of Roosevelt Aviation School Long Islanel NY
_ In 1985 restored Fleet 2 NC8689 manufactured in 1929
_ 1987 Best Open CockpitshyPotomac Antique Aero-Squadron (PAAS) Horn Point MD
_ 1989 Best Antique Sentimental Journey to Cub Haven
_ 1992 Grond Champion shy PAAS
I have enjoyed my aircraft through the years and have
enjoyed working with AUA Inc since 1985 for all my
insurance needs
- Geno Breiner
I middot
AUAs Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums
Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages - 0 hand-propping exclusion
No compone t ~orts endorsements - Discounts for claim-free renewals carrying all risk coverages
The best is affordable Give AUA a call shy
800-727-3823 Fly with the pros fly with AUA Ina
Torquil Normans DH8S Leopard Moth HG FRAUTSCHY
Theres always room for imshyprovement in an airplane and in 1933 Geoffrey de Havilland saw potential in
his companys DH80 Puss Moth It was a great airplane but with a tweak here and an improvement there
The new version would use the higher-horsepower inverted Gypsy Major engine of 130 hp with seating for three people and a spruce and plywood box strucshyture for the fuselage
When first flown by the compashynys founder on May 27 1933 the DH8S Leopard Moth was found to be 9 mph faster that its sibling topshy
16 AUGUST 2005
ping out at about 137 mph while carshyrying three people Pleased with the results de Havilland came to like the airplane so much he ordered one for himself using it for family touring around the United Kingdom and on the continent of Europe in the blissshyful days before the clouds of war beshygan to gather
Interestingly a curious debate over crew placement in Jightplanes was put to rest in part due to the experishyence gained by pilots of the Leopard Moth When first conceived its preshydecessor the Puss Moth had both the passenger and pilot in the same cabin an arrangement that resulted
in a great deal of discussion Should a pilot be in the same cabin where he could be distracted from the rigors of flying the airplane Shouldnt he or she be positioned in a separate comshypartment or cockpit so that his or her full attention could be paid to flying the machine
If the tandem-seated Puss Moth dealt that concept a strong blow the Leopard Moth with its two in the back and pilot up front stomped on it and the side-byshyside DH87 Hornet Moth put it to rest for good The benefits of havshying the passenger inside the cabin where not only his desires could be
JIM KOEPNICK
dealt with but his help could be of great benefit was further enhanced by the passengers accessi bility to flight instruction which could be given by leaning over and speakshying into the pupils ear rather than shouting into the slipstream or givshying convoluted hand Signals
The attractiveness of such an arshyrangement contributed to the Leopshyard Moths popularity with 133 of them being made in the middle 1930s and almost half of them (60) being sold to overseas or continenshytal owners Buyers from as far away as Argentina and Japan ordered Leopard Moths and when World
War II broke out 44 of them were appropriated by the British military for use in communications work
Not surprisingly not all of those 44 DH85s re-entered civilian life after the war many were lost durshying service but better than two dozen were reregistered One of the Leopard Moths to survive the war was originally built for export to the Continent
When first built in 1933 DH85 serial number 7035 was sold to a French owner and it was registered as F-AMXP It sat out the war years in a barn in France and didnt fly again until after Roger Fiennes reshy
covered the airplane in 1990 and brought it to England where Ben and Jan Cooper of the Newberry Aeroplane Co restored it Torquil Norman aircraft collector extraorshydinaire bought the aeroplane from Roger before Rogers disappearance and presumed death in a Tiger Moth during an attempted crossing of the English Channel in the late 1990s
Quite thoroughly restored with an engine overhaul performed by Mike Vaisey of Vintech the Leopard Moth is now registered as G-ACOJ and is kept by Torquil at a small strip called Rendcomb Aerodrome located southeast of Gloucester in the United Kingdom Like Geoffrey de Havilland Torquil fell in love with his Leopard Moth flying as often as he could And like many pilots of old the lovely handling qualities of the DH85 provided the opportunity to fly the aeroshyplane long distances Record-breaking flights from England to Africa and Australia were made in the 1930s and taking inspiration from those intrepid pilots Torquil Norman had Henry Labouchere install a long-range tank under the back seat of the Leopard Moth giving it a 96 US gallon capacity enough to keep the Gypsy Major running for about 11 hours A couple of warmshyup flights to Italy and France gave him the confidence in the aircraft to fly the North Atlantic
A number of you may recall that in 1966 Torquil and Henry Labouchshyere flew a lovely de Havilland Dragon Fly to Oshkosh One of the lessons learned during that flight was that if one engine failed in the Dragon Fly they would wind up in the ocean as it didnt have sufficient perforshymance to maintain altitude on one engine with the other shut down and its fixed-pitch prop presenting itself to the slipstream completely unfeathered
Torquil felt that a single-engine crossing in the Leopard Moth didnt present a significantly greater risk than the flight in the twin-engined Fly so he gathered the equipment
VINTAGE A I RPLANE 17
Torquil Nonnan aircraft collector extraordinaire
18 AUG U S T 2005
Like many of its de Havilland siblings the Leopard Moth features foldable wings which help maximize available storage facilities
necessary for such a long trip and Iceland landing after a 9-l2-hour flew to Wick in far northeastern journey An attempt to fly over the Scotland Donning an exposure suit Greenland ice cap was rebuffed by and departing with a full 96 gallons clouds so a run down the east coast of fuel he pushed off to Reykjavik was made landing in Narsarsuaq at
the southernmost tip of Greenland There he was greeted with beautiful weather with temperatures in the 60s and sunshine
A long run to Goose Bay Labrashydor in Canada gave Torquil a taste of just about every type of weather one can expect to encounter from solid IFR conditions nearly down to the sea to a near gale blowing along the Canadian coast when he
(j was getting ready to land From ~ there he flew down to Sept-lies on g the north shore of the St Lawrence a ____ --u_ ~ Seaway in Quebec where he says
Electricity for the Moth is supplied by this strut-mounted generator which is he enjoyed a marvelous lobster din-driven by a carved impeller You can see the damage done to it by ice and pre- ner Then it was on to the States cipitation encountered on the trans-Atlantic trip making his way to EAA AirVenture
Oshkosh 1999 after a few stops to visit friends along the wayA Hamilton vertical
All in all he didnt feel the airshycard compass (right) craft ever ran up against insurshysupplements the stanshymountable issues during his longdard British compass flight but there were times whenmounted at the bottom the long legs of the Leopard Mothcenter of the instrushywere not contributing to the comshyment panel fort of the pilot Having made the trip in both the Rapide and the Leopard Moth Torquil didnt feel it was likely hed repeat his transshyAtlantic hop but he certainly has created a whole new set of stories to tell his chums at home
VI N TAGE A I RPLANE 19
THE FORGOTTEN PERFORMERS
Bellancas record-making airplanes VIC PIKE
Clarence Chamberlain on his way to Gennany
A sk anyone in a pishylots lounge what airplane Charles Lindbergh flew across the Atlanshy
tic and the reply will be Why a Ryan of course But relatively few current pilots are aware that two weeks after Lindberghs famous flight Clarence Chamberlain and Charles Levine flew a WB-2 Belshylanca named Columbia immediate predecessor to the Bellanca Paceshymakers and Skyrockets from Roosshyevelt Field New York to Eisleben Germany And few pilots know that prior to his involvement with Ryan Lindbergh unsuccessfully neshygotiated with Wright Aeronautical (who commissioned the WB-2) and later with Giuseppe Bellanca at his Columbia Aircraft Co to purchase th e very plane used by Chambershylain and Levine Unfortunately (or fortunately for Ryan) Charles Levine th e financial underwriter of Columbia Aircraft manipulated capriciously to obstruct a sale to the 20 AUGUST 2005
unknown airmail pilot Lindbergh From the mid 1920s through the
early 1930s Bellanca monoplanes routinely set records for distance altitude and endurance that made their superlative performance an expectation Victories at the Nashytional Air Races in both 1925 and 1926 An endurance record of 51 hours and 11 minutes in 1927 and New York to Havana Cuba in 1928 both by the Columbia
Then it was Maine to Spain by the North Star in 1929 At the Nashytional Air Races in Cleveland that year Bellancas took five firsts three seconds two thirds and two fourths in seven events In May 1930 came the non-refueled endurance record of 84 hours and 33 minutes in a Pacemaker powered by a Packard DR-980 radial diesel engine this reshycord was not broken until the 1986 flight of the Voyager
In July 1930 another record New York to Istanbul in the Cape Cod nonstop And still more an altitude record of 30453 feet was
set in 1931 by Bellanca test pilot George Haldeman
1931 also saw an around-theshyworld flight with Clyde Pangborn and Hugh Herndon in Miss Veedol which culminated in a 4558-mile 41-hour and 13-minute leg across the Pacific Ocean from Sabishiro Beach Japan to Wenatchee Washshyington which is a story in itself This record stood until 1947 when it was eclipsed by a uS Air Force 8-29 Miss Veedol was renamed the American Nurse and in 1932 vanshyished on a trans-Atlantic attempt
These are only a few of the acshycomplishments of this Bellanca seshyries and although some of these airshyplanes had modifications such as longer wings the original design was a commercial production aircraft
Diminutive and shy Sicilianshyborn Giuseppe Bellanca had formal education in mathematics and enshygineering and in a partnership of three constructed Italy s first airshyplane in 1909 He immigrated to America in 1911 and soon assemshy
bled a parasol-wing monoplane powered by a three-cylinder 30shyhp Anzani engine After flying this airplane Clarence Chamberlain remarked I was thoroughly conshyvinced that Bellanca not only was a genius but a hero of a rare sort
In 1912 Bellanca established the Bellanca Aeroplane Co conshystructed a second monoplane and opened a flight school One of his students was Fiorello LaGuardia later New Yorks famous mayor In 1916 Bellanca designed the CD and CE biplanes for the Maryland Pressed Steel Co To illustrate his engineering acumen the CE (1917) would cruise at 100 mph on 90 hp while the conshytemporary Curtiss IN-4D Jenny also with 90 hp followed at 65 mph
The CF monoplane first flew on June 8 1922 and was spectacular for its era With an enclosed cabin carrying four passhysengers and powered by a 90-hp 10-cylinder Anshyzani radial (twin rows of five cylinders) the CF cruised at 100 mph for 600 miles and enjoyed an impressive 12-to-1 glide ratio With the CF Bellanca created a signature airfoil fuselage profile that continued into post-war designs
Airmail pilot William C Hopson campaigned the CF in a series of competitions during the summer of 1922 He took first place in every event Hopson observed She was by far the most remarkable plane I had ever flown
Despite the CFs accomplishments there was no market for a $5000 airplane when World War I surplus models were selling for a few hunshydred Fortunately the CF survived has been restored and is now in the National Air and Space Museum
In 1925 Bellanca joined the Wright Aeronautical Corp which put him in close proximity to the new 200-hp J-4 Whirlwind engines This prompted construction of the
conflicts with Wright Aeronautical in Patterson New Jersey he moved to New York and entered the conshytentious partnership with Charles Levine When that unraveled Belshylanca re-established production in a rented warehouse on Staten Island
Bellancas outstanding airplanes enticed the state of Delaware and particularly the du Pont family into courting him to settle there After a temporary operation in Wilmingshyton a factory and airfield were conshystructed at New Castle stability was finally achieved
The rugged construction and prodigious load-carrying capacity
of these unique airplanes disbursed their activities all over the world where they served careers from distinguished air transshyport to bush hack An ulshytimate utilitarian characshyter relegated the grand birds to situations of exshypendability that unforshytunately caused attrition to eliminate alarming numbers of them
Out of the 60 that were built only one airworshythy example of a Paceshymaker CH-300 exists toshy
bull
--=--shy -lt
-shy____ u
all-wood WB-1 followed by the steelshytube fuselage WB-2 using the imshyproved 220-hpJ-5 The WB-1 was deshystroyed in a crash in 1926 and the record-breaking WB-2 Columbia was lost in a hangar fire in 1934
From the WB planes evolved the Pacemaker series first the J-5 Wright powered CH-200 of 1928 then the 300-hp R-975 J-6-9 CH-300 of 1929 (also available with the PampW Wasp Jr) and the R-1340 Wasp CH-400 Skyrocket of 1930 on through the senior Pacemakers and Skyrockets of the later 30s
Giuseppe Bellancas passion was to design and build airplanes with the following parameters Maxishymum safety and the greatest possishyble efficiency as measured by speed load and range His earlier dreams seemed perpetually frustrated after
day NC251M Serial No 154 And even this one is currently undergOing a complete and toshytal rebuild with new fuselage and wings and a target date for compleshytion in the summer of 2005
Throughout the story of this airshyplane is the striking reality of how many people have been involved The core history of an old airplane is inshytriguing but the anecdotal accounts of the people create something inshyfinitely more profound Aviation is a community an extended family so loosely connected that members remain unacquainted But the comshyposite connects lives in ways that are not previously suspected Keep this in mind as you read
NC251M emerged from the Belshylanca factory at New Castle Delashyware on September 171929 to be delivered as the first airplane of In-
VINTAGE AIRPLANE 21
ter-IsIand Airways (now Hawaiian Airshylines) of Honolulu It served primarily with sightseeing flights while Inshyter-Islands passenshyger service evolved around Sikorsky S-3S amphibians
On April IS 1933 NC251M was sold to Mr G Fowble (posshysibly a broker) of San Bernardino California and then resold on April 27 to MacMillan Peshytroleum Corp of Los Angeles Remember MacMillan Ring Free Motor Oil On March 20 1935 it was purchased by Unious Mac McGee (McGee Airways) in Anchorage Alaska to begin 15 years as a bush workhorse On April 20 1935 McGee Airways was sold to Star Air Service in Anchorage which became Star Airlines which became Alaska Star Airlines which became Alaska Airlines in May 1944
Steve Mills chief pilot for Star was flying a sister Pacemaker NC259M when a fatal crash claimed his life in 1936 After usable parts were salshyvaged the remaYJs were burned at the site of the accident In 1995 the curator of the Alaska Aviation Herishytage Museum (and a walking encyshyclopedia of Alaska aviation history) Ted Spencer recovered the parts and stored them at the museum in Anchorage Steves grandson Dave Mills assisted Ted in his efforts
Essentially intact the logs of NC251M depict a rich history of Alaska bush flying in the 1930s and 1940s and reading them is like peering into the Holy Grail Much of the story can only be extraposhylated from the cryptic and frustratshyingly taciturn renderings of bush pilots who flew thousands of hours over geography and in weather that would be considered treacherous to most modern pilots
Ones imagination expands from such tersely penciled comments as 22 AUGUST 2005
PICTORIAL HISTORIES PUB CO
NC251M in 1929
Engine blew up Ship moored at Naknek Rate of climb reads SOO feet down in level flight Windshyshield gives pilot cold shower Turn and bank no good Cant adjust altimeter (Signed Satan) Repaired left wingtip spliced rear spar Rebuilt left elevator
Another entry notes Flew every day from 1-20 to 2-14 With such casualness the suspicion is that unshyderstatement must be intrinsically characteristic of these bush pilots theres no mention of the effort inshyvolved in keeping a 1929 airplane flying every day during the rigors of an Alaskan winter
The logs include entries by many noted Alaska bush pilots a few of which were Kenny Neese Johnny Moore Don Goodman Jack Elshyliot (who onee swooped down and speared a wolf with his ski) and Bill Lund Lund stayed with Alaska Airshylines as its number one pilot and pioneered jet flights into Russia during the 1970s finally retiring in 19S0
Martha Monsen was the Star agent in Naknek during the 1930s and ran a virtual boarding house for the pilots during layovers Several of Monsen s sons became pilots and one Mel Monsen told me of sitting at the supper table as a young lad caught up in the intrigue of endless convershysations about bush flying advenshy
tures Mel Monsen related that when he and his friends played bush pishylot there was alshyways an argument about who would be Kenny Neese
In these early days it was usual for Alaska air sershyvice companies to struggle wi th fishynancial solvency Star was no excepshytion and in June 1939 in exchange for some capital investment the
ownership of its entire fleet was transferred to bankers Thrall and Williams of Minneapolis Minshynesota In contemporary terms these treasures included four CHshy300 Pacemakers three CH-400 Skyrockets two Stinson SM-SAs a Fairchild Pilgrim 100A a Cessna C-34 Airmaster and a Ford 5-AT-C Tri-Motor The arrangement apshyparently worked because by Febshyruary 1940 everything was back in Stars legal possession
In June 1946 Alaska Airlines performed a field conversion from wheels to Edo 4665 floats When completed notification was sent to the CAA with the simple comment that it was similar to Bellanca NC256M Approval was granted
From 1929 NC251M flew with a Wright R-975 J-6-9 of 300 hp reshyplaced or overhauled a number of times but a catastrophic failure in August 1946 prompted Alaska to convert to a PampW R-9S5-AN-3 Navy surplus and freshly overhauled In May 1947 the plane was returned to service
In December 1947 Alaska Airshylines sold NC25 1 M to Eric Shutte (pronounced Shoot-ee) and CV Kay Shutte came to Alaska in the early 1930s as a pilot and mechanic for Vern Gorst founder of Pacific Air Transport Kay had been a partshyner with Shell Simmons in the Panshyhandle Air Transport Co (Pateo)
out of Juneau in the mid 1930s
Shutte and Kay did contract flying for the US Coast Guard and opened a hotel in King Salmon called Nashyknek Sky tel with NC25 1 M providing charter flight sershyvices The business suffered a setback in 1950 when the hotel burned and on a trip south the Bellanca was damshyaged in an accident Kenmore Air 1950s On the float is Bob Munro Walt Winsman mechanic near Prince Rupert and Bill Lund Alaska Airlines pilot on a day off British Columbia
Bob Munro of Kenmore Air Harshybor in Seattle salvaged the plane with the promise that insurance would cover the costs The insurshyance company refused and Munro took possession of the Bellanca as payment After repairs were comshypleted NC25 1 M joined the Kenshymore fleet Currently Kenmore is a world-class floatplane operation holds the type certificate for Edo floats and has developed many STCd modifications for de Havilshyland Beavers and Otters
From 1955 to 1957 Munro leased NC25 1 M to Bob Hall of Kodiak Airways (actually it was sold and repurchased for liability protecshytion) Kodiak ran scheduled mail and passenger service to the five villages and nine canneries on Koshydiak Island The chief pilot was Gil Jarvela and in a conversation with me he related stories that riveted my attention hauling resistant Koshydiak bear cubs in gunny sacks loadshying incredible amounts of freight in NC25 1M and patching holes in the floats with bubble gum and spruce twigs
When the plane was returned to Kenmore Bob Munro commisshysioned Clayton Scott to engineer the installation of Edo 6470 floats to replace the smaller 4665s I had heard of Scott and his legendary cashyreer in aviation that has spanned
more than seven decades and conshyfirmed his existence with Bill Whitshyney Kenmores senior pilot who flies turbine Otter floatplanes
I visited Scott in his large hanshygar on the Renton Municipal Airshyport in Washington state where he conducts business as Jobmaster Co his aircraft modification firm Out front was a beautiful Cessna 195 on floats and inside I found him working on a de Havilla~d DHC-2 floatplane Looking at the man and his environment I immeshydiately realized that this was halshylowed ground
I told him my visit was prompted by an understanding that he had once installed floats on a Bellanca Pacemaker and he replied Yes that was in 1957 We replaced a set of Edo 4665s for some 6470s I can show you the paperwork He stepped to his fi le and without glasses pulled it out
I inquired of Scott how old he was and with a sly smile he said 100 minus three After a period of time during which Scott grashyciously shared with me some of his incredible flying experiences I left this icon so that he could return to working on the Beaver [ felt that I had been in the Notre Dame Catheshydral [Well have more on Clayton Scott in next months issue of Vinshytage Airplane-Ed]
As predictably ocshycurs in the life cycle of utility airplanes NC251M was showshying tatter and wear by the late 1950s the engine found a home on the nose of anshyother ship the wings were pulled and it ended up in the back of Kenmores storage yard In June 1960 Dick Poet of Aumsshyville Oregon purshychased the airframe and floats
Poet was an aerial applicator pilot and with his wife Helen
owned Wilderness Airlines in Bella Coola British Columbia Dicks meshychanic Bob Bohanan completely refurbished the Pacemaker includshying new fabric paint and an overshyhauled R-985 from Wesco Air Service on Boeing Field which returned it to pristine condition
With the rebuild complete on June 25 1962 there was the issue of taking the airplane off the Poets grass strip Straw was spread down the runway to reduce friction and with Dick in the cockpit power was fed to the R-985 Sufficient airshyspeed was achieved but the long floats prevented rotation and takeshyoff was denied Bohanan then conshystructed a two-wheel dolly from an old truck axle and this time Dick lifted off while the dolly burshyied itself in the brush at the end of the field After a short test flight he landed on the Willamette River at Salem Subsequently the Poets applied for Canadian registration (CF-OQK) and flew to Bella Coola British Columbia where the Paceshymaker began charter service with Wilderness Airlines
On June 25 1963 a woman Mattie Jack was attacked and badly mauled by a grizzly bear at Mud Lake east of Bella Coola A call was made to Dick for a rescue flight and he immediately took off with
continued on page 32
VINTAGE A I RPLANE 23
A beautiful day is not complete unless it is seen from the inside of a cockpit The Vintage Aircraft Association is providing you with the opportunity to bring the magic of flight to your home office or hangar Take flight with the 2006 VAA Calendar Free Skies Forever
The gorgeous 17 x 11-inch full-color wall calendar is the perfect gift for yourself or your favorite pilot Each month contains the amazing photography from the Vintage Aircraft Association and captures the spirit of flight
As a commemoration to the great aviators before us the VAA 2006 Calendar Free Skies Forever contains great feats in aviation printed on the exact date of occurrence Dont let this opportunity fly past you Order your 2006 VAA Free Skies Forever Calendar by September 30 2005 Calendars will ship in November for Christmas arrival
Or to order by mail send your checkmoney order to Vintage Aircraft Association 2006 Calendar do Turner Publishing Company bull PO Box 3101 bull Paducah KY 42002-3101
o Please enter my order for __ copies of the Vintage Aircraft Association 2006 Calendar - only $1595 Your Name
o ShippingHandling add $395 for each calendar Address
o Kentucky residents add 6 sales tax City State Zip
TOTAL ENCLOSED $______
Telephone For Office Use Only - VAA2006-A-GW
CkR Amount E-mail address (for order confirmation)
DOUG STEWART
Whetherweather to go or not
There I was driving along the turnpike looking up at a severe clear cerulean sky and rather than findshy
ing myself ecstatic at that beautishyful sight words that cannot be reshypeated in this column were formshying on my lips Gosh darn (it was really a lot stronger said than that) the briefer said VFR not recomshymended and now instead of being up in that sky where I belong I am down here ground bound driving to my destination
I know probably everyone of us has been in this situation pershyhaps more times than we care or choose to remember As the sayshying goes There are old pilots and bold pilots but no old bold pishylots Many of us are aware that most aviation accidents when asshysociated with weather tend to be fatal ones Thus if we are not inshystrument rated and current or flyshying an airplane that is not instrushyment certified we tend to choose alternative means of transporshytation when the briefer tells us VFR is not recommended
But does this always have to be the case Are there any ways to make those VFR trips possible and still remain safe Are there any tools we can use to determine if the forecast is holding true or if it is not For I think we all both male and female would agree that the weather is like the opposite sex-toshytally fickle and unpredictable Lets
take a look at the numerous tools we have for making the gono-go decision relative to the weather
To help determine if the forecast is going to hold true I usually first consult the METARS Check reshyporting stations along your route If you are able get a history showshying the reports over the past three to four hours and see if the reports are corroborating the forecasts (DUATS WSI and Meteorlogix are all great sources for this informashytion) What trend do you see in the reports Is the weather getshyting better or worse or holding the same Is it doing what the TAF and FA said it would
Im also sure to compare the tershyminal forecasts (TAF) with the Area Forecast (FA) The TAF covers only a S-mile radius of the aerodrome whereas the FA covers an entire area Keep in mind that cloud bases in the TAF are AGL (above ground) whereas the cloud bases in the FA are MSL (above sea level)
Next I check the PIREPS (pilot reports) Do they substantiate the briefers warnings When checking PIREPS be sure to take into account where the report was made (threeshydimensionally) when it was made and what type of aircraft the reportshying pilot was flying If a 747 reports light chop along my route I might consider leaving the ropes on my airplane and going to have a frosty one whereas if its a J3 reporting moderate turbulence I might very
well launch on my own flight While we are mentioning PIREPS
lets not forget that (as in all things in life) what goes around comes around If we are seeking PIREPS in helping us to make the gono-go decision we should also consider filing them It takes only a few moshyments to file a PIREP and in doing so you are assisting many other pishylots in their flight planning
These are a few of the tools we can use while still on the ground to determine if the forecast is holdshying true But what about when we are already en route How can we know whether the weather will be as forecast
Obviously if the forecast was for severe clear and there are a lot of clouds forming you do not need to be a rocket scientist or a brain surgeon to know that the forecast is not holding true But there are many other clues that might not be quite as obvious and that should warn us that the briefer might have been wrong
If we realize that we are having to fly a heading other than what we had plotted to track our course or if we are experiencing different ground speeds than what we had exshypected we should understand that there is a good chance that the enshytire forecast might be off After all these forecasts are predicated on the expected movement of fronts and pressure zones When they dont move as anticipated the winds aloft
VINTAGE AIRPLANE 25
will be different thus yielding difshyferent headings and groundspeeds than we had planned
There is something else that can give us a heads-up about the posshysibility of the forecast going south and that is the temperatures aloft Most aircraft have outside air temshyperature gauges (OAT) and these can be very useful tools-ones that many pilots ignore An OAT can be used to corroborate whether the temperatures aloft are as forecast (You do remember that the foreshycast temperatures aloft are included with the winds aloft dont you) This can give us an understanding of whether the fronts are moving at the speed and direction forecast or if they might be moving slower or faster than expected
Keeping track of the temperashytures as you climb can also help you quickly determine if the lapse rate is stable Remembering that the stable lapse rate is ZOC per thousand feet one can make a note of the tempershy
ature on the ground prior to takeoff and then check it as you climb If it is less than ZOC per thousand one of the major ingredients in the proshyduction of thunderstorms is presshyent that being an unstable lapse rate (The other two are moist air and a lifting action of some kind) Thus the OAT can be a useful tool in confirming or refuting the foreshycast of thunderstorms
One could spend a lifetime studyshying the weather and not get any closer to predicting what it might do And I cant do justice to the subshyject in this short article However when it comes to weather I must say that discretion is the better part of valor There are certainly times when the briefer will give the warnshying that VFR is not recommended and the day turns out to be beautishyful But there are also times when your beautiful day turns ugly
Regardless of whether the foreshycast is for good weather or bad be sure to have an alternate plan in
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation
Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these jewels on and bring back the good times New General Aviation Sizes Available
500 x 5 600 X 6 700 X 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
~DESSER(~ 323-721-4900 FAX 323-721 -7888
6900 Acco St Montebello CA 90640 TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106
wwwdessercom
26 AUGUST 2005
place Remember to run the PAVE and CARE checklists that I wrote about in previous articles to help you make the proper decisions relative to the weather Using the tools I have mentioned above will help you in checking the enVironshyment help in understanding the consequences of the hazards asshysociated with some aspects of the weather and aid you in assessing the realities of what the weather is really doing
And when the briefer gives you that dire warning of VFR not recshyommended keep in mind that it is always much better to be on the ground wishing you were up in the air than up in the air wishing you were on the ground He might be wrong and Ive offered some tools to help determine that but he very well might be right
Doug Stewart is the 2004 National CFI of the Year a Master CFI and a DPE He operates DSFI Inc based at the Columbia County Airport (lBl)
TelePhone 800-247-8473 or
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE NEWLY ACQUIRED GARNER P EMMERSON COLLECTION DONATED TO EAA BY BOB HIGHLEY OF LAKELAND FLORIDA
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs to be in no later than September 10 for inclusion in the November 2005 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to mysteryplaneeaaorg Be sure to include your name city and state in the body of your note and put (Month) Mystery Plane in the subject line
MAY S MYSTERY ANSWER as residing in Los Angeles at that time I learned this while roaming on wwwaerofilescom last evening
I already had seen the aircraft in the British magazine Aeroplane Monthly that has the same photo as yours along with some contemshyporary aircraft in an illustrated article in the September 2003 isshysue with the title Call That Safe The caption to the photo reads
In 1933 Carl Hall and Frank Nixon tested this propeller cowlshying at Compton California It was claimed to speed up aeroplanes from 39 to 140 per cent and slow them as much as desired for landshying the innerdeflectors serving
Mays Mystery Plane came to us X12211 seems to have its 95-hp as air brakes from Harold Swanson Cirrus upright four-cylinder en I hope that you have more inshygine
Heres our only letter concerning as it was reported to have in 1 formation about this interesting934 its identity it was reported to have had a Veshy early try at a ducted propeller
lie engine when built in 1931 Jack Erickson The Felio Ranger SP-2 owner Harold G Felio is li State College Pennsylvania sted
VINTAGE AIRPLANE 27
EE BUCK HILBERT
Aeronca C-3 N-13000
Ive been asked many times Why do you hang onto this old airplane
Several reasons Mostly it has a place in more recent historyshynamely the last real Cleveland Air Race held in 1948 And probably another reason is it represents at least to me the memory of the last of the barnstormers
To the best of my knowledge the last time this little C-3 flew was at the 1948 Cleveland Air Races
The airplane belonged to Duke and Martha Hashner the owners of Global Airshows and promoters of the races that year
Duke flew this Aeronca C-3 in a clown act The airplane was painted up with a clown face was all red and white and Ive been told he did a remarkable job of entertainshying the crowd
Duke also flew other aerobatic aircraft in the show while Martha was the wing-walker parachute jumper and ticket seller
Unfortunately this was the same year record-holding entrepreneur Bill Odom crashed a racing P-S 1 into a residential area resulting in his death and other fatalities Beshycause of this accident Duke and Martha were the target of lawsuits that drove Global Airshows and the two of them out of business and into seclusion
Living on the Quietula Farm at Cherry Valley Ohio the coushyple now forced to retire from doshying their air show routines turned Global Airshows into a traveling
28 AUGUST 2005
static display show The 50s saw the advent of the
shopping center Global Airshows would truck its airplanes to the new shopping center parking lots and display them in full air show regashylia Martha and Duke would dress the part entertain the crowds and dreamed of once again being active air show circuit acts
The airplane
belonged to
Duke and Martha
Hashner
Unfortunately Duke suffering from a brain tumor lost the ability to participate and after a long batshytle passed away Martha kept the airplanes now stored at the farm and spent her days tending numershyous pet dogs and cats dreaming of her barnstorming glory days as queen of Global Airshows Martha passed away in the mid-60s
Global Airshows and its derelict aircraft were sold to Bill Ross and me a few months before Martha passed away
The collection consisted of Marshythas Meyers OTW Dukes Waco F and a Porterfield CP-65 All were inshy
tact and complete but each needed restoration Also in the collecshytion were pieces and parts of two Aeronca C-3s a J-2 Piper a Taylorshycraft L-2 and a Fairchild 22 Along with the airplanes came numerous engine parts old tools and propelshylers along with the trailers used to haul the airplanes
What happened to the airshyplanes is the frequently asked question Bill Ross was past presishydent of the EAA Warbirds of Amershyica owned a P-38 Leroy Grumshymans personal F3F and an F6F and had his hand in several entershyprises while involved in Warbirds Right at that time he discovered the Grumman Goose was the best bet in sport flying and his attention was diverted in that direction
The Meyers and the Porterfield were restored by Bill and sold The project Fairchild 22 and J-2 went to a couple of our Vintage members and were restored and are flying The Waco F was sold but never did get flying The two C-3s came to me and eventually were restored One was sold and one for those sentishymental reasons is still in my hanshygar disassembled and awaiting the final engine fix The L-2 had been a gas station ornament for years and when they took it down the guy wielding the cutting torch manshyaged to start a fire that ended any thought of restoration
Bill Ross moved to Nevada after he retired from business and unshyfortunately while returning from one of his business trips he flew
into a cloud that had a rock in it Another reason for hanging on It reminds me of Bill Ross and his contributions to the Warbirds of America being part of EAA
Oh yes we did get the C-3 flyshying but the engine ate itself up afshyter about 4S minutes Time for a different approach
I had a set of floats and rigging and Brian Van Wagnen and I deshycided the little C-3 would be a real hoot to see flying on floats However we wanted a reliable engine and the one we had was mostly junk
Brian tore into it but the crank was beyond repair At great exshypense a new one was made dual ignition heads were installed and a new single-drive dual mag was inshystalled after modifying the tail case It runs but the vibration was bad enough to cause distrust Another disassembly and recheck as well as internal component balance were in the works when tragedy struck
Brian had a hangar fire and lost everything he had in the 70-by-90 hangar and its 24-foot lean-toshyhis Widgeon project the Fleetshywing Seabird two antique Aeronca Chiefs a Piper 180 all his toys shop equipment tools and of course the building
The little C-3 stored in another building was all that was left The floats rigging and all the spare enshygine parts were destroyed in the fire A small loss in comparison to what Brian suffered
With no hangar and no shop the decision was made to disassemshyble NC-13000 and bring it back home and there it sits Every day I walk past it and say to myself You gotta get going But the press of daily living and the episodes weve been through in the past couple of years have stopped all the progress Oh well whats another couple of years After all its been grounded since 1948
Until then it just sits and Im going fishing With that its Over to you
Come or t e weekend BUILD FOR A LIFETIME
HANDS-ON HOMEBUILDER WORKSHOP
SCHEDULE
Aug 26-28 Oshkosh WI
Aug 27-28 Arlington WA
Sept 9-11 Griffin GA (Atlanta Area)
bull Repairman (LSA) Inspection-Airplane
bull RV Assembly
bullTIC Welding
Sept 10-11 Corona CA (LA Area)
bull RV Assembly
Sept 10-11 Lakeland FL (Sun N Fun Campus)
bull RV Assembly
Sept 10-11 Houston TX (Westwood Aviation Institute)
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems
Sept 16-18 Frederick MD bull Repairman (LSA) Inspection-Airplane
Sept 23-25 Denver CO bull Repairman (LSA) Inspection-Airplane (Westwood College)
Oct 1-2 Columbus OH (Columbus State Community College)
KLEINEAA SportAir Sponsors TOOLS
wwwkleintoolscom
WORKSHOPS ___ ~
EA~
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems bull Cas Welding
bullbull amp cafamiddot~middotAir c raft Coatings
_polyfibercom wwwalrcraftsprucecom
1-800-WORKSHOP 1-800-967-~746
wwwsportalrcom
YOU CAN BUILD IT LET EAA TEACH YOU HOW VINTAGE AIRPLANE 29
r ~ __c -lt JMNEwMAN
t The (ollowing list o(coming events is (IIrt1ished to Ollr readers as a matter o( it(orshymation only and does not constitllte approval sponsorship involvement cottrolor direction o(any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 OshkoslI WI 54903-3086 Or e-Illail tl1e information to vintageaircra(teaaorg In(ormation shollld be received (ollr months prior to tile event date
AUGUST 7-Queen City MO-Applegate Airport 18th Annual Washytermelon Fly-In 2 PM til dark Info 660-766-2644
AUGUST 13-Hoquiam WA-Bowerman Field Ercoupe Gathering amp Fly-In All experimental classic and vintage aircraft are welshycome Excellent restaurant on field Info Dick 360-533-5926
AUGUST 19-21-Alliance OH-Barber Airport (201) 7th Annual Ohio Aeronca Aviators Fly-In Join us for a relaxing weekend of fun food friendship and flying Breakfast served by EAA Ch 82 Sat amp Sun 7am-llam Camping on field local lodging and transportation available Forums on Saturday Info Brian 216shy337-5643 or bwmatzllacyahoocom or wwwoaafy-Incom
AUGUST 20--Laurinburg-Maxton NC-Ercoupe Owners Club Aweshysome August Invitational NorthSouth Carolina members and guests Lunch awards Young Eagles Flights Info 336-342shy5629 or bandmannetpath-rc net
AUGUST 20--Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-[n Breakfast Info Tom 740-587-2312 or tmcaiinkcom
WIVI cbullbull___bull
These are the first tools you need to buy when you re~cover your
airplane Anyone who has used them will tell you they re the next best thing to having one of our staff right beside you The VHS tape and the DVD will give you the Big Picture and the manual will walk you step by step through every part of the process Youre never on your own when youre using Poly~Fiber
wwwpolyfibercom e-mail infopolyfibercom
Aircraft Coatings 800-362-3490
AUGUST 20--Niles M[-jerry Tyler Memorial Airport (3TR) VAA Ch 35 Corn and Sausage Roast 11am-3pm Rain date August 20 Donations $5 adults $3 children 12-yrs and under All you can eat Info Len 269-684-6566
SEPTEMBER 3-Marion [N-(MZZ) Flyln Cruiseln Info wwwFiylnCruiseln com
SEPTEMBER 3-Prosser WA-EAA Ch 391 s 22nd Annual Labor Day Weekend Prosser Fly-[n Info 509-735-1664
SEPTEMBER S-U-Galesburg [L-Galesburg Municipal Airport 34h Annual Stearman Fly-[n Technical seminars Aircraft judging and awards Aerobatic formation short-field takeoff spot-landing and flour bombing contests Dawn Patrol lunch-time flyouts pizza party stage show banquet and more Info 309-343-6409 or stearmanstearmanfyin com or wwwstea rmanfyin com
SEPTEMBER U -Mt Morris IL-Ogle County Airport (C55) EAA Ch 682 Fly-In Breakfas t 7am-12pm Info 815-732-7268
SEPTEMBER 16-17-Bartlesville OK-Frank Phillips Field (BVO) 49th Annual Tulsa Regional Fly-In Info wwwtllisafyincom or Charlie Harris at 918-622-8400
SEPTEMBER 17-Poplar Grove IL-Poplar Grove Airport Vintage Wings amp Wheels Museum Salu te to WW II Combat Aviators Military aircraft display and fly-by Interviews with 12 WWII veterans of air combat Info wwwpopiargroveairmotivecommllsellnl
SEPTEMBER 17-1S-Rock Falls IL-Whiteside County Airport (SQI) North Centra l EAA Old Fashioned Fly-In Forums workshops fly-market camping air rally awards food amp exhibitors Info wwwnceaaorg
SEPTEMBER 22-25-St Louis MO-Creve Coeur Airport (lHO) Monocoupe Club Fly-InReunion Info Frank Kerner (314) 277-4306 or monocoupesbcgiobainet or wwwmorlOcollpecom
SEPTEMBER 23-25-Sonoma CA-Sonoma Skypark (OQ9) 23rd Annua l 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 208shy739-3979 or ristpsaoicom
SEPTEMBER 24-Topping VA-Hummel Air Field 10h Annual Car amp Air Event 8am-4pm Featuring ant ique cars and planes plus fire apparatus tractors amp engines and arts amp crafts Info (804) 694-5995 or in(oWingsandwheeislIs or wwwwingsandwheeislIs
SEPTEMBER 24-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-I n Info wwwieebottomcom
OCTOBER 1-2-Midland TX-Midland [nt l Airport FINAshyCAF AIRSHO 2005 will commemorate 60th Anniversary of the end of World War II Info 432-563-1000 x 2231 or pubiicreiationscaf7qorg
OCTOBER 5-9-Tullahoma TN-1932 to 2005-The Tradition Lives Year of the Staggerwing Staggerwing Twin Beech 18 Bonanza Baron Beech owners amp enthusiasts Sponsored by the Staggerwing Museum Foundation Staggerwing Club Twin Beech 18 Society BonanzaBaron Museum Travel Air Division amp Twin Bonanza Assn Info 931-455-1974
REGIONAL FLY-IN SCHEDULE EAA Mid-Eastern Fly-In EAA Southeast August 26-28 2005 Regional Fly-In Marion OH (MN N) October 7-92004
Evergreen AL (GZH) Virginia State EAA Fly-In wwwserfi org October 1-2 2005 Petersburg VA (PTB) Copperstate Regional EAA Fly-In wwwvaeaaorg October 6-92005
Phoenix AZ (A39) wwwcopperstateorg
30 AU G U S T 2005
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 dlie7025IOI om vaaflyboyLwnsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Avc 72 15 East 46th SI Albert Lea MN 56007 Tulsa OK 74147
507-373-1674 918-622-8400 stfles(eskmefiiacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush H ill Road Sherborn MA 01 770
508-65l-7157 SH i Ocomcas t llet
David Bennett PO Box 11 88
ioseville CA 95678 916-645-8370
antiquerireachcul1l
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507-263-24 14
InjbfchldrcOI111tCtcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773-779-2 105
pllOtopiotaoicom
Dave C lark 635 Vestal Lane
Plainfield IN 46 168 317-839-4500
davecpciiquestnet
John S Copeland l A Deacon Street
Northborough MA 0 1532 508-393-4775
copelaml JjllllOcom
Phil Coulson 284 15 Springbrook Dr
Lawton MI 49065 269-624-6490
rcollsonS J6cscom
Roger Gom oll 8891 Airport Rd Box C2
Blaine MN 55449 763-786-J342
pledgedriveIns11com
Dale A Gustafson 7724 Shady Hills Dr
Indianapoli s IN 46278 317-293-4430
dalefayemscom
Jeannie Hill PO Box 328
Ha rva rd IL 60033-0328 8l5-943-7205
dishaoowc et
Espie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-3650
wintisockaoco m
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaoicom
Robert D Rob Lumley 1265 Sout h 124th Sl Brookfield WI 53005
262-782-2633 illmpeniiexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817-491-9 110
sellemorris(~lev I IIet
Dean Richardson 1429 Kings Lynn Rd
Stoughton WI 53589 608-877-8485
daraprilairecom
SH Wes Schmid 2359 Lefeber Ave nue
Wauwatosa WI 532 t 3 414-771- 1545
sllschmicimilwpccom
DIRECTORS EMERITUS
Gene C hase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920-23 1-5002 815-923-459 1
GRCHACllarterHet b7ac1Jc llel
Ronald C Fritz 15401 Sparta AV(
Kent City MI 49330 6 16-678-50 12
rFritzf1athwaywlcom
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873 Web Site wwwvintageaircraftorg and wwwairventllreorg E-Mail vintageaircraftCtieaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)
- Newrenew memberships EAA Divishysions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
-Address changes -Merchandise sales -Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory ___ ___ _ 732-885-6711
Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing920-426-4876 Education __ _ 888-322-3229
- EAA Ai r Academy - EAA Scholarships
Flight Advisors info rmation 920-426-6864 Flight Inst ructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles _ _ _ 877-806-8902
Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan _ 866-647-4322 Term Life and Accidental _ 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 Vintage _ FAX 920-426-6865
- Submitting articlephoto - Advertising information
EAA Aviation Foundat ion Artifact Donations 920-426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Association Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additional $10 annually Junior Membershjp (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
EAA SPORT PILOT Current EAA m embers may add EAA
SPORT PILOT magaZine for an additional $20 per year
EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magaZine not inshyduded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA members may join the
Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not inshyduded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the
International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magazine for an additional $45 per year
EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magaZine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA
Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magashyzine and one year membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a
check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2005 by lhe EM Vintage IgtJrcraft Association All righls reserved
VINlAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage IgtJrcraft Association of the ExperimentallgtJrcraft Association and is published monthly at EM Aviation Ceoter 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vinfageaircrafteaaorg Periodicals Poslage paid al Oshkosh Wisconsin 54901 and al additional mailing oHices POSTshyMASTER Send address changes to Vintage IgtJrplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcretumswdsmailcom FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivet)l of VlNlAGE AIRPLANE to loreign and APO addresses via surtace mail ADVERTISshyING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Readers are encouraged to subm stories and photographs Polky opinions expressed in artk1es are solely those of the authors Responsibility for accuracy in reporting rests entirely wh the contributor No remuneration is made Material should be sent to Edor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 92D-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aeronautica are registered trademarks trademarks and service marks of the EXperimental Aircraft Association Inc The use of these trademarks and service marks without lhe pennission of the ExperimentallgtJrcraft Association Inc is strictly prohibited
VINTAGE AIRPLANE 31
Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no
frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VM
reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1-800-233-6934 e-mail ramremfgaolcom Website wwwramengine com VI NTAG E
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418 wwwlpjetservicescom
Airplane T-Shirts 150 Different Airplanes Available
ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
WE PROBABLY HAVE YOUR AIRPLANE
wwwairplanetshirtscom 1-800-645-7739
Flying wires available 1994 pricing Visit wwwflyingwirescom or call
800-517-9278
ELECTRICAL CONDUIT
ASSEMBliES bull MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made per your specifications
bull Original equipment style Braided Conduits in Aluminum Brass or Stainless Steel
bull We carry a complete line of AN - MS Electrical Fittings Backshell Adapters and Specialty Fittings
bull We also have full machine shop capabilities for any custom applications you may require
bull Rebuild your Warbird back to Original
AIRFLEX INDUSTRIES 2538 SUPPLY STREET POMONA CA 91767
Tel 909-392-8474 AI RFLEXI N D USTRIES COM
THE FORGOTTEN PERFORMERS continued
the Pacemaker in marginal weather Mud Lake is narrow shallow and a half-mile long and Poet dragged it twice and then did a touch-andshygo before setting down for th e pickup Mattie Jack was loaded on and they headed for the hospital at Bella Coola It was dark on arshyrival and although landing in the narrow valley without daylight was seldom attempted Dick executed a safe approach and thwarted a sad ending to Mattie Jacks life
The Pacemakers most serious trauma occurred on July 25 1963 on a takeoff from Nimpo Lake 70 miles east of Bella Coola Loaded with two adults and five children from the Poets extended family and piloted by Helens cousin Bob Stewart a wingtip caught the water in an attempt to un-stick the right float and the plane cartwheeled
The left wing and one float were torn off the fuselage was comshypletely severed immediately behind the cabin and everything came to rest floating inverted All on board
were wearing life jackets and the children were ed uca ted in float flying they tripped their seat belt buckles swam out the open end of the cabin and popped to the surshyface There were no injuries
Bohanan retri eved the engine it was flushed mounted on the nose of a PT-17 Stearman and sold to a dentist Dr William Stone in Sandy Oregon Forty years later the Stearman i s still owned by Stone and the same Wasp Jr is on the nose
The remainder of the Pacemaker stayed on the shore of Nimpo Lake for a year and then was loaded on a farm truck by Dicks son-in-law Alan Hauan and returned to Aumsshyville where it was deposited behind the Poets barn A much more serishyous tragedy occurred a short time later when Dick was involved in the fatal crash of a DHC-2 float Beaver when one wing folded
To be continued in the September isshysue ofVintage Airplane
32 AUGUST 2005
Hoppenworth the creator of the original youngsters pedal planes you see at EAA AirVenture Oshkosh and at Pioneer Airport (thanks Marv) we have this little tidbit of restoration information
It seems none of the parts-supshyply people that I could find have Continental gray engine enamel I hear comments like It is like Pratt amp Whitney gray with blue in it Im in the process of working on an A-65 Continental that is going to be installed on a museum-bound Cub and I wanted to get the true color I removed the dataplate (lm replacing it) and there was Contishynental gray which had been in the shade for 60 years Then we took the case half to our local DuPont paint dealer and went through the color charts and came up with a DuPont color match The DuPont number is DA182A This happens to be the Centari acrylic enamel number this can probably be gotshyten in Dulux enamel too
FAA Honors Buck Hilbert Veteran pilot and VAA columshy
nist Buck Hilbert was recently honored by the FAA with the FAA Master Pilot award for 50 years of continuous flying Scott Landsdorf FAA Safety Program manager (left) made the presentation during a reshycent meeting of the DuPage Pilots Association Our thanks to Ted Koston for sending us this photo and the information ~
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 your circle 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 bull Think of a person think of his or her contributions bull Write those contributions in the various categories of the form bull 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 bull Mail the form to
VAA Hall of Fame HG Frautschy PO Box 3086 Oshkosh WI 54903-3086
REM EMBER YOUR CONTEMPORARY MAY BE A CANDIDATEshy
NOMINATE SOMEONE TODAY
Call the VAA office for a form (920-426-6110) find it at wwwvintageaircraftorg or on your own sheet of paper simply include the following information
bull Date submitted bull Name of person nominated bull Address and phone of nominee bull Date of birth of nominee If deceased date of death bull Name and relationship of nominees closest living relative bull Address and phone of nominees closest living relative bull E-mail address of nominee bull Time span (dates) of the nominees contributions to aviation (Must be
between 1950 to present day) bull VAA and EAA number if known bull Area(s) of contributions to aviation bull 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 bull Describe achievements the nominee has made in other related fields
in aviation bull Has the nominee already been honored for hisher involvement in aviation
andor the contribution you are stating in this petition If yes please explain the nature of the honor andor award the nominee has received
bull Any additional supporting information bull Name of person submitting petition bull Submitters address and phone number plus e-mail address bull Include any supporting material with your petition
VINTAGE AIRPLANE 3
FRIENDS OF THE VAA RED BARN 2005 OUR THANKS TO THOSE LISTED FOR YOUR GENEROUS SUPPORT OF THE VINTAGE AIRCRAFT ASSOCIATIONS ACTIVITIES
AND PROGRAMS DURING EAA AIRVENTURE OSHKOSH
This list includes donors as of July 7 2005 Again thank you for being a Friend of the VAA Red Barn
DIAMOND LEVEL FRIENDS
Don Abbott Sanibel FL Ted Beckwith Jr Tullahoma TN VAA Chapter 10 Claremore OK VAA Chapter 11 Glendale WI Kenneth Cianchette Pittsfield ME Jacie amp Scott Crowell Bandon OR Bud Field Hayward CA Nikki Field Hayward CA Rich Giannotti Brookhaven NY Charles W Harris Tulsa OK Lynn Jensen Ashland VA Norma Joyce Greensboro NC Butch Joyce Greensboro NC Bob Lumley Brookfield WI Skip Rawson Rocky Hill NJ Ronald Tarrson Santa Fe NM John Turgyan New Egypt NJ James Turrell Flagstaff AZ
PLATINUM LEVEL FRIENDS
D Ronald Boice Chandler AZ Buck Hilbert Union IL Ben Scott Reno NV Donald J Warner Gilbert AZ
GOLD LEVEL FRIENDS Dean K Alexander Chillicothe OH Beverly Beckwith Tullahoma TN Jim Gorman Mansfield OH Helen A Mahurin Kansas City MO Earl Nicholas Barrington IL Steven W Oxman Riva MD Stephen Pitcairn Bryn Athyn PA Skip Rawson Rocky Hill NJ SH middot Wes Schmid Wauwatosa WI
SILVER LEVEL FRIENDS Allen D Boger Jr Argyle TX Raymond B Bottom Jr Hampton VA A J Hugo West POint NE Edward R Moore Daytona Beach FL John D Stewart Slatington PA Jamie Wallace Frankfort IL C Paul Wilcox Welaka FL Russell Williams Issaquah WA
BRONZE LEVEL FRIENDS William R Aikens Bloomfield Hills MI Lloyd L Austin Dover DE Lawrence A Bartell Waukesha WI Dave Belcher Abington MA Clifford Belleau Anchorage AK Kent Blankenburg Groveland CA Sandy Blankenburg Groveland CA Stacey amp Michael Boggs Keyser WV Denis G Breining Austin TX Charles B Brownlow Weyauwega WI Steven L Buss Oshkosh WI Perry M Chappano Columbus OH Gene R Chase Oshkosh WI Geoffrey E Clark Portsmouth NH Sydney B Cohen Wausau WI John amp Marge Cooke Galena IL John S Copeland Northborough MA Dan Dodds St Anthony MN Cheryl amp Chris Drake Lindenhurst IL Theodoore Embry Cleburne TX James E Fischer Lakeville MN David G Flinn Lansing NY Robert L Fornesi Claremont CA Henry G Frautschy Oshkosh WI Mal amp Inge Gross Eastsound WA William W Halverson Henderson NV Carl W Higgins Aloona WI Mark Holliday Lake Elmo MN Barry Holtz FairportNY Randy Hytry Wausau WI Peter N Jansen Jr Seattle WA Gordon L Knapp Tampa FL Jimmy Leeward Ocala FL Stan Lindholm Westlake OH Allan W Lund Hayward WI Thomas Lymburn Princeton MN Pfizer Foundation Princeton NJ William L Madden Las Cruces NM Jim Matus Rescue CA Marie amp Jack McCarthy Crestwood IL W Timothy McSwain Randolph NJ Gene E Morris Westlake TX Roscoe Morton Frostproof FL James S Moss Buckley WA Boynton (Bud) Nissen Wright City MO George A Northam Elmhurst IL Anna amp John Osborn Kerrville TX
John M Patterson Lexington KY Gary L Petersen Walton NE Ray Pool Madera CA Tim and Liz Popp Lawton MI Ron Price Sonoma CA Bob amp Norma Puryear Trinity Center CA Theodore Reusch La Verne CA Charles Schumacher Boulder CO Arthur F Sereque Jr Woodridge IL Jeffrey L Shafer Fond du Lac WI Peter Sherwin St Louis MO Colin A Smith Henderson NV Randolph H Smith Cody WY David P Smith Pacific Palisades CA Joseph M Smokovitz Tecumseh MI Guy A Snyder Bartonville IL Jim Snyder Morgantown WV L Dean Spencer Beadford IN Seymour Subitzky Reston VA Carson E Thompson Elmhurst IL Don Toeppen Sun City West AZ Robert O Tyler Great Falls VA Harland Verrill Flint MI Tom Vukonich Southfield MI Donald L Weaver EI Centro CA LeRoy Weber Jr Rio Vista CA D Jeanne Will iams Sonoma CA Red Hamilton amp Marily Boese Fort Bragg CA
LOYAL SUPPORTER FRIENDS
Jesse W Black Hawick MN Edward Brannon Racine WI SMSgt Gary M Brossett Clovis NM Rene Burdet Belgrade ME Samuel W Clipp Pennsburg PA Charles Crume Oak Ridge TN Jim Newhouse Virgil IL Philip G Perez Fort Worth TX Keith Plendl Hinton IA Colonel CA Buz Rich Williamsburg VA Stephen Sawyer Brigham City UT Mark W Scott Bethany CT Edward Smith Sandy Valley NV Gary W Sullivan Santa Fe NM Jim Temple Granger IN Thomas E Trainor Troy MI Ty R Zeiner Marion KS
Harrison F Wood Upper Saddle River NJ Billy amp Saundra Pancake Keyser WV VAA Chapter 34 Falmouth MA
AUGUST 2005 4
be making final taxi tests at San Diego one weekend and that if everything went well it might fly So some of us drove down to Lindshy
bergh Field and parked down the runway at the point where the enshygineers had calculated it would leave the ground I was thrilledHeres Richards photograph of the XC-99s first flight
The XC-99 I only recently ran across the July
2003 issue with the article The Golishyath of the Airways about the XC-99 COincidentally I was culling some old slides Id been saving which inshycluded the XC-99s first flight
On page 9 it is reported The XC-99 was first flown on April 18 1952 Not true Later on page 20 The Goliaths first flight was made on November 24 1947 1947 is correct but Im not sure of the month On page 22 It was built at the Consolidated factory in Fort Worth Thats not true
Actually it made its first flight from Lindbergh Field in San Diego in 1947 Heres my story
In 1947 I was a newly graduated aero engineer and former bomber pilot working at Northrop Aircraft in Hawthorne California Although the industry was going through mashyjor post-war cutbacks I was thrilled to witness and photograph the first flights of three new prototypes that year the Northrop B-49 Jet Flying Wing (flying from the Northrop runway in Hawthorne) the Hughes Hercules flying boat (from Long Beach Harbor) and the huge XC-99 from the Convair plant in San Dishyego As I recorded the event
We had heard that Convairs huge C-99 transport plane would
to see at the far end of the runway the Ryan Aeronautical Company where Lindberghs plane was built
The tremendous lumbering C-99 made a few high-speed taxi tests then revved up and took off on its first flight Just as it passed us it lifted into the air
Richard Parvin Clearwater Florida
Woodworker Extraordinaire Restoring an antique airplane
calls for many different kinds of skills And like most people I found myself deficient in some categories Woodworking was the biggest problem both from an exshyperience level and having tools to make complex parts
My current project is a Fairchild 24W and it has a lot of wood which has suffered neglect and exposure to the elements
It would have been convenient to go to the nearest Fairchild store to buy some of these wood parts
But the Fairchild store is as much of the past as the hand craftsmanshyship employed to build this old airshyplane back in 1939
Fortunately I know a young man who is a furniture maker In fact hes a third-generation wood craftsshyman and has studied under Amershyican and European artisans He
works with hand tools as well as power tools
He primarily builds elegant cusshytom furniture from old-growth tight-grained wood which is highly figured His work is like fine art youd expect in a known gallery
So I felt privileged that he found it interesting and enjoyable to make some airplane pieces for me And at a reasonable price
All I supplied was the aircraftshygrade Sitka spruce and enough of the old tattered parts to get some dimensions
Id like to share his name and address with others who might be wood challenged like myself
Frank Strazza 329 Coastal Lane Waco TX 76705 25471 5-6660 fstrazzaattnet
Dal Donner Clifton Texas
Dals experience with Frank Straza highlights the fact that you can unshyder FAR 21303 make a part for your own aircraft provided you have what the FAA considers appropriate inforshymation (drawings for example) The rules also require that if youre having someone help you produce the part that the creation of that part is done under your direct supervision Check with your AampP-IA mechanic and your local FSDO regarding the appropriateshyness of the information you have on hand before attempting to make such a part-HGF
Feel free to write us here at Vintage Airplane send us your kudos commiddot plaints corrections or just plain old good stuff you want to share with everymiddot body Send your note to
Vintage Airplane Aeromail PO Box 3086 Oshkosh WI 54903-3086
You can emiddotmail your letter at this address vintageaircrafteaaorg
Be sure to put Aeromail in the subject line of your message
VINTAGE AIRPLANE 5
REMINISCING WITH BIG NICK
THE PYLON CLUB-PART I
Ihave been a racing nut ever since I was knee high to a tail-skid and I still am Going to the air races to me was like goshying to church-it was very spirshy
itual The spirit has never left me but it did turn my life around at one pOint which led to the opening of the world-famous Pylon Club
I have been asked by many of the younger generation to tell about the Pylon Club There is so much to tell about the club that I just didnt know where to start When I did start this episode over a month ago and had written over 60 pages I threw them all away beshycause they all read the same-selfshycentered I have searched my brain for weeks trying to find words that dont reflect an egomania image The more I wrote the worse it beshycame Finally my daughter solved my problem
After the 50th start she said
Nick Rezich
Daddy you know what you are-so why try hiding the truth With that statement I grounded her for a week and am proceeding with the Pylon Club story
Air racing faced certain doom following the 1949 fatal crash of Bill Odom and the cancellation of the Cleveland Air Races
In the three short years of postshywar air racing millions of dollars were invested in racing machines which resulted in 400-mph speeds in the Unlimiteds and over 200 mph in the Midgets Mechanical and technical barriers were being smashed that would benefit aviashytion when the black curtain was dropped at Cleveland
No matter what the race pilots and owners had to say in their deshyfense the news media FAA and airshyport management along with the general public hollered Kill kill kill And kill it was With Cleveshy
land out of the racing picture this left Miami as the only remaining hope to air racing survival Fortushynately for the Midgets Miami and Continental Motors went on with the winter races The Unlimiteds however were not as fortunate they were locked out with no one willing to sponsor them because they were labeled as dangerous by a few blockheads whom sponsors listened to
I could not fathom the thought of air racing coming to a grinding halt after 39 years of struggling to become an international sport I had a personal interest and an inshyvestment at stake that I didnt want to see going up in smoke My pershysonal interest was in the form of a new-design Midget racer I had started and the investment was a commitment I had made in Cleveshyland before the fatal crash of Odom I committed myself to a group of
Reprinted from Vintage Airplane January 1975 AUGUST 2005 6
owners in Michigan for their sharp P-51 which wasnt doing well at Cleveland to purchase their racer at the close of the 1949 races
I managed to get out from under the-51 after the race cancellation but I was determined to build and race the Midget These were the events that set the stage of the Pyshylon Club
I needed a platform to launch my campaign to save air racing It had to be a platform where I could reach the public news media the business world FAA and other inshyterested parties How and where The where was easy-I felt Chishycago was the city because Chicago had been a good racing city havshying hosted the 1930 National Air Race the 1933 American Air Races and the International Races and it had the airports reqUired for such an event
The how was yet to be thought of I went to Miami for the Contishynental Motors Race only to find that Miami was following Cleveshylands decision to drop the air racshying program Miami had grown to the point where the winter air races were no longer needed to attract the tourist They also dropped the AAA Winter Midget Auto Races
This really made me unhappy The loss of another major racing event coupled with the loss of the week having fun in the sun was too much to bear I went home detershymined more than ever that I would do something for air raCing-other
than talking about it The how idea came to me while
I was flying the Chicago-SeattleshyChicago-Burbank run for the nonshyscheds Those lO-hour flights gave a guy a lot of time to dream and dream I did I came upon the idea of opening a fabulous sa_ loon that I would call a nightshyclub This club would have to be something unusual in order to atshytract the people I wanted to reach I designed a very elaborate saloon that carried the theme of air racshying to its fullest extent-thus beshycame the Pylon Club
When I announced my plan to my brother Frank who was my partner in the Midget he thought I had flipped His reaction to the idea was What the hell do you know about running a saloonshyand What are you going to use for money I explained to him that any dummy can pour a beer and that I still had the money from the sale of my Culver Cadet With that he shook his head took a bite out of his cigar butt and went back to welding on the Midget
My original idea was to locate in downtown Chicago but a saloon keeper friend of mine talked me out of that idea in a hurry explainshying that between the coppers and the gangsters I wouldnt last six months unless I put them on the payroll and they would eventually own the joint
I shifted my thoughts to the Midway Airport area the eventual
location The exact location was 3017 W 63rd Street which was 2-14 miles east of Midway This location put me between the ALPA Headshyquarters and Dr Fenwicks office the doctor who gave most all of the FAA physicals on the south side For the sake of you historians we were located just two blocks east of where Benny Howard built the first Howard DGA-8
Flying for Monarch Air Service the non-sched kept me out of town quite a bit which kept the project on low burner Time was slipping by when fate struck a blow that put us in high blower
The non-sched I was working for hired a new chief pilot from Miami where he was flying a Lockheed Lobster We were operating three DC-3s three C-46s and a Lockheed 10 This new guy never even rode in a C-46 but had lied that he was type rated in the DC-3 and C-46
He started out by riding with the pilots in the DC-3s on the pretense he was checking them out until he was able to stagger around well enough not to kill himself He then moved to the C-46 where he met his Waterloo-which ended up putshyting the company out of business
It happened at Midway one night about 11 pm Being the end of the month all the captains had run out of time but there was one more schedule to fly so the Head Honcho decides he would fly the trip Larry Crawford Sr brought the ship in from Miami and landed on
VINTAGE AIRPLANE 7
a glazed ice runway at Midway with no problem
The airplane had no squawks so the Honcho fills it with gas and skulls and files for LGA He cranked up and taxied to 31L without losshying it on the ice but about a quarshyter way down the runway he did lose it For takeoff power in the -46 he was using DC-3 settings and when he lost it he pulled off at about 80 mph It came off but not for long- that over-grossed pig fell back in and there was no room to stop it on the ice The co-pilot who knew how to fly the -46 moved in and advanced the throttles to max power From my house it sounded like he double clutched it Now the Chief Honcho moves in again and pulls it off only this time he is off the runway and headed for John Caseys house the airport manshyager Before he gets to the house Johns BT-13 interrupts the flight The nose wings and engines clear the BT-13 but not the tail He ripped off the stabilizer and flipper on one side of the-46 and now it is hanging on the screaming props with no tail The airplane turned south and settled into the only open field with outside hay storage for a perfect vertical decent landshying Everybody got out without injury and then the -46 very conveshyniently burned
When the hearings were over and we found out this clowns real name and that he was not type rated in the-46 or DC-3 the insurshye AUG U S T 2 0 0 5
ance was cancelled on the carrier and Monarch went out of the big airplane non-sched business And I was out of a job
WHEN THE
PAINTER
SHOWED UP
AND I EXPLAINED
TO HIM WHAT I WANTED
HE TOO TOLD
ME I WAS
NUTS
About three days later myoid FAA buddy the late Walter Blanshyford called from St Louis and ofshyfered me Frank and Monarch Air Services original chief pilot Frank Arlaskas a job with Parks Airlines which later became Ozark I stayed on in St Louis for a while but the Pylon Club idea and air show flying didnt mix with Parks So I came back to Chicago to start work on the Club
The building I used turned out to be one-quarter the size of my origishy
nal plans This was dictated by the price of the rent heat and light The next awakening was the prices for the decor and insurance
I licked some of the decor costs by calling on a former Howard Airshycraft employee Mike Bernat who turned to interior decorating after Howard closed We took my origishynallayout and shrunk it to fit the smaller building We added Mike Bernats ideas for the final outcome I could save 500 words here if I had a photo of the interior of the Club But believe it or not out of hunshydreds of photos taken by magashyzines newspapers customers and friends I do not have a photo of the place Ill tell you why later
You will have to use your imagishynation as I try to give you a mental picture of the place For the ceiling we used parachutes with the harshyness removed Mike hung them in clusters with the top center fa sshytened to the ceiling and the canoshypies hanging inverted At the edges where the chutes met the walls we rolled the surplus and attached it in a scalloped form The end result was a very decorative and highly insulated acoustical ceiling
The main theme was carried into the walls We divided the walls into four large sections each of which would have a 3-D mural of the various racing events Mike Bernat designed built and inshystalled the four huge cornices that would frame the murals
The murals were a major undershy
taking and very costly in time and money I had 3-D color photos of Cleveland Miami and California races that I wanted reduced in full detail on the 20-by-8-foot sections of wall At first I thought I could get them blown up to billboard size like they use for outdoor advertisshying but when I told them I only wanted one each they thought I was crazy or rich or both When they quoted me $4000 and no guarantee of quality I scrubbed the blow-up idea
I got the bright idea of borrowshying a projector to project the imshyage on the wall and then trace the whole thing in charcoal to obtain the detail and then paint it The idea was great but it didnt work My brother Mike solved our probshylem by recommending a painter he knew He cautioned me however that I would have to keep this guy sober if I wanted the job to be comshypleted When the painter showed up and I explained to him what I wanted he too told me I was nuts We finally reached an agreeshy
ment on price and time Now for my $5000 mistakeshythe painter asked if I wanted the paintings on canshyvas or the wall surshyfaces I opted for the wall because it was cheaper I thought which I was to regret later
Next proj ect was the identifier My original plans called for a beashycon on the roof and a huge neonshylighted pylon in front When I apshyproached the landshylord and informed him I was going to erect a beacon tower on the roof he flipped and darn near ran me
out of town Next to get shot down was the neon-lighted pylon
First the building would have to be beefed up to hold it next a special permit from the city was reshyquired extra insurance and when I got the price from the sign comshypany to build it I gave up and opted for a 6-foot script-lettered Pyshylon Club neon sign I was fast learnshying about the saloon business Here I am three weeks away from my proposed opening date and I am broke and borrowing-and with six weeks work left to finish
The sign painter by now has polished off about three cases of gin but was doing one hell of a good job I took my chances with the painter and kept pouring the gin and about another case later he finished the job BELIEVE YOU ME when we finished it was a CHAMPION OF CHAMPIONS-it was a masterpiece The only thing missing was the whine of engines and the roar of the crowd We all sat back to admire Jeffs work and drank a toast to the mastershy
piece when I got the brilliant idea of just one more painting After we all destroyed a bottle of booze I asked Jeff if he would paint a panoramic view of racers on the racecourse at Cleveland on the window up front facing the street By now he was so wrapped up in the place and so full of enthusishyasm and booze that he agreed This painting turned out to be a classic Up until now we had the window covered so no one could see in while we were working
When Jeff started to paint that window I had to bar the door Evshyerybody wanted in-finished or not In the meantime we fixed up the back bar with a big OX-5 Hamshyilton prop which I borrowed from my brother Mike A pyramid of Carl Hubbells black bordered pre-war Thompson Trophy winners were hung on the wall Red and white checkered pylons were placed all over the place along with trophies and a whole new slew of photos of racers people and events Between the Hubbell paintings and the OX-5 prop hung a beautiful painting of our Midget racer No 43 This paintshying was a gift from Paul Schaupp builder of Mr Zip No 27 Midget racer from Inglewood California
Before we opened formally we had a premier showing for the aviashytion and public press and other seshylected guests who made the Pylon Club possible We named the mushyrals as follows the south half of the west was the Art Chester Wall this was a painting of Art Chester taking off at the San Diego Races minutes before he was killed
The north half was the Goodyear Wall with a large shot of one of the Goodyear Pylons with Bill Brenshynand rounding the bend North half of the east wall was the Cleveshyland Wall with a shot of the 1947 finish and the south half was the Betty Skelton Wall This wall had the shot of Bettys IiI Stinker at Mishyami winning the akro title
Next month Pylon Club Happenings
VINTAGE AIRPLANE 9
middot THE ~
Part I The Wrights dogged pursuit of useful flight HG FRAUTSCHY
Two weeks after arriving home from the windblown sands of North Carolinas Outer Banks the Wright
brothers were working on their next flying machine New Years Day saw Orville sending the engine casting patterns to Harry Maltby for changes (A few days later he returned the patterns saying he couldnt make the requested Changes) Casting patshyterns for the pistons and cylinders were sent out with instructions to make three sets Charlie Taylor got to work on a pair of new engines At least one was needed for the new Flyer since the 1903 Flyer engines crankcase was broken when the Flyer was rolled over by the wind after the fourth flight on December 17 The second engine would be used for tests By the third week of January they were sawing wood for new upshyrights and ribs and construction of the Flyer II was well underway
The 1904 Wright Flyer II was
1 0 AUGUST 2005
nearly identical in shape and form to the 1903 machine with one imshyportant exception They changed the wing camber from 1 in 20 to 1 in 25 flattening out the wings cross section which slightly reduced its drag but also its lift As the sumshymer months progressed the heat and humidity affected the unvarshynished wooden structure and the airfoil further flattened out to about a 1 in 30 camber They were countshying on the additional speed possible with the higher-horsepower engine and the lower drag of the airfoil to make up for the lower lift generated by the flatter airfoil
It didnt work For 1905 theyd go back to the
1 in 20 camber Other changes inshycluded a revision to the hinge point for the forward rudder (what we reshyfer to as their elevator) since the 1903 machines forward rudder was mistaken ly hinged aft of the censhyter of pressure and had a tendency
to snatch the controls from the opshyerator and to move to the full-up or full-down position when the control was moved in flight The location of the engine was also revised to move the center of gravity During the seashyson they also installed steel bars weighing as much as 70 pounds unshyder forward rudder bringing the toshytal weight of the machine to about 915 pounds
Due to the scarcity in Dayton of spruce long enough for their purshyposes the brothers were forced to use pine for their spars which caused a fair amount of frustration when repairs had to be made The pine snapped easier than the spruce causing the number of repairs to be higher An order was placed for spruce but it would be later in the summer before the wood would arshyrive at their shop
There was one pair of parts that were legaCies from the 1903 Kitty Hawk Flyer-the propellers Both
airscrews had survived the tumble over the sand after the fourth flight on December 17 and were to be used on the 1904 machine for the very first trials It is unclear exactly when they were removed from the 1904 machine but it seems likely it was in advance of this notation made on August 10 1904
Broke rudder before final landing Broke screw was the entry related to a 640-foot flight made by ww and noted in Wilburs Diary E (In their diaries the brothers referred to each other by their initials)
On Monday May 23 1904 they invited the press (but no photograshyphers) their father and a few friends for the first flight of the new mashychine It was a tough day for the brothers They fully expected they would at the very least be able to duplicate the distance flown the preshyvious December It didnt work out the way they had planned
While both had become the
By May of 1904 the Wrights had built a new version of the Flyer they had tested in Kitty Hawk at the end of the previous year Desiring a closer location to their home in Dayton they gained permission to fly in Torrance Huffmans praishyrie pasture just a few miles outside of Dayton There they built a hangar shed to house their airplane shown in these photographs in its initial 1904 configuration Orville leans on the strut while chatting with his older brother Wilbur standing on the right What appears to be a Richards anemometer is mounted to an outboard wing strut just behind Wilburs head You can clearly see a larger gasoline tank and a radiatorexpansion tank mounted on center-section struts near the horizonshytal four-cylinder engine The forward rudder (elevator) is clearly different in plan form from the 1903 Kitty Hawk Flyer
worlds most experienced glider pishylots over hundreds of glides since they started flying from the Great Hill near Kitty Hawk North Caroshylina when they started flying again in 1904 they had a combined total of only 98 seconds of powered flying time-Orville with a total time of 27 seconds Wilbur with 71 precious ticks of the stopwatch in his diary logbook This inexperience and the combined effects of density altitude and a very narrow performance enshyvelope added to their challenges
After waiting for high winds to subside on that Monday in May they were dismayed to see the wind die off almost completely They placed the Flyer II on the new 100shyfoot launching rail they had built and one of the brothers (its not clear in their diaries which of the two) settled into the padded leather hip cradle and grasped the wooden controls The engine proved diffishycult to start and ran poorly misshyfiring irregularly The signal given the engine lever was moved over to the far right and the restraining clip tripped With hardly a breath of wind blowing the Flyer started down the track But the combinashytion of a much higher density altishytude than they had at Kitty Hawk and the misfiring engine caused the Flyer to show no propensity to fly
it unceremoniously ran off the end of the track
A few days later with the weather still unsettled and rainy Orville managed a meager 25-foot hop Once again their father 76-yearshyold Bishop Milton Wright made the 8-mile trip on the interurban trolshyley from the west side of Dayton to Simms Station across the road from Huffman Prairie
The summer of 1904 would be a real test of the brothers persistence They were somewhat surprised and very disappointed in the initial trishyals and probably a bit embarrassed as well Not since the train ride home from North Carolina in Aushygust of 1901 had they been more perplexed and frustrated in their aerial experiments
June July and August would go past before they would equal based on time aloft their last flight of 59 seconds on December 171903 They finally did it on Thursday September IS 1904 in a flight that lasted 59-12 seconds according to the stopwatch and Richard anemometer mounted on the Flyer That days flight was made easier to accomplish thanks to one more innovation that was added to their list of accomplishments that fall the construction and use of a catapult to launch their airplanes
They didnt have the steady breezes VINTAGE AIRPLANE 11
In 1904 the Wrights would accumulate 45 minutes of flying time during 105 flights Most of the flights were measured in seconds such as this efshyfort flight number 30 Wilbur is shown in mid-flight on August 13 1904 He would cover 784 feet in 22-34 seconds skimming low over the tall grass in Huffman Prairie Two interesting details (see insets) are present in this image First on the left below the right wing of the Flyer II a couple
of people can be seen riding in a horse-drawn cart One can only imagine what they were thinking as the biplane skimmed the grass Second on the far right it appears Charlie Taylor is the man in shirtshysleeves with his hands on his hips as the Flyer II clatters by
they had taken advantage of along North Carolinas Outer Banks Recshyognizing that much lower average wind speeds were available in censhytral Ohio during the summertime the brothers built a longer set of launching rails each section meashysuring 20 feet At one point 12 secshytions of rail were laid and staked to the ground for a total of 240 feet but it was soon discovered that layshying that much track was not parshyticularly useful It took too long to lay the rail and often when the last section was lined up and bolted to its neighbor the brothers and Tayshylor would discover that the wind had begun to shift Shortening the rail helped get the job done sooner but consistent launches were only possible when there was a strong breeze Too often attempts in marshyginal conditions ended in nothing more than a short hop By midsumshymer the catapult was ready for a September 7 1904 trial
A 20-foot tall derrick was placed behind the Flyer and a 31 ratio rope and pulley block and tackle were inshystalled The rope ran from the top of
12 AUGUST 2005
the derrick down to the base and over another pulley where it changed dishyrection and ran alongside the rail to the opposite end of the shorter track (now 60 feet) There it made a 180-deshygree turn at the launching end of the rail running back to the Flyer perched on top of its launching truck There it was attached to the launching truck which had small bicycle hub wheels that rode on the metal-topped wooden rail A second rope attached to a stake driven into the ground restrained the Flyer When a 1200shypound weight was dropped 16-12 feet thanks to the 31 ratio the end of the rope attached to the launching truck would be pulled 50 feet down the rail accelerating the Flyer to flying speed Each weight the brothers used tipped the scales at 200 pounds On a number of occasions 1200 pounds proved to be inadequate and the weight being dropped was increased to 1600 pounds
It is often assumed the Wrights alshyways launched their Flyers into the wind and while it was certainly their goal their diaries make clear that crosswind takeoffs were often atshy
tempted and accomplished simply due to the vagaries of the wind direcshytion Thanks to the rapid accelerashytion from the catapult the controls were effective quickly giving the pishylot the ability to counteract the effect of the crosswind
A few weeks after starting to use the new launching system they flew longer and farther than ever before On a cloudy Tuesday morning Sepshytember 20 1904 starting with a crosswind from the left Wilbur manshyaged a flight of just over a minute in time covering 2520 feet He also managed to perform a pair of turns during the flight the first to the left and the second to the right landing as he came close to the fence near the road and the trolley line Based on writings by Wilbur in early 1912 in a disposition related to the Wright vs HerringCurtiss lawsuit it appears he may have been attempting the first circled flight but turned back in the opposite direction when he realshyized his turns path would put him in conflict with a tree he depicted in a diary map of the days events
On the next flight Orville did
even better than that and an intershyested and erudite witness was there to see the flight
Sixty-four-year-old Amos Root the editor of Gleanings in Bee Culture had driven 175 miles to visit friends in Xenia Ohio and made a side trip to Huffman Prairie to meet the Wrights Hed been reading about them in the few mentions made in the press up to that date and wanted to see for himself what was happenshying outside of Dayton As luck would have it he arrived on September 20
Root was no crackpot looking for a cause A leading citizen of Medina Ohio he bought the first bicycle in northern Ohio in the 1870s and he purchased a new Olds Runabou t motorcar in 1903 Root was known as a fellow who was willing to emshybrace new technologies as soon as they were viable He drove the Olds on a 400-mile tour of Ohio during the summer of 1904 and drove to Huffman Prairie in September Root had established a successful busishyness centered on beekeeping and is known today as the father of the modern beehive His business AI Root Inc a company now known as a worldwide supplier of candles and beeswax is still in its original buildshying in Medina
The cloudy skies gave way to rain later in the day with the breeze shifting from out of the northshywest to crossing the field from the northeast As shown in a diagram drawn in Wilburs diary Orvi lle with a right crosswind to compenshysate for as he started was launched off the rail He pitched the Flyer up to climb just a few feet and then proceeded to do something no one had ever done with a powered airshyplane-he flew the Flyer IT for one minute thirty-five and two-fifths seconds and flew in a complete 360-degree turn landing only because he neared the northeast boundary of the field
Root was amazed and the moshyment was not lost on him In the January 1 1905 edition of Bee Culshyture he wrote
liThe operator takes his place lyshy
while sitting up You can eXperience hoW extended periods could be Next time youre at home watching television try lying on your stomach and watching an entire episode of your favorshyite sitcom for the entire half-hour- no breaks no stretching just you and your head tilted upward as if you needed to always see where you were headed You can bet the brothers looked forward to that power increase
The other reason was terrain The Wrights didnt yet have the luxury of a prepared field that was long and free of obstructions The terra firma at Huffman Prairie was once a low swamp and the field was prishymarily filled with hummocks of grass about 6 inches tall A pair of flexshyible spruce skids could ride along the tops of uneven terrain soaking up the shocks and spreading the load along a pair of runners but a pair of wheels would have to be set on axles mounted in some sort of shockshyabsorbing apparatus all of which added you guessed it weight And in case you needed to land in a smaller field a set of wheels might need one more device brakes A pair of wheels of fered little resistance to stopping but a set of skids brought you to a stop much quicker with little chance of nosing over
Eventually the Wrights had the aircraft performance and the fie ld conshyditions that would allow them to dispense with the ungainly launching rail and catapult system but until then they plied the skies of America and Europe with a pair of graceful spruce skids
VI N TAG E AI R PLA N E 13
The Wrights struggled during all of 1904 with controllability issues and fightshying the effectsof what we have come to understand as density aHitude Too often a flight would end with the Flyer I darting into the ground such as this incident at the end of flight 31 on August 16 1904 Orville was the pilot The fellow standshying to the right of the launching rail appears to be Charlie Taylor the Wrights mechanic Flights ending like this prompted the brothers to create a catapuH sysshytem which they started using on September 7 1904 The addition of the catapuH meant that flights could be started at a speed that would allow the Flyer to accelshyerate and the Wrights flight times immediately began to increase
The leaves have fallen but the exciteshyment of being able to fly the Flyer I for over a minute at a time was irresistible for the brothers as they both learned how to control their recalcitrant flying machine and continshyued to refine their deshysign This photograph
of flight 85 was taken on November 16 1904 during a flight in which Orville covshyered 1760 feet in 40-112 seconds
Consistent flight continued to elude them even while they were able to keep the Flyer I in the air for more than five minutes sometimes circling the field four or five times When they concluded the 1904 flying season on December 9 they had plenty of scientific work ahead of them Confident they could solve the problems the following spring was spent trying to sell their flying machine and later building a new airplane At the beginning of the summer of 1905 they stood ready to fly in the air at their will The Flyer 11 would test their resolve
ing flat on his face This position offers a locom otive without any wheels we less resistance to the wind The engine will say but with white wings instead is started and got up to speed The mashy we will further say-a locomotive made chine is held until ready to start by a sort of aluminum Well now imagine that of trap to be sprung when all is ready locomotive with wings that spread 20 then with a tremendous flapping and feet each way coming right toward you snapping of the fo ur-cylin der engine with the tremendous flap of its propelshythe huge machine springs aloft When lers and you have something like what I it tumed that circle and came near the saw The younger brother bade me move starting poin t I was right in front [of] to one side for fear it might come down it and I said then and I believe still suddenly but I tell you friends the senshyit was one of the grandest sights if not sation that one feels in such a crisis is the grandest sight of my li fe Imagine something hard to describe The attenshy
1 4 AUGUST 2 005
dant at one time when the rope came off that started it said he was shakshying from head to foot as if he had a fit of ague His shaking was uncalled for however for the intrepid manager sucshyceeded in righting up his craft and she made one ofher very best flights
Ve ry be st fli ght ind ee d th e 52nd fli ght th e bro th ers m ad e with th e Flyer II was the longes t in te rms o f time a nd d ist a n ce they had ever m ade
In 1904 they made a total of 105 fli ghts most o f them fairly sh or t with limited turns performed within the confines of the fi eld More than once one of the brothers would land before turning any great amount for fear they would fl y outside the boundaries of the roughly lOO-acre Huffm an Prairi e They were still feeling out the amount of turn the machine would tolerate and more than once the turn ended in an unshyintended landing
Friday December 9 saw the end of the 1904 flying season a season of remarkable progress and maddenshying problems The airplan e still was unstable in pitch it still had the odd tendency to slide off to the side in turns and the power available was barely enough to sustain the Flyer in the air They dismantled the Flyer II keeping the hardware engines and propellers but burning the remainshying wood and fabric The in fo rmashytion they had gathered in their fi rst full season of powered flight was put to use as they began construction of the 1905 Flyer III ~
Continued next month
All of the images presented in this article are available as digital downloads from the Library of Congress website Start your search at wwwlocgovrr print cataloghtm
Tap the blue Im ready to search butmiddot ton and when the next page comes up click on the OW hyperlink or scroll to the very bottom of the page The Wright Brothmiddot ers Collection is number 57 Once youre at the search page for the Wright Collecmiddot tion just enter a keyword such as 1904 and a list of images will be presented Have fun There are plenty of interesting images-more than 300 Wright images scanned from their original glass plate negatives are part of the Library of Conshygress collection
its FREE
AVIATION UNLIMITED AGENCY
wwwouoonlinecom
Eugene Geno Breiner Newville PA
_ Graduate of Roosevelt Aviation School Long Islanel NY
_ In 1985 restored Fleet 2 NC8689 manufactured in 1929
_ 1987 Best Open CockpitshyPotomac Antique Aero-Squadron (PAAS) Horn Point MD
_ 1989 Best Antique Sentimental Journey to Cub Haven
_ 1992 Grond Champion shy PAAS
I have enjoyed my aircraft through the years and have
enjoyed working with AUA Inc since 1985 for all my
insurance needs
- Geno Breiner
I middot
AUAs Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums
Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages - 0 hand-propping exclusion
No compone t ~orts endorsements - Discounts for claim-free renewals carrying all risk coverages
The best is affordable Give AUA a call shy
800-727-3823 Fly with the pros fly with AUA Ina
Torquil Normans DH8S Leopard Moth HG FRAUTSCHY
Theres always room for imshyprovement in an airplane and in 1933 Geoffrey de Havilland saw potential in
his companys DH80 Puss Moth It was a great airplane but with a tweak here and an improvement there
The new version would use the higher-horsepower inverted Gypsy Major engine of 130 hp with seating for three people and a spruce and plywood box strucshyture for the fuselage
When first flown by the compashynys founder on May 27 1933 the DH8S Leopard Moth was found to be 9 mph faster that its sibling topshy
16 AUGUST 2005
ping out at about 137 mph while carshyrying three people Pleased with the results de Havilland came to like the airplane so much he ordered one for himself using it for family touring around the United Kingdom and on the continent of Europe in the blissshyful days before the clouds of war beshygan to gather
Interestingly a curious debate over crew placement in Jightplanes was put to rest in part due to the experishyence gained by pilots of the Leopard Moth When first conceived its preshydecessor the Puss Moth had both the passenger and pilot in the same cabin an arrangement that resulted
in a great deal of discussion Should a pilot be in the same cabin where he could be distracted from the rigors of flying the airplane Shouldnt he or she be positioned in a separate comshypartment or cockpit so that his or her full attention could be paid to flying the machine
If the tandem-seated Puss Moth dealt that concept a strong blow the Leopard Moth with its two in the back and pilot up front stomped on it and the side-byshyside DH87 Hornet Moth put it to rest for good The benefits of havshying the passenger inside the cabin where not only his desires could be
JIM KOEPNICK
dealt with but his help could be of great benefit was further enhanced by the passengers accessi bility to flight instruction which could be given by leaning over and speakshying into the pupils ear rather than shouting into the slipstream or givshying convoluted hand Signals
The attractiveness of such an arshyrangement contributed to the Leopshyard Moths popularity with 133 of them being made in the middle 1930s and almost half of them (60) being sold to overseas or continenshytal owners Buyers from as far away as Argentina and Japan ordered Leopard Moths and when World
War II broke out 44 of them were appropriated by the British military for use in communications work
Not surprisingly not all of those 44 DH85s re-entered civilian life after the war many were lost durshying service but better than two dozen were reregistered One of the Leopard Moths to survive the war was originally built for export to the Continent
When first built in 1933 DH85 serial number 7035 was sold to a French owner and it was registered as F-AMXP It sat out the war years in a barn in France and didnt fly again until after Roger Fiennes reshy
covered the airplane in 1990 and brought it to England where Ben and Jan Cooper of the Newberry Aeroplane Co restored it Torquil Norman aircraft collector extraorshydinaire bought the aeroplane from Roger before Rogers disappearance and presumed death in a Tiger Moth during an attempted crossing of the English Channel in the late 1990s
Quite thoroughly restored with an engine overhaul performed by Mike Vaisey of Vintech the Leopard Moth is now registered as G-ACOJ and is kept by Torquil at a small strip called Rendcomb Aerodrome located southeast of Gloucester in the United Kingdom Like Geoffrey de Havilland Torquil fell in love with his Leopard Moth flying as often as he could And like many pilots of old the lovely handling qualities of the DH85 provided the opportunity to fly the aeroshyplane long distances Record-breaking flights from England to Africa and Australia were made in the 1930s and taking inspiration from those intrepid pilots Torquil Norman had Henry Labouchere install a long-range tank under the back seat of the Leopard Moth giving it a 96 US gallon capacity enough to keep the Gypsy Major running for about 11 hours A couple of warmshyup flights to Italy and France gave him the confidence in the aircraft to fly the North Atlantic
A number of you may recall that in 1966 Torquil and Henry Labouchshyere flew a lovely de Havilland Dragon Fly to Oshkosh One of the lessons learned during that flight was that if one engine failed in the Dragon Fly they would wind up in the ocean as it didnt have sufficient perforshymance to maintain altitude on one engine with the other shut down and its fixed-pitch prop presenting itself to the slipstream completely unfeathered
Torquil felt that a single-engine crossing in the Leopard Moth didnt present a significantly greater risk than the flight in the twin-engined Fly so he gathered the equipment
VINTAGE A I RPLANE 17
Torquil Nonnan aircraft collector extraordinaire
18 AUG U S T 2005
Like many of its de Havilland siblings the Leopard Moth features foldable wings which help maximize available storage facilities
necessary for such a long trip and Iceland landing after a 9-l2-hour flew to Wick in far northeastern journey An attempt to fly over the Scotland Donning an exposure suit Greenland ice cap was rebuffed by and departing with a full 96 gallons clouds so a run down the east coast of fuel he pushed off to Reykjavik was made landing in Narsarsuaq at
the southernmost tip of Greenland There he was greeted with beautiful weather with temperatures in the 60s and sunshine
A long run to Goose Bay Labrashydor in Canada gave Torquil a taste of just about every type of weather one can expect to encounter from solid IFR conditions nearly down to the sea to a near gale blowing along the Canadian coast when he
(j was getting ready to land From ~ there he flew down to Sept-lies on g the north shore of the St Lawrence a ____ --u_ ~ Seaway in Quebec where he says
Electricity for the Moth is supplied by this strut-mounted generator which is he enjoyed a marvelous lobster din-driven by a carved impeller You can see the damage done to it by ice and pre- ner Then it was on to the States cipitation encountered on the trans-Atlantic trip making his way to EAA AirVenture
Oshkosh 1999 after a few stops to visit friends along the wayA Hamilton vertical
All in all he didnt feel the airshycard compass (right) craft ever ran up against insurshysupplements the stanshymountable issues during his longdard British compass flight but there were times whenmounted at the bottom the long legs of the Leopard Mothcenter of the instrushywere not contributing to the comshyment panel fort of the pilot Having made the trip in both the Rapide and the Leopard Moth Torquil didnt feel it was likely hed repeat his transshyAtlantic hop but he certainly has created a whole new set of stories to tell his chums at home
VI N TAGE A I RPLANE 19
THE FORGOTTEN PERFORMERS
Bellancas record-making airplanes VIC PIKE
Clarence Chamberlain on his way to Gennany
A sk anyone in a pishylots lounge what airplane Charles Lindbergh flew across the Atlanshy
tic and the reply will be Why a Ryan of course But relatively few current pilots are aware that two weeks after Lindberghs famous flight Clarence Chamberlain and Charles Levine flew a WB-2 Belshylanca named Columbia immediate predecessor to the Bellanca Paceshymakers and Skyrockets from Roosshyevelt Field New York to Eisleben Germany And few pilots know that prior to his involvement with Ryan Lindbergh unsuccessfully neshygotiated with Wright Aeronautical (who commissioned the WB-2) and later with Giuseppe Bellanca at his Columbia Aircraft Co to purchase th e very plane used by Chambershylain and Levine Unfortunately (or fortunately for Ryan) Charles Levine th e financial underwriter of Columbia Aircraft manipulated capriciously to obstruct a sale to the 20 AUGUST 2005
unknown airmail pilot Lindbergh From the mid 1920s through the
early 1930s Bellanca monoplanes routinely set records for distance altitude and endurance that made their superlative performance an expectation Victories at the Nashytional Air Races in both 1925 and 1926 An endurance record of 51 hours and 11 minutes in 1927 and New York to Havana Cuba in 1928 both by the Columbia
Then it was Maine to Spain by the North Star in 1929 At the Nashytional Air Races in Cleveland that year Bellancas took five firsts three seconds two thirds and two fourths in seven events In May 1930 came the non-refueled endurance record of 84 hours and 33 minutes in a Pacemaker powered by a Packard DR-980 radial diesel engine this reshycord was not broken until the 1986 flight of the Voyager
In July 1930 another record New York to Istanbul in the Cape Cod nonstop And still more an altitude record of 30453 feet was
set in 1931 by Bellanca test pilot George Haldeman
1931 also saw an around-theshyworld flight with Clyde Pangborn and Hugh Herndon in Miss Veedol which culminated in a 4558-mile 41-hour and 13-minute leg across the Pacific Ocean from Sabishiro Beach Japan to Wenatchee Washshyington which is a story in itself This record stood until 1947 when it was eclipsed by a uS Air Force 8-29 Miss Veedol was renamed the American Nurse and in 1932 vanshyished on a trans-Atlantic attempt
These are only a few of the acshycomplishments of this Bellanca seshyries and although some of these airshyplanes had modifications such as longer wings the original design was a commercial production aircraft
Diminutive and shy Sicilianshyborn Giuseppe Bellanca had formal education in mathematics and enshygineering and in a partnership of three constructed Italy s first airshyplane in 1909 He immigrated to America in 1911 and soon assemshy
bled a parasol-wing monoplane powered by a three-cylinder 30shyhp Anzani engine After flying this airplane Clarence Chamberlain remarked I was thoroughly conshyvinced that Bellanca not only was a genius but a hero of a rare sort
In 1912 Bellanca established the Bellanca Aeroplane Co conshystructed a second monoplane and opened a flight school One of his students was Fiorello LaGuardia later New Yorks famous mayor In 1916 Bellanca designed the CD and CE biplanes for the Maryland Pressed Steel Co To illustrate his engineering acumen the CE (1917) would cruise at 100 mph on 90 hp while the conshytemporary Curtiss IN-4D Jenny also with 90 hp followed at 65 mph
The CF monoplane first flew on June 8 1922 and was spectacular for its era With an enclosed cabin carrying four passhysengers and powered by a 90-hp 10-cylinder Anshyzani radial (twin rows of five cylinders) the CF cruised at 100 mph for 600 miles and enjoyed an impressive 12-to-1 glide ratio With the CF Bellanca created a signature airfoil fuselage profile that continued into post-war designs
Airmail pilot William C Hopson campaigned the CF in a series of competitions during the summer of 1922 He took first place in every event Hopson observed She was by far the most remarkable plane I had ever flown
Despite the CFs accomplishments there was no market for a $5000 airplane when World War I surplus models were selling for a few hunshydred Fortunately the CF survived has been restored and is now in the National Air and Space Museum
In 1925 Bellanca joined the Wright Aeronautical Corp which put him in close proximity to the new 200-hp J-4 Whirlwind engines This prompted construction of the
conflicts with Wright Aeronautical in Patterson New Jersey he moved to New York and entered the conshytentious partnership with Charles Levine When that unraveled Belshylanca re-established production in a rented warehouse on Staten Island
Bellancas outstanding airplanes enticed the state of Delaware and particularly the du Pont family into courting him to settle there After a temporary operation in Wilmingshyton a factory and airfield were conshystructed at New Castle stability was finally achieved
The rugged construction and prodigious load-carrying capacity
of these unique airplanes disbursed their activities all over the world where they served careers from distinguished air transshyport to bush hack An ulshytimate utilitarian characshyter relegated the grand birds to situations of exshypendability that unforshytunately caused attrition to eliminate alarming numbers of them
Out of the 60 that were built only one airworshythy example of a Paceshymaker CH-300 exists toshy
bull
--=--shy -lt
-shy____ u
all-wood WB-1 followed by the steelshytube fuselage WB-2 using the imshyproved 220-hpJ-5 The WB-1 was deshystroyed in a crash in 1926 and the record-breaking WB-2 Columbia was lost in a hangar fire in 1934
From the WB planes evolved the Pacemaker series first the J-5 Wright powered CH-200 of 1928 then the 300-hp R-975 J-6-9 CH-300 of 1929 (also available with the PampW Wasp Jr) and the R-1340 Wasp CH-400 Skyrocket of 1930 on through the senior Pacemakers and Skyrockets of the later 30s
Giuseppe Bellancas passion was to design and build airplanes with the following parameters Maxishymum safety and the greatest possishyble efficiency as measured by speed load and range His earlier dreams seemed perpetually frustrated after
day NC251M Serial No 154 And even this one is currently undergOing a complete and toshytal rebuild with new fuselage and wings and a target date for compleshytion in the summer of 2005
Throughout the story of this airshyplane is the striking reality of how many people have been involved The core history of an old airplane is inshytriguing but the anecdotal accounts of the people create something inshyfinitely more profound Aviation is a community an extended family so loosely connected that members remain unacquainted But the comshyposite connects lives in ways that are not previously suspected Keep this in mind as you read
NC251M emerged from the Belshylanca factory at New Castle Delashyware on September 171929 to be delivered as the first airplane of In-
VINTAGE AIRPLANE 21
ter-IsIand Airways (now Hawaiian Airshylines) of Honolulu It served primarily with sightseeing flights while Inshyter-Islands passenshyger service evolved around Sikorsky S-3S amphibians
On April IS 1933 NC251M was sold to Mr G Fowble (posshysibly a broker) of San Bernardino California and then resold on April 27 to MacMillan Peshytroleum Corp of Los Angeles Remember MacMillan Ring Free Motor Oil On March 20 1935 it was purchased by Unious Mac McGee (McGee Airways) in Anchorage Alaska to begin 15 years as a bush workhorse On April 20 1935 McGee Airways was sold to Star Air Service in Anchorage which became Star Airlines which became Alaska Star Airlines which became Alaska Airlines in May 1944
Steve Mills chief pilot for Star was flying a sister Pacemaker NC259M when a fatal crash claimed his life in 1936 After usable parts were salshyvaged the remaYJs were burned at the site of the accident In 1995 the curator of the Alaska Aviation Herishytage Museum (and a walking encyshyclopedia of Alaska aviation history) Ted Spencer recovered the parts and stored them at the museum in Anchorage Steves grandson Dave Mills assisted Ted in his efforts
Essentially intact the logs of NC251M depict a rich history of Alaska bush flying in the 1930s and 1940s and reading them is like peering into the Holy Grail Much of the story can only be extraposhylated from the cryptic and frustratshyingly taciturn renderings of bush pilots who flew thousands of hours over geography and in weather that would be considered treacherous to most modern pilots
Ones imagination expands from such tersely penciled comments as 22 AUGUST 2005
PICTORIAL HISTORIES PUB CO
NC251M in 1929
Engine blew up Ship moored at Naknek Rate of climb reads SOO feet down in level flight Windshyshield gives pilot cold shower Turn and bank no good Cant adjust altimeter (Signed Satan) Repaired left wingtip spliced rear spar Rebuilt left elevator
Another entry notes Flew every day from 1-20 to 2-14 With such casualness the suspicion is that unshyderstatement must be intrinsically characteristic of these bush pilots theres no mention of the effort inshyvolved in keeping a 1929 airplane flying every day during the rigors of an Alaskan winter
The logs include entries by many noted Alaska bush pilots a few of which were Kenny Neese Johnny Moore Don Goodman Jack Elshyliot (who onee swooped down and speared a wolf with his ski) and Bill Lund Lund stayed with Alaska Airshylines as its number one pilot and pioneered jet flights into Russia during the 1970s finally retiring in 19S0
Martha Monsen was the Star agent in Naknek during the 1930s and ran a virtual boarding house for the pilots during layovers Several of Monsen s sons became pilots and one Mel Monsen told me of sitting at the supper table as a young lad caught up in the intrigue of endless convershysations about bush flying advenshy
tures Mel Monsen related that when he and his friends played bush pishylot there was alshyways an argument about who would be Kenny Neese
In these early days it was usual for Alaska air sershyvice companies to struggle wi th fishynancial solvency Star was no excepshytion and in June 1939 in exchange for some capital investment the
ownership of its entire fleet was transferred to bankers Thrall and Williams of Minneapolis Minshynesota In contemporary terms these treasures included four CHshy300 Pacemakers three CH-400 Skyrockets two Stinson SM-SAs a Fairchild Pilgrim 100A a Cessna C-34 Airmaster and a Ford 5-AT-C Tri-Motor The arrangement apshyparently worked because by Febshyruary 1940 everything was back in Stars legal possession
In June 1946 Alaska Airlines performed a field conversion from wheels to Edo 4665 floats When completed notification was sent to the CAA with the simple comment that it was similar to Bellanca NC256M Approval was granted
From 1929 NC251M flew with a Wright R-975 J-6-9 of 300 hp reshyplaced or overhauled a number of times but a catastrophic failure in August 1946 prompted Alaska to convert to a PampW R-9S5-AN-3 Navy surplus and freshly overhauled In May 1947 the plane was returned to service
In December 1947 Alaska Airshylines sold NC25 1 M to Eric Shutte (pronounced Shoot-ee) and CV Kay Shutte came to Alaska in the early 1930s as a pilot and mechanic for Vern Gorst founder of Pacific Air Transport Kay had been a partshyner with Shell Simmons in the Panshyhandle Air Transport Co (Pateo)
out of Juneau in the mid 1930s
Shutte and Kay did contract flying for the US Coast Guard and opened a hotel in King Salmon called Nashyknek Sky tel with NC25 1 M providing charter flight sershyvices The business suffered a setback in 1950 when the hotel burned and on a trip south the Bellanca was damshyaged in an accident Kenmore Air 1950s On the float is Bob Munro Walt Winsman mechanic near Prince Rupert and Bill Lund Alaska Airlines pilot on a day off British Columbia
Bob Munro of Kenmore Air Harshybor in Seattle salvaged the plane with the promise that insurance would cover the costs The insurshyance company refused and Munro took possession of the Bellanca as payment After repairs were comshypleted NC25 1 M joined the Kenshymore fleet Currently Kenmore is a world-class floatplane operation holds the type certificate for Edo floats and has developed many STCd modifications for de Havilshyland Beavers and Otters
From 1955 to 1957 Munro leased NC25 1 M to Bob Hall of Kodiak Airways (actually it was sold and repurchased for liability protecshytion) Kodiak ran scheduled mail and passenger service to the five villages and nine canneries on Koshydiak Island The chief pilot was Gil Jarvela and in a conversation with me he related stories that riveted my attention hauling resistant Koshydiak bear cubs in gunny sacks loadshying incredible amounts of freight in NC25 1M and patching holes in the floats with bubble gum and spruce twigs
When the plane was returned to Kenmore Bob Munro commisshysioned Clayton Scott to engineer the installation of Edo 6470 floats to replace the smaller 4665s I had heard of Scott and his legendary cashyreer in aviation that has spanned
more than seven decades and conshyfirmed his existence with Bill Whitshyney Kenmores senior pilot who flies turbine Otter floatplanes
I visited Scott in his large hanshygar on the Renton Municipal Airshyport in Washington state where he conducts business as Jobmaster Co his aircraft modification firm Out front was a beautiful Cessna 195 on floats and inside I found him working on a de Havilla~d DHC-2 floatplane Looking at the man and his environment I immeshydiately realized that this was halshylowed ground
I told him my visit was prompted by an understanding that he had once installed floats on a Bellanca Pacemaker and he replied Yes that was in 1957 We replaced a set of Edo 4665s for some 6470s I can show you the paperwork He stepped to his fi le and without glasses pulled it out
I inquired of Scott how old he was and with a sly smile he said 100 minus three After a period of time during which Scott grashyciously shared with me some of his incredible flying experiences I left this icon so that he could return to working on the Beaver [ felt that I had been in the Notre Dame Catheshydral [Well have more on Clayton Scott in next months issue of Vinshytage Airplane-Ed]
As predictably ocshycurs in the life cycle of utility airplanes NC251M was showshying tatter and wear by the late 1950s the engine found a home on the nose of anshyother ship the wings were pulled and it ended up in the back of Kenmores storage yard In June 1960 Dick Poet of Aumsshyville Oregon purshychased the airframe and floats
Poet was an aerial applicator pilot and with his wife Helen
owned Wilderness Airlines in Bella Coola British Columbia Dicks meshychanic Bob Bohanan completely refurbished the Pacemaker includshying new fabric paint and an overshyhauled R-985 from Wesco Air Service on Boeing Field which returned it to pristine condition
With the rebuild complete on June 25 1962 there was the issue of taking the airplane off the Poets grass strip Straw was spread down the runway to reduce friction and with Dick in the cockpit power was fed to the R-985 Sufficient airshyspeed was achieved but the long floats prevented rotation and takeshyoff was denied Bohanan then conshystructed a two-wheel dolly from an old truck axle and this time Dick lifted off while the dolly burshyied itself in the brush at the end of the field After a short test flight he landed on the Willamette River at Salem Subsequently the Poets applied for Canadian registration (CF-OQK) and flew to Bella Coola British Columbia where the Paceshymaker began charter service with Wilderness Airlines
On June 25 1963 a woman Mattie Jack was attacked and badly mauled by a grizzly bear at Mud Lake east of Bella Coola A call was made to Dick for a rescue flight and he immediately took off with
continued on page 32
VINTAGE A I RPLANE 23
A beautiful day is not complete unless it is seen from the inside of a cockpit The Vintage Aircraft Association is providing you with the opportunity to bring the magic of flight to your home office or hangar Take flight with the 2006 VAA Calendar Free Skies Forever
The gorgeous 17 x 11-inch full-color wall calendar is the perfect gift for yourself or your favorite pilot Each month contains the amazing photography from the Vintage Aircraft Association and captures the spirit of flight
As a commemoration to the great aviators before us the VAA 2006 Calendar Free Skies Forever contains great feats in aviation printed on the exact date of occurrence Dont let this opportunity fly past you Order your 2006 VAA Free Skies Forever Calendar by September 30 2005 Calendars will ship in November for Christmas arrival
Or to order by mail send your checkmoney order to Vintage Aircraft Association 2006 Calendar do Turner Publishing Company bull PO Box 3101 bull Paducah KY 42002-3101
o Please enter my order for __ copies of the Vintage Aircraft Association 2006 Calendar - only $1595 Your Name
o ShippingHandling add $395 for each calendar Address
o Kentucky residents add 6 sales tax City State Zip
TOTAL ENCLOSED $______
Telephone For Office Use Only - VAA2006-A-GW
CkR Amount E-mail address (for order confirmation)
DOUG STEWART
Whetherweather to go or not
There I was driving along the turnpike looking up at a severe clear cerulean sky and rather than findshy
ing myself ecstatic at that beautishyful sight words that cannot be reshypeated in this column were formshying on my lips Gosh darn (it was really a lot stronger said than that) the briefer said VFR not recomshymended and now instead of being up in that sky where I belong I am down here ground bound driving to my destination
I know probably everyone of us has been in this situation pershyhaps more times than we care or choose to remember As the sayshying goes There are old pilots and bold pilots but no old bold pishylots Many of us are aware that most aviation accidents when asshysociated with weather tend to be fatal ones Thus if we are not inshystrument rated and current or flyshying an airplane that is not instrushyment certified we tend to choose alternative means of transporshytation when the briefer tells us VFR is not recommended
But does this always have to be the case Are there any ways to make those VFR trips possible and still remain safe Are there any tools we can use to determine if the forecast is holding true or if it is not For I think we all both male and female would agree that the weather is like the opposite sex-toshytally fickle and unpredictable Lets
take a look at the numerous tools we have for making the gono-go decision relative to the weather
To help determine if the forecast is going to hold true I usually first consult the METARS Check reshyporting stations along your route If you are able get a history showshying the reports over the past three to four hours and see if the reports are corroborating the forecasts (DUATS WSI and Meteorlogix are all great sources for this informashytion) What trend do you see in the reports Is the weather getshyting better or worse or holding the same Is it doing what the TAF and FA said it would
Im also sure to compare the tershyminal forecasts (TAF) with the Area Forecast (FA) The TAF covers only a S-mile radius of the aerodrome whereas the FA covers an entire area Keep in mind that cloud bases in the TAF are AGL (above ground) whereas the cloud bases in the FA are MSL (above sea level)
Next I check the PIREPS (pilot reports) Do they substantiate the briefers warnings When checking PIREPS be sure to take into account where the report was made (threeshydimensionally) when it was made and what type of aircraft the reportshying pilot was flying If a 747 reports light chop along my route I might consider leaving the ropes on my airplane and going to have a frosty one whereas if its a J3 reporting moderate turbulence I might very
well launch on my own flight While we are mentioning PIREPS
lets not forget that (as in all things in life) what goes around comes around If we are seeking PIREPS in helping us to make the gono-go decision we should also consider filing them It takes only a few moshyments to file a PIREP and in doing so you are assisting many other pishylots in their flight planning
These are a few of the tools we can use while still on the ground to determine if the forecast is holdshying true But what about when we are already en route How can we know whether the weather will be as forecast
Obviously if the forecast was for severe clear and there are a lot of clouds forming you do not need to be a rocket scientist or a brain surgeon to know that the forecast is not holding true But there are many other clues that might not be quite as obvious and that should warn us that the briefer might have been wrong
If we realize that we are having to fly a heading other than what we had plotted to track our course or if we are experiencing different ground speeds than what we had exshypected we should understand that there is a good chance that the enshytire forecast might be off After all these forecasts are predicated on the expected movement of fronts and pressure zones When they dont move as anticipated the winds aloft
VINTAGE AIRPLANE 25
will be different thus yielding difshyferent headings and groundspeeds than we had planned
There is something else that can give us a heads-up about the posshysibility of the forecast going south and that is the temperatures aloft Most aircraft have outside air temshyperature gauges (OAT) and these can be very useful tools-ones that many pilots ignore An OAT can be used to corroborate whether the temperatures aloft are as forecast (You do remember that the foreshycast temperatures aloft are included with the winds aloft dont you) This can give us an understanding of whether the fronts are moving at the speed and direction forecast or if they might be moving slower or faster than expected
Keeping track of the temperashytures as you climb can also help you quickly determine if the lapse rate is stable Remembering that the stable lapse rate is ZOC per thousand feet one can make a note of the tempershy
ature on the ground prior to takeoff and then check it as you climb If it is less than ZOC per thousand one of the major ingredients in the proshyduction of thunderstorms is presshyent that being an unstable lapse rate (The other two are moist air and a lifting action of some kind) Thus the OAT can be a useful tool in confirming or refuting the foreshycast of thunderstorms
One could spend a lifetime studyshying the weather and not get any closer to predicting what it might do And I cant do justice to the subshyject in this short article However when it comes to weather I must say that discretion is the better part of valor There are certainly times when the briefer will give the warnshying that VFR is not recommended and the day turns out to be beautishyful But there are also times when your beautiful day turns ugly
Regardless of whether the foreshycast is for good weather or bad be sure to have an alternate plan in
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation
Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these jewels on and bring back the good times New General Aviation Sizes Available
500 x 5 600 X 6 700 X 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
~DESSER(~ 323-721-4900 FAX 323-721 -7888
6900 Acco St Montebello CA 90640 TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106
wwwdessercom
26 AUGUST 2005
place Remember to run the PAVE and CARE checklists that I wrote about in previous articles to help you make the proper decisions relative to the weather Using the tools I have mentioned above will help you in checking the enVironshyment help in understanding the consequences of the hazards asshysociated with some aspects of the weather and aid you in assessing the realities of what the weather is really doing
And when the briefer gives you that dire warning of VFR not recshyommended keep in mind that it is always much better to be on the ground wishing you were up in the air than up in the air wishing you were on the ground He might be wrong and Ive offered some tools to help determine that but he very well might be right
Doug Stewart is the 2004 National CFI of the Year a Master CFI and a DPE He operates DSFI Inc based at the Columbia County Airport (lBl)
TelePhone 800-247-8473 or
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE NEWLY ACQUIRED GARNER P EMMERSON COLLECTION DONATED TO EAA BY BOB HIGHLEY OF LAKELAND FLORIDA
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs to be in no later than September 10 for inclusion in the November 2005 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to mysteryplaneeaaorg Be sure to include your name city and state in the body of your note and put (Month) Mystery Plane in the subject line
MAY S MYSTERY ANSWER as residing in Los Angeles at that time I learned this while roaming on wwwaerofilescom last evening
I already had seen the aircraft in the British magazine Aeroplane Monthly that has the same photo as yours along with some contemshyporary aircraft in an illustrated article in the September 2003 isshysue with the title Call That Safe The caption to the photo reads
In 1933 Carl Hall and Frank Nixon tested this propeller cowlshying at Compton California It was claimed to speed up aeroplanes from 39 to 140 per cent and slow them as much as desired for landshying the innerdeflectors serving
Mays Mystery Plane came to us X12211 seems to have its 95-hp as air brakes from Harold Swanson Cirrus upright four-cylinder en I hope that you have more inshygine
Heres our only letter concerning as it was reported to have in 1 formation about this interesting934 its identity it was reported to have had a Veshy early try at a ducted propeller
lie engine when built in 1931 Jack Erickson The Felio Ranger SP-2 owner Harold G Felio is li State College Pennsylvania sted
VINTAGE AIRPLANE 27
EE BUCK HILBERT
Aeronca C-3 N-13000
Ive been asked many times Why do you hang onto this old airplane
Several reasons Mostly it has a place in more recent historyshynamely the last real Cleveland Air Race held in 1948 And probably another reason is it represents at least to me the memory of the last of the barnstormers
To the best of my knowledge the last time this little C-3 flew was at the 1948 Cleveland Air Races
The airplane belonged to Duke and Martha Hashner the owners of Global Airshows and promoters of the races that year
Duke flew this Aeronca C-3 in a clown act The airplane was painted up with a clown face was all red and white and Ive been told he did a remarkable job of entertainshying the crowd
Duke also flew other aerobatic aircraft in the show while Martha was the wing-walker parachute jumper and ticket seller
Unfortunately this was the same year record-holding entrepreneur Bill Odom crashed a racing P-S 1 into a residential area resulting in his death and other fatalities Beshycause of this accident Duke and Martha were the target of lawsuits that drove Global Airshows and the two of them out of business and into seclusion
Living on the Quietula Farm at Cherry Valley Ohio the coushyple now forced to retire from doshying their air show routines turned Global Airshows into a traveling
28 AUGUST 2005
static display show The 50s saw the advent of the
shopping center Global Airshows would truck its airplanes to the new shopping center parking lots and display them in full air show regashylia Martha and Duke would dress the part entertain the crowds and dreamed of once again being active air show circuit acts
The airplane
belonged to
Duke and Martha
Hashner
Unfortunately Duke suffering from a brain tumor lost the ability to participate and after a long batshytle passed away Martha kept the airplanes now stored at the farm and spent her days tending numershyous pet dogs and cats dreaming of her barnstorming glory days as queen of Global Airshows Martha passed away in the mid-60s
Global Airshows and its derelict aircraft were sold to Bill Ross and me a few months before Martha passed away
The collection consisted of Marshythas Meyers OTW Dukes Waco F and a Porterfield CP-65 All were inshy
tact and complete but each needed restoration Also in the collecshytion were pieces and parts of two Aeronca C-3s a J-2 Piper a Taylorshycraft L-2 and a Fairchild 22 Along with the airplanes came numerous engine parts old tools and propelshylers along with the trailers used to haul the airplanes
What happened to the airshyplanes is the frequently asked question Bill Ross was past presishydent of the EAA Warbirds of Amershyica owned a P-38 Leroy Grumshymans personal F3F and an F6F and had his hand in several entershyprises while involved in Warbirds Right at that time he discovered the Grumman Goose was the best bet in sport flying and his attention was diverted in that direction
The Meyers and the Porterfield were restored by Bill and sold The project Fairchild 22 and J-2 went to a couple of our Vintage members and were restored and are flying The Waco F was sold but never did get flying The two C-3s came to me and eventually were restored One was sold and one for those sentishymental reasons is still in my hanshygar disassembled and awaiting the final engine fix The L-2 had been a gas station ornament for years and when they took it down the guy wielding the cutting torch manshyaged to start a fire that ended any thought of restoration
Bill Ross moved to Nevada after he retired from business and unshyfortunately while returning from one of his business trips he flew
into a cloud that had a rock in it Another reason for hanging on It reminds me of Bill Ross and his contributions to the Warbirds of America being part of EAA
Oh yes we did get the C-3 flyshying but the engine ate itself up afshyter about 4S minutes Time for a different approach
I had a set of floats and rigging and Brian Van Wagnen and I deshycided the little C-3 would be a real hoot to see flying on floats However we wanted a reliable engine and the one we had was mostly junk
Brian tore into it but the crank was beyond repair At great exshypense a new one was made dual ignition heads were installed and a new single-drive dual mag was inshystalled after modifying the tail case It runs but the vibration was bad enough to cause distrust Another disassembly and recheck as well as internal component balance were in the works when tragedy struck
Brian had a hangar fire and lost everything he had in the 70-by-90 hangar and its 24-foot lean-toshyhis Widgeon project the Fleetshywing Seabird two antique Aeronca Chiefs a Piper 180 all his toys shop equipment tools and of course the building
The little C-3 stored in another building was all that was left The floats rigging and all the spare enshygine parts were destroyed in the fire A small loss in comparison to what Brian suffered
With no hangar and no shop the decision was made to disassemshyble NC-13000 and bring it back home and there it sits Every day I walk past it and say to myself You gotta get going But the press of daily living and the episodes weve been through in the past couple of years have stopped all the progress Oh well whats another couple of years After all its been grounded since 1948
Until then it just sits and Im going fishing With that its Over to you
Come or t e weekend BUILD FOR A LIFETIME
HANDS-ON HOMEBUILDER WORKSHOP
SCHEDULE
Aug 26-28 Oshkosh WI
Aug 27-28 Arlington WA
Sept 9-11 Griffin GA (Atlanta Area)
bull Repairman (LSA) Inspection-Airplane
bull RV Assembly
bullTIC Welding
Sept 10-11 Corona CA (LA Area)
bull RV Assembly
Sept 10-11 Lakeland FL (Sun N Fun Campus)
bull RV Assembly
Sept 10-11 Houston TX (Westwood Aviation Institute)
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems
Sept 16-18 Frederick MD bull Repairman (LSA) Inspection-Airplane
Sept 23-25 Denver CO bull Repairman (LSA) Inspection-Airplane (Westwood College)
Oct 1-2 Columbus OH (Columbus State Community College)
KLEINEAA SportAir Sponsors TOOLS
wwwkleintoolscom
WORKSHOPS ___ ~
EA~
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems bull Cas Welding
bullbull amp cafamiddot~middotAir c raft Coatings
_polyfibercom wwwalrcraftsprucecom
1-800-WORKSHOP 1-800-967-~746
wwwsportalrcom
YOU CAN BUILD IT LET EAA TEACH YOU HOW VINTAGE AIRPLANE 29
r ~ __c -lt JMNEwMAN
t The (ollowing list o(coming events is (IIrt1ished to Ollr readers as a matter o( it(orshymation only and does not constitllte approval sponsorship involvement cottrolor direction o(any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 OshkoslI WI 54903-3086 Or e-Illail tl1e information to vintageaircra(teaaorg In(ormation shollld be received (ollr months prior to tile event date
AUGUST 7-Queen City MO-Applegate Airport 18th Annual Washytermelon Fly-In 2 PM til dark Info 660-766-2644
AUGUST 13-Hoquiam WA-Bowerman Field Ercoupe Gathering amp Fly-In All experimental classic and vintage aircraft are welshycome Excellent restaurant on field Info Dick 360-533-5926
AUGUST 19-21-Alliance OH-Barber Airport (201) 7th Annual Ohio Aeronca Aviators Fly-In Join us for a relaxing weekend of fun food friendship and flying Breakfast served by EAA Ch 82 Sat amp Sun 7am-llam Camping on field local lodging and transportation available Forums on Saturday Info Brian 216shy337-5643 or bwmatzllacyahoocom or wwwoaafy-Incom
AUGUST 20--Laurinburg-Maxton NC-Ercoupe Owners Club Aweshysome August Invitational NorthSouth Carolina members and guests Lunch awards Young Eagles Flights Info 336-342shy5629 or bandmannetpath-rc net
AUGUST 20--Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-[n Breakfast Info Tom 740-587-2312 or tmcaiinkcom
WIVI cbullbull___bull
These are the first tools you need to buy when you re~cover your
airplane Anyone who has used them will tell you they re the next best thing to having one of our staff right beside you The VHS tape and the DVD will give you the Big Picture and the manual will walk you step by step through every part of the process Youre never on your own when youre using Poly~Fiber
wwwpolyfibercom e-mail infopolyfibercom
Aircraft Coatings 800-362-3490
AUGUST 20--Niles M[-jerry Tyler Memorial Airport (3TR) VAA Ch 35 Corn and Sausage Roast 11am-3pm Rain date August 20 Donations $5 adults $3 children 12-yrs and under All you can eat Info Len 269-684-6566
SEPTEMBER 3-Marion [N-(MZZ) Flyln Cruiseln Info wwwFiylnCruiseln com
SEPTEMBER 3-Prosser WA-EAA Ch 391 s 22nd Annual Labor Day Weekend Prosser Fly-[n Info 509-735-1664
SEPTEMBER S-U-Galesburg [L-Galesburg Municipal Airport 34h Annual Stearman Fly-[n Technical seminars Aircraft judging and awards Aerobatic formation short-field takeoff spot-landing and flour bombing contests Dawn Patrol lunch-time flyouts pizza party stage show banquet and more Info 309-343-6409 or stearmanstearmanfyin com or wwwstea rmanfyin com
SEPTEMBER U -Mt Morris IL-Ogle County Airport (C55) EAA Ch 682 Fly-In Breakfas t 7am-12pm Info 815-732-7268
SEPTEMBER 16-17-Bartlesville OK-Frank Phillips Field (BVO) 49th Annual Tulsa Regional Fly-In Info wwwtllisafyincom or Charlie Harris at 918-622-8400
SEPTEMBER 17-Poplar Grove IL-Poplar Grove Airport Vintage Wings amp Wheels Museum Salu te to WW II Combat Aviators Military aircraft display and fly-by Interviews with 12 WWII veterans of air combat Info wwwpopiargroveairmotivecommllsellnl
SEPTEMBER 17-1S-Rock Falls IL-Whiteside County Airport (SQI) North Centra l EAA Old Fashioned Fly-In Forums workshops fly-market camping air rally awards food amp exhibitors Info wwwnceaaorg
SEPTEMBER 22-25-St Louis MO-Creve Coeur Airport (lHO) Monocoupe Club Fly-InReunion Info Frank Kerner (314) 277-4306 or monocoupesbcgiobainet or wwwmorlOcollpecom
SEPTEMBER 23-25-Sonoma CA-Sonoma Skypark (OQ9) 23rd Annua l 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 208shy739-3979 or ristpsaoicom
SEPTEMBER 24-Topping VA-Hummel Air Field 10h Annual Car amp Air Event 8am-4pm Featuring ant ique cars and planes plus fire apparatus tractors amp engines and arts amp crafts Info (804) 694-5995 or in(oWingsandwheeislIs or wwwwingsandwheeislIs
SEPTEMBER 24-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-I n Info wwwieebottomcom
OCTOBER 1-2-Midland TX-Midland [nt l Airport FINAshyCAF AIRSHO 2005 will commemorate 60th Anniversary of the end of World War II Info 432-563-1000 x 2231 or pubiicreiationscaf7qorg
OCTOBER 5-9-Tullahoma TN-1932 to 2005-The Tradition Lives Year of the Staggerwing Staggerwing Twin Beech 18 Bonanza Baron Beech owners amp enthusiasts Sponsored by the Staggerwing Museum Foundation Staggerwing Club Twin Beech 18 Society BonanzaBaron Museum Travel Air Division amp Twin Bonanza Assn Info 931-455-1974
REGIONAL FLY-IN SCHEDULE EAA Mid-Eastern Fly-In EAA Southeast August 26-28 2005 Regional Fly-In Marion OH (MN N) October 7-92004
Evergreen AL (GZH) Virginia State EAA Fly-In wwwserfi org October 1-2 2005 Petersburg VA (PTB) Copperstate Regional EAA Fly-In wwwvaeaaorg October 6-92005
Phoenix AZ (A39) wwwcopperstateorg
30 AU G U S T 2005
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 dlie7025IOI om vaaflyboyLwnsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Avc 72 15 East 46th SI Albert Lea MN 56007 Tulsa OK 74147
507-373-1674 918-622-8400 stfles(eskmefiiacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush H ill Road Sherborn MA 01 770
508-65l-7157 SH i Ocomcas t llet
David Bennett PO Box 11 88
ioseville CA 95678 916-645-8370
antiquerireachcul1l
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507-263-24 14
InjbfchldrcOI111tCtcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773-779-2 105
pllOtopiotaoicom
Dave C lark 635 Vestal Lane
Plainfield IN 46 168 317-839-4500
davecpciiquestnet
John S Copeland l A Deacon Street
Northborough MA 0 1532 508-393-4775
copelaml JjllllOcom
Phil Coulson 284 15 Springbrook Dr
Lawton MI 49065 269-624-6490
rcollsonS J6cscom
Roger Gom oll 8891 Airport Rd Box C2
Blaine MN 55449 763-786-J342
pledgedriveIns11com
Dale A Gustafson 7724 Shady Hills Dr
Indianapoli s IN 46278 317-293-4430
dalefayemscom
Jeannie Hill PO Box 328
Ha rva rd IL 60033-0328 8l5-943-7205
dishaoowc et
Espie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-3650
wintisockaoco m
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaoicom
Robert D Rob Lumley 1265 Sout h 124th Sl Brookfield WI 53005
262-782-2633 illmpeniiexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817-491-9 110
sellemorris(~lev I IIet
Dean Richardson 1429 Kings Lynn Rd
Stoughton WI 53589 608-877-8485
daraprilairecom
SH Wes Schmid 2359 Lefeber Ave nue
Wauwatosa WI 532 t 3 414-771- 1545
sllschmicimilwpccom
DIRECTORS EMERITUS
Gene C hase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920-23 1-5002 815-923-459 1
GRCHACllarterHet b7ac1Jc llel
Ronald C Fritz 15401 Sparta AV(
Kent City MI 49330 6 16-678-50 12
rFritzf1athwaywlcom
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873 Web Site wwwvintageaircraftorg and wwwairventllreorg E-Mail vintageaircraftCtieaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)
- Newrenew memberships EAA Divishysions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
-Address changes -Merchandise sales -Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory ___ ___ _ 732-885-6711
Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing920-426-4876 Education __ _ 888-322-3229
- EAA Ai r Academy - EAA Scholarships
Flight Advisors info rmation 920-426-6864 Flight Inst ructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles _ _ _ 877-806-8902
Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan _ 866-647-4322 Term Life and Accidental _ 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 Vintage _ FAX 920-426-6865
- Submitting articlephoto - Advertising information
EAA Aviation Foundat ion Artifact Donations 920-426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Association Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additional $10 annually Junior Membershjp (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
EAA SPORT PILOT Current EAA m embers may add EAA
SPORT PILOT magaZine for an additional $20 per year
EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magaZine not inshyduded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA members may join the
Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not inshyduded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the
International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magazine for an additional $45 per year
EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magaZine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA
Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magashyzine and one year membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a
check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2005 by lhe EM Vintage IgtJrcraft Association All righls reserved
VINlAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage IgtJrcraft Association of the ExperimentallgtJrcraft Association and is published monthly at EM Aviation Ceoter 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vinfageaircrafteaaorg Periodicals Poslage paid al Oshkosh Wisconsin 54901 and al additional mailing oHices POSTshyMASTER Send address changes to Vintage IgtJrplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcretumswdsmailcom FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivet)l of VlNlAGE AIRPLANE to loreign and APO addresses via surtace mail ADVERTISshyING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Readers are encouraged to subm stories and photographs Polky opinions expressed in artk1es are solely those of the authors Responsibility for accuracy in reporting rests entirely wh the contributor No remuneration is made Material should be sent to Edor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 92D-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aeronautica are registered trademarks trademarks and service marks of the EXperimental Aircraft Association Inc The use of these trademarks and service marks without lhe pennission of the ExperimentallgtJrcraft Association Inc is strictly prohibited
VINTAGE AIRPLANE 31
Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no
frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VM
reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1-800-233-6934 e-mail ramremfgaolcom Website wwwramengine com VI NTAG E
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418 wwwlpjetservicescom
Airplane T-Shirts 150 Different Airplanes Available
ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
WE PROBABLY HAVE YOUR AIRPLANE
wwwairplanetshirtscom 1-800-645-7739
Flying wires available 1994 pricing Visit wwwflyingwirescom or call
800-517-9278
ELECTRICAL CONDUIT
ASSEMBliES bull MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made per your specifications
bull Original equipment style Braided Conduits in Aluminum Brass or Stainless Steel
bull We carry a complete line of AN - MS Electrical Fittings Backshell Adapters and Specialty Fittings
bull We also have full machine shop capabilities for any custom applications you may require
bull Rebuild your Warbird back to Original
AIRFLEX INDUSTRIES 2538 SUPPLY STREET POMONA CA 91767
Tel 909-392-8474 AI RFLEXI N D USTRIES COM
THE FORGOTTEN PERFORMERS continued
the Pacemaker in marginal weather Mud Lake is narrow shallow and a half-mile long and Poet dragged it twice and then did a touch-andshygo before setting down for th e pickup Mattie Jack was loaded on and they headed for the hospital at Bella Coola It was dark on arshyrival and although landing in the narrow valley without daylight was seldom attempted Dick executed a safe approach and thwarted a sad ending to Mattie Jacks life
The Pacemakers most serious trauma occurred on July 25 1963 on a takeoff from Nimpo Lake 70 miles east of Bella Coola Loaded with two adults and five children from the Poets extended family and piloted by Helens cousin Bob Stewart a wingtip caught the water in an attempt to un-stick the right float and the plane cartwheeled
The left wing and one float were torn off the fuselage was comshypletely severed immediately behind the cabin and everything came to rest floating inverted All on board
were wearing life jackets and the children were ed uca ted in float flying they tripped their seat belt buckles swam out the open end of the cabin and popped to the surshyface There were no injuries
Bohanan retri eved the engine it was flushed mounted on the nose of a PT-17 Stearman and sold to a dentist Dr William Stone in Sandy Oregon Forty years later the Stearman i s still owned by Stone and the same Wasp Jr is on the nose
The remainder of the Pacemaker stayed on the shore of Nimpo Lake for a year and then was loaded on a farm truck by Dicks son-in-law Alan Hauan and returned to Aumsshyville where it was deposited behind the Poets barn A much more serishyous tragedy occurred a short time later when Dick was involved in the fatal crash of a DHC-2 float Beaver when one wing folded
To be continued in the September isshysue ofVintage Airplane
32 AUGUST 2005
FRIENDS OF THE VAA RED BARN 2005 OUR THANKS TO THOSE LISTED FOR YOUR GENEROUS SUPPORT OF THE VINTAGE AIRCRAFT ASSOCIATIONS ACTIVITIES
AND PROGRAMS DURING EAA AIRVENTURE OSHKOSH
This list includes donors as of July 7 2005 Again thank you for being a Friend of the VAA Red Barn
DIAMOND LEVEL FRIENDS
Don Abbott Sanibel FL Ted Beckwith Jr Tullahoma TN VAA Chapter 10 Claremore OK VAA Chapter 11 Glendale WI Kenneth Cianchette Pittsfield ME Jacie amp Scott Crowell Bandon OR Bud Field Hayward CA Nikki Field Hayward CA Rich Giannotti Brookhaven NY Charles W Harris Tulsa OK Lynn Jensen Ashland VA Norma Joyce Greensboro NC Butch Joyce Greensboro NC Bob Lumley Brookfield WI Skip Rawson Rocky Hill NJ Ronald Tarrson Santa Fe NM John Turgyan New Egypt NJ James Turrell Flagstaff AZ
PLATINUM LEVEL FRIENDS
D Ronald Boice Chandler AZ Buck Hilbert Union IL Ben Scott Reno NV Donald J Warner Gilbert AZ
GOLD LEVEL FRIENDS Dean K Alexander Chillicothe OH Beverly Beckwith Tullahoma TN Jim Gorman Mansfield OH Helen A Mahurin Kansas City MO Earl Nicholas Barrington IL Steven W Oxman Riva MD Stephen Pitcairn Bryn Athyn PA Skip Rawson Rocky Hill NJ SH middot Wes Schmid Wauwatosa WI
SILVER LEVEL FRIENDS Allen D Boger Jr Argyle TX Raymond B Bottom Jr Hampton VA A J Hugo West POint NE Edward R Moore Daytona Beach FL John D Stewart Slatington PA Jamie Wallace Frankfort IL C Paul Wilcox Welaka FL Russell Williams Issaquah WA
BRONZE LEVEL FRIENDS William R Aikens Bloomfield Hills MI Lloyd L Austin Dover DE Lawrence A Bartell Waukesha WI Dave Belcher Abington MA Clifford Belleau Anchorage AK Kent Blankenburg Groveland CA Sandy Blankenburg Groveland CA Stacey amp Michael Boggs Keyser WV Denis G Breining Austin TX Charles B Brownlow Weyauwega WI Steven L Buss Oshkosh WI Perry M Chappano Columbus OH Gene R Chase Oshkosh WI Geoffrey E Clark Portsmouth NH Sydney B Cohen Wausau WI John amp Marge Cooke Galena IL John S Copeland Northborough MA Dan Dodds St Anthony MN Cheryl amp Chris Drake Lindenhurst IL Theodoore Embry Cleburne TX James E Fischer Lakeville MN David G Flinn Lansing NY Robert L Fornesi Claremont CA Henry G Frautschy Oshkosh WI Mal amp Inge Gross Eastsound WA William W Halverson Henderson NV Carl W Higgins Aloona WI Mark Holliday Lake Elmo MN Barry Holtz FairportNY Randy Hytry Wausau WI Peter N Jansen Jr Seattle WA Gordon L Knapp Tampa FL Jimmy Leeward Ocala FL Stan Lindholm Westlake OH Allan W Lund Hayward WI Thomas Lymburn Princeton MN Pfizer Foundation Princeton NJ William L Madden Las Cruces NM Jim Matus Rescue CA Marie amp Jack McCarthy Crestwood IL W Timothy McSwain Randolph NJ Gene E Morris Westlake TX Roscoe Morton Frostproof FL James S Moss Buckley WA Boynton (Bud) Nissen Wright City MO George A Northam Elmhurst IL Anna amp John Osborn Kerrville TX
John M Patterson Lexington KY Gary L Petersen Walton NE Ray Pool Madera CA Tim and Liz Popp Lawton MI Ron Price Sonoma CA Bob amp Norma Puryear Trinity Center CA Theodore Reusch La Verne CA Charles Schumacher Boulder CO Arthur F Sereque Jr Woodridge IL Jeffrey L Shafer Fond du Lac WI Peter Sherwin St Louis MO Colin A Smith Henderson NV Randolph H Smith Cody WY David P Smith Pacific Palisades CA Joseph M Smokovitz Tecumseh MI Guy A Snyder Bartonville IL Jim Snyder Morgantown WV L Dean Spencer Beadford IN Seymour Subitzky Reston VA Carson E Thompson Elmhurst IL Don Toeppen Sun City West AZ Robert O Tyler Great Falls VA Harland Verrill Flint MI Tom Vukonich Southfield MI Donald L Weaver EI Centro CA LeRoy Weber Jr Rio Vista CA D Jeanne Will iams Sonoma CA Red Hamilton amp Marily Boese Fort Bragg CA
LOYAL SUPPORTER FRIENDS
Jesse W Black Hawick MN Edward Brannon Racine WI SMSgt Gary M Brossett Clovis NM Rene Burdet Belgrade ME Samuel W Clipp Pennsburg PA Charles Crume Oak Ridge TN Jim Newhouse Virgil IL Philip G Perez Fort Worth TX Keith Plendl Hinton IA Colonel CA Buz Rich Williamsburg VA Stephen Sawyer Brigham City UT Mark W Scott Bethany CT Edward Smith Sandy Valley NV Gary W Sullivan Santa Fe NM Jim Temple Granger IN Thomas E Trainor Troy MI Ty R Zeiner Marion KS
Harrison F Wood Upper Saddle River NJ Billy amp Saundra Pancake Keyser WV VAA Chapter 34 Falmouth MA
AUGUST 2005 4
be making final taxi tests at San Diego one weekend and that if everything went well it might fly So some of us drove down to Lindshy
bergh Field and parked down the runway at the point where the enshygineers had calculated it would leave the ground I was thrilledHeres Richards photograph of the XC-99s first flight
The XC-99 I only recently ran across the July
2003 issue with the article The Golishyath of the Airways about the XC-99 COincidentally I was culling some old slides Id been saving which inshycluded the XC-99s first flight
On page 9 it is reported The XC-99 was first flown on April 18 1952 Not true Later on page 20 The Goliaths first flight was made on November 24 1947 1947 is correct but Im not sure of the month On page 22 It was built at the Consolidated factory in Fort Worth Thats not true
Actually it made its first flight from Lindbergh Field in San Diego in 1947 Heres my story
In 1947 I was a newly graduated aero engineer and former bomber pilot working at Northrop Aircraft in Hawthorne California Although the industry was going through mashyjor post-war cutbacks I was thrilled to witness and photograph the first flights of three new prototypes that year the Northrop B-49 Jet Flying Wing (flying from the Northrop runway in Hawthorne) the Hughes Hercules flying boat (from Long Beach Harbor) and the huge XC-99 from the Convair plant in San Dishyego As I recorded the event
We had heard that Convairs huge C-99 transport plane would
to see at the far end of the runway the Ryan Aeronautical Company where Lindberghs plane was built
The tremendous lumbering C-99 made a few high-speed taxi tests then revved up and took off on its first flight Just as it passed us it lifted into the air
Richard Parvin Clearwater Florida
Woodworker Extraordinaire Restoring an antique airplane
calls for many different kinds of skills And like most people I found myself deficient in some categories Woodworking was the biggest problem both from an exshyperience level and having tools to make complex parts
My current project is a Fairchild 24W and it has a lot of wood which has suffered neglect and exposure to the elements
It would have been convenient to go to the nearest Fairchild store to buy some of these wood parts
But the Fairchild store is as much of the past as the hand craftsmanshyship employed to build this old airshyplane back in 1939
Fortunately I know a young man who is a furniture maker In fact hes a third-generation wood craftsshyman and has studied under Amershyican and European artisans He
works with hand tools as well as power tools
He primarily builds elegant cusshytom furniture from old-growth tight-grained wood which is highly figured His work is like fine art youd expect in a known gallery
So I felt privileged that he found it interesting and enjoyable to make some airplane pieces for me And at a reasonable price
All I supplied was the aircraftshygrade Sitka spruce and enough of the old tattered parts to get some dimensions
Id like to share his name and address with others who might be wood challenged like myself
Frank Strazza 329 Coastal Lane Waco TX 76705 25471 5-6660 fstrazzaattnet
Dal Donner Clifton Texas
Dals experience with Frank Straza highlights the fact that you can unshyder FAR 21303 make a part for your own aircraft provided you have what the FAA considers appropriate inforshymation (drawings for example) The rules also require that if youre having someone help you produce the part that the creation of that part is done under your direct supervision Check with your AampP-IA mechanic and your local FSDO regarding the appropriateshyness of the information you have on hand before attempting to make such a part-HGF
Feel free to write us here at Vintage Airplane send us your kudos commiddot plaints corrections or just plain old good stuff you want to share with everymiddot body Send your note to
Vintage Airplane Aeromail PO Box 3086 Oshkosh WI 54903-3086
You can emiddotmail your letter at this address vintageaircrafteaaorg
Be sure to put Aeromail in the subject line of your message
VINTAGE AIRPLANE 5
REMINISCING WITH BIG NICK
THE PYLON CLUB-PART I
Ihave been a racing nut ever since I was knee high to a tail-skid and I still am Going to the air races to me was like goshying to church-it was very spirshy
itual The spirit has never left me but it did turn my life around at one pOint which led to the opening of the world-famous Pylon Club
I have been asked by many of the younger generation to tell about the Pylon Club There is so much to tell about the club that I just didnt know where to start When I did start this episode over a month ago and had written over 60 pages I threw them all away beshycause they all read the same-selfshycentered I have searched my brain for weeks trying to find words that dont reflect an egomania image The more I wrote the worse it beshycame Finally my daughter solved my problem
After the 50th start she said
Nick Rezich
Daddy you know what you are-so why try hiding the truth With that statement I grounded her for a week and am proceeding with the Pylon Club story
Air racing faced certain doom following the 1949 fatal crash of Bill Odom and the cancellation of the Cleveland Air Races
In the three short years of postshywar air racing millions of dollars were invested in racing machines which resulted in 400-mph speeds in the Unlimiteds and over 200 mph in the Midgets Mechanical and technical barriers were being smashed that would benefit aviashytion when the black curtain was dropped at Cleveland
No matter what the race pilots and owners had to say in their deshyfense the news media FAA and airshyport management along with the general public hollered Kill kill kill And kill it was With Cleveshy
land out of the racing picture this left Miami as the only remaining hope to air racing survival Fortushynately for the Midgets Miami and Continental Motors went on with the winter races The Unlimiteds however were not as fortunate they were locked out with no one willing to sponsor them because they were labeled as dangerous by a few blockheads whom sponsors listened to
I could not fathom the thought of air racing coming to a grinding halt after 39 years of struggling to become an international sport I had a personal interest and an inshyvestment at stake that I didnt want to see going up in smoke My pershysonal interest was in the form of a new-design Midget racer I had started and the investment was a commitment I had made in Cleveshyland before the fatal crash of Odom I committed myself to a group of
Reprinted from Vintage Airplane January 1975 AUGUST 2005 6
owners in Michigan for their sharp P-51 which wasnt doing well at Cleveland to purchase their racer at the close of the 1949 races
I managed to get out from under the-51 after the race cancellation but I was determined to build and race the Midget These were the events that set the stage of the Pyshylon Club
I needed a platform to launch my campaign to save air racing It had to be a platform where I could reach the public news media the business world FAA and other inshyterested parties How and where The where was easy-I felt Chishycago was the city because Chicago had been a good racing city havshying hosted the 1930 National Air Race the 1933 American Air Races and the International Races and it had the airports reqUired for such an event
The how was yet to be thought of I went to Miami for the Contishynental Motors Race only to find that Miami was following Cleveshylands decision to drop the air racshying program Miami had grown to the point where the winter air races were no longer needed to attract the tourist They also dropped the AAA Winter Midget Auto Races
This really made me unhappy The loss of another major racing event coupled with the loss of the week having fun in the sun was too much to bear I went home detershymined more than ever that I would do something for air raCing-other
than talking about it The how idea came to me while
I was flying the Chicago-SeattleshyChicago-Burbank run for the nonshyscheds Those lO-hour flights gave a guy a lot of time to dream and dream I did I came upon the idea of opening a fabulous sa_ loon that I would call a nightshyclub This club would have to be something unusual in order to atshytract the people I wanted to reach I designed a very elaborate saloon that carried the theme of air racshying to its fullest extent-thus beshycame the Pylon Club
When I announced my plan to my brother Frank who was my partner in the Midget he thought I had flipped His reaction to the idea was What the hell do you know about running a saloonshyand What are you going to use for money I explained to him that any dummy can pour a beer and that I still had the money from the sale of my Culver Cadet With that he shook his head took a bite out of his cigar butt and went back to welding on the Midget
My original idea was to locate in downtown Chicago but a saloon keeper friend of mine talked me out of that idea in a hurry explainshying that between the coppers and the gangsters I wouldnt last six months unless I put them on the payroll and they would eventually own the joint
I shifted my thoughts to the Midway Airport area the eventual
location The exact location was 3017 W 63rd Street which was 2-14 miles east of Midway This location put me between the ALPA Headshyquarters and Dr Fenwicks office the doctor who gave most all of the FAA physicals on the south side For the sake of you historians we were located just two blocks east of where Benny Howard built the first Howard DGA-8
Flying for Monarch Air Service the non-sched kept me out of town quite a bit which kept the project on low burner Time was slipping by when fate struck a blow that put us in high blower
The non-sched I was working for hired a new chief pilot from Miami where he was flying a Lockheed Lobster We were operating three DC-3s three C-46s and a Lockheed 10 This new guy never even rode in a C-46 but had lied that he was type rated in the DC-3 and C-46
He started out by riding with the pilots in the DC-3s on the pretense he was checking them out until he was able to stagger around well enough not to kill himself He then moved to the C-46 where he met his Waterloo-which ended up putshyting the company out of business
It happened at Midway one night about 11 pm Being the end of the month all the captains had run out of time but there was one more schedule to fly so the Head Honcho decides he would fly the trip Larry Crawford Sr brought the ship in from Miami and landed on
VINTAGE AIRPLANE 7
a glazed ice runway at Midway with no problem
The airplane had no squawks so the Honcho fills it with gas and skulls and files for LGA He cranked up and taxied to 31L without losshying it on the ice but about a quarshyter way down the runway he did lose it For takeoff power in the -46 he was using DC-3 settings and when he lost it he pulled off at about 80 mph It came off but not for long- that over-grossed pig fell back in and there was no room to stop it on the ice The co-pilot who knew how to fly the -46 moved in and advanced the throttles to max power From my house it sounded like he double clutched it Now the Chief Honcho moves in again and pulls it off only this time he is off the runway and headed for John Caseys house the airport manshyager Before he gets to the house Johns BT-13 interrupts the flight The nose wings and engines clear the BT-13 but not the tail He ripped off the stabilizer and flipper on one side of the-46 and now it is hanging on the screaming props with no tail The airplane turned south and settled into the only open field with outside hay storage for a perfect vertical decent landshying Everybody got out without injury and then the -46 very conveshyniently burned
When the hearings were over and we found out this clowns real name and that he was not type rated in the-46 or DC-3 the insurshye AUG U S T 2 0 0 5
ance was cancelled on the carrier and Monarch went out of the big airplane non-sched business And I was out of a job
WHEN THE
PAINTER
SHOWED UP
AND I EXPLAINED
TO HIM WHAT I WANTED
HE TOO TOLD
ME I WAS
NUTS
About three days later myoid FAA buddy the late Walter Blanshyford called from St Louis and ofshyfered me Frank and Monarch Air Services original chief pilot Frank Arlaskas a job with Parks Airlines which later became Ozark I stayed on in St Louis for a while but the Pylon Club idea and air show flying didnt mix with Parks So I came back to Chicago to start work on the Club
The building I used turned out to be one-quarter the size of my origishy
nal plans This was dictated by the price of the rent heat and light The next awakening was the prices for the decor and insurance
I licked some of the decor costs by calling on a former Howard Airshycraft employee Mike Bernat who turned to interior decorating after Howard closed We took my origishynallayout and shrunk it to fit the smaller building We added Mike Bernats ideas for the final outcome I could save 500 words here if I had a photo of the interior of the Club But believe it or not out of hunshydreds of photos taken by magashyzines newspapers customers and friends I do not have a photo of the place Ill tell you why later
You will have to use your imagishynation as I try to give you a mental picture of the place For the ceiling we used parachutes with the harshyness removed Mike hung them in clusters with the top center fa sshytened to the ceiling and the canoshypies hanging inverted At the edges where the chutes met the walls we rolled the surplus and attached it in a scalloped form The end result was a very decorative and highly insulated acoustical ceiling
The main theme was carried into the walls We divided the walls into four large sections each of which would have a 3-D mural of the various racing events Mike Bernat designed built and inshystalled the four huge cornices that would frame the murals
The murals were a major undershy
taking and very costly in time and money I had 3-D color photos of Cleveland Miami and California races that I wanted reduced in full detail on the 20-by-8-foot sections of wall At first I thought I could get them blown up to billboard size like they use for outdoor advertisshying but when I told them I only wanted one each they thought I was crazy or rich or both When they quoted me $4000 and no guarantee of quality I scrubbed the blow-up idea
I got the bright idea of borrowshying a projector to project the imshyage on the wall and then trace the whole thing in charcoal to obtain the detail and then paint it The idea was great but it didnt work My brother Mike solved our probshylem by recommending a painter he knew He cautioned me however that I would have to keep this guy sober if I wanted the job to be comshypleted When the painter showed up and I explained to him what I wanted he too told me I was nuts We finally reached an agreeshy
ment on price and time Now for my $5000 mistakeshythe painter asked if I wanted the paintings on canshyvas or the wall surshyfaces I opted for the wall because it was cheaper I thought which I was to regret later
Next proj ect was the identifier My original plans called for a beashycon on the roof and a huge neonshylighted pylon in front When I apshyproached the landshylord and informed him I was going to erect a beacon tower on the roof he flipped and darn near ran me
out of town Next to get shot down was the neon-lighted pylon
First the building would have to be beefed up to hold it next a special permit from the city was reshyquired extra insurance and when I got the price from the sign comshypany to build it I gave up and opted for a 6-foot script-lettered Pyshylon Club neon sign I was fast learnshying about the saloon business Here I am three weeks away from my proposed opening date and I am broke and borrowing-and with six weeks work left to finish
The sign painter by now has polished off about three cases of gin but was doing one hell of a good job I took my chances with the painter and kept pouring the gin and about another case later he finished the job BELIEVE YOU ME when we finished it was a CHAMPION OF CHAMPIONS-it was a masterpiece The only thing missing was the whine of engines and the roar of the crowd We all sat back to admire Jeffs work and drank a toast to the mastershy
piece when I got the brilliant idea of just one more painting After we all destroyed a bottle of booze I asked Jeff if he would paint a panoramic view of racers on the racecourse at Cleveland on the window up front facing the street By now he was so wrapped up in the place and so full of enthusishyasm and booze that he agreed This painting turned out to be a classic Up until now we had the window covered so no one could see in while we were working
When Jeff started to paint that window I had to bar the door Evshyerybody wanted in-finished or not In the meantime we fixed up the back bar with a big OX-5 Hamshyilton prop which I borrowed from my brother Mike A pyramid of Carl Hubbells black bordered pre-war Thompson Trophy winners were hung on the wall Red and white checkered pylons were placed all over the place along with trophies and a whole new slew of photos of racers people and events Between the Hubbell paintings and the OX-5 prop hung a beautiful painting of our Midget racer No 43 This paintshying was a gift from Paul Schaupp builder of Mr Zip No 27 Midget racer from Inglewood California
Before we opened formally we had a premier showing for the aviashytion and public press and other seshylected guests who made the Pylon Club possible We named the mushyrals as follows the south half of the west was the Art Chester Wall this was a painting of Art Chester taking off at the San Diego Races minutes before he was killed
The north half was the Goodyear Wall with a large shot of one of the Goodyear Pylons with Bill Brenshynand rounding the bend North half of the east wall was the Cleveshyland Wall with a shot of the 1947 finish and the south half was the Betty Skelton Wall This wall had the shot of Bettys IiI Stinker at Mishyami winning the akro title
Next month Pylon Club Happenings
VINTAGE AIRPLANE 9
middot THE ~
Part I The Wrights dogged pursuit of useful flight HG FRAUTSCHY
Two weeks after arriving home from the windblown sands of North Carolinas Outer Banks the Wright
brothers were working on their next flying machine New Years Day saw Orville sending the engine casting patterns to Harry Maltby for changes (A few days later he returned the patterns saying he couldnt make the requested Changes) Casting patshyterns for the pistons and cylinders were sent out with instructions to make three sets Charlie Taylor got to work on a pair of new engines At least one was needed for the new Flyer since the 1903 Flyer engines crankcase was broken when the Flyer was rolled over by the wind after the fourth flight on December 17 The second engine would be used for tests By the third week of January they were sawing wood for new upshyrights and ribs and construction of the Flyer II was well underway
The 1904 Wright Flyer II was
1 0 AUGUST 2005
nearly identical in shape and form to the 1903 machine with one imshyportant exception They changed the wing camber from 1 in 20 to 1 in 25 flattening out the wings cross section which slightly reduced its drag but also its lift As the sumshymer months progressed the heat and humidity affected the unvarshynished wooden structure and the airfoil further flattened out to about a 1 in 30 camber They were countshying on the additional speed possible with the higher-horsepower engine and the lower drag of the airfoil to make up for the lower lift generated by the flatter airfoil
It didnt work For 1905 theyd go back to the
1 in 20 camber Other changes inshycluded a revision to the hinge point for the forward rudder (what we reshyfer to as their elevator) since the 1903 machines forward rudder was mistaken ly hinged aft of the censhyter of pressure and had a tendency
to snatch the controls from the opshyerator and to move to the full-up or full-down position when the control was moved in flight The location of the engine was also revised to move the center of gravity During the seashyson they also installed steel bars weighing as much as 70 pounds unshyder forward rudder bringing the toshytal weight of the machine to about 915 pounds
Due to the scarcity in Dayton of spruce long enough for their purshyposes the brothers were forced to use pine for their spars which caused a fair amount of frustration when repairs had to be made The pine snapped easier than the spruce causing the number of repairs to be higher An order was placed for spruce but it would be later in the summer before the wood would arshyrive at their shop
There was one pair of parts that were legaCies from the 1903 Kitty Hawk Flyer-the propellers Both
airscrews had survived the tumble over the sand after the fourth flight on December 17 and were to be used on the 1904 machine for the very first trials It is unclear exactly when they were removed from the 1904 machine but it seems likely it was in advance of this notation made on August 10 1904
Broke rudder before final landing Broke screw was the entry related to a 640-foot flight made by ww and noted in Wilburs Diary E (In their diaries the brothers referred to each other by their initials)
On Monday May 23 1904 they invited the press (but no photograshyphers) their father and a few friends for the first flight of the new mashychine It was a tough day for the brothers They fully expected they would at the very least be able to duplicate the distance flown the preshyvious December It didnt work out the way they had planned
While both had become the
By May of 1904 the Wrights had built a new version of the Flyer they had tested in Kitty Hawk at the end of the previous year Desiring a closer location to their home in Dayton they gained permission to fly in Torrance Huffmans praishyrie pasture just a few miles outside of Dayton There they built a hangar shed to house their airplane shown in these photographs in its initial 1904 configuration Orville leans on the strut while chatting with his older brother Wilbur standing on the right What appears to be a Richards anemometer is mounted to an outboard wing strut just behind Wilburs head You can clearly see a larger gasoline tank and a radiatorexpansion tank mounted on center-section struts near the horizonshytal four-cylinder engine The forward rudder (elevator) is clearly different in plan form from the 1903 Kitty Hawk Flyer
worlds most experienced glider pishylots over hundreds of glides since they started flying from the Great Hill near Kitty Hawk North Caroshylina when they started flying again in 1904 they had a combined total of only 98 seconds of powered flying time-Orville with a total time of 27 seconds Wilbur with 71 precious ticks of the stopwatch in his diary logbook This inexperience and the combined effects of density altitude and a very narrow performance enshyvelope added to their challenges
After waiting for high winds to subside on that Monday in May they were dismayed to see the wind die off almost completely They placed the Flyer II on the new 100shyfoot launching rail they had built and one of the brothers (its not clear in their diaries which of the two) settled into the padded leather hip cradle and grasped the wooden controls The engine proved diffishycult to start and ran poorly misshyfiring irregularly The signal given the engine lever was moved over to the far right and the restraining clip tripped With hardly a breath of wind blowing the Flyer started down the track But the combinashytion of a much higher density altishytude than they had at Kitty Hawk and the misfiring engine caused the Flyer to show no propensity to fly
it unceremoniously ran off the end of the track
A few days later with the weather still unsettled and rainy Orville managed a meager 25-foot hop Once again their father 76-yearshyold Bishop Milton Wright made the 8-mile trip on the interurban trolshyley from the west side of Dayton to Simms Station across the road from Huffman Prairie
The summer of 1904 would be a real test of the brothers persistence They were somewhat surprised and very disappointed in the initial trishyals and probably a bit embarrassed as well Not since the train ride home from North Carolina in Aushygust of 1901 had they been more perplexed and frustrated in their aerial experiments
June July and August would go past before they would equal based on time aloft their last flight of 59 seconds on December 171903 They finally did it on Thursday September IS 1904 in a flight that lasted 59-12 seconds according to the stopwatch and Richard anemometer mounted on the Flyer That days flight was made easier to accomplish thanks to one more innovation that was added to their list of accomplishments that fall the construction and use of a catapult to launch their airplanes
They didnt have the steady breezes VINTAGE AIRPLANE 11
In 1904 the Wrights would accumulate 45 minutes of flying time during 105 flights Most of the flights were measured in seconds such as this efshyfort flight number 30 Wilbur is shown in mid-flight on August 13 1904 He would cover 784 feet in 22-34 seconds skimming low over the tall grass in Huffman Prairie Two interesting details (see insets) are present in this image First on the left below the right wing of the Flyer II a couple
of people can be seen riding in a horse-drawn cart One can only imagine what they were thinking as the biplane skimmed the grass Second on the far right it appears Charlie Taylor is the man in shirtshysleeves with his hands on his hips as the Flyer II clatters by
they had taken advantage of along North Carolinas Outer Banks Recshyognizing that much lower average wind speeds were available in censhytral Ohio during the summertime the brothers built a longer set of launching rails each section meashysuring 20 feet At one point 12 secshytions of rail were laid and staked to the ground for a total of 240 feet but it was soon discovered that layshying that much track was not parshyticularly useful It took too long to lay the rail and often when the last section was lined up and bolted to its neighbor the brothers and Tayshylor would discover that the wind had begun to shift Shortening the rail helped get the job done sooner but consistent launches were only possible when there was a strong breeze Too often attempts in marshyginal conditions ended in nothing more than a short hop By midsumshymer the catapult was ready for a September 7 1904 trial
A 20-foot tall derrick was placed behind the Flyer and a 31 ratio rope and pulley block and tackle were inshystalled The rope ran from the top of
12 AUGUST 2005
the derrick down to the base and over another pulley where it changed dishyrection and ran alongside the rail to the opposite end of the shorter track (now 60 feet) There it made a 180-deshygree turn at the launching end of the rail running back to the Flyer perched on top of its launching truck There it was attached to the launching truck which had small bicycle hub wheels that rode on the metal-topped wooden rail A second rope attached to a stake driven into the ground restrained the Flyer When a 1200shypound weight was dropped 16-12 feet thanks to the 31 ratio the end of the rope attached to the launching truck would be pulled 50 feet down the rail accelerating the Flyer to flying speed Each weight the brothers used tipped the scales at 200 pounds On a number of occasions 1200 pounds proved to be inadequate and the weight being dropped was increased to 1600 pounds
It is often assumed the Wrights alshyways launched their Flyers into the wind and while it was certainly their goal their diaries make clear that crosswind takeoffs were often atshy
tempted and accomplished simply due to the vagaries of the wind direcshytion Thanks to the rapid accelerashytion from the catapult the controls were effective quickly giving the pishylot the ability to counteract the effect of the crosswind
A few weeks after starting to use the new launching system they flew longer and farther than ever before On a cloudy Tuesday morning Sepshytember 20 1904 starting with a crosswind from the left Wilbur manshyaged a flight of just over a minute in time covering 2520 feet He also managed to perform a pair of turns during the flight the first to the left and the second to the right landing as he came close to the fence near the road and the trolley line Based on writings by Wilbur in early 1912 in a disposition related to the Wright vs HerringCurtiss lawsuit it appears he may have been attempting the first circled flight but turned back in the opposite direction when he realshyized his turns path would put him in conflict with a tree he depicted in a diary map of the days events
On the next flight Orville did
even better than that and an intershyested and erudite witness was there to see the flight
Sixty-four-year-old Amos Root the editor of Gleanings in Bee Culture had driven 175 miles to visit friends in Xenia Ohio and made a side trip to Huffman Prairie to meet the Wrights Hed been reading about them in the few mentions made in the press up to that date and wanted to see for himself what was happenshying outside of Dayton As luck would have it he arrived on September 20
Root was no crackpot looking for a cause A leading citizen of Medina Ohio he bought the first bicycle in northern Ohio in the 1870s and he purchased a new Olds Runabou t motorcar in 1903 Root was known as a fellow who was willing to emshybrace new technologies as soon as they were viable He drove the Olds on a 400-mile tour of Ohio during the summer of 1904 and drove to Huffman Prairie in September Root had established a successful busishyness centered on beekeeping and is known today as the father of the modern beehive His business AI Root Inc a company now known as a worldwide supplier of candles and beeswax is still in its original buildshying in Medina
The cloudy skies gave way to rain later in the day with the breeze shifting from out of the northshywest to crossing the field from the northeast As shown in a diagram drawn in Wilburs diary Orvi lle with a right crosswind to compenshysate for as he started was launched off the rail He pitched the Flyer up to climb just a few feet and then proceeded to do something no one had ever done with a powered airshyplane-he flew the Flyer IT for one minute thirty-five and two-fifths seconds and flew in a complete 360-degree turn landing only because he neared the northeast boundary of the field
Root was amazed and the moshyment was not lost on him In the January 1 1905 edition of Bee Culshyture he wrote
liThe operator takes his place lyshy
while sitting up You can eXperience hoW extended periods could be Next time youre at home watching television try lying on your stomach and watching an entire episode of your favorshyite sitcom for the entire half-hour- no breaks no stretching just you and your head tilted upward as if you needed to always see where you were headed You can bet the brothers looked forward to that power increase
The other reason was terrain The Wrights didnt yet have the luxury of a prepared field that was long and free of obstructions The terra firma at Huffman Prairie was once a low swamp and the field was prishymarily filled with hummocks of grass about 6 inches tall A pair of flexshyible spruce skids could ride along the tops of uneven terrain soaking up the shocks and spreading the load along a pair of runners but a pair of wheels would have to be set on axles mounted in some sort of shockshyabsorbing apparatus all of which added you guessed it weight And in case you needed to land in a smaller field a set of wheels might need one more device brakes A pair of wheels of fered little resistance to stopping but a set of skids brought you to a stop much quicker with little chance of nosing over
Eventually the Wrights had the aircraft performance and the fie ld conshyditions that would allow them to dispense with the ungainly launching rail and catapult system but until then they plied the skies of America and Europe with a pair of graceful spruce skids
VI N TAG E AI R PLA N E 13
The Wrights struggled during all of 1904 with controllability issues and fightshying the effectsof what we have come to understand as density aHitude Too often a flight would end with the Flyer I darting into the ground such as this incident at the end of flight 31 on August 16 1904 Orville was the pilot The fellow standshying to the right of the launching rail appears to be Charlie Taylor the Wrights mechanic Flights ending like this prompted the brothers to create a catapuH sysshytem which they started using on September 7 1904 The addition of the catapuH meant that flights could be started at a speed that would allow the Flyer to accelshyerate and the Wrights flight times immediately began to increase
The leaves have fallen but the exciteshyment of being able to fly the Flyer I for over a minute at a time was irresistible for the brothers as they both learned how to control their recalcitrant flying machine and continshyued to refine their deshysign This photograph
of flight 85 was taken on November 16 1904 during a flight in which Orville covshyered 1760 feet in 40-112 seconds
Consistent flight continued to elude them even while they were able to keep the Flyer I in the air for more than five minutes sometimes circling the field four or five times When they concluded the 1904 flying season on December 9 they had plenty of scientific work ahead of them Confident they could solve the problems the following spring was spent trying to sell their flying machine and later building a new airplane At the beginning of the summer of 1905 they stood ready to fly in the air at their will The Flyer 11 would test their resolve
ing flat on his face This position offers a locom otive without any wheels we less resistance to the wind The engine will say but with white wings instead is started and got up to speed The mashy we will further say-a locomotive made chine is held until ready to start by a sort of aluminum Well now imagine that of trap to be sprung when all is ready locomotive with wings that spread 20 then with a tremendous flapping and feet each way coming right toward you snapping of the fo ur-cylin der engine with the tremendous flap of its propelshythe huge machine springs aloft When lers and you have something like what I it tumed that circle and came near the saw The younger brother bade me move starting poin t I was right in front [of] to one side for fear it might come down it and I said then and I believe still suddenly but I tell you friends the senshyit was one of the grandest sights if not sation that one feels in such a crisis is the grandest sight of my li fe Imagine something hard to describe The attenshy
1 4 AUGUST 2 005
dant at one time when the rope came off that started it said he was shakshying from head to foot as if he had a fit of ague His shaking was uncalled for however for the intrepid manager sucshyceeded in righting up his craft and she made one ofher very best flights
Ve ry be st fli ght ind ee d th e 52nd fli ght th e bro th ers m ad e with th e Flyer II was the longes t in te rms o f time a nd d ist a n ce they had ever m ade
In 1904 they made a total of 105 fli ghts most o f them fairly sh or t with limited turns performed within the confines of the fi eld More than once one of the brothers would land before turning any great amount for fear they would fl y outside the boundaries of the roughly lOO-acre Huffm an Prairi e They were still feeling out the amount of turn the machine would tolerate and more than once the turn ended in an unshyintended landing
Friday December 9 saw the end of the 1904 flying season a season of remarkable progress and maddenshying problems The airplan e still was unstable in pitch it still had the odd tendency to slide off to the side in turns and the power available was barely enough to sustain the Flyer in the air They dismantled the Flyer II keeping the hardware engines and propellers but burning the remainshying wood and fabric The in fo rmashytion they had gathered in their fi rst full season of powered flight was put to use as they began construction of the 1905 Flyer III ~
Continued next month
All of the images presented in this article are available as digital downloads from the Library of Congress website Start your search at wwwlocgovrr print cataloghtm
Tap the blue Im ready to search butmiddot ton and when the next page comes up click on the OW hyperlink or scroll to the very bottom of the page The Wright Brothmiddot ers Collection is number 57 Once youre at the search page for the Wright Collecmiddot tion just enter a keyword such as 1904 and a list of images will be presented Have fun There are plenty of interesting images-more than 300 Wright images scanned from their original glass plate negatives are part of the Library of Conshygress collection
its FREE
AVIATION UNLIMITED AGENCY
wwwouoonlinecom
Eugene Geno Breiner Newville PA
_ Graduate of Roosevelt Aviation School Long Islanel NY
_ In 1985 restored Fleet 2 NC8689 manufactured in 1929
_ 1987 Best Open CockpitshyPotomac Antique Aero-Squadron (PAAS) Horn Point MD
_ 1989 Best Antique Sentimental Journey to Cub Haven
_ 1992 Grond Champion shy PAAS
I have enjoyed my aircraft through the years and have
enjoyed working with AUA Inc since 1985 for all my
insurance needs
- Geno Breiner
I middot
AUAs Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums
Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages - 0 hand-propping exclusion
No compone t ~orts endorsements - Discounts for claim-free renewals carrying all risk coverages
The best is affordable Give AUA a call shy
800-727-3823 Fly with the pros fly with AUA Ina
Torquil Normans DH8S Leopard Moth HG FRAUTSCHY
Theres always room for imshyprovement in an airplane and in 1933 Geoffrey de Havilland saw potential in
his companys DH80 Puss Moth It was a great airplane but with a tweak here and an improvement there
The new version would use the higher-horsepower inverted Gypsy Major engine of 130 hp with seating for three people and a spruce and plywood box strucshyture for the fuselage
When first flown by the compashynys founder on May 27 1933 the DH8S Leopard Moth was found to be 9 mph faster that its sibling topshy
16 AUGUST 2005
ping out at about 137 mph while carshyrying three people Pleased with the results de Havilland came to like the airplane so much he ordered one for himself using it for family touring around the United Kingdom and on the continent of Europe in the blissshyful days before the clouds of war beshygan to gather
Interestingly a curious debate over crew placement in Jightplanes was put to rest in part due to the experishyence gained by pilots of the Leopard Moth When first conceived its preshydecessor the Puss Moth had both the passenger and pilot in the same cabin an arrangement that resulted
in a great deal of discussion Should a pilot be in the same cabin where he could be distracted from the rigors of flying the airplane Shouldnt he or she be positioned in a separate comshypartment or cockpit so that his or her full attention could be paid to flying the machine
If the tandem-seated Puss Moth dealt that concept a strong blow the Leopard Moth with its two in the back and pilot up front stomped on it and the side-byshyside DH87 Hornet Moth put it to rest for good The benefits of havshying the passenger inside the cabin where not only his desires could be
JIM KOEPNICK
dealt with but his help could be of great benefit was further enhanced by the passengers accessi bility to flight instruction which could be given by leaning over and speakshying into the pupils ear rather than shouting into the slipstream or givshying convoluted hand Signals
The attractiveness of such an arshyrangement contributed to the Leopshyard Moths popularity with 133 of them being made in the middle 1930s and almost half of them (60) being sold to overseas or continenshytal owners Buyers from as far away as Argentina and Japan ordered Leopard Moths and when World
War II broke out 44 of them were appropriated by the British military for use in communications work
Not surprisingly not all of those 44 DH85s re-entered civilian life after the war many were lost durshying service but better than two dozen were reregistered One of the Leopard Moths to survive the war was originally built for export to the Continent
When first built in 1933 DH85 serial number 7035 was sold to a French owner and it was registered as F-AMXP It sat out the war years in a barn in France and didnt fly again until after Roger Fiennes reshy
covered the airplane in 1990 and brought it to England where Ben and Jan Cooper of the Newberry Aeroplane Co restored it Torquil Norman aircraft collector extraorshydinaire bought the aeroplane from Roger before Rogers disappearance and presumed death in a Tiger Moth during an attempted crossing of the English Channel in the late 1990s
Quite thoroughly restored with an engine overhaul performed by Mike Vaisey of Vintech the Leopard Moth is now registered as G-ACOJ and is kept by Torquil at a small strip called Rendcomb Aerodrome located southeast of Gloucester in the United Kingdom Like Geoffrey de Havilland Torquil fell in love with his Leopard Moth flying as often as he could And like many pilots of old the lovely handling qualities of the DH85 provided the opportunity to fly the aeroshyplane long distances Record-breaking flights from England to Africa and Australia were made in the 1930s and taking inspiration from those intrepid pilots Torquil Norman had Henry Labouchere install a long-range tank under the back seat of the Leopard Moth giving it a 96 US gallon capacity enough to keep the Gypsy Major running for about 11 hours A couple of warmshyup flights to Italy and France gave him the confidence in the aircraft to fly the North Atlantic
A number of you may recall that in 1966 Torquil and Henry Labouchshyere flew a lovely de Havilland Dragon Fly to Oshkosh One of the lessons learned during that flight was that if one engine failed in the Dragon Fly they would wind up in the ocean as it didnt have sufficient perforshymance to maintain altitude on one engine with the other shut down and its fixed-pitch prop presenting itself to the slipstream completely unfeathered
Torquil felt that a single-engine crossing in the Leopard Moth didnt present a significantly greater risk than the flight in the twin-engined Fly so he gathered the equipment
VINTAGE A I RPLANE 17
Torquil Nonnan aircraft collector extraordinaire
18 AUG U S T 2005
Like many of its de Havilland siblings the Leopard Moth features foldable wings which help maximize available storage facilities
necessary for such a long trip and Iceland landing after a 9-l2-hour flew to Wick in far northeastern journey An attempt to fly over the Scotland Donning an exposure suit Greenland ice cap was rebuffed by and departing with a full 96 gallons clouds so a run down the east coast of fuel he pushed off to Reykjavik was made landing in Narsarsuaq at
the southernmost tip of Greenland There he was greeted with beautiful weather with temperatures in the 60s and sunshine
A long run to Goose Bay Labrashydor in Canada gave Torquil a taste of just about every type of weather one can expect to encounter from solid IFR conditions nearly down to the sea to a near gale blowing along the Canadian coast when he
(j was getting ready to land From ~ there he flew down to Sept-lies on g the north shore of the St Lawrence a ____ --u_ ~ Seaway in Quebec where he says
Electricity for the Moth is supplied by this strut-mounted generator which is he enjoyed a marvelous lobster din-driven by a carved impeller You can see the damage done to it by ice and pre- ner Then it was on to the States cipitation encountered on the trans-Atlantic trip making his way to EAA AirVenture
Oshkosh 1999 after a few stops to visit friends along the wayA Hamilton vertical
All in all he didnt feel the airshycard compass (right) craft ever ran up against insurshysupplements the stanshymountable issues during his longdard British compass flight but there were times whenmounted at the bottom the long legs of the Leopard Mothcenter of the instrushywere not contributing to the comshyment panel fort of the pilot Having made the trip in both the Rapide and the Leopard Moth Torquil didnt feel it was likely hed repeat his transshyAtlantic hop but he certainly has created a whole new set of stories to tell his chums at home
VI N TAGE A I RPLANE 19
THE FORGOTTEN PERFORMERS
Bellancas record-making airplanes VIC PIKE
Clarence Chamberlain on his way to Gennany
A sk anyone in a pishylots lounge what airplane Charles Lindbergh flew across the Atlanshy
tic and the reply will be Why a Ryan of course But relatively few current pilots are aware that two weeks after Lindberghs famous flight Clarence Chamberlain and Charles Levine flew a WB-2 Belshylanca named Columbia immediate predecessor to the Bellanca Paceshymakers and Skyrockets from Roosshyevelt Field New York to Eisleben Germany And few pilots know that prior to his involvement with Ryan Lindbergh unsuccessfully neshygotiated with Wright Aeronautical (who commissioned the WB-2) and later with Giuseppe Bellanca at his Columbia Aircraft Co to purchase th e very plane used by Chambershylain and Levine Unfortunately (or fortunately for Ryan) Charles Levine th e financial underwriter of Columbia Aircraft manipulated capriciously to obstruct a sale to the 20 AUGUST 2005
unknown airmail pilot Lindbergh From the mid 1920s through the
early 1930s Bellanca monoplanes routinely set records for distance altitude and endurance that made their superlative performance an expectation Victories at the Nashytional Air Races in both 1925 and 1926 An endurance record of 51 hours and 11 minutes in 1927 and New York to Havana Cuba in 1928 both by the Columbia
Then it was Maine to Spain by the North Star in 1929 At the Nashytional Air Races in Cleveland that year Bellancas took five firsts three seconds two thirds and two fourths in seven events In May 1930 came the non-refueled endurance record of 84 hours and 33 minutes in a Pacemaker powered by a Packard DR-980 radial diesel engine this reshycord was not broken until the 1986 flight of the Voyager
In July 1930 another record New York to Istanbul in the Cape Cod nonstop And still more an altitude record of 30453 feet was
set in 1931 by Bellanca test pilot George Haldeman
1931 also saw an around-theshyworld flight with Clyde Pangborn and Hugh Herndon in Miss Veedol which culminated in a 4558-mile 41-hour and 13-minute leg across the Pacific Ocean from Sabishiro Beach Japan to Wenatchee Washshyington which is a story in itself This record stood until 1947 when it was eclipsed by a uS Air Force 8-29 Miss Veedol was renamed the American Nurse and in 1932 vanshyished on a trans-Atlantic attempt
These are only a few of the acshycomplishments of this Bellanca seshyries and although some of these airshyplanes had modifications such as longer wings the original design was a commercial production aircraft
Diminutive and shy Sicilianshyborn Giuseppe Bellanca had formal education in mathematics and enshygineering and in a partnership of three constructed Italy s first airshyplane in 1909 He immigrated to America in 1911 and soon assemshy
bled a parasol-wing monoplane powered by a three-cylinder 30shyhp Anzani engine After flying this airplane Clarence Chamberlain remarked I was thoroughly conshyvinced that Bellanca not only was a genius but a hero of a rare sort
In 1912 Bellanca established the Bellanca Aeroplane Co conshystructed a second monoplane and opened a flight school One of his students was Fiorello LaGuardia later New Yorks famous mayor In 1916 Bellanca designed the CD and CE biplanes for the Maryland Pressed Steel Co To illustrate his engineering acumen the CE (1917) would cruise at 100 mph on 90 hp while the conshytemporary Curtiss IN-4D Jenny also with 90 hp followed at 65 mph
The CF monoplane first flew on June 8 1922 and was spectacular for its era With an enclosed cabin carrying four passhysengers and powered by a 90-hp 10-cylinder Anshyzani radial (twin rows of five cylinders) the CF cruised at 100 mph for 600 miles and enjoyed an impressive 12-to-1 glide ratio With the CF Bellanca created a signature airfoil fuselage profile that continued into post-war designs
Airmail pilot William C Hopson campaigned the CF in a series of competitions during the summer of 1922 He took first place in every event Hopson observed She was by far the most remarkable plane I had ever flown
Despite the CFs accomplishments there was no market for a $5000 airplane when World War I surplus models were selling for a few hunshydred Fortunately the CF survived has been restored and is now in the National Air and Space Museum
In 1925 Bellanca joined the Wright Aeronautical Corp which put him in close proximity to the new 200-hp J-4 Whirlwind engines This prompted construction of the
conflicts with Wright Aeronautical in Patterson New Jersey he moved to New York and entered the conshytentious partnership with Charles Levine When that unraveled Belshylanca re-established production in a rented warehouse on Staten Island
Bellancas outstanding airplanes enticed the state of Delaware and particularly the du Pont family into courting him to settle there After a temporary operation in Wilmingshyton a factory and airfield were conshystructed at New Castle stability was finally achieved
The rugged construction and prodigious load-carrying capacity
of these unique airplanes disbursed their activities all over the world where they served careers from distinguished air transshyport to bush hack An ulshytimate utilitarian characshyter relegated the grand birds to situations of exshypendability that unforshytunately caused attrition to eliminate alarming numbers of them
Out of the 60 that were built only one airworshythy example of a Paceshymaker CH-300 exists toshy
bull
--=--shy -lt
-shy____ u
all-wood WB-1 followed by the steelshytube fuselage WB-2 using the imshyproved 220-hpJ-5 The WB-1 was deshystroyed in a crash in 1926 and the record-breaking WB-2 Columbia was lost in a hangar fire in 1934
From the WB planes evolved the Pacemaker series first the J-5 Wright powered CH-200 of 1928 then the 300-hp R-975 J-6-9 CH-300 of 1929 (also available with the PampW Wasp Jr) and the R-1340 Wasp CH-400 Skyrocket of 1930 on through the senior Pacemakers and Skyrockets of the later 30s
Giuseppe Bellancas passion was to design and build airplanes with the following parameters Maxishymum safety and the greatest possishyble efficiency as measured by speed load and range His earlier dreams seemed perpetually frustrated after
day NC251M Serial No 154 And even this one is currently undergOing a complete and toshytal rebuild with new fuselage and wings and a target date for compleshytion in the summer of 2005
Throughout the story of this airshyplane is the striking reality of how many people have been involved The core history of an old airplane is inshytriguing but the anecdotal accounts of the people create something inshyfinitely more profound Aviation is a community an extended family so loosely connected that members remain unacquainted But the comshyposite connects lives in ways that are not previously suspected Keep this in mind as you read
NC251M emerged from the Belshylanca factory at New Castle Delashyware on September 171929 to be delivered as the first airplane of In-
VINTAGE AIRPLANE 21
ter-IsIand Airways (now Hawaiian Airshylines) of Honolulu It served primarily with sightseeing flights while Inshyter-Islands passenshyger service evolved around Sikorsky S-3S amphibians
On April IS 1933 NC251M was sold to Mr G Fowble (posshysibly a broker) of San Bernardino California and then resold on April 27 to MacMillan Peshytroleum Corp of Los Angeles Remember MacMillan Ring Free Motor Oil On March 20 1935 it was purchased by Unious Mac McGee (McGee Airways) in Anchorage Alaska to begin 15 years as a bush workhorse On April 20 1935 McGee Airways was sold to Star Air Service in Anchorage which became Star Airlines which became Alaska Star Airlines which became Alaska Airlines in May 1944
Steve Mills chief pilot for Star was flying a sister Pacemaker NC259M when a fatal crash claimed his life in 1936 After usable parts were salshyvaged the remaYJs were burned at the site of the accident In 1995 the curator of the Alaska Aviation Herishytage Museum (and a walking encyshyclopedia of Alaska aviation history) Ted Spencer recovered the parts and stored them at the museum in Anchorage Steves grandson Dave Mills assisted Ted in his efforts
Essentially intact the logs of NC251M depict a rich history of Alaska bush flying in the 1930s and 1940s and reading them is like peering into the Holy Grail Much of the story can only be extraposhylated from the cryptic and frustratshyingly taciturn renderings of bush pilots who flew thousands of hours over geography and in weather that would be considered treacherous to most modern pilots
Ones imagination expands from such tersely penciled comments as 22 AUGUST 2005
PICTORIAL HISTORIES PUB CO
NC251M in 1929
Engine blew up Ship moored at Naknek Rate of climb reads SOO feet down in level flight Windshyshield gives pilot cold shower Turn and bank no good Cant adjust altimeter (Signed Satan) Repaired left wingtip spliced rear spar Rebuilt left elevator
Another entry notes Flew every day from 1-20 to 2-14 With such casualness the suspicion is that unshyderstatement must be intrinsically characteristic of these bush pilots theres no mention of the effort inshyvolved in keeping a 1929 airplane flying every day during the rigors of an Alaskan winter
The logs include entries by many noted Alaska bush pilots a few of which were Kenny Neese Johnny Moore Don Goodman Jack Elshyliot (who onee swooped down and speared a wolf with his ski) and Bill Lund Lund stayed with Alaska Airshylines as its number one pilot and pioneered jet flights into Russia during the 1970s finally retiring in 19S0
Martha Monsen was the Star agent in Naknek during the 1930s and ran a virtual boarding house for the pilots during layovers Several of Monsen s sons became pilots and one Mel Monsen told me of sitting at the supper table as a young lad caught up in the intrigue of endless convershysations about bush flying advenshy
tures Mel Monsen related that when he and his friends played bush pishylot there was alshyways an argument about who would be Kenny Neese
In these early days it was usual for Alaska air sershyvice companies to struggle wi th fishynancial solvency Star was no excepshytion and in June 1939 in exchange for some capital investment the
ownership of its entire fleet was transferred to bankers Thrall and Williams of Minneapolis Minshynesota In contemporary terms these treasures included four CHshy300 Pacemakers three CH-400 Skyrockets two Stinson SM-SAs a Fairchild Pilgrim 100A a Cessna C-34 Airmaster and a Ford 5-AT-C Tri-Motor The arrangement apshyparently worked because by Febshyruary 1940 everything was back in Stars legal possession
In June 1946 Alaska Airlines performed a field conversion from wheels to Edo 4665 floats When completed notification was sent to the CAA with the simple comment that it was similar to Bellanca NC256M Approval was granted
From 1929 NC251M flew with a Wright R-975 J-6-9 of 300 hp reshyplaced or overhauled a number of times but a catastrophic failure in August 1946 prompted Alaska to convert to a PampW R-9S5-AN-3 Navy surplus and freshly overhauled In May 1947 the plane was returned to service
In December 1947 Alaska Airshylines sold NC25 1 M to Eric Shutte (pronounced Shoot-ee) and CV Kay Shutte came to Alaska in the early 1930s as a pilot and mechanic for Vern Gorst founder of Pacific Air Transport Kay had been a partshyner with Shell Simmons in the Panshyhandle Air Transport Co (Pateo)
out of Juneau in the mid 1930s
Shutte and Kay did contract flying for the US Coast Guard and opened a hotel in King Salmon called Nashyknek Sky tel with NC25 1 M providing charter flight sershyvices The business suffered a setback in 1950 when the hotel burned and on a trip south the Bellanca was damshyaged in an accident Kenmore Air 1950s On the float is Bob Munro Walt Winsman mechanic near Prince Rupert and Bill Lund Alaska Airlines pilot on a day off British Columbia
Bob Munro of Kenmore Air Harshybor in Seattle salvaged the plane with the promise that insurance would cover the costs The insurshyance company refused and Munro took possession of the Bellanca as payment After repairs were comshypleted NC25 1 M joined the Kenshymore fleet Currently Kenmore is a world-class floatplane operation holds the type certificate for Edo floats and has developed many STCd modifications for de Havilshyland Beavers and Otters
From 1955 to 1957 Munro leased NC25 1 M to Bob Hall of Kodiak Airways (actually it was sold and repurchased for liability protecshytion) Kodiak ran scheduled mail and passenger service to the five villages and nine canneries on Koshydiak Island The chief pilot was Gil Jarvela and in a conversation with me he related stories that riveted my attention hauling resistant Koshydiak bear cubs in gunny sacks loadshying incredible amounts of freight in NC25 1M and patching holes in the floats with bubble gum and spruce twigs
When the plane was returned to Kenmore Bob Munro commisshysioned Clayton Scott to engineer the installation of Edo 6470 floats to replace the smaller 4665s I had heard of Scott and his legendary cashyreer in aviation that has spanned
more than seven decades and conshyfirmed his existence with Bill Whitshyney Kenmores senior pilot who flies turbine Otter floatplanes
I visited Scott in his large hanshygar on the Renton Municipal Airshyport in Washington state where he conducts business as Jobmaster Co his aircraft modification firm Out front was a beautiful Cessna 195 on floats and inside I found him working on a de Havilla~d DHC-2 floatplane Looking at the man and his environment I immeshydiately realized that this was halshylowed ground
I told him my visit was prompted by an understanding that he had once installed floats on a Bellanca Pacemaker and he replied Yes that was in 1957 We replaced a set of Edo 4665s for some 6470s I can show you the paperwork He stepped to his fi le and without glasses pulled it out
I inquired of Scott how old he was and with a sly smile he said 100 minus three After a period of time during which Scott grashyciously shared with me some of his incredible flying experiences I left this icon so that he could return to working on the Beaver [ felt that I had been in the Notre Dame Catheshydral [Well have more on Clayton Scott in next months issue of Vinshytage Airplane-Ed]
As predictably ocshycurs in the life cycle of utility airplanes NC251M was showshying tatter and wear by the late 1950s the engine found a home on the nose of anshyother ship the wings were pulled and it ended up in the back of Kenmores storage yard In June 1960 Dick Poet of Aumsshyville Oregon purshychased the airframe and floats
Poet was an aerial applicator pilot and with his wife Helen
owned Wilderness Airlines in Bella Coola British Columbia Dicks meshychanic Bob Bohanan completely refurbished the Pacemaker includshying new fabric paint and an overshyhauled R-985 from Wesco Air Service on Boeing Field which returned it to pristine condition
With the rebuild complete on June 25 1962 there was the issue of taking the airplane off the Poets grass strip Straw was spread down the runway to reduce friction and with Dick in the cockpit power was fed to the R-985 Sufficient airshyspeed was achieved but the long floats prevented rotation and takeshyoff was denied Bohanan then conshystructed a two-wheel dolly from an old truck axle and this time Dick lifted off while the dolly burshyied itself in the brush at the end of the field After a short test flight he landed on the Willamette River at Salem Subsequently the Poets applied for Canadian registration (CF-OQK) and flew to Bella Coola British Columbia where the Paceshymaker began charter service with Wilderness Airlines
On June 25 1963 a woman Mattie Jack was attacked and badly mauled by a grizzly bear at Mud Lake east of Bella Coola A call was made to Dick for a rescue flight and he immediately took off with
continued on page 32
VINTAGE A I RPLANE 23
A beautiful day is not complete unless it is seen from the inside of a cockpit The Vintage Aircraft Association is providing you with the opportunity to bring the magic of flight to your home office or hangar Take flight with the 2006 VAA Calendar Free Skies Forever
The gorgeous 17 x 11-inch full-color wall calendar is the perfect gift for yourself or your favorite pilot Each month contains the amazing photography from the Vintage Aircraft Association and captures the spirit of flight
As a commemoration to the great aviators before us the VAA 2006 Calendar Free Skies Forever contains great feats in aviation printed on the exact date of occurrence Dont let this opportunity fly past you Order your 2006 VAA Free Skies Forever Calendar by September 30 2005 Calendars will ship in November for Christmas arrival
Or to order by mail send your checkmoney order to Vintage Aircraft Association 2006 Calendar do Turner Publishing Company bull PO Box 3101 bull Paducah KY 42002-3101
o Please enter my order for __ copies of the Vintage Aircraft Association 2006 Calendar - only $1595 Your Name
o ShippingHandling add $395 for each calendar Address
o Kentucky residents add 6 sales tax City State Zip
TOTAL ENCLOSED $______
Telephone For Office Use Only - VAA2006-A-GW
CkR Amount E-mail address (for order confirmation)
DOUG STEWART
Whetherweather to go or not
There I was driving along the turnpike looking up at a severe clear cerulean sky and rather than findshy
ing myself ecstatic at that beautishyful sight words that cannot be reshypeated in this column were formshying on my lips Gosh darn (it was really a lot stronger said than that) the briefer said VFR not recomshymended and now instead of being up in that sky where I belong I am down here ground bound driving to my destination
I know probably everyone of us has been in this situation pershyhaps more times than we care or choose to remember As the sayshying goes There are old pilots and bold pilots but no old bold pishylots Many of us are aware that most aviation accidents when asshysociated with weather tend to be fatal ones Thus if we are not inshystrument rated and current or flyshying an airplane that is not instrushyment certified we tend to choose alternative means of transporshytation when the briefer tells us VFR is not recommended
But does this always have to be the case Are there any ways to make those VFR trips possible and still remain safe Are there any tools we can use to determine if the forecast is holding true or if it is not For I think we all both male and female would agree that the weather is like the opposite sex-toshytally fickle and unpredictable Lets
take a look at the numerous tools we have for making the gono-go decision relative to the weather
To help determine if the forecast is going to hold true I usually first consult the METARS Check reshyporting stations along your route If you are able get a history showshying the reports over the past three to four hours and see if the reports are corroborating the forecasts (DUATS WSI and Meteorlogix are all great sources for this informashytion) What trend do you see in the reports Is the weather getshyting better or worse or holding the same Is it doing what the TAF and FA said it would
Im also sure to compare the tershyminal forecasts (TAF) with the Area Forecast (FA) The TAF covers only a S-mile radius of the aerodrome whereas the FA covers an entire area Keep in mind that cloud bases in the TAF are AGL (above ground) whereas the cloud bases in the FA are MSL (above sea level)
Next I check the PIREPS (pilot reports) Do they substantiate the briefers warnings When checking PIREPS be sure to take into account where the report was made (threeshydimensionally) when it was made and what type of aircraft the reportshying pilot was flying If a 747 reports light chop along my route I might consider leaving the ropes on my airplane and going to have a frosty one whereas if its a J3 reporting moderate turbulence I might very
well launch on my own flight While we are mentioning PIREPS
lets not forget that (as in all things in life) what goes around comes around If we are seeking PIREPS in helping us to make the gono-go decision we should also consider filing them It takes only a few moshyments to file a PIREP and in doing so you are assisting many other pishylots in their flight planning
These are a few of the tools we can use while still on the ground to determine if the forecast is holdshying true But what about when we are already en route How can we know whether the weather will be as forecast
Obviously if the forecast was for severe clear and there are a lot of clouds forming you do not need to be a rocket scientist or a brain surgeon to know that the forecast is not holding true But there are many other clues that might not be quite as obvious and that should warn us that the briefer might have been wrong
If we realize that we are having to fly a heading other than what we had plotted to track our course or if we are experiencing different ground speeds than what we had exshypected we should understand that there is a good chance that the enshytire forecast might be off After all these forecasts are predicated on the expected movement of fronts and pressure zones When they dont move as anticipated the winds aloft
VINTAGE AIRPLANE 25
will be different thus yielding difshyferent headings and groundspeeds than we had planned
There is something else that can give us a heads-up about the posshysibility of the forecast going south and that is the temperatures aloft Most aircraft have outside air temshyperature gauges (OAT) and these can be very useful tools-ones that many pilots ignore An OAT can be used to corroborate whether the temperatures aloft are as forecast (You do remember that the foreshycast temperatures aloft are included with the winds aloft dont you) This can give us an understanding of whether the fronts are moving at the speed and direction forecast or if they might be moving slower or faster than expected
Keeping track of the temperashytures as you climb can also help you quickly determine if the lapse rate is stable Remembering that the stable lapse rate is ZOC per thousand feet one can make a note of the tempershy
ature on the ground prior to takeoff and then check it as you climb If it is less than ZOC per thousand one of the major ingredients in the proshyduction of thunderstorms is presshyent that being an unstable lapse rate (The other two are moist air and a lifting action of some kind) Thus the OAT can be a useful tool in confirming or refuting the foreshycast of thunderstorms
One could spend a lifetime studyshying the weather and not get any closer to predicting what it might do And I cant do justice to the subshyject in this short article However when it comes to weather I must say that discretion is the better part of valor There are certainly times when the briefer will give the warnshying that VFR is not recommended and the day turns out to be beautishyful But there are also times when your beautiful day turns ugly
Regardless of whether the foreshycast is for good weather or bad be sure to have an alternate plan in
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation
Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these jewels on and bring back the good times New General Aviation Sizes Available
500 x 5 600 X 6 700 X 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
~DESSER(~ 323-721-4900 FAX 323-721 -7888
6900 Acco St Montebello CA 90640 TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106
wwwdessercom
26 AUGUST 2005
place Remember to run the PAVE and CARE checklists that I wrote about in previous articles to help you make the proper decisions relative to the weather Using the tools I have mentioned above will help you in checking the enVironshyment help in understanding the consequences of the hazards asshysociated with some aspects of the weather and aid you in assessing the realities of what the weather is really doing
And when the briefer gives you that dire warning of VFR not recshyommended keep in mind that it is always much better to be on the ground wishing you were up in the air than up in the air wishing you were on the ground He might be wrong and Ive offered some tools to help determine that but he very well might be right
Doug Stewart is the 2004 National CFI of the Year a Master CFI and a DPE He operates DSFI Inc based at the Columbia County Airport (lBl)
TelePhone 800-247-8473 or
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE NEWLY ACQUIRED GARNER P EMMERSON COLLECTION DONATED TO EAA BY BOB HIGHLEY OF LAKELAND FLORIDA
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs to be in no later than September 10 for inclusion in the November 2005 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to mysteryplaneeaaorg Be sure to include your name city and state in the body of your note and put (Month) Mystery Plane in the subject line
MAY S MYSTERY ANSWER as residing in Los Angeles at that time I learned this while roaming on wwwaerofilescom last evening
I already had seen the aircraft in the British magazine Aeroplane Monthly that has the same photo as yours along with some contemshyporary aircraft in an illustrated article in the September 2003 isshysue with the title Call That Safe The caption to the photo reads
In 1933 Carl Hall and Frank Nixon tested this propeller cowlshying at Compton California It was claimed to speed up aeroplanes from 39 to 140 per cent and slow them as much as desired for landshying the innerdeflectors serving
Mays Mystery Plane came to us X12211 seems to have its 95-hp as air brakes from Harold Swanson Cirrus upright four-cylinder en I hope that you have more inshygine
Heres our only letter concerning as it was reported to have in 1 formation about this interesting934 its identity it was reported to have had a Veshy early try at a ducted propeller
lie engine when built in 1931 Jack Erickson The Felio Ranger SP-2 owner Harold G Felio is li State College Pennsylvania sted
VINTAGE AIRPLANE 27
EE BUCK HILBERT
Aeronca C-3 N-13000
Ive been asked many times Why do you hang onto this old airplane
Several reasons Mostly it has a place in more recent historyshynamely the last real Cleveland Air Race held in 1948 And probably another reason is it represents at least to me the memory of the last of the barnstormers
To the best of my knowledge the last time this little C-3 flew was at the 1948 Cleveland Air Races
The airplane belonged to Duke and Martha Hashner the owners of Global Airshows and promoters of the races that year
Duke flew this Aeronca C-3 in a clown act The airplane was painted up with a clown face was all red and white and Ive been told he did a remarkable job of entertainshying the crowd
Duke also flew other aerobatic aircraft in the show while Martha was the wing-walker parachute jumper and ticket seller
Unfortunately this was the same year record-holding entrepreneur Bill Odom crashed a racing P-S 1 into a residential area resulting in his death and other fatalities Beshycause of this accident Duke and Martha were the target of lawsuits that drove Global Airshows and the two of them out of business and into seclusion
Living on the Quietula Farm at Cherry Valley Ohio the coushyple now forced to retire from doshying their air show routines turned Global Airshows into a traveling
28 AUGUST 2005
static display show The 50s saw the advent of the
shopping center Global Airshows would truck its airplanes to the new shopping center parking lots and display them in full air show regashylia Martha and Duke would dress the part entertain the crowds and dreamed of once again being active air show circuit acts
The airplane
belonged to
Duke and Martha
Hashner
Unfortunately Duke suffering from a brain tumor lost the ability to participate and after a long batshytle passed away Martha kept the airplanes now stored at the farm and spent her days tending numershyous pet dogs and cats dreaming of her barnstorming glory days as queen of Global Airshows Martha passed away in the mid-60s
Global Airshows and its derelict aircraft were sold to Bill Ross and me a few months before Martha passed away
The collection consisted of Marshythas Meyers OTW Dukes Waco F and a Porterfield CP-65 All were inshy
tact and complete but each needed restoration Also in the collecshytion were pieces and parts of two Aeronca C-3s a J-2 Piper a Taylorshycraft L-2 and a Fairchild 22 Along with the airplanes came numerous engine parts old tools and propelshylers along with the trailers used to haul the airplanes
What happened to the airshyplanes is the frequently asked question Bill Ross was past presishydent of the EAA Warbirds of Amershyica owned a P-38 Leroy Grumshymans personal F3F and an F6F and had his hand in several entershyprises while involved in Warbirds Right at that time he discovered the Grumman Goose was the best bet in sport flying and his attention was diverted in that direction
The Meyers and the Porterfield were restored by Bill and sold The project Fairchild 22 and J-2 went to a couple of our Vintage members and were restored and are flying The Waco F was sold but never did get flying The two C-3s came to me and eventually were restored One was sold and one for those sentishymental reasons is still in my hanshygar disassembled and awaiting the final engine fix The L-2 had been a gas station ornament for years and when they took it down the guy wielding the cutting torch manshyaged to start a fire that ended any thought of restoration
Bill Ross moved to Nevada after he retired from business and unshyfortunately while returning from one of his business trips he flew
into a cloud that had a rock in it Another reason for hanging on It reminds me of Bill Ross and his contributions to the Warbirds of America being part of EAA
Oh yes we did get the C-3 flyshying but the engine ate itself up afshyter about 4S minutes Time for a different approach
I had a set of floats and rigging and Brian Van Wagnen and I deshycided the little C-3 would be a real hoot to see flying on floats However we wanted a reliable engine and the one we had was mostly junk
Brian tore into it but the crank was beyond repair At great exshypense a new one was made dual ignition heads were installed and a new single-drive dual mag was inshystalled after modifying the tail case It runs but the vibration was bad enough to cause distrust Another disassembly and recheck as well as internal component balance were in the works when tragedy struck
Brian had a hangar fire and lost everything he had in the 70-by-90 hangar and its 24-foot lean-toshyhis Widgeon project the Fleetshywing Seabird two antique Aeronca Chiefs a Piper 180 all his toys shop equipment tools and of course the building
The little C-3 stored in another building was all that was left The floats rigging and all the spare enshygine parts were destroyed in the fire A small loss in comparison to what Brian suffered
With no hangar and no shop the decision was made to disassemshyble NC-13000 and bring it back home and there it sits Every day I walk past it and say to myself You gotta get going But the press of daily living and the episodes weve been through in the past couple of years have stopped all the progress Oh well whats another couple of years After all its been grounded since 1948
Until then it just sits and Im going fishing With that its Over to you
Come or t e weekend BUILD FOR A LIFETIME
HANDS-ON HOMEBUILDER WORKSHOP
SCHEDULE
Aug 26-28 Oshkosh WI
Aug 27-28 Arlington WA
Sept 9-11 Griffin GA (Atlanta Area)
bull Repairman (LSA) Inspection-Airplane
bull RV Assembly
bullTIC Welding
Sept 10-11 Corona CA (LA Area)
bull RV Assembly
Sept 10-11 Lakeland FL (Sun N Fun Campus)
bull RV Assembly
Sept 10-11 Houston TX (Westwood Aviation Institute)
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems
Sept 16-18 Frederick MD bull Repairman (LSA) Inspection-Airplane
Sept 23-25 Denver CO bull Repairman (LSA) Inspection-Airplane (Westwood College)
Oct 1-2 Columbus OH (Columbus State Community College)
KLEINEAA SportAir Sponsors TOOLS
wwwkleintoolscom
WORKSHOPS ___ ~
EA~
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems bull Cas Welding
bullbull amp cafamiddot~middotAir c raft Coatings
_polyfibercom wwwalrcraftsprucecom
1-800-WORKSHOP 1-800-967-~746
wwwsportalrcom
YOU CAN BUILD IT LET EAA TEACH YOU HOW VINTAGE AIRPLANE 29
r ~ __c -lt JMNEwMAN
t The (ollowing list o(coming events is (IIrt1ished to Ollr readers as a matter o( it(orshymation only and does not constitllte approval sponsorship involvement cottrolor direction o(any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 OshkoslI WI 54903-3086 Or e-Illail tl1e information to vintageaircra(teaaorg In(ormation shollld be received (ollr months prior to tile event date
AUGUST 7-Queen City MO-Applegate Airport 18th Annual Washytermelon Fly-In 2 PM til dark Info 660-766-2644
AUGUST 13-Hoquiam WA-Bowerman Field Ercoupe Gathering amp Fly-In All experimental classic and vintage aircraft are welshycome Excellent restaurant on field Info Dick 360-533-5926
AUGUST 19-21-Alliance OH-Barber Airport (201) 7th Annual Ohio Aeronca Aviators Fly-In Join us for a relaxing weekend of fun food friendship and flying Breakfast served by EAA Ch 82 Sat amp Sun 7am-llam Camping on field local lodging and transportation available Forums on Saturday Info Brian 216shy337-5643 or bwmatzllacyahoocom or wwwoaafy-Incom
AUGUST 20--Laurinburg-Maxton NC-Ercoupe Owners Club Aweshysome August Invitational NorthSouth Carolina members and guests Lunch awards Young Eagles Flights Info 336-342shy5629 or bandmannetpath-rc net
AUGUST 20--Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-[n Breakfast Info Tom 740-587-2312 or tmcaiinkcom
WIVI cbullbull___bull
These are the first tools you need to buy when you re~cover your
airplane Anyone who has used them will tell you they re the next best thing to having one of our staff right beside you The VHS tape and the DVD will give you the Big Picture and the manual will walk you step by step through every part of the process Youre never on your own when youre using Poly~Fiber
wwwpolyfibercom e-mail infopolyfibercom
Aircraft Coatings 800-362-3490
AUGUST 20--Niles M[-jerry Tyler Memorial Airport (3TR) VAA Ch 35 Corn and Sausage Roast 11am-3pm Rain date August 20 Donations $5 adults $3 children 12-yrs and under All you can eat Info Len 269-684-6566
SEPTEMBER 3-Marion [N-(MZZ) Flyln Cruiseln Info wwwFiylnCruiseln com
SEPTEMBER 3-Prosser WA-EAA Ch 391 s 22nd Annual Labor Day Weekend Prosser Fly-[n Info 509-735-1664
SEPTEMBER S-U-Galesburg [L-Galesburg Municipal Airport 34h Annual Stearman Fly-[n Technical seminars Aircraft judging and awards Aerobatic formation short-field takeoff spot-landing and flour bombing contests Dawn Patrol lunch-time flyouts pizza party stage show banquet and more Info 309-343-6409 or stearmanstearmanfyin com or wwwstea rmanfyin com
SEPTEMBER U -Mt Morris IL-Ogle County Airport (C55) EAA Ch 682 Fly-In Breakfas t 7am-12pm Info 815-732-7268
SEPTEMBER 16-17-Bartlesville OK-Frank Phillips Field (BVO) 49th Annual Tulsa Regional Fly-In Info wwwtllisafyincom or Charlie Harris at 918-622-8400
SEPTEMBER 17-Poplar Grove IL-Poplar Grove Airport Vintage Wings amp Wheels Museum Salu te to WW II Combat Aviators Military aircraft display and fly-by Interviews with 12 WWII veterans of air combat Info wwwpopiargroveairmotivecommllsellnl
SEPTEMBER 17-1S-Rock Falls IL-Whiteside County Airport (SQI) North Centra l EAA Old Fashioned Fly-In Forums workshops fly-market camping air rally awards food amp exhibitors Info wwwnceaaorg
SEPTEMBER 22-25-St Louis MO-Creve Coeur Airport (lHO) Monocoupe Club Fly-InReunion Info Frank Kerner (314) 277-4306 or monocoupesbcgiobainet or wwwmorlOcollpecom
SEPTEMBER 23-25-Sonoma CA-Sonoma Skypark (OQ9) 23rd Annua l 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 208shy739-3979 or ristpsaoicom
SEPTEMBER 24-Topping VA-Hummel Air Field 10h Annual Car amp Air Event 8am-4pm Featuring ant ique cars and planes plus fire apparatus tractors amp engines and arts amp crafts Info (804) 694-5995 or in(oWingsandwheeislIs or wwwwingsandwheeislIs
SEPTEMBER 24-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-I n Info wwwieebottomcom
OCTOBER 1-2-Midland TX-Midland [nt l Airport FINAshyCAF AIRSHO 2005 will commemorate 60th Anniversary of the end of World War II Info 432-563-1000 x 2231 or pubiicreiationscaf7qorg
OCTOBER 5-9-Tullahoma TN-1932 to 2005-The Tradition Lives Year of the Staggerwing Staggerwing Twin Beech 18 Bonanza Baron Beech owners amp enthusiasts Sponsored by the Staggerwing Museum Foundation Staggerwing Club Twin Beech 18 Society BonanzaBaron Museum Travel Air Division amp Twin Bonanza Assn Info 931-455-1974
REGIONAL FLY-IN SCHEDULE EAA Mid-Eastern Fly-In EAA Southeast August 26-28 2005 Regional Fly-In Marion OH (MN N) October 7-92004
Evergreen AL (GZH) Virginia State EAA Fly-In wwwserfi org October 1-2 2005 Petersburg VA (PTB) Copperstate Regional EAA Fly-In wwwvaeaaorg October 6-92005
Phoenix AZ (A39) wwwcopperstateorg
30 AU G U S T 2005
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 dlie7025IOI om vaaflyboyLwnsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Avc 72 15 East 46th SI Albert Lea MN 56007 Tulsa OK 74147
507-373-1674 918-622-8400 stfles(eskmefiiacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush H ill Road Sherborn MA 01 770
508-65l-7157 SH i Ocomcas t llet
David Bennett PO Box 11 88
ioseville CA 95678 916-645-8370
antiquerireachcul1l
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507-263-24 14
InjbfchldrcOI111tCtcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773-779-2 105
pllOtopiotaoicom
Dave C lark 635 Vestal Lane
Plainfield IN 46 168 317-839-4500
davecpciiquestnet
John S Copeland l A Deacon Street
Northborough MA 0 1532 508-393-4775
copelaml JjllllOcom
Phil Coulson 284 15 Springbrook Dr
Lawton MI 49065 269-624-6490
rcollsonS J6cscom
Roger Gom oll 8891 Airport Rd Box C2
Blaine MN 55449 763-786-J342
pledgedriveIns11com
Dale A Gustafson 7724 Shady Hills Dr
Indianapoli s IN 46278 317-293-4430
dalefayemscom
Jeannie Hill PO Box 328
Ha rva rd IL 60033-0328 8l5-943-7205
dishaoowc et
Espie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-3650
wintisockaoco m
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaoicom
Robert D Rob Lumley 1265 Sout h 124th Sl Brookfield WI 53005
262-782-2633 illmpeniiexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817-491-9 110
sellemorris(~lev I IIet
Dean Richardson 1429 Kings Lynn Rd
Stoughton WI 53589 608-877-8485
daraprilairecom
SH Wes Schmid 2359 Lefeber Ave nue
Wauwatosa WI 532 t 3 414-771- 1545
sllschmicimilwpccom
DIRECTORS EMERITUS
Gene C hase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920-23 1-5002 815-923-459 1
GRCHACllarterHet b7ac1Jc llel
Ronald C Fritz 15401 Sparta AV(
Kent City MI 49330 6 16-678-50 12
rFritzf1athwaywlcom
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873 Web Site wwwvintageaircraftorg and wwwairventllreorg E-Mail vintageaircraftCtieaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)
- Newrenew memberships EAA Divishysions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
-Address changes -Merchandise sales -Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory ___ ___ _ 732-885-6711
Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing920-426-4876 Education __ _ 888-322-3229
- EAA Ai r Academy - EAA Scholarships
Flight Advisors info rmation 920-426-6864 Flight Inst ructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles _ _ _ 877-806-8902
Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan _ 866-647-4322 Term Life and Accidental _ 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 Vintage _ FAX 920-426-6865
- Submitting articlephoto - Advertising information
EAA Aviation Foundat ion Artifact Donations 920-426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Association Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additional $10 annually Junior Membershjp (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
EAA SPORT PILOT Current EAA m embers may add EAA
SPORT PILOT magaZine for an additional $20 per year
EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magaZine not inshyduded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA members may join the
Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not inshyduded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the
International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magazine for an additional $45 per year
EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magaZine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA
Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magashyzine and one year membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a
check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2005 by lhe EM Vintage IgtJrcraft Association All righls reserved
VINlAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage IgtJrcraft Association of the ExperimentallgtJrcraft Association and is published monthly at EM Aviation Ceoter 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vinfageaircrafteaaorg Periodicals Poslage paid al Oshkosh Wisconsin 54901 and al additional mailing oHices POSTshyMASTER Send address changes to Vintage IgtJrplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcretumswdsmailcom FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivet)l of VlNlAGE AIRPLANE to loreign and APO addresses via surtace mail ADVERTISshyING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Readers are encouraged to subm stories and photographs Polky opinions expressed in artk1es are solely those of the authors Responsibility for accuracy in reporting rests entirely wh the contributor No remuneration is made Material should be sent to Edor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 92D-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aeronautica are registered trademarks trademarks and service marks of the EXperimental Aircraft Association Inc The use of these trademarks and service marks without lhe pennission of the ExperimentallgtJrcraft Association Inc is strictly prohibited
VINTAGE AIRPLANE 31
Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no
frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VM
reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1-800-233-6934 e-mail ramremfgaolcom Website wwwramengine com VI NTAG E
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418 wwwlpjetservicescom
Airplane T-Shirts 150 Different Airplanes Available
ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
WE PROBABLY HAVE YOUR AIRPLANE
wwwairplanetshirtscom 1-800-645-7739
Flying wires available 1994 pricing Visit wwwflyingwirescom or call
800-517-9278
ELECTRICAL CONDUIT
ASSEMBliES bull MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made per your specifications
bull Original equipment style Braided Conduits in Aluminum Brass or Stainless Steel
bull We carry a complete line of AN - MS Electrical Fittings Backshell Adapters and Specialty Fittings
bull We also have full machine shop capabilities for any custom applications you may require
bull Rebuild your Warbird back to Original
AIRFLEX INDUSTRIES 2538 SUPPLY STREET POMONA CA 91767
Tel 909-392-8474 AI RFLEXI N D USTRIES COM
THE FORGOTTEN PERFORMERS continued
the Pacemaker in marginal weather Mud Lake is narrow shallow and a half-mile long and Poet dragged it twice and then did a touch-andshygo before setting down for th e pickup Mattie Jack was loaded on and they headed for the hospital at Bella Coola It was dark on arshyrival and although landing in the narrow valley without daylight was seldom attempted Dick executed a safe approach and thwarted a sad ending to Mattie Jacks life
The Pacemakers most serious trauma occurred on July 25 1963 on a takeoff from Nimpo Lake 70 miles east of Bella Coola Loaded with two adults and five children from the Poets extended family and piloted by Helens cousin Bob Stewart a wingtip caught the water in an attempt to un-stick the right float and the plane cartwheeled
The left wing and one float were torn off the fuselage was comshypletely severed immediately behind the cabin and everything came to rest floating inverted All on board
were wearing life jackets and the children were ed uca ted in float flying they tripped their seat belt buckles swam out the open end of the cabin and popped to the surshyface There were no injuries
Bohanan retri eved the engine it was flushed mounted on the nose of a PT-17 Stearman and sold to a dentist Dr William Stone in Sandy Oregon Forty years later the Stearman i s still owned by Stone and the same Wasp Jr is on the nose
The remainder of the Pacemaker stayed on the shore of Nimpo Lake for a year and then was loaded on a farm truck by Dicks son-in-law Alan Hauan and returned to Aumsshyville where it was deposited behind the Poets barn A much more serishyous tragedy occurred a short time later when Dick was involved in the fatal crash of a DHC-2 float Beaver when one wing folded
To be continued in the September isshysue ofVintage Airplane
32 AUGUST 2005
be making final taxi tests at San Diego one weekend and that if everything went well it might fly So some of us drove down to Lindshy
bergh Field and parked down the runway at the point where the enshygineers had calculated it would leave the ground I was thrilledHeres Richards photograph of the XC-99s first flight
The XC-99 I only recently ran across the July
2003 issue with the article The Golishyath of the Airways about the XC-99 COincidentally I was culling some old slides Id been saving which inshycluded the XC-99s first flight
On page 9 it is reported The XC-99 was first flown on April 18 1952 Not true Later on page 20 The Goliaths first flight was made on November 24 1947 1947 is correct but Im not sure of the month On page 22 It was built at the Consolidated factory in Fort Worth Thats not true
Actually it made its first flight from Lindbergh Field in San Diego in 1947 Heres my story
In 1947 I was a newly graduated aero engineer and former bomber pilot working at Northrop Aircraft in Hawthorne California Although the industry was going through mashyjor post-war cutbacks I was thrilled to witness and photograph the first flights of three new prototypes that year the Northrop B-49 Jet Flying Wing (flying from the Northrop runway in Hawthorne) the Hughes Hercules flying boat (from Long Beach Harbor) and the huge XC-99 from the Convair plant in San Dishyego As I recorded the event
We had heard that Convairs huge C-99 transport plane would
to see at the far end of the runway the Ryan Aeronautical Company where Lindberghs plane was built
The tremendous lumbering C-99 made a few high-speed taxi tests then revved up and took off on its first flight Just as it passed us it lifted into the air
Richard Parvin Clearwater Florida
Woodworker Extraordinaire Restoring an antique airplane
calls for many different kinds of skills And like most people I found myself deficient in some categories Woodworking was the biggest problem both from an exshyperience level and having tools to make complex parts
My current project is a Fairchild 24W and it has a lot of wood which has suffered neglect and exposure to the elements
It would have been convenient to go to the nearest Fairchild store to buy some of these wood parts
But the Fairchild store is as much of the past as the hand craftsmanshyship employed to build this old airshyplane back in 1939
Fortunately I know a young man who is a furniture maker In fact hes a third-generation wood craftsshyman and has studied under Amershyican and European artisans He
works with hand tools as well as power tools
He primarily builds elegant cusshytom furniture from old-growth tight-grained wood which is highly figured His work is like fine art youd expect in a known gallery
So I felt privileged that he found it interesting and enjoyable to make some airplane pieces for me And at a reasonable price
All I supplied was the aircraftshygrade Sitka spruce and enough of the old tattered parts to get some dimensions
Id like to share his name and address with others who might be wood challenged like myself
Frank Strazza 329 Coastal Lane Waco TX 76705 25471 5-6660 fstrazzaattnet
Dal Donner Clifton Texas
Dals experience with Frank Straza highlights the fact that you can unshyder FAR 21303 make a part for your own aircraft provided you have what the FAA considers appropriate inforshymation (drawings for example) The rules also require that if youre having someone help you produce the part that the creation of that part is done under your direct supervision Check with your AampP-IA mechanic and your local FSDO regarding the appropriateshyness of the information you have on hand before attempting to make such a part-HGF
Feel free to write us here at Vintage Airplane send us your kudos commiddot plaints corrections or just plain old good stuff you want to share with everymiddot body Send your note to
Vintage Airplane Aeromail PO Box 3086 Oshkosh WI 54903-3086
You can emiddotmail your letter at this address vintageaircrafteaaorg
Be sure to put Aeromail in the subject line of your message
VINTAGE AIRPLANE 5
REMINISCING WITH BIG NICK
THE PYLON CLUB-PART I
Ihave been a racing nut ever since I was knee high to a tail-skid and I still am Going to the air races to me was like goshying to church-it was very spirshy
itual The spirit has never left me but it did turn my life around at one pOint which led to the opening of the world-famous Pylon Club
I have been asked by many of the younger generation to tell about the Pylon Club There is so much to tell about the club that I just didnt know where to start When I did start this episode over a month ago and had written over 60 pages I threw them all away beshycause they all read the same-selfshycentered I have searched my brain for weeks trying to find words that dont reflect an egomania image The more I wrote the worse it beshycame Finally my daughter solved my problem
After the 50th start she said
Nick Rezich
Daddy you know what you are-so why try hiding the truth With that statement I grounded her for a week and am proceeding with the Pylon Club story
Air racing faced certain doom following the 1949 fatal crash of Bill Odom and the cancellation of the Cleveland Air Races
In the three short years of postshywar air racing millions of dollars were invested in racing machines which resulted in 400-mph speeds in the Unlimiteds and over 200 mph in the Midgets Mechanical and technical barriers were being smashed that would benefit aviashytion when the black curtain was dropped at Cleveland
No matter what the race pilots and owners had to say in their deshyfense the news media FAA and airshyport management along with the general public hollered Kill kill kill And kill it was With Cleveshy
land out of the racing picture this left Miami as the only remaining hope to air racing survival Fortushynately for the Midgets Miami and Continental Motors went on with the winter races The Unlimiteds however were not as fortunate they were locked out with no one willing to sponsor them because they were labeled as dangerous by a few blockheads whom sponsors listened to
I could not fathom the thought of air racing coming to a grinding halt after 39 years of struggling to become an international sport I had a personal interest and an inshyvestment at stake that I didnt want to see going up in smoke My pershysonal interest was in the form of a new-design Midget racer I had started and the investment was a commitment I had made in Cleveshyland before the fatal crash of Odom I committed myself to a group of
Reprinted from Vintage Airplane January 1975 AUGUST 2005 6
owners in Michigan for their sharp P-51 which wasnt doing well at Cleveland to purchase their racer at the close of the 1949 races
I managed to get out from under the-51 after the race cancellation but I was determined to build and race the Midget These were the events that set the stage of the Pyshylon Club
I needed a platform to launch my campaign to save air racing It had to be a platform where I could reach the public news media the business world FAA and other inshyterested parties How and where The where was easy-I felt Chishycago was the city because Chicago had been a good racing city havshying hosted the 1930 National Air Race the 1933 American Air Races and the International Races and it had the airports reqUired for such an event
The how was yet to be thought of I went to Miami for the Contishynental Motors Race only to find that Miami was following Cleveshylands decision to drop the air racshying program Miami had grown to the point where the winter air races were no longer needed to attract the tourist They also dropped the AAA Winter Midget Auto Races
This really made me unhappy The loss of another major racing event coupled with the loss of the week having fun in the sun was too much to bear I went home detershymined more than ever that I would do something for air raCing-other
than talking about it The how idea came to me while
I was flying the Chicago-SeattleshyChicago-Burbank run for the nonshyscheds Those lO-hour flights gave a guy a lot of time to dream and dream I did I came upon the idea of opening a fabulous sa_ loon that I would call a nightshyclub This club would have to be something unusual in order to atshytract the people I wanted to reach I designed a very elaborate saloon that carried the theme of air racshying to its fullest extent-thus beshycame the Pylon Club
When I announced my plan to my brother Frank who was my partner in the Midget he thought I had flipped His reaction to the idea was What the hell do you know about running a saloonshyand What are you going to use for money I explained to him that any dummy can pour a beer and that I still had the money from the sale of my Culver Cadet With that he shook his head took a bite out of his cigar butt and went back to welding on the Midget
My original idea was to locate in downtown Chicago but a saloon keeper friend of mine talked me out of that idea in a hurry explainshying that between the coppers and the gangsters I wouldnt last six months unless I put them on the payroll and they would eventually own the joint
I shifted my thoughts to the Midway Airport area the eventual
location The exact location was 3017 W 63rd Street which was 2-14 miles east of Midway This location put me between the ALPA Headshyquarters and Dr Fenwicks office the doctor who gave most all of the FAA physicals on the south side For the sake of you historians we were located just two blocks east of where Benny Howard built the first Howard DGA-8
Flying for Monarch Air Service the non-sched kept me out of town quite a bit which kept the project on low burner Time was slipping by when fate struck a blow that put us in high blower
The non-sched I was working for hired a new chief pilot from Miami where he was flying a Lockheed Lobster We were operating three DC-3s three C-46s and a Lockheed 10 This new guy never even rode in a C-46 but had lied that he was type rated in the DC-3 and C-46
He started out by riding with the pilots in the DC-3s on the pretense he was checking them out until he was able to stagger around well enough not to kill himself He then moved to the C-46 where he met his Waterloo-which ended up putshyting the company out of business
It happened at Midway one night about 11 pm Being the end of the month all the captains had run out of time but there was one more schedule to fly so the Head Honcho decides he would fly the trip Larry Crawford Sr brought the ship in from Miami and landed on
VINTAGE AIRPLANE 7
a glazed ice runway at Midway with no problem
The airplane had no squawks so the Honcho fills it with gas and skulls and files for LGA He cranked up and taxied to 31L without losshying it on the ice but about a quarshyter way down the runway he did lose it For takeoff power in the -46 he was using DC-3 settings and when he lost it he pulled off at about 80 mph It came off but not for long- that over-grossed pig fell back in and there was no room to stop it on the ice The co-pilot who knew how to fly the -46 moved in and advanced the throttles to max power From my house it sounded like he double clutched it Now the Chief Honcho moves in again and pulls it off only this time he is off the runway and headed for John Caseys house the airport manshyager Before he gets to the house Johns BT-13 interrupts the flight The nose wings and engines clear the BT-13 but not the tail He ripped off the stabilizer and flipper on one side of the-46 and now it is hanging on the screaming props with no tail The airplane turned south and settled into the only open field with outside hay storage for a perfect vertical decent landshying Everybody got out without injury and then the -46 very conveshyniently burned
When the hearings were over and we found out this clowns real name and that he was not type rated in the-46 or DC-3 the insurshye AUG U S T 2 0 0 5
ance was cancelled on the carrier and Monarch went out of the big airplane non-sched business And I was out of a job
WHEN THE
PAINTER
SHOWED UP
AND I EXPLAINED
TO HIM WHAT I WANTED
HE TOO TOLD
ME I WAS
NUTS
About three days later myoid FAA buddy the late Walter Blanshyford called from St Louis and ofshyfered me Frank and Monarch Air Services original chief pilot Frank Arlaskas a job with Parks Airlines which later became Ozark I stayed on in St Louis for a while but the Pylon Club idea and air show flying didnt mix with Parks So I came back to Chicago to start work on the Club
The building I used turned out to be one-quarter the size of my origishy
nal plans This was dictated by the price of the rent heat and light The next awakening was the prices for the decor and insurance
I licked some of the decor costs by calling on a former Howard Airshycraft employee Mike Bernat who turned to interior decorating after Howard closed We took my origishynallayout and shrunk it to fit the smaller building We added Mike Bernats ideas for the final outcome I could save 500 words here if I had a photo of the interior of the Club But believe it or not out of hunshydreds of photos taken by magashyzines newspapers customers and friends I do not have a photo of the place Ill tell you why later
You will have to use your imagishynation as I try to give you a mental picture of the place For the ceiling we used parachutes with the harshyness removed Mike hung them in clusters with the top center fa sshytened to the ceiling and the canoshypies hanging inverted At the edges where the chutes met the walls we rolled the surplus and attached it in a scalloped form The end result was a very decorative and highly insulated acoustical ceiling
The main theme was carried into the walls We divided the walls into four large sections each of which would have a 3-D mural of the various racing events Mike Bernat designed built and inshystalled the four huge cornices that would frame the murals
The murals were a major undershy
taking and very costly in time and money I had 3-D color photos of Cleveland Miami and California races that I wanted reduced in full detail on the 20-by-8-foot sections of wall At first I thought I could get them blown up to billboard size like they use for outdoor advertisshying but when I told them I only wanted one each they thought I was crazy or rich or both When they quoted me $4000 and no guarantee of quality I scrubbed the blow-up idea
I got the bright idea of borrowshying a projector to project the imshyage on the wall and then trace the whole thing in charcoal to obtain the detail and then paint it The idea was great but it didnt work My brother Mike solved our probshylem by recommending a painter he knew He cautioned me however that I would have to keep this guy sober if I wanted the job to be comshypleted When the painter showed up and I explained to him what I wanted he too told me I was nuts We finally reached an agreeshy
ment on price and time Now for my $5000 mistakeshythe painter asked if I wanted the paintings on canshyvas or the wall surshyfaces I opted for the wall because it was cheaper I thought which I was to regret later
Next proj ect was the identifier My original plans called for a beashycon on the roof and a huge neonshylighted pylon in front When I apshyproached the landshylord and informed him I was going to erect a beacon tower on the roof he flipped and darn near ran me
out of town Next to get shot down was the neon-lighted pylon
First the building would have to be beefed up to hold it next a special permit from the city was reshyquired extra insurance and when I got the price from the sign comshypany to build it I gave up and opted for a 6-foot script-lettered Pyshylon Club neon sign I was fast learnshying about the saloon business Here I am three weeks away from my proposed opening date and I am broke and borrowing-and with six weeks work left to finish
The sign painter by now has polished off about three cases of gin but was doing one hell of a good job I took my chances with the painter and kept pouring the gin and about another case later he finished the job BELIEVE YOU ME when we finished it was a CHAMPION OF CHAMPIONS-it was a masterpiece The only thing missing was the whine of engines and the roar of the crowd We all sat back to admire Jeffs work and drank a toast to the mastershy
piece when I got the brilliant idea of just one more painting After we all destroyed a bottle of booze I asked Jeff if he would paint a panoramic view of racers on the racecourse at Cleveland on the window up front facing the street By now he was so wrapped up in the place and so full of enthusishyasm and booze that he agreed This painting turned out to be a classic Up until now we had the window covered so no one could see in while we were working
When Jeff started to paint that window I had to bar the door Evshyerybody wanted in-finished or not In the meantime we fixed up the back bar with a big OX-5 Hamshyilton prop which I borrowed from my brother Mike A pyramid of Carl Hubbells black bordered pre-war Thompson Trophy winners were hung on the wall Red and white checkered pylons were placed all over the place along with trophies and a whole new slew of photos of racers people and events Between the Hubbell paintings and the OX-5 prop hung a beautiful painting of our Midget racer No 43 This paintshying was a gift from Paul Schaupp builder of Mr Zip No 27 Midget racer from Inglewood California
Before we opened formally we had a premier showing for the aviashytion and public press and other seshylected guests who made the Pylon Club possible We named the mushyrals as follows the south half of the west was the Art Chester Wall this was a painting of Art Chester taking off at the San Diego Races minutes before he was killed
The north half was the Goodyear Wall with a large shot of one of the Goodyear Pylons with Bill Brenshynand rounding the bend North half of the east wall was the Cleveshyland Wall with a shot of the 1947 finish and the south half was the Betty Skelton Wall This wall had the shot of Bettys IiI Stinker at Mishyami winning the akro title
Next month Pylon Club Happenings
VINTAGE AIRPLANE 9
middot THE ~
Part I The Wrights dogged pursuit of useful flight HG FRAUTSCHY
Two weeks after arriving home from the windblown sands of North Carolinas Outer Banks the Wright
brothers were working on their next flying machine New Years Day saw Orville sending the engine casting patterns to Harry Maltby for changes (A few days later he returned the patterns saying he couldnt make the requested Changes) Casting patshyterns for the pistons and cylinders were sent out with instructions to make three sets Charlie Taylor got to work on a pair of new engines At least one was needed for the new Flyer since the 1903 Flyer engines crankcase was broken when the Flyer was rolled over by the wind after the fourth flight on December 17 The second engine would be used for tests By the third week of January they were sawing wood for new upshyrights and ribs and construction of the Flyer II was well underway
The 1904 Wright Flyer II was
1 0 AUGUST 2005
nearly identical in shape and form to the 1903 machine with one imshyportant exception They changed the wing camber from 1 in 20 to 1 in 25 flattening out the wings cross section which slightly reduced its drag but also its lift As the sumshymer months progressed the heat and humidity affected the unvarshynished wooden structure and the airfoil further flattened out to about a 1 in 30 camber They were countshying on the additional speed possible with the higher-horsepower engine and the lower drag of the airfoil to make up for the lower lift generated by the flatter airfoil
It didnt work For 1905 theyd go back to the
1 in 20 camber Other changes inshycluded a revision to the hinge point for the forward rudder (what we reshyfer to as their elevator) since the 1903 machines forward rudder was mistaken ly hinged aft of the censhyter of pressure and had a tendency
to snatch the controls from the opshyerator and to move to the full-up or full-down position when the control was moved in flight The location of the engine was also revised to move the center of gravity During the seashyson they also installed steel bars weighing as much as 70 pounds unshyder forward rudder bringing the toshytal weight of the machine to about 915 pounds
Due to the scarcity in Dayton of spruce long enough for their purshyposes the brothers were forced to use pine for their spars which caused a fair amount of frustration when repairs had to be made The pine snapped easier than the spruce causing the number of repairs to be higher An order was placed for spruce but it would be later in the summer before the wood would arshyrive at their shop
There was one pair of parts that were legaCies from the 1903 Kitty Hawk Flyer-the propellers Both
airscrews had survived the tumble over the sand after the fourth flight on December 17 and were to be used on the 1904 machine for the very first trials It is unclear exactly when they were removed from the 1904 machine but it seems likely it was in advance of this notation made on August 10 1904
Broke rudder before final landing Broke screw was the entry related to a 640-foot flight made by ww and noted in Wilburs Diary E (In their diaries the brothers referred to each other by their initials)
On Monday May 23 1904 they invited the press (but no photograshyphers) their father and a few friends for the first flight of the new mashychine It was a tough day for the brothers They fully expected they would at the very least be able to duplicate the distance flown the preshyvious December It didnt work out the way they had planned
While both had become the
By May of 1904 the Wrights had built a new version of the Flyer they had tested in Kitty Hawk at the end of the previous year Desiring a closer location to their home in Dayton they gained permission to fly in Torrance Huffmans praishyrie pasture just a few miles outside of Dayton There they built a hangar shed to house their airplane shown in these photographs in its initial 1904 configuration Orville leans on the strut while chatting with his older brother Wilbur standing on the right What appears to be a Richards anemometer is mounted to an outboard wing strut just behind Wilburs head You can clearly see a larger gasoline tank and a radiatorexpansion tank mounted on center-section struts near the horizonshytal four-cylinder engine The forward rudder (elevator) is clearly different in plan form from the 1903 Kitty Hawk Flyer
worlds most experienced glider pishylots over hundreds of glides since they started flying from the Great Hill near Kitty Hawk North Caroshylina when they started flying again in 1904 they had a combined total of only 98 seconds of powered flying time-Orville with a total time of 27 seconds Wilbur with 71 precious ticks of the stopwatch in his diary logbook This inexperience and the combined effects of density altitude and a very narrow performance enshyvelope added to their challenges
After waiting for high winds to subside on that Monday in May they were dismayed to see the wind die off almost completely They placed the Flyer II on the new 100shyfoot launching rail they had built and one of the brothers (its not clear in their diaries which of the two) settled into the padded leather hip cradle and grasped the wooden controls The engine proved diffishycult to start and ran poorly misshyfiring irregularly The signal given the engine lever was moved over to the far right and the restraining clip tripped With hardly a breath of wind blowing the Flyer started down the track But the combinashytion of a much higher density altishytude than they had at Kitty Hawk and the misfiring engine caused the Flyer to show no propensity to fly
it unceremoniously ran off the end of the track
A few days later with the weather still unsettled and rainy Orville managed a meager 25-foot hop Once again their father 76-yearshyold Bishop Milton Wright made the 8-mile trip on the interurban trolshyley from the west side of Dayton to Simms Station across the road from Huffman Prairie
The summer of 1904 would be a real test of the brothers persistence They were somewhat surprised and very disappointed in the initial trishyals and probably a bit embarrassed as well Not since the train ride home from North Carolina in Aushygust of 1901 had they been more perplexed and frustrated in their aerial experiments
June July and August would go past before they would equal based on time aloft their last flight of 59 seconds on December 171903 They finally did it on Thursday September IS 1904 in a flight that lasted 59-12 seconds according to the stopwatch and Richard anemometer mounted on the Flyer That days flight was made easier to accomplish thanks to one more innovation that was added to their list of accomplishments that fall the construction and use of a catapult to launch their airplanes
They didnt have the steady breezes VINTAGE AIRPLANE 11
In 1904 the Wrights would accumulate 45 minutes of flying time during 105 flights Most of the flights were measured in seconds such as this efshyfort flight number 30 Wilbur is shown in mid-flight on August 13 1904 He would cover 784 feet in 22-34 seconds skimming low over the tall grass in Huffman Prairie Two interesting details (see insets) are present in this image First on the left below the right wing of the Flyer II a couple
of people can be seen riding in a horse-drawn cart One can only imagine what they were thinking as the biplane skimmed the grass Second on the far right it appears Charlie Taylor is the man in shirtshysleeves with his hands on his hips as the Flyer II clatters by
they had taken advantage of along North Carolinas Outer Banks Recshyognizing that much lower average wind speeds were available in censhytral Ohio during the summertime the brothers built a longer set of launching rails each section meashysuring 20 feet At one point 12 secshytions of rail were laid and staked to the ground for a total of 240 feet but it was soon discovered that layshying that much track was not parshyticularly useful It took too long to lay the rail and often when the last section was lined up and bolted to its neighbor the brothers and Tayshylor would discover that the wind had begun to shift Shortening the rail helped get the job done sooner but consistent launches were only possible when there was a strong breeze Too often attempts in marshyginal conditions ended in nothing more than a short hop By midsumshymer the catapult was ready for a September 7 1904 trial
A 20-foot tall derrick was placed behind the Flyer and a 31 ratio rope and pulley block and tackle were inshystalled The rope ran from the top of
12 AUGUST 2005
the derrick down to the base and over another pulley where it changed dishyrection and ran alongside the rail to the opposite end of the shorter track (now 60 feet) There it made a 180-deshygree turn at the launching end of the rail running back to the Flyer perched on top of its launching truck There it was attached to the launching truck which had small bicycle hub wheels that rode on the metal-topped wooden rail A second rope attached to a stake driven into the ground restrained the Flyer When a 1200shypound weight was dropped 16-12 feet thanks to the 31 ratio the end of the rope attached to the launching truck would be pulled 50 feet down the rail accelerating the Flyer to flying speed Each weight the brothers used tipped the scales at 200 pounds On a number of occasions 1200 pounds proved to be inadequate and the weight being dropped was increased to 1600 pounds
It is often assumed the Wrights alshyways launched their Flyers into the wind and while it was certainly their goal their diaries make clear that crosswind takeoffs were often atshy
tempted and accomplished simply due to the vagaries of the wind direcshytion Thanks to the rapid accelerashytion from the catapult the controls were effective quickly giving the pishylot the ability to counteract the effect of the crosswind
A few weeks after starting to use the new launching system they flew longer and farther than ever before On a cloudy Tuesday morning Sepshytember 20 1904 starting with a crosswind from the left Wilbur manshyaged a flight of just over a minute in time covering 2520 feet He also managed to perform a pair of turns during the flight the first to the left and the second to the right landing as he came close to the fence near the road and the trolley line Based on writings by Wilbur in early 1912 in a disposition related to the Wright vs HerringCurtiss lawsuit it appears he may have been attempting the first circled flight but turned back in the opposite direction when he realshyized his turns path would put him in conflict with a tree he depicted in a diary map of the days events
On the next flight Orville did
even better than that and an intershyested and erudite witness was there to see the flight
Sixty-four-year-old Amos Root the editor of Gleanings in Bee Culture had driven 175 miles to visit friends in Xenia Ohio and made a side trip to Huffman Prairie to meet the Wrights Hed been reading about them in the few mentions made in the press up to that date and wanted to see for himself what was happenshying outside of Dayton As luck would have it he arrived on September 20
Root was no crackpot looking for a cause A leading citizen of Medina Ohio he bought the first bicycle in northern Ohio in the 1870s and he purchased a new Olds Runabou t motorcar in 1903 Root was known as a fellow who was willing to emshybrace new technologies as soon as they were viable He drove the Olds on a 400-mile tour of Ohio during the summer of 1904 and drove to Huffman Prairie in September Root had established a successful busishyness centered on beekeeping and is known today as the father of the modern beehive His business AI Root Inc a company now known as a worldwide supplier of candles and beeswax is still in its original buildshying in Medina
The cloudy skies gave way to rain later in the day with the breeze shifting from out of the northshywest to crossing the field from the northeast As shown in a diagram drawn in Wilburs diary Orvi lle with a right crosswind to compenshysate for as he started was launched off the rail He pitched the Flyer up to climb just a few feet and then proceeded to do something no one had ever done with a powered airshyplane-he flew the Flyer IT for one minute thirty-five and two-fifths seconds and flew in a complete 360-degree turn landing only because he neared the northeast boundary of the field
Root was amazed and the moshyment was not lost on him In the January 1 1905 edition of Bee Culshyture he wrote
liThe operator takes his place lyshy
while sitting up You can eXperience hoW extended periods could be Next time youre at home watching television try lying on your stomach and watching an entire episode of your favorshyite sitcom for the entire half-hour- no breaks no stretching just you and your head tilted upward as if you needed to always see where you were headed You can bet the brothers looked forward to that power increase
The other reason was terrain The Wrights didnt yet have the luxury of a prepared field that was long and free of obstructions The terra firma at Huffman Prairie was once a low swamp and the field was prishymarily filled with hummocks of grass about 6 inches tall A pair of flexshyible spruce skids could ride along the tops of uneven terrain soaking up the shocks and spreading the load along a pair of runners but a pair of wheels would have to be set on axles mounted in some sort of shockshyabsorbing apparatus all of which added you guessed it weight And in case you needed to land in a smaller field a set of wheels might need one more device brakes A pair of wheels of fered little resistance to stopping but a set of skids brought you to a stop much quicker with little chance of nosing over
Eventually the Wrights had the aircraft performance and the fie ld conshyditions that would allow them to dispense with the ungainly launching rail and catapult system but until then they plied the skies of America and Europe with a pair of graceful spruce skids
VI N TAG E AI R PLA N E 13
The Wrights struggled during all of 1904 with controllability issues and fightshying the effectsof what we have come to understand as density aHitude Too often a flight would end with the Flyer I darting into the ground such as this incident at the end of flight 31 on August 16 1904 Orville was the pilot The fellow standshying to the right of the launching rail appears to be Charlie Taylor the Wrights mechanic Flights ending like this prompted the brothers to create a catapuH sysshytem which they started using on September 7 1904 The addition of the catapuH meant that flights could be started at a speed that would allow the Flyer to accelshyerate and the Wrights flight times immediately began to increase
The leaves have fallen but the exciteshyment of being able to fly the Flyer I for over a minute at a time was irresistible for the brothers as they both learned how to control their recalcitrant flying machine and continshyued to refine their deshysign This photograph
of flight 85 was taken on November 16 1904 during a flight in which Orville covshyered 1760 feet in 40-112 seconds
Consistent flight continued to elude them even while they were able to keep the Flyer I in the air for more than five minutes sometimes circling the field four or five times When they concluded the 1904 flying season on December 9 they had plenty of scientific work ahead of them Confident they could solve the problems the following spring was spent trying to sell their flying machine and later building a new airplane At the beginning of the summer of 1905 they stood ready to fly in the air at their will The Flyer 11 would test their resolve
ing flat on his face This position offers a locom otive without any wheels we less resistance to the wind The engine will say but with white wings instead is started and got up to speed The mashy we will further say-a locomotive made chine is held until ready to start by a sort of aluminum Well now imagine that of trap to be sprung when all is ready locomotive with wings that spread 20 then with a tremendous flapping and feet each way coming right toward you snapping of the fo ur-cylin der engine with the tremendous flap of its propelshythe huge machine springs aloft When lers and you have something like what I it tumed that circle and came near the saw The younger brother bade me move starting poin t I was right in front [of] to one side for fear it might come down it and I said then and I believe still suddenly but I tell you friends the senshyit was one of the grandest sights if not sation that one feels in such a crisis is the grandest sight of my li fe Imagine something hard to describe The attenshy
1 4 AUGUST 2 005
dant at one time when the rope came off that started it said he was shakshying from head to foot as if he had a fit of ague His shaking was uncalled for however for the intrepid manager sucshyceeded in righting up his craft and she made one ofher very best flights
Ve ry be st fli ght ind ee d th e 52nd fli ght th e bro th ers m ad e with th e Flyer II was the longes t in te rms o f time a nd d ist a n ce they had ever m ade
In 1904 they made a total of 105 fli ghts most o f them fairly sh or t with limited turns performed within the confines of the fi eld More than once one of the brothers would land before turning any great amount for fear they would fl y outside the boundaries of the roughly lOO-acre Huffm an Prairi e They were still feeling out the amount of turn the machine would tolerate and more than once the turn ended in an unshyintended landing
Friday December 9 saw the end of the 1904 flying season a season of remarkable progress and maddenshying problems The airplan e still was unstable in pitch it still had the odd tendency to slide off to the side in turns and the power available was barely enough to sustain the Flyer in the air They dismantled the Flyer II keeping the hardware engines and propellers but burning the remainshying wood and fabric The in fo rmashytion they had gathered in their fi rst full season of powered flight was put to use as they began construction of the 1905 Flyer III ~
Continued next month
All of the images presented in this article are available as digital downloads from the Library of Congress website Start your search at wwwlocgovrr print cataloghtm
Tap the blue Im ready to search butmiddot ton and when the next page comes up click on the OW hyperlink or scroll to the very bottom of the page The Wright Brothmiddot ers Collection is number 57 Once youre at the search page for the Wright Collecmiddot tion just enter a keyword such as 1904 and a list of images will be presented Have fun There are plenty of interesting images-more than 300 Wright images scanned from their original glass plate negatives are part of the Library of Conshygress collection
its FREE
AVIATION UNLIMITED AGENCY
wwwouoonlinecom
Eugene Geno Breiner Newville PA
_ Graduate of Roosevelt Aviation School Long Islanel NY
_ In 1985 restored Fleet 2 NC8689 manufactured in 1929
_ 1987 Best Open CockpitshyPotomac Antique Aero-Squadron (PAAS) Horn Point MD
_ 1989 Best Antique Sentimental Journey to Cub Haven
_ 1992 Grond Champion shy PAAS
I have enjoyed my aircraft through the years and have
enjoyed working with AUA Inc since 1985 for all my
insurance needs
- Geno Breiner
I middot
AUAs Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums
Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages - 0 hand-propping exclusion
No compone t ~orts endorsements - Discounts for claim-free renewals carrying all risk coverages
The best is affordable Give AUA a call shy
800-727-3823 Fly with the pros fly with AUA Ina
Torquil Normans DH8S Leopard Moth HG FRAUTSCHY
Theres always room for imshyprovement in an airplane and in 1933 Geoffrey de Havilland saw potential in
his companys DH80 Puss Moth It was a great airplane but with a tweak here and an improvement there
The new version would use the higher-horsepower inverted Gypsy Major engine of 130 hp with seating for three people and a spruce and plywood box strucshyture for the fuselage
When first flown by the compashynys founder on May 27 1933 the DH8S Leopard Moth was found to be 9 mph faster that its sibling topshy
16 AUGUST 2005
ping out at about 137 mph while carshyrying three people Pleased with the results de Havilland came to like the airplane so much he ordered one for himself using it for family touring around the United Kingdom and on the continent of Europe in the blissshyful days before the clouds of war beshygan to gather
Interestingly a curious debate over crew placement in Jightplanes was put to rest in part due to the experishyence gained by pilots of the Leopard Moth When first conceived its preshydecessor the Puss Moth had both the passenger and pilot in the same cabin an arrangement that resulted
in a great deal of discussion Should a pilot be in the same cabin where he could be distracted from the rigors of flying the airplane Shouldnt he or she be positioned in a separate comshypartment or cockpit so that his or her full attention could be paid to flying the machine
If the tandem-seated Puss Moth dealt that concept a strong blow the Leopard Moth with its two in the back and pilot up front stomped on it and the side-byshyside DH87 Hornet Moth put it to rest for good The benefits of havshying the passenger inside the cabin where not only his desires could be
JIM KOEPNICK
dealt with but his help could be of great benefit was further enhanced by the passengers accessi bility to flight instruction which could be given by leaning over and speakshying into the pupils ear rather than shouting into the slipstream or givshying convoluted hand Signals
The attractiveness of such an arshyrangement contributed to the Leopshyard Moths popularity with 133 of them being made in the middle 1930s and almost half of them (60) being sold to overseas or continenshytal owners Buyers from as far away as Argentina and Japan ordered Leopard Moths and when World
War II broke out 44 of them were appropriated by the British military for use in communications work
Not surprisingly not all of those 44 DH85s re-entered civilian life after the war many were lost durshying service but better than two dozen were reregistered One of the Leopard Moths to survive the war was originally built for export to the Continent
When first built in 1933 DH85 serial number 7035 was sold to a French owner and it was registered as F-AMXP It sat out the war years in a barn in France and didnt fly again until after Roger Fiennes reshy
covered the airplane in 1990 and brought it to England where Ben and Jan Cooper of the Newberry Aeroplane Co restored it Torquil Norman aircraft collector extraorshydinaire bought the aeroplane from Roger before Rogers disappearance and presumed death in a Tiger Moth during an attempted crossing of the English Channel in the late 1990s
Quite thoroughly restored with an engine overhaul performed by Mike Vaisey of Vintech the Leopard Moth is now registered as G-ACOJ and is kept by Torquil at a small strip called Rendcomb Aerodrome located southeast of Gloucester in the United Kingdom Like Geoffrey de Havilland Torquil fell in love with his Leopard Moth flying as often as he could And like many pilots of old the lovely handling qualities of the DH85 provided the opportunity to fly the aeroshyplane long distances Record-breaking flights from England to Africa and Australia were made in the 1930s and taking inspiration from those intrepid pilots Torquil Norman had Henry Labouchere install a long-range tank under the back seat of the Leopard Moth giving it a 96 US gallon capacity enough to keep the Gypsy Major running for about 11 hours A couple of warmshyup flights to Italy and France gave him the confidence in the aircraft to fly the North Atlantic
A number of you may recall that in 1966 Torquil and Henry Labouchshyere flew a lovely de Havilland Dragon Fly to Oshkosh One of the lessons learned during that flight was that if one engine failed in the Dragon Fly they would wind up in the ocean as it didnt have sufficient perforshymance to maintain altitude on one engine with the other shut down and its fixed-pitch prop presenting itself to the slipstream completely unfeathered
Torquil felt that a single-engine crossing in the Leopard Moth didnt present a significantly greater risk than the flight in the twin-engined Fly so he gathered the equipment
VINTAGE A I RPLANE 17
Torquil Nonnan aircraft collector extraordinaire
18 AUG U S T 2005
Like many of its de Havilland siblings the Leopard Moth features foldable wings which help maximize available storage facilities
necessary for such a long trip and Iceland landing after a 9-l2-hour flew to Wick in far northeastern journey An attempt to fly over the Scotland Donning an exposure suit Greenland ice cap was rebuffed by and departing with a full 96 gallons clouds so a run down the east coast of fuel he pushed off to Reykjavik was made landing in Narsarsuaq at
the southernmost tip of Greenland There he was greeted with beautiful weather with temperatures in the 60s and sunshine
A long run to Goose Bay Labrashydor in Canada gave Torquil a taste of just about every type of weather one can expect to encounter from solid IFR conditions nearly down to the sea to a near gale blowing along the Canadian coast when he
(j was getting ready to land From ~ there he flew down to Sept-lies on g the north shore of the St Lawrence a ____ --u_ ~ Seaway in Quebec where he says
Electricity for the Moth is supplied by this strut-mounted generator which is he enjoyed a marvelous lobster din-driven by a carved impeller You can see the damage done to it by ice and pre- ner Then it was on to the States cipitation encountered on the trans-Atlantic trip making his way to EAA AirVenture
Oshkosh 1999 after a few stops to visit friends along the wayA Hamilton vertical
All in all he didnt feel the airshycard compass (right) craft ever ran up against insurshysupplements the stanshymountable issues during his longdard British compass flight but there were times whenmounted at the bottom the long legs of the Leopard Mothcenter of the instrushywere not contributing to the comshyment panel fort of the pilot Having made the trip in both the Rapide and the Leopard Moth Torquil didnt feel it was likely hed repeat his transshyAtlantic hop but he certainly has created a whole new set of stories to tell his chums at home
VI N TAGE A I RPLANE 19
THE FORGOTTEN PERFORMERS
Bellancas record-making airplanes VIC PIKE
Clarence Chamberlain on his way to Gennany
A sk anyone in a pishylots lounge what airplane Charles Lindbergh flew across the Atlanshy
tic and the reply will be Why a Ryan of course But relatively few current pilots are aware that two weeks after Lindberghs famous flight Clarence Chamberlain and Charles Levine flew a WB-2 Belshylanca named Columbia immediate predecessor to the Bellanca Paceshymakers and Skyrockets from Roosshyevelt Field New York to Eisleben Germany And few pilots know that prior to his involvement with Ryan Lindbergh unsuccessfully neshygotiated with Wright Aeronautical (who commissioned the WB-2) and later with Giuseppe Bellanca at his Columbia Aircraft Co to purchase th e very plane used by Chambershylain and Levine Unfortunately (or fortunately for Ryan) Charles Levine th e financial underwriter of Columbia Aircraft manipulated capriciously to obstruct a sale to the 20 AUGUST 2005
unknown airmail pilot Lindbergh From the mid 1920s through the
early 1930s Bellanca monoplanes routinely set records for distance altitude and endurance that made their superlative performance an expectation Victories at the Nashytional Air Races in both 1925 and 1926 An endurance record of 51 hours and 11 minutes in 1927 and New York to Havana Cuba in 1928 both by the Columbia
Then it was Maine to Spain by the North Star in 1929 At the Nashytional Air Races in Cleveland that year Bellancas took five firsts three seconds two thirds and two fourths in seven events In May 1930 came the non-refueled endurance record of 84 hours and 33 minutes in a Pacemaker powered by a Packard DR-980 radial diesel engine this reshycord was not broken until the 1986 flight of the Voyager
In July 1930 another record New York to Istanbul in the Cape Cod nonstop And still more an altitude record of 30453 feet was
set in 1931 by Bellanca test pilot George Haldeman
1931 also saw an around-theshyworld flight with Clyde Pangborn and Hugh Herndon in Miss Veedol which culminated in a 4558-mile 41-hour and 13-minute leg across the Pacific Ocean from Sabishiro Beach Japan to Wenatchee Washshyington which is a story in itself This record stood until 1947 when it was eclipsed by a uS Air Force 8-29 Miss Veedol was renamed the American Nurse and in 1932 vanshyished on a trans-Atlantic attempt
These are only a few of the acshycomplishments of this Bellanca seshyries and although some of these airshyplanes had modifications such as longer wings the original design was a commercial production aircraft
Diminutive and shy Sicilianshyborn Giuseppe Bellanca had formal education in mathematics and enshygineering and in a partnership of three constructed Italy s first airshyplane in 1909 He immigrated to America in 1911 and soon assemshy
bled a parasol-wing monoplane powered by a three-cylinder 30shyhp Anzani engine After flying this airplane Clarence Chamberlain remarked I was thoroughly conshyvinced that Bellanca not only was a genius but a hero of a rare sort
In 1912 Bellanca established the Bellanca Aeroplane Co conshystructed a second monoplane and opened a flight school One of his students was Fiorello LaGuardia later New Yorks famous mayor In 1916 Bellanca designed the CD and CE biplanes for the Maryland Pressed Steel Co To illustrate his engineering acumen the CE (1917) would cruise at 100 mph on 90 hp while the conshytemporary Curtiss IN-4D Jenny also with 90 hp followed at 65 mph
The CF monoplane first flew on June 8 1922 and was spectacular for its era With an enclosed cabin carrying four passhysengers and powered by a 90-hp 10-cylinder Anshyzani radial (twin rows of five cylinders) the CF cruised at 100 mph for 600 miles and enjoyed an impressive 12-to-1 glide ratio With the CF Bellanca created a signature airfoil fuselage profile that continued into post-war designs
Airmail pilot William C Hopson campaigned the CF in a series of competitions during the summer of 1922 He took first place in every event Hopson observed She was by far the most remarkable plane I had ever flown
Despite the CFs accomplishments there was no market for a $5000 airplane when World War I surplus models were selling for a few hunshydred Fortunately the CF survived has been restored and is now in the National Air and Space Museum
In 1925 Bellanca joined the Wright Aeronautical Corp which put him in close proximity to the new 200-hp J-4 Whirlwind engines This prompted construction of the
conflicts with Wright Aeronautical in Patterson New Jersey he moved to New York and entered the conshytentious partnership with Charles Levine When that unraveled Belshylanca re-established production in a rented warehouse on Staten Island
Bellancas outstanding airplanes enticed the state of Delaware and particularly the du Pont family into courting him to settle there After a temporary operation in Wilmingshyton a factory and airfield were conshystructed at New Castle stability was finally achieved
The rugged construction and prodigious load-carrying capacity
of these unique airplanes disbursed their activities all over the world where they served careers from distinguished air transshyport to bush hack An ulshytimate utilitarian characshyter relegated the grand birds to situations of exshypendability that unforshytunately caused attrition to eliminate alarming numbers of them
Out of the 60 that were built only one airworshythy example of a Paceshymaker CH-300 exists toshy
bull
--=--shy -lt
-shy____ u
all-wood WB-1 followed by the steelshytube fuselage WB-2 using the imshyproved 220-hpJ-5 The WB-1 was deshystroyed in a crash in 1926 and the record-breaking WB-2 Columbia was lost in a hangar fire in 1934
From the WB planes evolved the Pacemaker series first the J-5 Wright powered CH-200 of 1928 then the 300-hp R-975 J-6-9 CH-300 of 1929 (also available with the PampW Wasp Jr) and the R-1340 Wasp CH-400 Skyrocket of 1930 on through the senior Pacemakers and Skyrockets of the later 30s
Giuseppe Bellancas passion was to design and build airplanes with the following parameters Maxishymum safety and the greatest possishyble efficiency as measured by speed load and range His earlier dreams seemed perpetually frustrated after
day NC251M Serial No 154 And even this one is currently undergOing a complete and toshytal rebuild with new fuselage and wings and a target date for compleshytion in the summer of 2005
Throughout the story of this airshyplane is the striking reality of how many people have been involved The core history of an old airplane is inshytriguing but the anecdotal accounts of the people create something inshyfinitely more profound Aviation is a community an extended family so loosely connected that members remain unacquainted But the comshyposite connects lives in ways that are not previously suspected Keep this in mind as you read
NC251M emerged from the Belshylanca factory at New Castle Delashyware on September 171929 to be delivered as the first airplane of In-
VINTAGE AIRPLANE 21
ter-IsIand Airways (now Hawaiian Airshylines) of Honolulu It served primarily with sightseeing flights while Inshyter-Islands passenshyger service evolved around Sikorsky S-3S amphibians
On April IS 1933 NC251M was sold to Mr G Fowble (posshysibly a broker) of San Bernardino California and then resold on April 27 to MacMillan Peshytroleum Corp of Los Angeles Remember MacMillan Ring Free Motor Oil On March 20 1935 it was purchased by Unious Mac McGee (McGee Airways) in Anchorage Alaska to begin 15 years as a bush workhorse On April 20 1935 McGee Airways was sold to Star Air Service in Anchorage which became Star Airlines which became Alaska Star Airlines which became Alaska Airlines in May 1944
Steve Mills chief pilot for Star was flying a sister Pacemaker NC259M when a fatal crash claimed his life in 1936 After usable parts were salshyvaged the remaYJs were burned at the site of the accident In 1995 the curator of the Alaska Aviation Herishytage Museum (and a walking encyshyclopedia of Alaska aviation history) Ted Spencer recovered the parts and stored them at the museum in Anchorage Steves grandson Dave Mills assisted Ted in his efforts
Essentially intact the logs of NC251M depict a rich history of Alaska bush flying in the 1930s and 1940s and reading them is like peering into the Holy Grail Much of the story can only be extraposhylated from the cryptic and frustratshyingly taciturn renderings of bush pilots who flew thousands of hours over geography and in weather that would be considered treacherous to most modern pilots
Ones imagination expands from such tersely penciled comments as 22 AUGUST 2005
PICTORIAL HISTORIES PUB CO
NC251M in 1929
Engine blew up Ship moored at Naknek Rate of climb reads SOO feet down in level flight Windshyshield gives pilot cold shower Turn and bank no good Cant adjust altimeter (Signed Satan) Repaired left wingtip spliced rear spar Rebuilt left elevator
Another entry notes Flew every day from 1-20 to 2-14 With such casualness the suspicion is that unshyderstatement must be intrinsically characteristic of these bush pilots theres no mention of the effort inshyvolved in keeping a 1929 airplane flying every day during the rigors of an Alaskan winter
The logs include entries by many noted Alaska bush pilots a few of which were Kenny Neese Johnny Moore Don Goodman Jack Elshyliot (who onee swooped down and speared a wolf with his ski) and Bill Lund Lund stayed with Alaska Airshylines as its number one pilot and pioneered jet flights into Russia during the 1970s finally retiring in 19S0
Martha Monsen was the Star agent in Naknek during the 1930s and ran a virtual boarding house for the pilots during layovers Several of Monsen s sons became pilots and one Mel Monsen told me of sitting at the supper table as a young lad caught up in the intrigue of endless convershysations about bush flying advenshy
tures Mel Monsen related that when he and his friends played bush pishylot there was alshyways an argument about who would be Kenny Neese
In these early days it was usual for Alaska air sershyvice companies to struggle wi th fishynancial solvency Star was no excepshytion and in June 1939 in exchange for some capital investment the
ownership of its entire fleet was transferred to bankers Thrall and Williams of Minneapolis Minshynesota In contemporary terms these treasures included four CHshy300 Pacemakers three CH-400 Skyrockets two Stinson SM-SAs a Fairchild Pilgrim 100A a Cessna C-34 Airmaster and a Ford 5-AT-C Tri-Motor The arrangement apshyparently worked because by Febshyruary 1940 everything was back in Stars legal possession
In June 1946 Alaska Airlines performed a field conversion from wheels to Edo 4665 floats When completed notification was sent to the CAA with the simple comment that it was similar to Bellanca NC256M Approval was granted
From 1929 NC251M flew with a Wright R-975 J-6-9 of 300 hp reshyplaced or overhauled a number of times but a catastrophic failure in August 1946 prompted Alaska to convert to a PampW R-9S5-AN-3 Navy surplus and freshly overhauled In May 1947 the plane was returned to service
In December 1947 Alaska Airshylines sold NC25 1 M to Eric Shutte (pronounced Shoot-ee) and CV Kay Shutte came to Alaska in the early 1930s as a pilot and mechanic for Vern Gorst founder of Pacific Air Transport Kay had been a partshyner with Shell Simmons in the Panshyhandle Air Transport Co (Pateo)
out of Juneau in the mid 1930s
Shutte and Kay did contract flying for the US Coast Guard and opened a hotel in King Salmon called Nashyknek Sky tel with NC25 1 M providing charter flight sershyvices The business suffered a setback in 1950 when the hotel burned and on a trip south the Bellanca was damshyaged in an accident Kenmore Air 1950s On the float is Bob Munro Walt Winsman mechanic near Prince Rupert and Bill Lund Alaska Airlines pilot on a day off British Columbia
Bob Munro of Kenmore Air Harshybor in Seattle salvaged the plane with the promise that insurance would cover the costs The insurshyance company refused and Munro took possession of the Bellanca as payment After repairs were comshypleted NC25 1 M joined the Kenshymore fleet Currently Kenmore is a world-class floatplane operation holds the type certificate for Edo floats and has developed many STCd modifications for de Havilshyland Beavers and Otters
From 1955 to 1957 Munro leased NC25 1 M to Bob Hall of Kodiak Airways (actually it was sold and repurchased for liability protecshytion) Kodiak ran scheduled mail and passenger service to the five villages and nine canneries on Koshydiak Island The chief pilot was Gil Jarvela and in a conversation with me he related stories that riveted my attention hauling resistant Koshydiak bear cubs in gunny sacks loadshying incredible amounts of freight in NC25 1M and patching holes in the floats with bubble gum and spruce twigs
When the plane was returned to Kenmore Bob Munro commisshysioned Clayton Scott to engineer the installation of Edo 6470 floats to replace the smaller 4665s I had heard of Scott and his legendary cashyreer in aviation that has spanned
more than seven decades and conshyfirmed his existence with Bill Whitshyney Kenmores senior pilot who flies turbine Otter floatplanes
I visited Scott in his large hanshygar on the Renton Municipal Airshyport in Washington state where he conducts business as Jobmaster Co his aircraft modification firm Out front was a beautiful Cessna 195 on floats and inside I found him working on a de Havilla~d DHC-2 floatplane Looking at the man and his environment I immeshydiately realized that this was halshylowed ground
I told him my visit was prompted by an understanding that he had once installed floats on a Bellanca Pacemaker and he replied Yes that was in 1957 We replaced a set of Edo 4665s for some 6470s I can show you the paperwork He stepped to his fi le and without glasses pulled it out
I inquired of Scott how old he was and with a sly smile he said 100 minus three After a period of time during which Scott grashyciously shared with me some of his incredible flying experiences I left this icon so that he could return to working on the Beaver [ felt that I had been in the Notre Dame Catheshydral [Well have more on Clayton Scott in next months issue of Vinshytage Airplane-Ed]
As predictably ocshycurs in the life cycle of utility airplanes NC251M was showshying tatter and wear by the late 1950s the engine found a home on the nose of anshyother ship the wings were pulled and it ended up in the back of Kenmores storage yard In June 1960 Dick Poet of Aumsshyville Oregon purshychased the airframe and floats
Poet was an aerial applicator pilot and with his wife Helen
owned Wilderness Airlines in Bella Coola British Columbia Dicks meshychanic Bob Bohanan completely refurbished the Pacemaker includshying new fabric paint and an overshyhauled R-985 from Wesco Air Service on Boeing Field which returned it to pristine condition
With the rebuild complete on June 25 1962 there was the issue of taking the airplane off the Poets grass strip Straw was spread down the runway to reduce friction and with Dick in the cockpit power was fed to the R-985 Sufficient airshyspeed was achieved but the long floats prevented rotation and takeshyoff was denied Bohanan then conshystructed a two-wheel dolly from an old truck axle and this time Dick lifted off while the dolly burshyied itself in the brush at the end of the field After a short test flight he landed on the Willamette River at Salem Subsequently the Poets applied for Canadian registration (CF-OQK) and flew to Bella Coola British Columbia where the Paceshymaker began charter service with Wilderness Airlines
On June 25 1963 a woman Mattie Jack was attacked and badly mauled by a grizzly bear at Mud Lake east of Bella Coola A call was made to Dick for a rescue flight and he immediately took off with
continued on page 32
VINTAGE A I RPLANE 23
A beautiful day is not complete unless it is seen from the inside of a cockpit The Vintage Aircraft Association is providing you with the opportunity to bring the magic of flight to your home office or hangar Take flight with the 2006 VAA Calendar Free Skies Forever
The gorgeous 17 x 11-inch full-color wall calendar is the perfect gift for yourself or your favorite pilot Each month contains the amazing photography from the Vintage Aircraft Association and captures the spirit of flight
As a commemoration to the great aviators before us the VAA 2006 Calendar Free Skies Forever contains great feats in aviation printed on the exact date of occurrence Dont let this opportunity fly past you Order your 2006 VAA Free Skies Forever Calendar by September 30 2005 Calendars will ship in November for Christmas arrival
Or to order by mail send your checkmoney order to Vintage Aircraft Association 2006 Calendar do Turner Publishing Company bull PO Box 3101 bull Paducah KY 42002-3101
o Please enter my order for __ copies of the Vintage Aircraft Association 2006 Calendar - only $1595 Your Name
o ShippingHandling add $395 for each calendar Address
o Kentucky residents add 6 sales tax City State Zip
TOTAL ENCLOSED $______
Telephone For Office Use Only - VAA2006-A-GW
CkR Amount E-mail address (for order confirmation)
DOUG STEWART
Whetherweather to go or not
There I was driving along the turnpike looking up at a severe clear cerulean sky and rather than findshy
ing myself ecstatic at that beautishyful sight words that cannot be reshypeated in this column were formshying on my lips Gosh darn (it was really a lot stronger said than that) the briefer said VFR not recomshymended and now instead of being up in that sky where I belong I am down here ground bound driving to my destination
I know probably everyone of us has been in this situation pershyhaps more times than we care or choose to remember As the sayshying goes There are old pilots and bold pilots but no old bold pishylots Many of us are aware that most aviation accidents when asshysociated with weather tend to be fatal ones Thus if we are not inshystrument rated and current or flyshying an airplane that is not instrushyment certified we tend to choose alternative means of transporshytation when the briefer tells us VFR is not recommended
But does this always have to be the case Are there any ways to make those VFR trips possible and still remain safe Are there any tools we can use to determine if the forecast is holding true or if it is not For I think we all both male and female would agree that the weather is like the opposite sex-toshytally fickle and unpredictable Lets
take a look at the numerous tools we have for making the gono-go decision relative to the weather
To help determine if the forecast is going to hold true I usually first consult the METARS Check reshyporting stations along your route If you are able get a history showshying the reports over the past three to four hours and see if the reports are corroborating the forecasts (DUATS WSI and Meteorlogix are all great sources for this informashytion) What trend do you see in the reports Is the weather getshyting better or worse or holding the same Is it doing what the TAF and FA said it would
Im also sure to compare the tershyminal forecasts (TAF) with the Area Forecast (FA) The TAF covers only a S-mile radius of the aerodrome whereas the FA covers an entire area Keep in mind that cloud bases in the TAF are AGL (above ground) whereas the cloud bases in the FA are MSL (above sea level)
Next I check the PIREPS (pilot reports) Do they substantiate the briefers warnings When checking PIREPS be sure to take into account where the report was made (threeshydimensionally) when it was made and what type of aircraft the reportshying pilot was flying If a 747 reports light chop along my route I might consider leaving the ropes on my airplane and going to have a frosty one whereas if its a J3 reporting moderate turbulence I might very
well launch on my own flight While we are mentioning PIREPS
lets not forget that (as in all things in life) what goes around comes around If we are seeking PIREPS in helping us to make the gono-go decision we should also consider filing them It takes only a few moshyments to file a PIREP and in doing so you are assisting many other pishylots in their flight planning
These are a few of the tools we can use while still on the ground to determine if the forecast is holdshying true But what about when we are already en route How can we know whether the weather will be as forecast
Obviously if the forecast was for severe clear and there are a lot of clouds forming you do not need to be a rocket scientist or a brain surgeon to know that the forecast is not holding true But there are many other clues that might not be quite as obvious and that should warn us that the briefer might have been wrong
If we realize that we are having to fly a heading other than what we had plotted to track our course or if we are experiencing different ground speeds than what we had exshypected we should understand that there is a good chance that the enshytire forecast might be off After all these forecasts are predicated on the expected movement of fronts and pressure zones When they dont move as anticipated the winds aloft
VINTAGE AIRPLANE 25
will be different thus yielding difshyferent headings and groundspeeds than we had planned
There is something else that can give us a heads-up about the posshysibility of the forecast going south and that is the temperatures aloft Most aircraft have outside air temshyperature gauges (OAT) and these can be very useful tools-ones that many pilots ignore An OAT can be used to corroborate whether the temperatures aloft are as forecast (You do remember that the foreshycast temperatures aloft are included with the winds aloft dont you) This can give us an understanding of whether the fronts are moving at the speed and direction forecast or if they might be moving slower or faster than expected
Keeping track of the temperashytures as you climb can also help you quickly determine if the lapse rate is stable Remembering that the stable lapse rate is ZOC per thousand feet one can make a note of the tempershy
ature on the ground prior to takeoff and then check it as you climb If it is less than ZOC per thousand one of the major ingredients in the proshyduction of thunderstorms is presshyent that being an unstable lapse rate (The other two are moist air and a lifting action of some kind) Thus the OAT can be a useful tool in confirming or refuting the foreshycast of thunderstorms
One could spend a lifetime studyshying the weather and not get any closer to predicting what it might do And I cant do justice to the subshyject in this short article However when it comes to weather I must say that discretion is the better part of valor There are certainly times when the briefer will give the warnshying that VFR is not recommended and the day turns out to be beautishyful But there are also times when your beautiful day turns ugly
Regardless of whether the foreshycast is for good weather or bad be sure to have an alternate plan in
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation
Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these jewels on and bring back the good times New General Aviation Sizes Available
500 x 5 600 X 6 700 X 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
~DESSER(~ 323-721-4900 FAX 323-721 -7888
6900 Acco St Montebello CA 90640 TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106
wwwdessercom
26 AUGUST 2005
place Remember to run the PAVE and CARE checklists that I wrote about in previous articles to help you make the proper decisions relative to the weather Using the tools I have mentioned above will help you in checking the enVironshyment help in understanding the consequences of the hazards asshysociated with some aspects of the weather and aid you in assessing the realities of what the weather is really doing
And when the briefer gives you that dire warning of VFR not recshyommended keep in mind that it is always much better to be on the ground wishing you were up in the air than up in the air wishing you were on the ground He might be wrong and Ive offered some tools to help determine that but he very well might be right
Doug Stewart is the 2004 National CFI of the Year a Master CFI and a DPE He operates DSFI Inc based at the Columbia County Airport (lBl)
TelePhone 800-247-8473 or
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE NEWLY ACQUIRED GARNER P EMMERSON COLLECTION DONATED TO EAA BY BOB HIGHLEY OF LAKELAND FLORIDA
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs to be in no later than September 10 for inclusion in the November 2005 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to mysteryplaneeaaorg Be sure to include your name city and state in the body of your note and put (Month) Mystery Plane in the subject line
MAY S MYSTERY ANSWER as residing in Los Angeles at that time I learned this while roaming on wwwaerofilescom last evening
I already had seen the aircraft in the British magazine Aeroplane Monthly that has the same photo as yours along with some contemshyporary aircraft in an illustrated article in the September 2003 isshysue with the title Call That Safe The caption to the photo reads
In 1933 Carl Hall and Frank Nixon tested this propeller cowlshying at Compton California It was claimed to speed up aeroplanes from 39 to 140 per cent and slow them as much as desired for landshying the innerdeflectors serving
Mays Mystery Plane came to us X12211 seems to have its 95-hp as air brakes from Harold Swanson Cirrus upright four-cylinder en I hope that you have more inshygine
Heres our only letter concerning as it was reported to have in 1 formation about this interesting934 its identity it was reported to have had a Veshy early try at a ducted propeller
lie engine when built in 1931 Jack Erickson The Felio Ranger SP-2 owner Harold G Felio is li State College Pennsylvania sted
VINTAGE AIRPLANE 27
EE BUCK HILBERT
Aeronca C-3 N-13000
Ive been asked many times Why do you hang onto this old airplane
Several reasons Mostly it has a place in more recent historyshynamely the last real Cleveland Air Race held in 1948 And probably another reason is it represents at least to me the memory of the last of the barnstormers
To the best of my knowledge the last time this little C-3 flew was at the 1948 Cleveland Air Races
The airplane belonged to Duke and Martha Hashner the owners of Global Airshows and promoters of the races that year
Duke flew this Aeronca C-3 in a clown act The airplane was painted up with a clown face was all red and white and Ive been told he did a remarkable job of entertainshying the crowd
Duke also flew other aerobatic aircraft in the show while Martha was the wing-walker parachute jumper and ticket seller
Unfortunately this was the same year record-holding entrepreneur Bill Odom crashed a racing P-S 1 into a residential area resulting in his death and other fatalities Beshycause of this accident Duke and Martha were the target of lawsuits that drove Global Airshows and the two of them out of business and into seclusion
Living on the Quietula Farm at Cherry Valley Ohio the coushyple now forced to retire from doshying their air show routines turned Global Airshows into a traveling
28 AUGUST 2005
static display show The 50s saw the advent of the
shopping center Global Airshows would truck its airplanes to the new shopping center parking lots and display them in full air show regashylia Martha and Duke would dress the part entertain the crowds and dreamed of once again being active air show circuit acts
The airplane
belonged to
Duke and Martha
Hashner
Unfortunately Duke suffering from a brain tumor lost the ability to participate and after a long batshytle passed away Martha kept the airplanes now stored at the farm and spent her days tending numershyous pet dogs and cats dreaming of her barnstorming glory days as queen of Global Airshows Martha passed away in the mid-60s
Global Airshows and its derelict aircraft were sold to Bill Ross and me a few months before Martha passed away
The collection consisted of Marshythas Meyers OTW Dukes Waco F and a Porterfield CP-65 All were inshy
tact and complete but each needed restoration Also in the collecshytion were pieces and parts of two Aeronca C-3s a J-2 Piper a Taylorshycraft L-2 and a Fairchild 22 Along with the airplanes came numerous engine parts old tools and propelshylers along with the trailers used to haul the airplanes
What happened to the airshyplanes is the frequently asked question Bill Ross was past presishydent of the EAA Warbirds of Amershyica owned a P-38 Leroy Grumshymans personal F3F and an F6F and had his hand in several entershyprises while involved in Warbirds Right at that time he discovered the Grumman Goose was the best bet in sport flying and his attention was diverted in that direction
The Meyers and the Porterfield were restored by Bill and sold The project Fairchild 22 and J-2 went to a couple of our Vintage members and were restored and are flying The Waco F was sold but never did get flying The two C-3s came to me and eventually were restored One was sold and one for those sentishymental reasons is still in my hanshygar disassembled and awaiting the final engine fix The L-2 had been a gas station ornament for years and when they took it down the guy wielding the cutting torch manshyaged to start a fire that ended any thought of restoration
Bill Ross moved to Nevada after he retired from business and unshyfortunately while returning from one of his business trips he flew
into a cloud that had a rock in it Another reason for hanging on It reminds me of Bill Ross and his contributions to the Warbirds of America being part of EAA
Oh yes we did get the C-3 flyshying but the engine ate itself up afshyter about 4S minutes Time for a different approach
I had a set of floats and rigging and Brian Van Wagnen and I deshycided the little C-3 would be a real hoot to see flying on floats However we wanted a reliable engine and the one we had was mostly junk
Brian tore into it but the crank was beyond repair At great exshypense a new one was made dual ignition heads were installed and a new single-drive dual mag was inshystalled after modifying the tail case It runs but the vibration was bad enough to cause distrust Another disassembly and recheck as well as internal component balance were in the works when tragedy struck
Brian had a hangar fire and lost everything he had in the 70-by-90 hangar and its 24-foot lean-toshyhis Widgeon project the Fleetshywing Seabird two antique Aeronca Chiefs a Piper 180 all his toys shop equipment tools and of course the building
The little C-3 stored in another building was all that was left The floats rigging and all the spare enshygine parts were destroyed in the fire A small loss in comparison to what Brian suffered
With no hangar and no shop the decision was made to disassemshyble NC-13000 and bring it back home and there it sits Every day I walk past it and say to myself You gotta get going But the press of daily living and the episodes weve been through in the past couple of years have stopped all the progress Oh well whats another couple of years After all its been grounded since 1948
Until then it just sits and Im going fishing With that its Over to you
Come or t e weekend BUILD FOR A LIFETIME
HANDS-ON HOMEBUILDER WORKSHOP
SCHEDULE
Aug 26-28 Oshkosh WI
Aug 27-28 Arlington WA
Sept 9-11 Griffin GA (Atlanta Area)
bull Repairman (LSA) Inspection-Airplane
bull RV Assembly
bullTIC Welding
Sept 10-11 Corona CA (LA Area)
bull RV Assembly
Sept 10-11 Lakeland FL (Sun N Fun Campus)
bull RV Assembly
Sept 10-11 Houston TX (Westwood Aviation Institute)
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems
Sept 16-18 Frederick MD bull Repairman (LSA) Inspection-Airplane
Sept 23-25 Denver CO bull Repairman (LSA) Inspection-Airplane (Westwood College)
Oct 1-2 Columbus OH (Columbus State Community College)
KLEINEAA SportAir Sponsors TOOLS
wwwkleintoolscom
WORKSHOPS ___ ~
EA~
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems bull Cas Welding
bullbull amp cafamiddot~middotAir c raft Coatings
_polyfibercom wwwalrcraftsprucecom
1-800-WORKSHOP 1-800-967-~746
wwwsportalrcom
YOU CAN BUILD IT LET EAA TEACH YOU HOW VINTAGE AIRPLANE 29
r ~ __c -lt JMNEwMAN
t The (ollowing list o(coming events is (IIrt1ished to Ollr readers as a matter o( it(orshymation only and does not constitllte approval sponsorship involvement cottrolor direction o(any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 OshkoslI WI 54903-3086 Or e-Illail tl1e information to vintageaircra(teaaorg In(ormation shollld be received (ollr months prior to tile event date
AUGUST 7-Queen City MO-Applegate Airport 18th Annual Washytermelon Fly-In 2 PM til dark Info 660-766-2644
AUGUST 13-Hoquiam WA-Bowerman Field Ercoupe Gathering amp Fly-In All experimental classic and vintage aircraft are welshycome Excellent restaurant on field Info Dick 360-533-5926
AUGUST 19-21-Alliance OH-Barber Airport (201) 7th Annual Ohio Aeronca Aviators Fly-In Join us for a relaxing weekend of fun food friendship and flying Breakfast served by EAA Ch 82 Sat amp Sun 7am-llam Camping on field local lodging and transportation available Forums on Saturday Info Brian 216shy337-5643 or bwmatzllacyahoocom or wwwoaafy-Incom
AUGUST 20--Laurinburg-Maxton NC-Ercoupe Owners Club Aweshysome August Invitational NorthSouth Carolina members and guests Lunch awards Young Eagles Flights Info 336-342shy5629 or bandmannetpath-rc net
AUGUST 20--Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-[n Breakfast Info Tom 740-587-2312 or tmcaiinkcom
WIVI cbullbull___bull
These are the first tools you need to buy when you re~cover your
airplane Anyone who has used them will tell you they re the next best thing to having one of our staff right beside you The VHS tape and the DVD will give you the Big Picture and the manual will walk you step by step through every part of the process Youre never on your own when youre using Poly~Fiber
wwwpolyfibercom e-mail infopolyfibercom
Aircraft Coatings 800-362-3490
AUGUST 20--Niles M[-jerry Tyler Memorial Airport (3TR) VAA Ch 35 Corn and Sausage Roast 11am-3pm Rain date August 20 Donations $5 adults $3 children 12-yrs and under All you can eat Info Len 269-684-6566
SEPTEMBER 3-Marion [N-(MZZ) Flyln Cruiseln Info wwwFiylnCruiseln com
SEPTEMBER 3-Prosser WA-EAA Ch 391 s 22nd Annual Labor Day Weekend Prosser Fly-[n Info 509-735-1664
SEPTEMBER S-U-Galesburg [L-Galesburg Municipal Airport 34h Annual Stearman Fly-[n Technical seminars Aircraft judging and awards Aerobatic formation short-field takeoff spot-landing and flour bombing contests Dawn Patrol lunch-time flyouts pizza party stage show banquet and more Info 309-343-6409 or stearmanstearmanfyin com or wwwstea rmanfyin com
SEPTEMBER U -Mt Morris IL-Ogle County Airport (C55) EAA Ch 682 Fly-In Breakfas t 7am-12pm Info 815-732-7268
SEPTEMBER 16-17-Bartlesville OK-Frank Phillips Field (BVO) 49th Annual Tulsa Regional Fly-In Info wwwtllisafyincom or Charlie Harris at 918-622-8400
SEPTEMBER 17-Poplar Grove IL-Poplar Grove Airport Vintage Wings amp Wheels Museum Salu te to WW II Combat Aviators Military aircraft display and fly-by Interviews with 12 WWII veterans of air combat Info wwwpopiargroveairmotivecommllsellnl
SEPTEMBER 17-1S-Rock Falls IL-Whiteside County Airport (SQI) North Centra l EAA Old Fashioned Fly-In Forums workshops fly-market camping air rally awards food amp exhibitors Info wwwnceaaorg
SEPTEMBER 22-25-St Louis MO-Creve Coeur Airport (lHO) Monocoupe Club Fly-InReunion Info Frank Kerner (314) 277-4306 or monocoupesbcgiobainet or wwwmorlOcollpecom
SEPTEMBER 23-25-Sonoma CA-Sonoma Skypark (OQ9) 23rd Annua l 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 208shy739-3979 or ristpsaoicom
SEPTEMBER 24-Topping VA-Hummel Air Field 10h Annual Car amp Air Event 8am-4pm Featuring ant ique cars and planes plus fire apparatus tractors amp engines and arts amp crafts Info (804) 694-5995 or in(oWingsandwheeislIs or wwwwingsandwheeislIs
SEPTEMBER 24-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-I n Info wwwieebottomcom
OCTOBER 1-2-Midland TX-Midland [nt l Airport FINAshyCAF AIRSHO 2005 will commemorate 60th Anniversary of the end of World War II Info 432-563-1000 x 2231 or pubiicreiationscaf7qorg
OCTOBER 5-9-Tullahoma TN-1932 to 2005-The Tradition Lives Year of the Staggerwing Staggerwing Twin Beech 18 Bonanza Baron Beech owners amp enthusiasts Sponsored by the Staggerwing Museum Foundation Staggerwing Club Twin Beech 18 Society BonanzaBaron Museum Travel Air Division amp Twin Bonanza Assn Info 931-455-1974
REGIONAL FLY-IN SCHEDULE EAA Mid-Eastern Fly-In EAA Southeast August 26-28 2005 Regional Fly-In Marion OH (MN N) October 7-92004
Evergreen AL (GZH) Virginia State EAA Fly-In wwwserfi org October 1-2 2005 Petersburg VA (PTB) Copperstate Regional EAA Fly-In wwwvaeaaorg October 6-92005
Phoenix AZ (A39) wwwcopperstateorg
30 AU G U S T 2005
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 dlie7025IOI om vaaflyboyLwnsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Avc 72 15 East 46th SI Albert Lea MN 56007 Tulsa OK 74147
507-373-1674 918-622-8400 stfles(eskmefiiacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush H ill Road Sherborn MA 01 770
508-65l-7157 SH i Ocomcas t llet
David Bennett PO Box 11 88
ioseville CA 95678 916-645-8370
antiquerireachcul1l
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507-263-24 14
InjbfchldrcOI111tCtcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773-779-2 105
pllOtopiotaoicom
Dave C lark 635 Vestal Lane
Plainfield IN 46 168 317-839-4500
davecpciiquestnet
John S Copeland l A Deacon Street
Northborough MA 0 1532 508-393-4775
copelaml JjllllOcom
Phil Coulson 284 15 Springbrook Dr
Lawton MI 49065 269-624-6490
rcollsonS J6cscom
Roger Gom oll 8891 Airport Rd Box C2
Blaine MN 55449 763-786-J342
pledgedriveIns11com
Dale A Gustafson 7724 Shady Hills Dr
Indianapoli s IN 46278 317-293-4430
dalefayemscom
Jeannie Hill PO Box 328
Ha rva rd IL 60033-0328 8l5-943-7205
dishaoowc et
Espie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-3650
wintisockaoco m
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaoicom
Robert D Rob Lumley 1265 Sout h 124th Sl Brookfield WI 53005
262-782-2633 illmpeniiexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817-491-9 110
sellemorris(~lev I IIet
Dean Richardson 1429 Kings Lynn Rd
Stoughton WI 53589 608-877-8485
daraprilairecom
SH Wes Schmid 2359 Lefeber Ave nue
Wauwatosa WI 532 t 3 414-771- 1545
sllschmicimilwpccom
DIRECTORS EMERITUS
Gene C hase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920-23 1-5002 815-923-459 1
GRCHACllarterHet b7ac1Jc llel
Ronald C Fritz 15401 Sparta AV(
Kent City MI 49330 6 16-678-50 12
rFritzf1athwaywlcom
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873 Web Site wwwvintageaircraftorg and wwwairventllreorg E-Mail vintageaircraftCtieaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)
- Newrenew memberships EAA Divishysions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
-Address changes -Merchandise sales -Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory ___ ___ _ 732-885-6711
Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing920-426-4876 Education __ _ 888-322-3229
- EAA Ai r Academy - EAA Scholarships
Flight Advisors info rmation 920-426-6864 Flight Inst ructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles _ _ _ 877-806-8902
Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan _ 866-647-4322 Term Life and Accidental _ 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 Vintage _ FAX 920-426-6865
- Submitting articlephoto - Advertising information
EAA Aviation Foundat ion Artifact Donations 920-426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Association Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additional $10 annually Junior Membershjp (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
EAA SPORT PILOT Current EAA m embers may add EAA
SPORT PILOT magaZine for an additional $20 per year
EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magaZine not inshyduded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA members may join the
Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not inshyduded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the
International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magazine for an additional $45 per year
EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magaZine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA
Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magashyzine and one year membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a
check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2005 by lhe EM Vintage IgtJrcraft Association All righls reserved
VINlAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage IgtJrcraft Association of the ExperimentallgtJrcraft Association and is published monthly at EM Aviation Ceoter 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vinfageaircrafteaaorg Periodicals Poslage paid al Oshkosh Wisconsin 54901 and al additional mailing oHices POSTshyMASTER Send address changes to Vintage IgtJrplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcretumswdsmailcom FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivet)l of VlNlAGE AIRPLANE to loreign and APO addresses via surtace mail ADVERTISshyING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Readers are encouraged to subm stories and photographs Polky opinions expressed in artk1es are solely those of the authors Responsibility for accuracy in reporting rests entirely wh the contributor No remuneration is made Material should be sent to Edor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 92D-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aeronautica are registered trademarks trademarks and service marks of the EXperimental Aircraft Association Inc The use of these trademarks and service marks without lhe pennission of the ExperimentallgtJrcraft Association Inc is strictly prohibited
VINTAGE AIRPLANE 31
Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no
frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VM
reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1-800-233-6934 e-mail ramremfgaolcom Website wwwramengine com VI NTAG E
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418 wwwlpjetservicescom
Airplane T-Shirts 150 Different Airplanes Available
ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
WE PROBABLY HAVE YOUR AIRPLANE
wwwairplanetshirtscom 1-800-645-7739
Flying wires available 1994 pricing Visit wwwflyingwirescom or call
800-517-9278
ELECTRICAL CONDUIT
ASSEMBliES bull MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made per your specifications
bull Original equipment style Braided Conduits in Aluminum Brass or Stainless Steel
bull We carry a complete line of AN - MS Electrical Fittings Backshell Adapters and Specialty Fittings
bull We also have full machine shop capabilities for any custom applications you may require
bull Rebuild your Warbird back to Original
AIRFLEX INDUSTRIES 2538 SUPPLY STREET POMONA CA 91767
Tel 909-392-8474 AI RFLEXI N D USTRIES COM
THE FORGOTTEN PERFORMERS continued
the Pacemaker in marginal weather Mud Lake is narrow shallow and a half-mile long and Poet dragged it twice and then did a touch-andshygo before setting down for th e pickup Mattie Jack was loaded on and they headed for the hospital at Bella Coola It was dark on arshyrival and although landing in the narrow valley without daylight was seldom attempted Dick executed a safe approach and thwarted a sad ending to Mattie Jacks life
The Pacemakers most serious trauma occurred on July 25 1963 on a takeoff from Nimpo Lake 70 miles east of Bella Coola Loaded with two adults and five children from the Poets extended family and piloted by Helens cousin Bob Stewart a wingtip caught the water in an attempt to un-stick the right float and the plane cartwheeled
The left wing and one float were torn off the fuselage was comshypletely severed immediately behind the cabin and everything came to rest floating inverted All on board
were wearing life jackets and the children were ed uca ted in float flying they tripped their seat belt buckles swam out the open end of the cabin and popped to the surshyface There were no injuries
Bohanan retri eved the engine it was flushed mounted on the nose of a PT-17 Stearman and sold to a dentist Dr William Stone in Sandy Oregon Forty years later the Stearman i s still owned by Stone and the same Wasp Jr is on the nose
The remainder of the Pacemaker stayed on the shore of Nimpo Lake for a year and then was loaded on a farm truck by Dicks son-in-law Alan Hauan and returned to Aumsshyville where it was deposited behind the Poets barn A much more serishyous tragedy occurred a short time later when Dick was involved in the fatal crash of a DHC-2 float Beaver when one wing folded
To be continued in the September isshysue ofVintage Airplane
32 AUGUST 2005
REMINISCING WITH BIG NICK
THE PYLON CLUB-PART I
Ihave been a racing nut ever since I was knee high to a tail-skid and I still am Going to the air races to me was like goshying to church-it was very spirshy
itual The spirit has never left me but it did turn my life around at one pOint which led to the opening of the world-famous Pylon Club
I have been asked by many of the younger generation to tell about the Pylon Club There is so much to tell about the club that I just didnt know where to start When I did start this episode over a month ago and had written over 60 pages I threw them all away beshycause they all read the same-selfshycentered I have searched my brain for weeks trying to find words that dont reflect an egomania image The more I wrote the worse it beshycame Finally my daughter solved my problem
After the 50th start she said
Nick Rezich
Daddy you know what you are-so why try hiding the truth With that statement I grounded her for a week and am proceeding with the Pylon Club story
Air racing faced certain doom following the 1949 fatal crash of Bill Odom and the cancellation of the Cleveland Air Races
In the three short years of postshywar air racing millions of dollars were invested in racing machines which resulted in 400-mph speeds in the Unlimiteds and over 200 mph in the Midgets Mechanical and technical barriers were being smashed that would benefit aviashytion when the black curtain was dropped at Cleveland
No matter what the race pilots and owners had to say in their deshyfense the news media FAA and airshyport management along with the general public hollered Kill kill kill And kill it was With Cleveshy
land out of the racing picture this left Miami as the only remaining hope to air racing survival Fortushynately for the Midgets Miami and Continental Motors went on with the winter races The Unlimiteds however were not as fortunate they were locked out with no one willing to sponsor them because they were labeled as dangerous by a few blockheads whom sponsors listened to
I could not fathom the thought of air racing coming to a grinding halt after 39 years of struggling to become an international sport I had a personal interest and an inshyvestment at stake that I didnt want to see going up in smoke My pershysonal interest was in the form of a new-design Midget racer I had started and the investment was a commitment I had made in Cleveshyland before the fatal crash of Odom I committed myself to a group of
Reprinted from Vintage Airplane January 1975 AUGUST 2005 6
owners in Michigan for their sharp P-51 which wasnt doing well at Cleveland to purchase their racer at the close of the 1949 races
I managed to get out from under the-51 after the race cancellation but I was determined to build and race the Midget These were the events that set the stage of the Pyshylon Club
I needed a platform to launch my campaign to save air racing It had to be a platform where I could reach the public news media the business world FAA and other inshyterested parties How and where The where was easy-I felt Chishycago was the city because Chicago had been a good racing city havshying hosted the 1930 National Air Race the 1933 American Air Races and the International Races and it had the airports reqUired for such an event
The how was yet to be thought of I went to Miami for the Contishynental Motors Race only to find that Miami was following Cleveshylands decision to drop the air racshying program Miami had grown to the point where the winter air races were no longer needed to attract the tourist They also dropped the AAA Winter Midget Auto Races
This really made me unhappy The loss of another major racing event coupled with the loss of the week having fun in the sun was too much to bear I went home detershymined more than ever that I would do something for air raCing-other
than talking about it The how idea came to me while
I was flying the Chicago-SeattleshyChicago-Burbank run for the nonshyscheds Those lO-hour flights gave a guy a lot of time to dream and dream I did I came upon the idea of opening a fabulous sa_ loon that I would call a nightshyclub This club would have to be something unusual in order to atshytract the people I wanted to reach I designed a very elaborate saloon that carried the theme of air racshying to its fullest extent-thus beshycame the Pylon Club
When I announced my plan to my brother Frank who was my partner in the Midget he thought I had flipped His reaction to the idea was What the hell do you know about running a saloonshyand What are you going to use for money I explained to him that any dummy can pour a beer and that I still had the money from the sale of my Culver Cadet With that he shook his head took a bite out of his cigar butt and went back to welding on the Midget
My original idea was to locate in downtown Chicago but a saloon keeper friend of mine talked me out of that idea in a hurry explainshying that between the coppers and the gangsters I wouldnt last six months unless I put them on the payroll and they would eventually own the joint
I shifted my thoughts to the Midway Airport area the eventual
location The exact location was 3017 W 63rd Street which was 2-14 miles east of Midway This location put me between the ALPA Headshyquarters and Dr Fenwicks office the doctor who gave most all of the FAA physicals on the south side For the sake of you historians we were located just two blocks east of where Benny Howard built the first Howard DGA-8
Flying for Monarch Air Service the non-sched kept me out of town quite a bit which kept the project on low burner Time was slipping by when fate struck a blow that put us in high blower
The non-sched I was working for hired a new chief pilot from Miami where he was flying a Lockheed Lobster We were operating three DC-3s three C-46s and a Lockheed 10 This new guy never even rode in a C-46 but had lied that he was type rated in the DC-3 and C-46
He started out by riding with the pilots in the DC-3s on the pretense he was checking them out until he was able to stagger around well enough not to kill himself He then moved to the C-46 where he met his Waterloo-which ended up putshyting the company out of business
It happened at Midway one night about 11 pm Being the end of the month all the captains had run out of time but there was one more schedule to fly so the Head Honcho decides he would fly the trip Larry Crawford Sr brought the ship in from Miami and landed on
VINTAGE AIRPLANE 7
a glazed ice runway at Midway with no problem
The airplane had no squawks so the Honcho fills it with gas and skulls and files for LGA He cranked up and taxied to 31L without losshying it on the ice but about a quarshyter way down the runway he did lose it For takeoff power in the -46 he was using DC-3 settings and when he lost it he pulled off at about 80 mph It came off but not for long- that over-grossed pig fell back in and there was no room to stop it on the ice The co-pilot who knew how to fly the -46 moved in and advanced the throttles to max power From my house it sounded like he double clutched it Now the Chief Honcho moves in again and pulls it off only this time he is off the runway and headed for John Caseys house the airport manshyager Before he gets to the house Johns BT-13 interrupts the flight The nose wings and engines clear the BT-13 but not the tail He ripped off the stabilizer and flipper on one side of the-46 and now it is hanging on the screaming props with no tail The airplane turned south and settled into the only open field with outside hay storage for a perfect vertical decent landshying Everybody got out without injury and then the -46 very conveshyniently burned
When the hearings were over and we found out this clowns real name and that he was not type rated in the-46 or DC-3 the insurshye AUG U S T 2 0 0 5
ance was cancelled on the carrier and Monarch went out of the big airplane non-sched business And I was out of a job
WHEN THE
PAINTER
SHOWED UP
AND I EXPLAINED
TO HIM WHAT I WANTED
HE TOO TOLD
ME I WAS
NUTS
About three days later myoid FAA buddy the late Walter Blanshyford called from St Louis and ofshyfered me Frank and Monarch Air Services original chief pilot Frank Arlaskas a job with Parks Airlines which later became Ozark I stayed on in St Louis for a while but the Pylon Club idea and air show flying didnt mix with Parks So I came back to Chicago to start work on the Club
The building I used turned out to be one-quarter the size of my origishy
nal plans This was dictated by the price of the rent heat and light The next awakening was the prices for the decor and insurance
I licked some of the decor costs by calling on a former Howard Airshycraft employee Mike Bernat who turned to interior decorating after Howard closed We took my origishynallayout and shrunk it to fit the smaller building We added Mike Bernats ideas for the final outcome I could save 500 words here if I had a photo of the interior of the Club But believe it or not out of hunshydreds of photos taken by magashyzines newspapers customers and friends I do not have a photo of the place Ill tell you why later
You will have to use your imagishynation as I try to give you a mental picture of the place For the ceiling we used parachutes with the harshyness removed Mike hung them in clusters with the top center fa sshytened to the ceiling and the canoshypies hanging inverted At the edges where the chutes met the walls we rolled the surplus and attached it in a scalloped form The end result was a very decorative and highly insulated acoustical ceiling
The main theme was carried into the walls We divided the walls into four large sections each of which would have a 3-D mural of the various racing events Mike Bernat designed built and inshystalled the four huge cornices that would frame the murals
The murals were a major undershy
taking and very costly in time and money I had 3-D color photos of Cleveland Miami and California races that I wanted reduced in full detail on the 20-by-8-foot sections of wall At first I thought I could get them blown up to billboard size like they use for outdoor advertisshying but when I told them I only wanted one each they thought I was crazy or rich or both When they quoted me $4000 and no guarantee of quality I scrubbed the blow-up idea
I got the bright idea of borrowshying a projector to project the imshyage on the wall and then trace the whole thing in charcoal to obtain the detail and then paint it The idea was great but it didnt work My brother Mike solved our probshylem by recommending a painter he knew He cautioned me however that I would have to keep this guy sober if I wanted the job to be comshypleted When the painter showed up and I explained to him what I wanted he too told me I was nuts We finally reached an agreeshy
ment on price and time Now for my $5000 mistakeshythe painter asked if I wanted the paintings on canshyvas or the wall surshyfaces I opted for the wall because it was cheaper I thought which I was to regret later
Next proj ect was the identifier My original plans called for a beashycon on the roof and a huge neonshylighted pylon in front When I apshyproached the landshylord and informed him I was going to erect a beacon tower on the roof he flipped and darn near ran me
out of town Next to get shot down was the neon-lighted pylon
First the building would have to be beefed up to hold it next a special permit from the city was reshyquired extra insurance and when I got the price from the sign comshypany to build it I gave up and opted for a 6-foot script-lettered Pyshylon Club neon sign I was fast learnshying about the saloon business Here I am three weeks away from my proposed opening date and I am broke and borrowing-and with six weeks work left to finish
The sign painter by now has polished off about three cases of gin but was doing one hell of a good job I took my chances with the painter and kept pouring the gin and about another case later he finished the job BELIEVE YOU ME when we finished it was a CHAMPION OF CHAMPIONS-it was a masterpiece The only thing missing was the whine of engines and the roar of the crowd We all sat back to admire Jeffs work and drank a toast to the mastershy
piece when I got the brilliant idea of just one more painting After we all destroyed a bottle of booze I asked Jeff if he would paint a panoramic view of racers on the racecourse at Cleveland on the window up front facing the street By now he was so wrapped up in the place and so full of enthusishyasm and booze that he agreed This painting turned out to be a classic Up until now we had the window covered so no one could see in while we were working
When Jeff started to paint that window I had to bar the door Evshyerybody wanted in-finished or not In the meantime we fixed up the back bar with a big OX-5 Hamshyilton prop which I borrowed from my brother Mike A pyramid of Carl Hubbells black bordered pre-war Thompson Trophy winners were hung on the wall Red and white checkered pylons were placed all over the place along with trophies and a whole new slew of photos of racers people and events Between the Hubbell paintings and the OX-5 prop hung a beautiful painting of our Midget racer No 43 This paintshying was a gift from Paul Schaupp builder of Mr Zip No 27 Midget racer from Inglewood California
Before we opened formally we had a premier showing for the aviashytion and public press and other seshylected guests who made the Pylon Club possible We named the mushyrals as follows the south half of the west was the Art Chester Wall this was a painting of Art Chester taking off at the San Diego Races minutes before he was killed
The north half was the Goodyear Wall with a large shot of one of the Goodyear Pylons with Bill Brenshynand rounding the bend North half of the east wall was the Cleveshyland Wall with a shot of the 1947 finish and the south half was the Betty Skelton Wall This wall had the shot of Bettys IiI Stinker at Mishyami winning the akro title
Next month Pylon Club Happenings
VINTAGE AIRPLANE 9
middot THE ~
Part I The Wrights dogged pursuit of useful flight HG FRAUTSCHY
Two weeks after arriving home from the windblown sands of North Carolinas Outer Banks the Wright
brothers were working on their next flying machine New Years Day saw Orville sending the engine casting patterns to Harry Maltby for changes (A few days later he returned the patterns saying he couldnt make the requested Changes) Casting patshyterns for the pistons and cylinders were sent out with instructions to make three sets Charlie Taylor got to work on a pair of new engines At least one was needed for the new Flyer since the 1903 Flyer engines crankcase was broken when the Flyer was rolled over by the wind after the fourth flight on December 17 The second engine would be used for tests By the third week of January they were sawing wood for new upshyrights and ribs and construction of the Flyer II was well underway
The 1904 Wright Flyer II was
1 0 AUGUST 2005
nearly identical in shape and form to the 1903 machine with one imshyportant exception They changed the wing camber from 1 in 20 to 1 in 25 flattening out the wings cross section which slightly reduced its drag but also its lift As the sumshymer months progressed the heat and humidity affected the unvarshynished wooden structure and the airfoil further flattened out to about a 1 in 30 camber They were countshying on the additional speed possible with the higher-horsepower engine and the lower drag of the airfoil to make up for the lower lift generated by the flatter airfoil
It didnt work For 1905 theyd go back to the
1 in 20 camber Other changes inshycluded a revision to the hinge point for the forward rudder (what we reshyfer to as their elevator) since the 1903 machines forward rudder was mistaken ly hinged aft of the censhyter of pressure and had a tendency
to snatch the controls from the opshyerator and to move to the full-up or full-down position when the control was moved in flight The location of the engine was also revised to move the center of gravity During the seashyson they also installed steel bars weighing as much as 70 pounds unshyder forward rudder bringing the toshytal weight of the machine to about 915 pounds
Due to the scarcity in Dayton of spruce long enough for their purshyposes the brothers were forced to use pine for their spars which caused a fair amount of frustration when repairs had to be made The pine snapped easier than the spruce causing the number of repairs to be higher An order was placed for spruce but it would be later in the summer before the wood would arshyrive at their shop
There was one pair of parts that were legaCies from the 1903 Kitty Hawk Flyer-the propellers Both
airscrews had survived the tumble over the sand after the fourth flight on December 17 and were to be used on the 1904 machine for the very first trials It is unclear exactly when they were removed from the 1904 machine but it seems likely it was in advance of this notation made on August 10 1904
Broke rudder before final landing Broke screw was the entry related to a 640-foot flight made by ww and noted in Wilburs Diary E (In their diaries the brothers referred to each other by their initials)
On Monday May 23 1904 they invited the press (but no photograshyphers) their father and a few friends for the first flight of the new mashychine It was a tough day for the brothers They fully expected they would at the very least be able to duplicate the distance flown the preshyvious December It didnt work out the way they had planned
While both had become the
By May of 1904 the Wrights had built a new version of the Flyer they had tested in Kitty Hawk at the end of the previous year Desiring a closer location to their home in Dayton they gained permission to fly in Torrance Huffmans praishyrie pasture just a few miles outside of Dayton There they built a hangar shed to house their airplane shown in these photographs in its initial 1904 configuration Orville leans on the strut while chatting with his older brother Wilbur standing on the right What appears to be a Richards anemometer is mounted to an outboard wing strut just behind Wilburs head You can clearly see a larger gasoline tank and a radiatorexpansion tank mounted on center-section struts near the horizonshytal four-cylinder engine The forward rudder (elevator) is clearly different in plan form from the 1903 Kitty Hawk Flyer
worlds most experienced glider pishylots over hundreds of glides since they started flying from the Great Hill near Kitty Hawk North Caroshylina when they started flying again in 1904 they had a combined total of only 98 seconds of powered flying time-Orville with a total time of 27 seconds Wilbur with 71 precious ticks of the stopwatch in his diary logbook This inexperience and the combined effects of density altitude and a very narrow performance enshyvelope added to their challenges
After waiting for high winds to subside on that Monday in May they were dismayed to see the wind die off almost completely They placed the Flyer II on the new 100shyfoot launching rail they had built and one of the brothers (its not clear in their diaries which of the two) settled into the padded leather hip cradle and grasped the wooden controls The engine proved diffishycult to start and ran poorly misshyfiring irregularly The signal given the engine lever was moved over to the far right and the restraining clip tripped With hardly a breath of wind blowing the Flyer started down the track But the combinashytion of a much higher density altishytude than they had at Kitty Hawk and the misfiring engine caused the Flyer to show no propensity to fly
it unceremoniously ran off the end of the track
A few days later with the weather still unsettled and rainy Orville managed a meager 25-foot hop Once again their father 76-yearshyold Bishop Milton Wright made the 8-mile trip on the interurban trolshyley from the west side of Dayton to Simms Station across the road from Huffman Prairie
The summer of 1904 would be a real test of the brothers persistence They were somewhat surprised and very disappointed in the initial trishyals and probably a bit embarrassed as well Not since the train ride home from North Carolina in Aushygust of 1901 had they been more perplexed and frustrated in their aerial experiments
June July and August would go past before they would equal based on time aloft their last flight of 59 seconds on December 171903 They finally did it on Thursday September IS 1904 in a flight that lasted 59-12 seconds according to the stopwatch and Richard anemometer mounted on the Flyer That days flight was made easier to accomplish thanks to one more innovation that was added to their list of accomplishments that fall the construction and use of a catapult to launch their airplanes
They didnt have the steady breezes VINTAGE AIRPLANE 11
In 1904 the Wrights would accumulate 45 minutes of flying time during 105 flights Most of the flights were measured in seconds such as this efshyfort flight number 30 Wilbur is shown in mid-flight on August 13 1904 He would cover 784 feet in 22-34 seconds skimming low over the tall grass in Huffman Prairie Two interesting details (see insets) are present in this image First on the left below the right wing of the Flyer II a couple
of people can be seen riding in a horse-drawn cart One can only imagine what they were thinking as the biplane skimmed the grass Second on the far right it appears Charlie Taylor is the man in shirtshysleeves with his hands on his hips as the Flyer II clatters by
they had taken advantage of along North Carolinas Outer Banks Recshyognizing that much lower average wind speeds were available in censhytral Ohio during the summertime the brothers built a longer set of launching rails each section meashysuring 20 feet At one point 12 secshytions of rail were laid and staked to the ground for a total of 240 feet but it was soon discovered that layshying that much track was not parshyticularly useful It took too long to lay the rail and often when the last section was lined up and bolted to its neighbor the brothers and Tayshylor would discover that the wind had begun to shift Shortening the rail helped get the job done sooner but consistent launches were only possible when there was a strong breeze Too often attempts in marshyginal conditions ended in nothing more than a short hop By midsumshymer the catapult was ready for a September 7 1904 trial
A 20-foot tall derrick was placed behind the Flyer and a 31 ratio rope and pulley block and tackle were inshystalled The rope ran from the top of
12 AUGUST 2005
the derrick down to the base and over another pulley where it changed dishyrection and ran alongside the rail to the opposite end of the shorter track (now 60 feet) There it made a 180-deshygree turn at the launching end of the rail running back to the Flyer perched on top of its launching truck There it was attached to the launching truck which had small bicycle hub wheels that rode on the metal-topped wooden rail A second rope attached to a stake driven into the ground restrained the Flyer When a 1200shypound weight was dropped 16-12 feet thanks to the 31 ratio the end of the rope attached to the launching truck would be pulled 50 feet down the rail accelerating the Flyer to flying speed Each weight the brothers used tipped the scales at 200 pounds On a number of occasions 1200 pounds proved to be inadequate and the weight being dropped was increased to 1600 pounds
It is often assumed the Wrights alshyways launched their Flyers into the wind and while it was certainly their goal their diaries make clear that crosswind takeoffs were often atshy
tempted and accomplished simply due to the vagaries of the wind direcshytion Thanks to the rapid accelerashytion from the catapult the controls were effective quickly giving the pishylot the ability to counteract the effect of the crosswind
A few weeks after starting to use the new launching system they flew longer and farther than ever before On a cloudy Tuesday morning Sepshytember 20 1904 starting with a crosswind from the left Wilbur manshyaged a flight of just over a minute in time covering 2520 feet He also managed to perform a pair of turns during the flight the first to the left and the second to the right landing as he came close to the fence near the road and the trolley line Based on writings by Wilbur in early 1912 in a disposition related to the Wright vs HerringCurtiss lawsuit it appears he may have been attempting the first circled flight but turned back in the opposite direction when he realshyized his turns path would put him in conflict with a tree he depicted in a diary map of the days events
On the next flight Orville did
even better than that and an intershyested and erudite witness was there to see the flight
Sixty-four-year-old Amos Root the editor of Gleanings in Bee Culture had driven 175 miles to visit friends in Xenia Ohio and made a side trip to Huffman Prairie to meet the Wrights Hed been reading about them in the few mentions made in the press up to that date and wanted to see for himself what was happenshying outside of Dayton As luck would have it he arrived on September 20
Root was no crackpot looking for a cause A leading citizen of Medina Ohio he bought the first bicycle in northern Ohio in the 1870s and he purchased a new Olds Runabou t motorcar in 1903 Root was known as a fellow who was willing to emshybrace new technologies as soon as they were viable He drove the Olds on a 400-mile tour of Ohio during the summer of 1904 and drove to Huffman Prairie in September Root had established a successful busishyness centered on beekeeping and is known today as the father of the modern beehive His business AI Root Inc a company now known as a worldwide supplier of candles and beeswax is still in its original buildshying in Medina
The cloudy skies gave way to rain later in the day with the breeze shifting from out of the northshywest to crossing the field from the northeast As shown in a diagram drawn in Wilburs diary Orvi lle with a right crosswind to compenshysate for as he started was launched off the rail He pitched the Flyer up to climb just a few feet and then proceeded to do something no one had ever done with a powered airshyplane-he flew the Flyer IT for one minute thirty-five and two-fifths seconds and flew in a complete 360-degree turn landing only because he neared the northeast boundary of the field
Root was amazed and the moshyment was not lost on him In the January 1 1905 edition of Bee Culshyture he wrote
liThe operator takes his place lyshy
while sitting up You can eXperience hoW extended periods could be Next time youre at home watching television try lying on your stomach and watching an entire episode of your favorshyite sitcom for the entire half-hour- no breaks no stretching just you and your head tilted upward as if you needed to always see where you were headed You can bet the brothers looked forward to that power increase
The other reason was terrain The Wrights didnt yet have the luxury of a prepared field that was long and free of obstructions The terra firma at Huffman Prairie was once a low swamp and the field was prishymarily filled with hummocks of grass about 6 inches tall A pair of flexshyible spruce skids could ride along the tops of uneven terrain soaking up the shocks and spreading the load along a pair of runners but a pair of wheels would have to be set on axles mounted in some sort of shockshyabsorbing apparatus all of which added you guessed it weight And in case you needed to land in a smaller field a set of wheels might need one more device brakes A pair of wheels of fered little resistance to stopping but a set of skids brought you to a stop much quicker with little chance of nosing over
Eventually the Wrights had the aircraft performance and the fie ld conshyditions that would allow them to dispense with the ungainly launching rail and catapult system but until then they plied the skies of America and Europe with a pair of graceful spruce skids
VI N TAG E AI R PLA N E 13
The Wrights struggled during all of 1904 with controllability issues and fightshying the effectsof what we have come to understand as density aHitude Too often a flight would end with the Flyer I darting into the ground such as this incident at the end of flight 31 on August 16 1904 Orville was the pilot The fellow standshying to the right of the launching rail appears to be Charlie Taylor the Wrights mechanic Flights ending like this prompted the brothers to create a catapuH sysshytem which they started using on September 7 1904 The addition of the catapuH meant that flights could be started at a speed that would allow the Flyer to accelshyerate and the Wrights flight times immediately began to increase
The leaves have fallen but the exciteshyment of being able to fly the Flyer I for over a minute at a time was irresistible for the brothers as they both learned how to control their recalcitrant flying machine and continshyued to refine their deshysign This photograph
of flight 85 was taken on November 16 1904 during a flight in which Orville covshyered 1760 feet in 40-112 seconds
Consistent flight continued to elude them even while they were able to keep the Flyer I in the air for more than five minutes sometimes circling the field four or five times When they concluded the 1904 flying season on December 9 they had plenty of scientific work ahead of them Confident they could solve the problems the following spring was spent trying to sell their flying machine and later building a new airplane At the beginning of the summer of 1905 they stood ready to fly in the air at their will The Flyer 11 would test their resolve
ing flat on his face This position offers a locom otive without any wheels we less resistance to the wind The engine will say but with white wings instead is started and got up to speed The mashy we will further say-a locomotive made chine is held until ready to start by a sort of aluminum Well now imagine that of trap to be sprung when all is ready locomotive with wings that spread 20 then with a tremendous flapping and feet each way coming right toward you snapping of the fo ur-cylin der engine with the tremendous flap of its propelshythe huge machine springs aloft When lers and you have something like what I it tumed that circle and came near the saw The younger brother bade me move starting poin t I was right in front [of] to one side for fear it might come down it and I said then and I believe still suddenly but I tell you friends the senshyit was one of the grandest sights if not sation that one feels in such a crisis is the grandest sight of my li fe Imagine something hard to describe The attenshy
1 4 AUGUST 2 005
dant at one time when the rope came off that started it said he was shakshying from head to foot as if he had a fit of ague His shaking was uncalled for however for the intrepid manager sucshyceeded in righting up his craft and she made one ofher very best flights
Ve ry be st fli ght ind ee d th e 52nd fli ght th e bro th ers m ad e with th e Flyer II was the longes t in te rms o f time a nd d ist a n ce they had ever m ade
In 1904 they made a total of 105 fli ghts most o f them fairly sh or t with limited turns performed within the confines of the fi eld More than once one of the brothers would land before turning any great amount for fear they would fl y outside the boundaries of the roughly lOO-acre Huffm an Prairi e They were still feeling out the amount of turn the machine would tolerate and more than once the turn ended in an unshyintended landing
Friday December 9 saw the end of the 1904 flying season a season of remarkable progress and maddenshying problems The airplan e still was unstable in pitch it still had the odd tendency to slide off to the side in turns and the power available was barely enough to sustain the Flyer in the air They dismantled the Flyer II keeping the hardware engines and propellers but burning the remainshying wood and fabric The in fo rmashytion they had gathered in their fi rst full season of powered flight was put to use as they began construction of the 1905 Flyer III ~
Continued next month
All of the images presented in this article are available as digital downloads from the Library of Congress website Start your search at wwwlocgovrr print cataloghtm
Tap the blue Im ready to search butmiddot ton and when the next page comes up click on the OW hyperlink or scroll to the very bottom of the page The Wright Brothmiddot ers Collection is number 57 Once youre at the search page for the Wright Collecmiddot tion just enter a keyword such as 1904 and a list of images will be presented Have fun There are plenty of interesting images-more than 300 Wright images scanned from their original glass plate negatives are part of the Library of Conshygress collection
its FREE
AVIATION UNLIMITED AGENCY
wwwouoonlinecom
Eugene Geno Breiner Newville PA
_ Graduate of Roosevelt Aviation School Long Islanel NY
_ In 1985 restored Fleet 2 NC8689 manufactured in 1929
_ 1987 Best Open CockpitshyPotomac Antique Aero-Squadron (PAAS) Horn Point MD
_ 1989 Best Antique Sentimental Journey to Cub Haven
_ 1992 Grond Champion shy PAAS
I have enjoyed my aircraft through the years and have
enjoyed working with AUA Inc since 1985 for all my
insurance needs
- Geno Breiner
I middot
AUAs Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums
Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages - 0 hand-propping exclusion
No compone t ~orts endorsements - Discounts for claim-free renewals carrying all risk coverages
The best is affordable Give AUA a call shy
800-727-3823 Fly with the pros fly with AUA Ina
Torquil Normans DH8S Leopard Moth HG FRAUTSCHY
Theres always room for imshyprovement in an airplane and in 1933 Geoffrey de Havilland saw potential in
his companys DH80 Puss Moth It was a great airplane but with a tweak here and an improvement there
The new version would use the higher-horsepower inverted Gypsy Major engine of 130 hp with seating for three people and a spruce and plywood box strucshyture for the fuselage
When first flown by the compashynys founder on May 27 1933 the DH8S Leopard Moth was found to be 9 mph faster that its sibling topshy
16 AUGUST 2005
ping out at about 137 mph while carshyrying three people Pleased with the results de Havilland came to like the airplane so much he ordered one for himself using it for family touring around the United Kingdom and on the continent of Europe in the blissshyful days before the clouds of war beshygan to gather
Interestingly a curious debate over crew placement in Jightplanes was put to rest in part due to the experishyence gained by pilots of the Leopard Moth When first conceived its preshydecessor the Puss Moth had both the passenger and pilot in the same cabin an arrangement that resulted
in a great deal of discussion Should a pilot be in the same cabin where he could be distracted from the rigors of flying the airplane Shouldnt he or she be positioned in a separate comshypartment or cockpit so that his or her full attention could be paid to flying the machine
If the tandem-seated Puss Moth dealt that concept a strong blow the Leopard Moth with its two in the back and pilot up front stomped on it and the side-byshyside DH87 Hornet Moth put it to rest for good The benefits of havshying the passenger inside the cabin where not only his desires could be
JIM KOEPNICK
dealt with but his help could be of great benefit was further enhanced by the passengers accessi bility to flight instruction which could be given by leaning over and speakshying into the pupils ear rather than shouting into the slipstream or givshying convoluted hand Signals
The attractiveness of such an arshyrangement contributed to the Leopshyard Moths popularity with 133 of them being made in the middle 1930s and almost half of them (60) being sold to overseas or continenshytal owners Buyers from as far away as Argentina and Japan ordered Leopard Moths and when World
War II broke out 44 of them were appropriated by the British military for use in communications work
Not surprisingly not all of those 44 DH85s re-entered civilian life after the war many were lost durshying service but better than two dozen were reregistered One of the Leopard Moths to survive the war was originally built for export to the Continent
When first built in 1933 DH85 serial number 7035 was sold to a French owner and it was registered as F-AMXP It sat out the war years in a barn in France and didnt fly again until after Roger Fiennes reshy
covered the airplane in 1990 and brought it to England where Ben and Jan Cooper of the Newberry Aeroplane Co restored it Torquil Norman aircraft collector extraorshydinaire bought the aeroplane from Roger before Rogers disappearance and presumed death in a Tiger Moth during an attempted crossing of the English Channel in the late 1990s
Quite thoroughly restored with an engine overhaul performed by Mike Vaisey of Vintech the Leopard Moth is now registered as G-ACOJ and is kept by Torquil at a small strip called Rendcomb Aerodrome located southeast of Gloucester in the United Kingdom Like Geoffrey de Havilland Torquil fell in love with his Leopard Moth flying as often as he could And like many pilots of old the lovely handling qualities of the DH85 provided the opportunity to fly the aeroshyplane long distances Record-breaking flights from England to Africa and Australia were made in the 1930s and taking inspiration from those intrepid pilots Torquil Norman had Henry Labouchere install a long-range tank under the back seat of the Leopard Moth giving it a 96 US gallon capacity enough to keep the Gypsy Major running for about 11 hours A couple of warmshyup flights to Italy and France gave him the confidence in the aircraft to fly the North Atlantic
A number of you may recall that in 1966 Torquil and Henry Labouchshyere flew a lovely de Havilland Dragon Fly to Oshkosh One of the lessons learned during that flight was that if one engine failed in the Dragon Fly they would wind up in the ocean as it didnt have sufficient perforshymance to maintain altitude on one engine with the other shut down and its fixed-pitch prop presenting itself to the slipstream completely unfeathered
Torquil felt that a single-engine crossing in the Leopard Moth didnt present a significantly greater risk than the flight in the twin-engined Fly so he gathered the equipment
VINTAGE A I RPLANE 17
Torquil Nonnan aircraft collector extraordinaire
18 AUG U S T 2005
Like many of its de Havilland siblings the Leopard Moth features foldable wings which help maximize available storage facilities
necessary for such a long trip and Iceland landing after a 9-l2-hour flew to Wick in far northeastern journey An attempt to fly over the Scotland Donning an exposure suit Greenland ice cap was rebuffed by and departing with a full 96 gallons clouds so a run down the east coast of fuel he pushed off to Reykjavik was made landing in Narsarsuaq at
the southernmost tip of Greenland There he was greeted with beautiful weather with temperatures in the 60s and sunshine
A long run to Goose Bay Labrashydor in Canada gave Torquil a taste of just about every type of weather one can expect to encounter from solid IFR conditions nearly down to the sea to a near gale blowing along the Canadian coast when he
(j was getting ready to land From ~ there he flew down to Sept-lies on g the north shore of the St Lawrence a ____ --u_ ~ Seaway in Quebec where he says
Electricity for the Moth is supplied by this strut-mounted generator which is he enjoyed a marvelous lobster din-driven by a carved impeller You can see the damage done to it by ice and pre- ner Then it was on to the States cipitation encountered on the trans-Atlantic trip making his way to EAA AirVenture
Oshkosh 1999 after a few stops to visit friends along the wayA Hamilton vertical
All in all he didnt feel the airshycard compass (right) craft ever ran up against insurshysupplements the stanshymountable issues during his longdard British compass flight but there were times whenmounted at the bottom the long legs of the Leopard Mothcenter of the instrushywere not contributing to the comshyment panel fort of the pilot Having made the trip in both the Rapide and the Leopard Moth Torquil didnt feel it was likely hed repeat his transshyAtlantic hop but he certainly has created a whole new set of stories to tell his chums at home
VI N TAGE A I RPLANE 19
THE FORGOTTEN PERFORMERS
Bellancas record-making airplanes VIC PIKE
Clarence Chamberlain on his way to Gennany
A sk anyone in a pishylots lounge what airplane Charles Lindbergh flew across the Atlanshy
tic and the reply will be Why a Ryan of course But relatively few current pilots are aware that two weeks after Lindberghs famous flight Clarence Chamberlain and Charles Levine flew a WB-2 Belshylanca named Columbia immediate predecessor to the Bellanca Paceshymakers and Skyrockets from Roosshyevelt Field New York to Eisleben Germany And few pilots know that prior to his involvement with Ryan Lindbergh unsuccessfully neshygotiated with Wright Aeronautical (who commissioned the WB-2) and later with Giuseppe Bellanca at his Columbia Aircraft Co to purchase th e very plane used by Chambershylain and Levine Unfortunately (or fortunately for Ryan) Charles Levine th e financial underwriter of Columbia Aircraft manipulated capriciously to obstruct a sale to the 20 AUGUST 2005
unknown airmail pilot Lindbergh From the mid 1920s through the
early 1930s Bellanca monoplanes routinely set records for distance altitude and endurance that made their superlative performance an expectation Victories at the Nashytional Air Races in both 1925 and 1926 An endurance record of 51 hours and 11 minutes in 1927 and New York to Havana Cuba in 1928 both by the Columbia
Then it was Maine to Spain by the North Star in 1929 At the Nashytional Air Races in Cleveland that year Bellancas took five firsts three seconds two thirds and two fourths in seven events In May 1930 came the non-refueled endurance record of 84 hours and 33 minutes in a Pacemaker powered by a Packard DR-980 radial diesel engine this reshycord was not broken until the 1986 flight of the Voyager
In July 1930 another record New York to Istanbul in the Cape Cod nonstop And still more an altitude record of 30453 feet was
set in 1931 by Bellanca test pilot George Haldeman
1931 also saw an around-theshyworld flight with Clyde Pangborn and Hugh Herndon in Miss Veedol which culminated in a 4558-mile 41-hour and 13-minute leg across the Pacific Ocean from Sabishiro Beach Japan to Wenatchee Washshyington which is a story in itself This record stood until 1947 when it was eclipsed by a uS Air Force 8-29 Miss Veedol was renamed the American Nurse and in 1932 vanshyished on a trans-Atlantic attempt
These are only a few of the acshycomplishments of this Bellanca seshyries and although some of these airshyplanes had modifications such as longer wings the original design was a commercial production aircraft
Diminutive and shy Sicilianshyborn Giuseppe Bellanca had formal education in mathematics and enshygineering and in a partnership of three constructed Italy s first airshyplane in 1909 He immigrated to America in 1911 and soon assemshy
bled a parasol-wing monoplane powered by a three-cylinder 30shyhp Anzani engine After flying this airplane Clarence Chamberlain remarked I was thoroughly conshyvinced that Bellanca not only was a genius but a hero of a rare sort
In 1912 Bellanca established the Bellanca Aeroplane Co conshystructed a second monoplane and opened a flight school One of his students was Fiorello LaGuardia later New Yorks famous mayor In 1916 Bellanca designed the CD and CE biplanes for the Maryland Pressed Steel Co To illustrate his engineering acumen the CE (1917) would cruise at 100 mph on 90 hp while the conshytemporary Curtiss IN-4D Jenny also with 90 hp followed at 65 mph
The CF monoplane first flew on June 8 1922 and was spectacular for its era With an enclosed cabin carrying four passhysengers and powered by a 90-hp 10-cylinder Anshyzani radial (twin rows of five cylinders) the CF cruised at 100 mph for 600 miles and enjoyed an impressive 12-to-1 glide ratio With the CF Bellanca created a signature airfoil fuselage profile that continued into post-war designs
Airmail pilot William C Hopson campaigned the CF in a series of competitions during the summer of 1922 He took first place in every event Hopson observed She was by far the most remarkable plane I had ever flown
Despite the CFs accomplishments there was no market for a $5000 airplane when World War I surplus models were selling for a few hunshydred Fortunately the CF survived has been restored and is now in the National Air and Space Museum
In 1925 Bellanca joined the Wright Aeronautical Corp which put him in close proximity to the new 200-hp J-4 Whirlwind engines This prompted construction of the
conflicts with Wright Aeronautical in Patterson New Jersey he moved to New York and entered the conshytentious partnership with Charles Levine When that unraveled Belshylanca re-established production in a rented warehouse on Staten Island
Bellancas outstanding airplanes enticed the state of Delaware and particularly the du Pont family into courting him to settle there After a temporary operation in Wilmingshyton a factory and airfield were conshystructed at New Castle stability was finally achieved
The rugged construction and prodigious load-carrying capacity
of these unique airplanes disbursed their activities all over the world where they served careers from distinguished air transshyport to bush hack An ulshytimate utilitarian characshyter relegated the grand birds to situations of exshypendability that unforshytunately caused attrition to eliminate alarming numbers of them
Out of the 60 that were built only one airworshythy example of a Paceshymaker CH-300 exists toshy
bull
--=--shy -lt
-shy____ u
all-wood WB-1 followed by the steelshytube fuselage WB-2 using the imshyproved 220-hpJ-5 The WB-1 was deshystroyed in a crash in 1926 and the record-breaking WB-2 Columbia was lost in a hangar fire in 1934
From the WB planes evolved the Pacemaker series first the J-5 Wright powered CH-200 of 1928 then the 300-hp R-975 J-6-9 CH-300 of 1929 (also available with the PampW Wasp Jr) and the R-1340 Wasp CH-400 Skyrocket of 1930 on through the senior Pacemakers and Skyrockets of the later 30s
Giuseppe Bellancas passion was to design and build airplanes with the following parameters Maxishymum safety and the greatest possishyble efficiency as measured by speed load and range His earlier dreams seemed perpetually frustrated after
day NC251M Serial No 154 And even this one is currently undergOing a complete and toshytal rebuild with new fuselage and wings and a target date for compleshytion in the summer of 2005
Throughout the story of this airshyplane is the striking reality of how many people have been involved The core history of an old airplane is inshytriguing but the anecdotal accounts of the people create something inshyfinitely more profound Aviation is a community an extended family so loosely connected that members remain unacquainted But the comshyposite connects lives in ways that are not previously suspected Keep this in mind as you read
NC251M emerged from the Belshylanca factory at New Castle Delashyware on September 171929 to be delivered as the first airplane of In-
VINTAGE AIRPLANE 21
ter-IsIand Airways (now Hawaiian Airshylines) of Honolulu It served primarily with sightseeing flights while Inshyter-Islands passenshyger service evolved around Sikorsky S-3S amphibians
On April IS 1933 NC251M was sold to Mr G Fowble (posshysibly a broker) of San Bernardino California and then resold on April 27 to MacMillan Peshytroleum Corp of Los Angeles Remember MacMillan Ring Free Motor Oil On March 20 1935 it was purchased by Unious Mac McGee (McGee Airways) in Anchorage Alaska to begin 15 years as a bush workhorse On April 20 1935 McGee Airways was sold to Star Air Service in Anchorage which became Star Airlines which became Alaska Star Airlines which became Alaska Airlines in May 1944
Steve Mills chief pilot for Star was flying a sister Pacemaker NC259M when a fatal crash claimed his life in 1936 After usable parts were salshyvaged the remaYJs were burned at the site of the accident In 1995 the curator of the Alaska Aviation Herishytage Museum (and a walking encyshyclopedia of Alaska aviation history) Ted Spencer recovered the parts and stored them at the museum in Anchorage Steves grandson Dave Mills assisted Ted in his efforts
Essentially intact the logs of NC251M depict a rich history of Alaska bush flying in the 1930s and 1940s and reading them is like peering into the Holy Grail Much of the story can only be extraposhylated from the cryptic and frustratshyingly taciturn renderings of bush pilots who flew thousands of hours over geography and in weather that would be considered treacherous to most modern pilots
Ones imagination expands from such tersely penciled comments as 22 AUGUST 2005
PICTORIAL HISTORIES PUB CO
NC251M in 1929
Engine blew up Ship moored at Naknek Rate of climb reads SOO feet down in level flight Windshyshield gives pilot cold shower Turn and bank no good Cant adjust altimeter (Signed Satan) Repaired left wingtip spliced rear spar Rebuilt left elevator
Another entry notes Flew every day from 1-20 to 2-14 With such casualness the suspicion is that unshyderstatement must be intrinsically characteristic of these bush pilots theres no mention of the effort inshyvolved in keeping a 1929 airplane flying every day during the rigors of an Alaskan winter
The logs include entries by many noted Alaska bush pilots a few of which were Kenny Neese Johnny Moore Don Goodman Jack Elshyliot (who onee swooped down and speared a wolf with his ski) and Bill Lund Lund stayed with Alaska Airshylines as its number one pilot and pioneered jet flights into Russia during the 1970s finally retiring in 19S0
Martha Monsen was the Star agent in Naknek during the 1930s and ran a virtual boarding house for the pilots during layovers Several of Monsen s sons became pilots and one Mel Monsen told me of sitting at the supper table as a young lad caught up in the intrigue of endless convershysations about bush flying advenshy
tures Mel Monsen related that when he and his friends played bush pishylot there was alshyways an argument about who would be Kenny Neese
In these early days it was usual for Alaska air sershyvice companies to struggle wi th fishynancial solvency Star was no excepshytion and in June 1939 in exchange for some capital investment the
ownership of its entire fleet was transferred to bankers Thrall and Williams of Minneapolis Minshynesota In contemporary terms these treasures included four CHshy300 Pacemakers three CH-400 Skyrockets two Stinson SM-SAs a Fairchild Pilgrim 100A a Cessna C-34 Airmaster and a Ford 5-AT-C Tri-Motor The arrangement apshyparently worked because by Febshyruary 1940 everything was back in Stars legal possession
In June 1946 Alaska Airlines performed a field conversion from wheels to Edo 4665 floats When completed notification was sent to the CAA with the simple comment that it was similar to Bellanca NC256M Approval was granted
From 1929 NC251M flew with a Wright R-975 J-6-9 of 300 hp reshyplaced or overhauled a number of times but a catastrophic failure in August 1946 prompted Alaska to convert to a PampW R-9S5-AN-3 Navy surplus and freshly overhauled In May 1947 the plane was returned to service
In December 1947 Alaska Airshylines sold NC25 1 M to Eric Shutte (pronounced Shoot-ee) and CV Kay Shutte came to Alaska in the early 1930s as a pilot and mechanic for Vern Gorst founder of Pacific Air Transport Kay had been a partshyner with Shell Simmons in the Panshyhandle Air Transport Co (Pateo)
out of Juneau in the mid 1930s
Shutte and Kay did contract flying for the US Coast Guard and opened a hotel in King Salmon called Nashyknek Sky tel with NC25 1 M providing charter flight sershyvices The business suffered a setback in 1950 when the hotel burned and on a trip south the Bellanca was damshyaged in an accident Kenmore Air 1950s On the float is Bob Munro Walt Winsman mechanic near Prince Rupert and Bill Lund Alaska Airlines pilot on a day off British Columbia
Bob Munro of Kenmore Air Harshybor in Seattle salvaged the plane with the promise that insurance would cover the costs The insurshyance company refused and Munro took possession of the Bellanca as payment After repairs were comshypleted NC25 1 M joined the Kenshymore fleet Currently Kenmore is a world-class floatplane operation holds the type certificate for Edo floats and has developed many STCd modifications for de Havilshyland Beavers and Otters
From 1955 to 1957 Munro leased NC25 1 M to Bob Hall of Kodiak Airways (actually it was sold and repurchased for liability protecshytion) Kodiak ran scheduled mail and passenger service to the five villages and nine canneries on Koshydiak Island The chief pilot was Gil Jarvela and in a conversation with me he related stories that riveted my attention hauling resistant Koshydiak bear cubs in gunny sacks loadshying incredible amounts of freight in NC25 1M and patching holes in the floats with bubble gum and spruce twigs
When the plane was returned to Kenmore Bob Munro commisshysioned Clayton Scott to engineer the installation of Edo 6470 floats to replace the smaller 4665s I had heard of Scott and his legendary cashyreer in aviation that has spanned
more than seven decades and conshyfirmed his existence with Bill Whitshyney Kenmores senior pilot who flies turbine Otter floatplanes
I visited Scott in his large hanshygar on the Renton Municipal Airshyport in Washington state where he conducts business as Jobmaster Co his aircraft modification firm Out front was a beautiful Cessna 195 on floats and inside I found him working on a de Havilla~d DHC-2 floatplane Looking at the man and his environment I immeshydiately realized that this was halshylowed ground
I told him my visit was prompted by an understanding that he had once installed floats on a Bellanca Pacemaker and he replied Yes that was in 1957 We replaced a set of Edo 4665s for some 6470s I can show you the paperwork He stepped to his fi le and without glasses pulled it out
I inquired of Scott how old he was and with a sly smile he said 100 minus three After a period of time during which Scott grashyciously shared with me some of his incredible flying experiences I left this icon so that he could return to working on the Beaver [ felt that I had been in the Notre Dame Catheshydral [Well have more on Clayton Scott in next months issue of Vinshytage Airplane-Ed]
As predictably ocshycurs in the life cycle of utility airplanes NC251M was showshying tatter and wear by the late 1950s the engine found a home on the nose of anshyother ship the wings were pulled and it ended up in the back of Kenmores storage yard In June 1960 Dick Poet of Aumsshyville Oregon purshychased the airframe and floats
Poet was an aerial applicator pilot and with his wife Helen
owned Wilderness Airlines in Bella Coola British Columbia Dicks meshychanic Bob Bohanan completely refurbished the Pacemaker includshying new fabric paint and an overshyhauled R-985 from Wesco Air Service on Boeing Field which returned it to pristine condition
With the rebuild complete on June 25 1962 there was the issue of taking the airplane off the Poets grass strip Straw was spread down the runway to reduce friction and with Dick in the cockpit power was fed to the R-985 Sufficient airshyspeed was achieved but the long floats prevented rotation and takeshyoff was denied Bohanan then conshystructed a two-wheel dolly from an old truck axle and this time Dick lifted off while the dolly burshyied itself in the brush at the end of the field After a short test flight he landed on the Willamette River at Salem Subsequently the Poets applied for Canadian registration (CF-OQK) and flew to Bella Coola British Columbia where the Paceshymaker began charter service with Wilderness Airlines
On June 25 1963 a woman Mattie Jack was attacked and badly mauled by a grizzly bear at Mud Lake east of Bella Coola A call was made to Dick for a rescue flight and he immediately took off with
continued on page 32
VINTAGE A I RPLANE 23
A beautiful day is not complete unless it is seen from the inside of a cockpit The Vintage Aircraft Association is providing you with the opportunity to bring the magic of flight to your home office or hangar Take flight with the 2006 VAA Calendar Free Skies Forever
The gorgeous 17 x 11-inch full-color wall calendar is the perfect gift for yourself or your favorite pilot Each month contains the amazing photography from the Vintage Aircraft Association and captures the spirit of flight
As a commemoration to the great aviators before us the VAA 2006 Calendar Free Skies Forever contains great feats in aviation printed on the exact date of occurrence Dont let this opportunity fly past you Order your 2006 VAA Free Skies Forever Calendar by September 30 2005 Calendars will ship in November for Christmas arrival
Or to order by mail send your checkmoney order to Vintage Aircraft Association 2006 Calendar do Turner Publishing Company bull PO Box 3101 bull Paducah KY 42002-3101
o Please enter my order for __ copies of the Vintage Aircraft Association 2006 Calendar - only $1595 Your Name
o ShippingHandling add $395 for each calendar Address
o Kentucky residents add 6 sales tax City State Zip
TOTAL ENCLOSED $______
Telephone For Office Use Only - VAA2006-A-GW
CkR Amount E-mail address (for order confirmation)
DOUG STEWART
Whetherweather to go or not
There I was driving along the turnpike looking up at a severe clear cerulean sky and rather than findshy
ing myself ecstatic at that beautishyful sight words that cannot be reshypeated in this column were formshying on my lips Gosh darn (it was really a lot stronger said than that) the briefer said VFR not recomshymended and now instead of being up in that sky where I belong I am down here ground bound driving to my destination
I know probably everyone of us has been in this situation pershyhaps more times than we care or choose to remember As the sayshying goes There are old pilots and bold pilots but no old bold pishylots Many of us are aware that most aviation accidents when asshysociated with weather tend to be fatal ones Thus if we are not inshystrument rated and current or flyshying an airplane that is not instrushyment certified we tend to choose alternative means of transporshytation when the briefer tells us VFR is not recommended
But does this always have to be the case Are there any ways to make those VFR trips possible and still remain safe Are there any tools we can use to determine if the forecast is holding true or if it is not For I think we all both male and female would agree that the weather is like the opposite sex-toshytally fickle and unpredictable Lets
take a look at the numerous tools we have for making the gono-go decision relative to the weather
To help determine if the forecast is going to hold true I usually first consult the METARS Check reshyporting stations along your route If you are able get a history showshying the reports over the past three to four hours and see if the reports are corroborating the forecasts (DUATS WSI and Meteorlogix are all great sources for this informashytion) What trend do you see in the reports Is the weather getshyting better or worse or holding the same Is it doing what the TAF and FA said it would
Im also sure to compare the tershyminal forecasts (TAF) with the Area Forecast (FA) The TAF covers only a S-mile radius of the aerodrome whereas the FA covers an entire area Keep in mind that cloud bases in the TAF are AGL (above ground) whereas the cloud bases in the FA are MSL (above sea level)
Next I check the PIREPS (pilot reports) Do they substantiate the briefers warnings When checking PIREPS be sure to take into account where the report was made (threeshydimensionally) when it was made and what type of aircraft the reportshying pilot was flying If a 747 reports light chop along my route I might consider leaving the ropes on my airplane and going to have a frosty one whereas if its a J3 reporting moderate turbulence I might very
well launch on my own flight While we are mentioning PIREPS
lets not forget that (as in all things in life) what goes around comes around If we are seeking PIREPS in helping us to make the gono-go decision we should also consider filing them It takes only a few moshyments to file a PIREP and in doing so you are assisting many other pishylots in their flight planning
These are a few of the tools we can use while still on the ground to determine if the forecast is holdshying true But what about when we are already en route How can we know whether the weather will be as forecast
Obviously if the forecast was for severe clear and there are a lot of clouds forming you do not need to be a rocket scientist or a brain surgeon to know that the forecast is not holding true But there are many other clues that might not be quite as obvious and that should warn us that the briefer might have been wrong
If we realize that we are having to fly a heading other than what we had plotted to track our course or if we are experiencing different ground speeds than what we had exshypected we should understand that there is a good chance that the enshytire forecast might be off After all these forecasts are predicated on the expected movement of fronts and pressure zones When they dont move as anticipated the winds aloft
VINTAGE AIRPLANE 25
will be different thus yielding difshyferent headings and groundspeeds than we had planned
There is something else that can give us a heads-up about the posshysibility of the forecast going south and that is the temperatures aloft Most aircraft have outside air temshyperature gauges (OAT) and these can be very useful tools-ones that many pilots ignore An OAT can be used to corroborate whether the temperatures aloft are as forecast (You do remember that the foreshycast temperatures aloft are included with the winds aloft dont you) This can give us an understanding of whether the fronts are moving at the speed and direction forecast or if they might be moving slower or faster than expected
Keeping track of the temperashytures as you climb can also help you quickly determine if the lapse rate is stable Remembering that the stable lapse rate is ZOC per thousand feet one can make a note of the tempershy
ature on the ground prior to takeoff and then check it as you climb If it is less than ZOC per thousand one of the major ingredients in the proshyduction of thunderstorms is presshyent that being an unstable lapse rate (The other two are moist air and a lifting action of some kind) Thus the OAT can be a useful tool in confirming or refuting the foreshycast of thunderstorms
One could spend a lifetime studyshying the weather and not get any closer to predicting what it might do And I cant do justice to the subshyject in this short article However when it comes to weather I must say that discretion is the better part of valor There are certainly times when the briefer will give the warnshying that VFR is not recommended and the day turns out to be beautishyful But there are also times when your beautiful day turns ugly
Regardless of whether the foreshycast is for good weather or bad be sure to have an alternate plan in
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation
Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these jewels on and bring back the good times New General Aviation Sizes Available
500 x 5 600 X 6 700 X 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
~DESSER(~ 323-721-4900 FAX 323-721 -7888
6900 Acco St Montebello CA 90640 TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106
wwwdessercom
26 AUGUST 2005
place Remember to run the PAVE and CARE checklists that I wrote about in previous articles to help you make the proper decisions relative to the weather Using the tools I have mentioned above will help you in checking the enVironshyment help in understanding the consequences of the hazards asshysociated with some aspects of the weather and aid you in assessing the realities of what the weather is really doing
And when the briefer gives you that dire warning of VFR not recshyommended keep in mind that it is always much better to be on the ground wishing you were up in the air than up in the air wishing you were on the ground He might be wrong and Ive offered some tools to help determine that but he very well might be right
Doug Stewart is the 2004 National CFI of the Year a Master CFI and a DPE He operates DSFI Inc based at the Columbia County Airport (lBl)
TelePhone 800-247-8473 or
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE NEWLY ACQUIRED GARNER P EMMERSON COLLECTION DONATED TO EAA BY BOB HIGHLEY OF LAKELAND FLORIDA
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs to be in no later than September 10 for inclusion in the November 2005 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to mysteryplaneeaaorg Be sure to include your name city and state in the body of your note and put (Month) Mystery Plane in the subject line
MAY S MYSTERY ANSWER as residing in Los Angeles at that time I learned this while roaming on wwwaerofilescom last evening
I already had seen the aircraft in the British magazine Aeroplane Monthly that has the same photo as yours along with some contemshyporary aircraft in an illustrated article in the September 2003 isshysue with the title Call That Safe The caption to the photo reads
In 1933 Carl Hall and Frank Nixon tested this propeller cowlshying at Compton California It was claimed to speed up aeroplanes from 39 to 140 per cent and slow them as much as desired for landshying the innerdeflectors serving
Mays Mystery Plane came to us X12211 seems to have its 95-hp as air brakes from Harold Swanson Cirrus upright four-cylinder en I hope that you have more inshygine
Heres our only letter concerning as it was reported to have in 1 formation about this interesting934 its identity it was reported to have had a Veshy early try at a ducted propeller
lie engine when built in 1931 Jack Erickson The Felio Ranger SP-2 owner Harold G Felio is li State College Pennsylvania sted
VINTAGE AIRPLANE 27
EE BUCK HILBERT
Aeronca C-3 N-13000
Ive been asked many times Why do you hang onto this old airplane
Several reasons Mostly it has a place in more recent historyshynamely the last real Cleveland Air Race held in 1948 And probably another reason is it represents at least to me the memory of the last of the barnstormers
To the best of my knowledge the last time this little C-3 flew was at the 1948 Cleveland Air Races
The airplane belonged to Duke and Martha Hashner the owners of Global Airshows and promoters of the races that year
Duke flew this Aeronca C-3 in a clown act The airplane was painted up with a clown face was all red and white and Ive been told he did a remarkable job of entertainshying the crowd
Duke also flew other aerobatic aircraft in the show while Martha was the wing-walker parachute jumper and ticket seller
Unfortunately this was the same year record-holding entrepreneur Bill Odom crashed a racing P-S 1 into a residential area resulting in his death and other fatalities Beshycause of this accident Duke and Martha were the target of lawsuits that drove Global Airshows and the two of them out of business and into seclusion
Living on the Quietula Farm at Cherry Valley Ohio the coushyple now forced to retire from doshying their air show routines turned Global Airshows into a traveling
28 AUGUST 2005
static display show The 50s saw the advent of the
shopping center Global Airshows would truck its airplanes to the new shopping center parking lots and display them in full air show regashylia Martha and Duke would dress the part entertain the crowds and dreamed of once again being active air show circuit acts
The airplane
belonged to
Duke and Martha
Hashner
Unfortunately Duke suffering from a brain tumor lost the ability to participate and after a long batshytle passed away Martha kept the airplanes now stored at the farm and spent her days tending numershyous pet dogs and cats dreaming of her barnstorming glory days as queen of Global Airshows Martha passed away in the mid-60s
Global Airshows and its derelict aircraft were sold to Bill Ross and me a few months before Martha passed away
The collection consisted of Marshythas Meyers OTW Dukes Waco F and a Porterfield CP-65 All were inshy
tact and complete but each needed restoration Also in the collecshytion were pieces and parts of two Aeronca C-3s a J-2 Piper a Taylorshycraft L-2 and a Fairchild 22 Along with the airplanes came numerous engine parts old tools and propelshylers along with the trailers used to haul the airplanes
What happened to the airshyplanes is the frequently asked question Bill Ross was past presishydent of the EAA Warbirds of Amershyica owned a P-38 Leroy Grumshymans personal F3F and an F6F and had his hand in several entershyprises while involved in Warbirds Right at that time he discovered the Grumman Goose was the best bet in sport flying and his attention was diverted in that direction
The Meyers and the Porterfield were restored by Bill and sold The project Fairchild 22 and J-2 went to a couple of our Vintage members and were restored and are flying The Waco F was sold but never did get flying The two C-3s came to me and eventually were restored One was sold and one for those sentishymental reasons is still in my hanshygar disassembled and awaiting the final engine fix The L-2 had been a gas station ornament for years and when they took it down the guy wielding the cutting torch manshyaged to start a fire that ended any thought of restoration
Bill Ross moved to Nevada after he retired from business and unshyfortunately while returning from one of his business trips he flew
into a cloud that had a rock in it Another reason for hanging on It reminds me of Bill Ross and his contributions to the Warbirds of America being part of EAA
Oh yes we did get the C-3 flyshying but the engine ate itself up afshyter about 4S minutes Time for a different approach
I had a set of floats and rigging and Brian Van Wagnen and I deshycided the little C-3 would be a real hoot to see flying on floats However we wanted a reliable engine and the one we had was mostly junk
Brian tore into it but the crank was beyond repair At great exshypense a new one was made dual ignition heads were installed and a new single-drive dual mag was inshystalled after modifying the tail case It runs but the vibration was bad enough to cause distrust Another disassembly and recheck as well as internal component balance were in the works when tragedy struck
Brian had a hangar fire and lost everything he had in the 70-by-90 hangar and its 24-foot lean-toshyhis Widgeon project the Fleetshywing Seabird two antique Aeronca Chiefs a Piper 180 all his toys shop equipment tools and of course the building
The little C-3 stored in another building was all that was left The floats rigging and all the spare enshygine parts were destroyed in the fire A small loss in comparison to what Brian suffered
With no hangar and no shop the decision was made to disassemshyble NC-13000 and bring it back home and there it sits Every day I walk past it and say to myself You gotta get going But the press of daily living and the episodes weve been through in the past couple of years have stopped all the progress Oh well whats another couple of years After all its been grounded since 1948
Until then it just sits and Im going fishing With that its Over to you
Come or t e weekend BUILD FOR A LIFETIME
HANDS-ON HOMEBUILDER WORKSHOP
SCHEDULE
Aug 26-28 Oshkosh WI
Aug 27-28 Arlington WA
Sept 9-11 Griffin GA (Atlanta Area)
bull Repairman (LSA) Inspection-Airplane
bull RV Assembly
bullTIC Welding
Sept 10-11 Corona CA (LA Area)
bull RV Assembly
Sept 10-11 Lakeland FL (Sun N Fun Campus)
bull RV Assembly
Sept 10-11 Houston TX (Westwood Aviation Institute)
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems
Sept 16-18 Frederick MD bull Repairman (LSA) Inspection-Airplane
Sept 23-25 Denver CO bull Repairman (LSA) Inspection-Airplane (Westwood College)
Oct 1-2 Columbus OH (Columbus State Community College)
KLEINEAA SportAir Sponsors TOOLS
wwwkleintoolscom
WORKSHOPS ___ ~
EA~
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems bull Cas Welding
bullbull amp cafamiddot~middotAir c raft Coatings
_polyfibercom wwwalrcraftsprucecom
1-800-WORKSHOP 1-800-967-~746
wwwsportalrcom
YOU CAN BUILD IT LET EAA TEACH YOU HOW VINTAGE AIRPLANE 29
r ~ __c -lt JMNEwMAN
t The (ollowing list o(coming events is (IIrt1ished to Ollr readers as a matter o( it(orshymation only and does not constitllte approval sponsorship involvement cottrolor direction o(any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 OshkoslI WI 54903-3086 Or e-Illail tl1e information to vintageaircra(teaaorg In(ormation shollld be received (ollr months prior to tile event date
AUGUST 7-Queen City MO-Applegate Airport 18th Annual Washytermelon Fly-In 2 PM til dark Info 660-766-2644
AUGUST 13-Hoquiam WA-Bowerman Field Ercoupe Gathering amp Fly-In All experimental classic and vintage aircraft are welshycome Excellent restaurant on field Info Dick 360-533-5926
AUGUST 19-21-Alliance OH-Barber Airport (201) 7th Annual Ohio Aeronca Aviators Fly-In Join us for a relaxing weekend of fun food friendship and flying Breakfast served by EAA Ch 82 Sat amp Sun 7am-llam Camping on field local lodging and transportation available Forums on Saturday Info Brian 216shy337-5643 or bwmatzllacyahoocom or wwwoaafy-Incom
AUGUST 20--Laurinburg-Maxton NC-Ercoupe Owners Club Aweshysome August Invitational NorthSouth Carolina members and guests Lunch awards Young Eagles Flights Info 336-342shy5629 or bandmannetpath-rc net
AUGUST 20--Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-[n Breakfast Info Tom 740-587-2312 or tmcaiinkcom
WIVI cbullbull___bull
These are the first tools you need to buy when you re~cover your
airplane Anyone who has used them will tell you they re the next best thing to having one of our staff right beside you The VHS tape and the DVD will give you the Big Picture and the manual will walk you step by step through every part of the process Youre never on your own when youre using Poly~Fiber
wwwpolyfibercom e-mail infopolyfibercom
Aircraft Coatings 800-362-3490
AUGUST 20--Niles M[-jerry Tyler Memorial Airport (3TR) VAA Ch 35 Corn and Sausage Roast 11am-3pm Rain date August 20 Donations $5 adults $3 children 12-yrs and under All you can eat Info Len 269-684-6566
SEPTEMBER 3-Marion [N-(MZZ) Flyln Cruiseln Info wwwFiylnCruiseln com
SEPTEMBER 3-Prosser WA-EAA Ch 391 s 22nd Annual Labor Day Weekend Prosser Fly-[n Info 509-735-1664
SEPTEMBER S-U-Galesburg [L-Galesburg Municipal Airport 34h Annual Stearman Fly-[n Technical seminars Aircraft judging and awards Aerobatic formation short-field takeoff spot-landing and flour bombing contests Dawn Patrol lunch-time flyouts pizza party stage show banquet and more Info 309-343-6409 or stearmanstearmanfyin com or wwwstea rmanfyin com
SEPTEMBER U -Mt Morris IL-Ogle County Airport (C55) EAA Ch 682 Fly-In Breakfas t 7am-12pm Info 815-732-7268
SEPTEMBER 16-17-Bartlesville OK-Frank Phillips Field (BVO) 49th Annual Tulsa Regional Fly-In Info wwwtllisafyincom or Charlie Harris at 918-622-8400
SEPTEMBER 17-Poplar Grove IL-Poplar Grove Airport Vintage Wings amp Wheels Museum Salu te to WW II Combat Aviators Military aircraft display and fly-by Interviews with 12 WWII veterans of air combat Info wwwpopiargroveairmotivecommllsellnl
SEPTEMBER 17-1S-Rock Falls IL-Whiteside County Airport (SQI) North Centra l EAA Old Fashioned Fly-In Forums workshops fly-market camping air rally awards food amp exhibitors Info wwwnceaaorg
SEPTEMBER 22-25-St Louis MO-Creve Coeur Airport (lHO) Monocoupe Club Fly-InReunion Info Frank Kerner (314) 277-4306 or monocoupesbcgiobainet or wwwmorlOcollpecom
SEPTEMBER 23-25-Sonoma CA-Sonoma Skypark (OQ9) 23rd Annua l 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 208shy739-3979 or ristpsaoicom
SEPTEMBER 24-Topping VA-Hummel Air Field 10h Annual Car amp Air Event 8am-4pm Featuring ant ique cars and planes plus fire apparatus tractors amp engines and arts amp crafts Info (804) 694-5995 or in(oWingsandwheeislIs or wwwwingsandwheeislIs
SEPTEMBER 24-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-I n Info wwwieebottomcom
OCTOBER 1-2-Midland TX-Midland [nt l Airport FINAshyCAF AIRSHO 2005 will commemorate 60th Anniversary of the end of World War II Info 432-563-1000 x 2231 or pubiicreiationscaf7qorg
OCTOBER 5-9-Tullahoma TN-1932 to 2005-The Tradition Lives Year of the Staggerwing Staggerwing Twin Beech 18 Bonanza Baron Beech owners amp enthusiasts Sponsored by the Staggerwing Museum Foundation Staggerwing Club Twin Beech 18 Society BonanzaBaron Museum Travel Air Division amp Twin Bonanza Assn Info 931-455-1974
REGIONAL FLY-IN SCHEDULE EAA Mid-Eastern Fly-In EAA Southeast August 26-28 2005 Regional Fly-In Marion OH (MN N) October 7-92004
Evergreen AL (GZH) Virginia State EAA Fly-In wwwserfi org October 1-2 2005 Petersburg VA (PTB) Copperstate Regional EAA Fly-In wwwvaeaaorg October 6-92005
Phoenix AZ (A39) wwwcopperstateorg
30 AU G U S T 2005
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 dlie7025IOI om vaaflyboyLwnsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Avc 72 15 East 46th SI Albert Lea MN 56007 Tulsa OK 74147
507-373-1674 918-622-8400 stfles(eskmefiiacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush H ill Road Sherborn MA 01 770
508-65l-7157 SH i Ocomcas t llet
David Bennett PO Box 11 88
ioseville CA 95678 916-645-8370
antiquerireachcul1l
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507-263-24 14
InjbfchldrcOI111tCtcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773-779-2 105
pllOtopiotaoicom
Dave C lark 635 Vestal Lane
Plainfield IN 46 168 317-839-4500
davecpciiquestnet
John S Copeland l A Deacon Street
Northborough MA 0 1532 508-393-4775
copelaml JjllllOcom
Phil Coulson 284 15 Springbrook Dr
Lawton MI 49065 269-624-6490
rcollsonS J6cscom
Roger Gom oll 8891 Airport Rd Box C2
Blaine MN 55449 763-786-J342
pledgedriveIns11com
Dale A Gustafson 7724 Shady Hills Dr
Indianapoli s IN 46278 317-293-4430
dalefayemscom
Jeannie Hill PO Box 328
Ha rva rd IL 60033-0328 8l5-943-7205
dishaoowc et
Espie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-3650
wintisockaoco m
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaoicom
Robert D Rob Lumley 1265 Sout h 124th Sl Brookfield WI 53005
262-782-2633 illmpeniiexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817-491-9 110
sellemorris(~lev I IIet
Dean Richardson 1429 Kings Lynn Rd
Stoughton WI 53589 608-877-8485
daraprilairecom
SH Wes Schmid 2359 Lefeber Ave nue
Wauwatosa WI 532 t 3 414-771- 1545
sllschmicimilwpccom
DIRECTORS EMERITUS
Gene C hase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920-23 1-5002 815-923-459 1
GRCHACllarterHet b7ac1Jc llel
Ronald C Fritz 15401 Sparta AV(
Kent City MI 49330 6 16-678-50 12
rFritzf1athwaywlcom
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873 Web Site wwwvintageaircraftorg and wwwairventllreorg E-Mail vintageaircraftCtieaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)
- Newrenew memberships EAA Divishysions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
-Address changes -Merchandise sales -Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory ___ ___ _ 732-885-6711
Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing920-426-4876 Education __ _ 888-322-3229
- EAA Ai r Academy - EAA Scholarships
Flight Advisors info rmation 920-426-6864 Flight Inst ructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles _ _ _ 877-806-8902
Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan _ 866-647-4322 Term Life and Accidental _ 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 Vintage _ FAX 920-426-6865
- Submitting articlephoto - Advertising information
EAA Aviation Foundat ion Artifact Donations 920-426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Association Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additional $10 annually Junior Membershjp (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
EAA SPORT PILOT Current EAA m embers may add EAA
SPORT PILOT magaZine for an additional $20 per year
EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magaZine not inshyduded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA members may join the
Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not inshyduded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the
International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magazine for an additional $45 per year
EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magaZine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA
Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magashyzine and one year membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a
check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2005 by lhe EM Vintage IgtJrcraft Association All righls reserved
VINlAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage IgtJrcraft Association of the ExperimentallgtJrcraft Association and is published monthly at EM Aviation Ceoter 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vinfageaircrafteaaorg Periodicals Poslage paid al Oshkosh Wisconsin 54901 and al additional mailing oHices POSTshyMASTER Send address changes to Vintage IgtJrplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcretumswdsmailcom FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivet)l of VlNlAGE AIRPLANE to loreign and APO addresses via surtace mail ADVERTISshyING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Readers are encouraged to subm stories and photographs Polky opinions expressed in artk1es are solely those of the authors Responsibility for accuracy in reporting rests entirely wh the contributor No remuneration is made Material should be sent to Edor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 92D-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aeronautica are registered trademarks trademarks and service marks of the EXperimental Aircraft Association Inc The use of these trademarks and service marks without lhe pennission of the ExperimentallgtJrcraft Association Inc is strictly prohibited
VINTAGE AIRPLANE 31
Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no
frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VM
reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1-800-233-6934 e-mail ramremfgaolcom Website wwwramengine com VI NTAG E
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418 wwwlpjetservicescom
Airplane T-Shirts 150 Different Airplanes Available
ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
WE PROBABLY HAVE YOUR AIRPLANE
wwwairplanetshirtscom 1-800-645-7739
Flying wires available 1994 pricing Visit wwwflyingwirescom or call
800-517-9278
ELECTRICAL CONDUIT
ASSEMBliES bull MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made per your specifications
bull Original equipment style Braided Conduits in Aluminum Brass or Stainless Steel
bull We carry a complete line of AN - MS Electrical Fittings Backshell Adapters and Specialty Fittings
bull We also have full machine shop capabilities for any custom applications you may require
bull Rebuild your Warbird back to Original
AIRFLEX INDUSTRIES 2538 SUPPLY STREET POMONA CA 91767
Tel 909-392-8474 AI RFLEXI N D USTRIES COM
THE FORGOTTEN PERFORMERS continued
the Pacemaker in marginal weather Mud Lake is narrow shallow and a half-mile long and Poet dragged it twice and then did a touch-andshygo before setting down for th e pickup Mattie Jack was loaded on and they headed for the hospital at Bella Coola It was dark on arshyrival and although landing in the narrow valley without daylight was seldom attempted Dick executed a safe approach and thwarted a sad ending to Mattie Jacks life
The Pacemakers most serious trauma occurred on July 25 1963 on a takeoff from Nimpo Lake 70 miles east of Bella Coola Loaded with two adults and five children from the Poets extended family and piloted by Helens cousin Bob Stewart a wingtip caught the water in an attempt to un-stick the right float and the plane cartwheeled
The left wing and one float were torn off the fuselage was comshypletely severed immediately behind the cabin and everything came to rest floating inverted All on board
were wearing life jackets and the children were ed uca ted in float flying they tripped their seat belt buckles swam out the open end of the cabin and popped to the surshyface There were no injuries
Bohanan retri eved the engine it was flushed mounted on the nose of a PT-17 Stearman and sold to a dentist Dr William Stone in Sandy Oregon Forty years later the Stearman i s still owned by Stone and the same Wasp Jr is on the nose
The remainder of the Pacemaker stayed on the shore of Nimpo Lake for a year and then was loaded on a farm truck by Dicks son-in-law Alan Hauan and returned to Aumsshyville where it was deposited behind the Poets barn A much more serishyous tragedy occurred a short time later when Dick was involved in the fatal crash of a DHC-2 float Beaver when one wing folded
To be continued in the September isshysue ofVintage Airplane
32 AUGUST 2005
owners in Michigan for their sharp P-51 which wasnt doing well at Cleveland to purchase their racer at the close of the 1949 races
I managed to get out from under the-51 after the race cancellation but I was determined to build and race the Midget These were the events that set the stage of the Pyshylon Club
I needed a platform to launch my campaign to save air racing It had to be a platform where I could reach the public news media the business world FAA and other inshyterested parties How and where The where was easy-I felt Chishycago was the city because Chicago had been a good racing city havshying hosted the 1930 National Air Race the 1933 American Air Races and the International Races and it had the airports reqUired for such an event
The how was yet to be thought of I went to Miami for the Contishynental Motors Race only to find that Miami was following Cleveshylands decision to drop the air racshying program Miami had grown to the point where the winter air races were no longer needed to attract the tourist They also dropped the AAA Winter Midget Auto Races
This really made me unhappy The loss of another major racing event coupled with the loss of the week having fun in the sun was too much to bear I went home detershymined more than ever that I would do something for air raCing-other
than talking about it The how idea came to me while
I was flying the Chicago-SeattleshyChicago-Burbank run for the nonshyscheds Those lO-hour flights gave a guy a lot of time to dream and dream I did I came upon the idea of opening a fabulous sa_ loon that I would call a nightshyclub This club would have to be something unusual in order to atshytract the people I wanted to reach I designed a very elaborate saloon that carried the theme of air racshying to its fullest extent-thus beshycame the Pylon Club
When I announced my plan to my brother Frank who was my partner in the Midget he thought I had flipped His reaction to the idea was What the hell do you know about running a saloonshyand What are you going to use for money I explained to him that any dummy can pour a beer and that I still had the money from the sale of my Culver Cadet With that he shook his head took a bite out of his cigar butt and went back to welding on the Midget
My original idea was to locate in downtown Chicago but a saloon keeper friend of mine talked me out of that idea in a hurry explainshying that between the coppers and the gangsters I wouldnt last six months unless I put them on the payroll and they would eventually own the joint
I shifted my thoughts to the Midway Airport area the eventual
location The exact location was 3017 W 63rd Street which was 2-14 miles east of Midway This location put me between the ALPA Headshyquarters and Dr Fenwicks office the doctor who gave most all of the FAA physicals on the south side For the sake of you historians we were located just two blocks east of where Benny Howard built the first Howard DGA-8
Flying for Monarch Air Service the non-sched kept me out of town quite a bit which kept the project on low burner Time was slipping by when fate struck a blow that put us in high blower
The non-sched I was working for hired a new chief pilot from Miami where he was flying a Lockheed Lobster We were operating three DC-3s three C-46s and a Lockheed 10 This new guy never even rode in a C-46 but had lied that he was type rated in the DC-3 and C-46
He started out by riding with the pilots in the DC-3s on the pretense he was checking them out until he was able to stagger around well enough not to kill himself He then moved to the C-46 where he met his Waterloo-which ended up putshyting the company out of business
It happened at Midway one night about 11 pm Being the end of the month all the captains had run out of time but there was one more schedule to fly so the Head Honcho decides he would fly the trip Larry Crawford Sr brought the ship in from Miami and landed on
VINTAGE AIRPLANE 7
a glazed ice runway at Midway with no problem
The airplane had no squawks so the Honcho fills it with gas and skulls and files for LGA He cranked up and taxied to 31L without losshying it on the ice but about a quarshyter way down the runway he did lose it For takeoff power in the -46 he was using DC-3 settings and when he lost it he pulled off at about 80 mph It came off but not for long- that over-grossed pig fell back in and there was no room to stop it on the ice The co-pilot who knew how to fly the -46 moved in and advanced the throttles to max power From my house it sounded like he double clutched it Now the Chief Honcho moves in again and pulls it off only this time he is off the runway and headed for John Caseys house the airport manshyager Before he gets to the house Johns BT-13 interrupts the flight The nose wings and engines clear the BT-13 but not the tail He ripped off the stabilizer and flipper on one side of the-46 and now it is hanging on the screaming props with no tail The airplane turned south and settled into the only open field with outside hay storage for a perfect vertical decent landshying Everybody got out without injury and then the -46 very conveshyniently burned
When the hearings were over and we found out this clowns real name and that he was not type rated in the-46 or DC-3 the insurshye AUG U S T 2 0 0 5
ance was cancelled on the carrier and Monarch went out of the big airplane non-sched business And I was out of a job
WHEN THE
PAINTER
SHOWED UP
AND I EXPLAINED
TO HIM WHAT I WANTED
HE TOO TOLD
ME I WAS
NUTS
About three days later myoid FAA buddy the late Walter Blanshyford called from St Louis and ofshyfered me Frank and Monarch Air Services original chief pilot Frank Arlaskas a job with Parks Airlines which later became Ozark I stayed on in St Louis for a while but the Pylon Club idea and air show flying didnt mix with Parks So I came back to Chicago to start work on the Club
The building I used turned out to be one-quarter the size of my origishy
nal plans This was dictated by the price of the rent heat and light The next awakening was the prices for the decor and insurance
I licked some of the decor costs by calling on a former Howard Airshycraft employee Mike Bernat who turned to interior decorating after Howard closed We took my origishynallayout and shrunk it to fit the smaller building We added Mike Bernats ideas for the final outcome I could save 500 words here if I had a photo of the interior of the Club But believe it or not out of hunshydreds of photos taken by magashyzines newspapers customers and friends I do not have a photo of the place Ill tell you why later
You will have to use your imagishynation as I try to give you a mental picture of the place For the ceiling we used parachutes with the harshyness removed Mike hung them in clusters with the top center fa sshytened to the ceiling and the canoshypies hanging inverted At the edges where the chutes met the walls we rolled the surplus and attached it in a scalloped form The end result was a very decorative and highly insulated acoustical ceiling
The main theme was carried into the walls We divided the walls into four large sections each of which would have a 3-D mural of the various racing events Mike Bernat designed built and inshystalled the four huge cornices that would frame the murals
The murals were a major undershy
taking and very costly in time and money I had 3-D color photos of Cleveland Miami and California races that I wanted reduced in full detail on the 20-by-8-foot sections of wall At first I thought I could get them blown up to billboard size like they use for outdoor advertisshying but when I told them I only wanted one each they thought I was crazy or rich or both When they quoted me $4000 and no guarantee of quality I scrubbed the blow-up idea
I got the bright idea of borrowshying a projector to project the imshyage on the wall and then trace the whole thing in charcoal to obtain the detail and then paint it The idea was great but it didnt work My brother Mike solved our probshylem by recommending a painter he knew He cautioned me however that I would have to keep this guy sober if I wanted the job to be comshypleted When the painter showed up and I explained to him what I wanted he too told me I was nuts We finally reached an agreeshy
ment on price and time Now for my $5000 mistakeshythe painter asked if I wanted the paintings on canshyvas or the wall surshyfaces I opted for the wall because it was cheaper I thought which I was to regret later
Next proj ect was the identifier My original plans called for a beashycon on the roof and a huge neonshylighted pylon in front When I apshyproached the landshylord and informed him I was going to erect a beacon tower on the roof he flipped and darn near ran me
out of town Next to get shot down was the neon-lighted pylon
First the building would have to be beefed up to hold it next a special permit from the city was reshyquired extra insurance and when I got the price from the sign comshypany to build it I gave up and opted for a 6-foot script-lettered Pyshylon Club neon sign I was fast learnshying about the saloon business Here I am three weeks away from my proposed opening date and I am broke and borrowing-and with six weeks work left to finish
The sign painter by now has polished off about three cases of gin but was doing one hell of a good job I took my chances with the painter and kept pouring the gin and about another case later he finished the job BELIEVE YOU ME when we finished it was a CHAMPION OF CHAMPIONS-it was a masterpiece The only thing missing was the whine of engines and the roar of the crowd We all sat back to admire Jeffs work and drank a toast to the mastershy
piece when I got the brilliant idea of just one more painting After we all destroyed a bottle of booze I asked Jeff if he would paint a panoramic view of racers on the racecourse at Cleveland on the window up front facing the street By now he was so wrapped up in the place and so full of enthusishyasm and booze that he agreed This painting turned out to be a classic Up until now we had the window covered so no one could see in while we were working
When Jeff started to paint that window I had to bar the door Evshyerybody wanted in-finished or not In the meantime we fixed up the back bar with a big OX-5 Hamshyilton prop which I borrowed from my brother Mike A pyramid of Carl Hubbells black bordered pre-war Thompson Trophy winners were hung on the wall Red and white checkered pylons were placed all over the place along with trophies and a whole new slew of photos of racers people and events Between the Hubbell paintings and the OX-5 prop hung a beautiful painting of our Midget racer No 43 This paintshying was a gift from Paul Schaupp builder of Mr Zip No 27 Midget racer from Inglewood California
Before we opened formally we had a premier showing for the aviashytion and public press and other seshylected guests who made the Pylon Club possible We named the mushyrals as follows the south half of the west was the Art Chester Wall this was a painting of Art Chester taking off at the San Diego Races minutes before he was killed
The north half was the Goodyear Wall with a large shot of one of the Goodyear Pylons with Bill Brenshynand rounding the bend North half of the east wall was the Cleveshyland Wall with a shot of the 1947 finish and the south half was the Betty Skelton Wall This wall had the shot of Bettys IiI Stinker at Mishyami winning the akro title
Next month Pylon Club Happenings
VINTAGE AIRPLANE 9
middot THE ~
Part I The Wrights dogged pursuit of useful flight HG FRAUTSCHY
Two weeks after arriving home from the windblown sands of North Carolinas Outer Banks the Wright
brothers were working on their next flying machine New Years Day saw Orville sending the engine casting patterns to Harry Maltby for changes (A few days later he returned the patterns saying he couldnt make the requested Changes) Casting patshyterns for the pistons and cylinders were sent out with instructions to make three sets Charlie Taylor got to work on a pair of new engines At least one was needed for the new Flyer since the 1903 Flyer engines crankcase was broken when the Flyer was rolled over by the wind after the fourth flight on December 17 The second engine would be used for tests By the third week of January they were sawing wood for new upshyrights and ribs and construction of the Flyer II was well underway
The 1904 Wright Flyer II was
1 0 AUGUST 2005
nearly identical in shape and form to the 1903 machine with one imshyportant exception They changed the wing camber from 1 in 20 to 1 in 25 flattening out the wings cross section which slightly reduced its drag but also its lift As the sumshymer months progressed the heat and humidity affected the unvarshynished wooden structure and the airfoil further flattened out to about a 1 in 30 camber They were countshying on the additional speed possible with the higher-horsepower engine and the lower drag of the airfoil to make up for the lower lift generated by the flatter airfoil
It didnt work For 1905 theyd go back to the
1 in 20 camber Other changes inshycluded a revision to the hinge point for the forward rudder (what we reshyfer to as their elevator) since the 1903 machines forward rudder was mistaken ly hinged aft of the censhyter of pressure and had a tendency
to snatch the controls from the opshyerator and to move to the full-up or full-down position when the control was moved in flight The location of the engine was also revised to move the center of gravity During the seashyson they also installed steel bars weighing as much as 70 pounds unshyder forward rudder bringing the toshytal weight of the machine to about 915 pounds
Due to the scarcity in Dayton of spruce long enough for their purshyposes the brothers were forced to use pine for their spars which caused a fair amount of frustration when repairs had to be made The pine snapped easier than the spruce causing the number of repairs to be higher An order was placed for spruce but it would be later in the summer before the wood would arshyrive at their shop
There was one pair of parts that were legaCies from the 1903 Kitty Hawk Flyer-the propellers Both
airscrews had survived the tumble over the sand after the fourth flight on December 17 and were to be used on the 1904 machine for the very first trials It is unclear exactly when they were removed from the 1904 machine but it seems likely it was in advance of this notation made on August 10 1904
Broke rudder before final landing Broke screw was the entry related to a 640-foot flight made by ww and noted in Wilburs Diary E (In their diaries the brothers referred to each other by their initials)
On Monday May 23 1904 they invited the press (but no photograshyphers) their father and a few friends for the first flight of the new mashychine It was a tough day for the brothers They fully expected they would at the very least be able to duplicate the distance flown the preshyvious December It didnt work out the way they had planned
While both had become the
By May of 1904 the Wrights had built a new version of the Flyer they had tested in Kitty Hawk at the end of the previous year Desiring a closer location to their home in Dayton they gained permission to fly in Torrance Huffmans praishyrie pasture just a few miles outside of Dayton There they built a hangar shed to house their airplane shown in these photographs in its initial 1904 configuration Orville leans on the strut while chatting with his older brother Wilbur standing on the right What appears to be a Richards anemometer is mounted to an outboard wing strut just behind Wilburs head You can clearly see a larger gasoline tank and a radiatorexpansion tank mounted on center-section struts near the horizonshytal four-cylinder engine The forward rudder (elevator) is clearly different in plan form from the 1903 Kitty Hawk Flyer
worlds most experienced glider pishylots over hundreds of glides since they started flying from the Great Hill near Kitty Hawk North Caroshylina when they started flying again in 1904 they had a combined total of only 98 seconds of powered flying time-Orville with a total time of 27 seconds Wilbur with 71 precious ticks of the stopwatch in his diary logbook This inexperience and the combined effects of density altitude and a very narrow performance enshyvelope added to their challenges
After waiting for high winds to subside on that Monday in May they were dismayed to see the wind die off almost completely They placed the Flyer II on the new 100shyfoot launching rail they had built and one of the brothers (its not clear in their diaries which of the two) settled into the padded leather hip cradle and grasped the wooden controls The engine proved diffishycult to start and ran poorly misshyfiring irregularly The signal given the engine lever was moved over to the far right and the restraining clip tripped With hardly a breath of wind blowing the Flyer started down the track But the combinashytion of a much higher density altishytude than they had at Kitty Hawk and the misfiring engine caused the Flyer to show no propensity to fly
it unceremoniously ran off the end of the track
A few days later with the weather still unsettled and rainy Orville managed a meager 25-foot hop Once again their father 76-yearshyold Bishop Milton Wright made the 8-mile trip on the interurban trolshyley from the west side of Dayton to Simms Station across the road from Huffman Prairie
The summer of 1904 would be a real test of the brothers persistence They were somewhat surprised and very disappointed in the initial trishyals and probably a bit embarrassed as well Not since the train ride home from North Carolina in Aushygust of 1901 had they been more perplexed and frustrated in their aerial experiments
June July and August would go past before they would equal based on time aloft their last flight of 59 seconds on December 171903 They finally did it on Thursday September IS 1904 in a flight that lasted 59-12 seconds according to the stopwatch and Richard anemometer mounted on the Flyer That days flight was made easier to accomplish thanks to one more innovation that was added to their list of accomplishments that fall the construction and use of a catapult to launch their airplanes
They didnt have the steady breezes VINTAGE AIRPLANE 11
In 1904 the Wrights would accumulate 45 minutes of flying time during 105 flights Most of the flights were measured in seconds such as this efshyfort flight number 30 Wilbur is shown in mid-flight on August 13 1904 He would cover 784 feet in 22-34 seconds skimming low over the tall grass in Huffman Prairie Two interesting details (see insets) are present in this image First on the left below the right wing of the Flyer II a couple
of people can be seen riding in a horse-drawn cart One can only imagine what they were thinking as the biplane skimmed the grass Second on the far right it appears Charlie Taylor is the man in shirtshysleeves with his hands on his hips as the Flyer II clatters by
they had taken advantage of along North Carolinas Outer Banks Recshyognizing that much lower average wind speeds were available in censhytral Ohio during the summertime the brothers built a longer set of launching rails each section meashysuring 20 feet At one point 12 secshytions of rail were laid and staked to the ground for a total of 240 feet but it was soon discovered that layshying that much track was not parshyticularly useful It took too long to lay the rail and often when the last section was lined up and bolted to its neighbor the brothers and Tayshylor would discover that the wind had begun to shift Shortening the rail helped get the job done sooner but consistent launches were only possible when there was a strong breeze Too often attempts in marshyginal conditions ended in nothing more than a short hop By midsumshymer the catapult was ready for a September 7 1904 trial
A 20-foot tall derrick was placed behind the Flyer and a 31 ratio rope and pulley block and tackle were inshystalled The rope ran from the top of
12 AUGUST 2005
the derrick down to the base and over another pulley where it changed dishyrection and ran alongside the rail to the opposite end of the shorter track (now 60 feet) There it made a 180-deshygree turn at the launching end of the rail running back to the Flyer perched on top of its launching truck There it was attached to the launching truck which had small bicycle hub wheels that rode on the metal-topped wooden rail A second rope attached to a stake driven into the ground restrained the Flyer When a 1200shypound weight was dropped 16-12 feet thanks to the 31 ratio the end of the rope attached to the launching truck would be pulled 50 feet down the rail accelerating the Flyer to flying speed Each weight the brothers used tipped the scales at 200 pounds On a number of occasions 1200 pounds proved to be inadequate and the weight being dropped was increased to 1600 pounds
It is often assumed the Wrights alshyways launched their Flyers into the wind and while it was certainly their goal their diaries make clear that crosswind takeoffs were often atshy
tempted and accomplished simply due to the vagaries of the wind direcshytion Thanks to the rapid accelerashytion from the catapult the controls were effective quickly giving the pishylot the ability to counteract the effect of the crosswind
A few weeks after starting to use the new launching system they flew longer and farther than ever before On a cloudy Tuesday morning Sepshytember 20 1904 starting with a crosswind from the left Wilbur manshyaged a flight of just over a minute in time covering 2520 feet He also managed to perform a pair of turns during the flight the first to the left and the second to the right landing as he came close to the fence near the road and the trolley line Based on writings by Wilbur in early 1912 in a disposition related to the Wright vs HerringCurtiss lawsuit it appears he may have been attempting the first circled flight but turned back in the opposite direction when he realshyized his turns path would put him in conflict with a tree he depicted in a diary map of the days events
On the next flight Orville did
even better than that and an intershyested and erudite witness was there to see the flight
Sixty-four-year-old Amos Root the editor of Gleanings in Bee Culture had driven 175 miles to visit friends in Xenia Ohio and made a side trip to Huffman Prairie to meet the Wrights Hed been reading about them in the few mentions made in the press up to that date and wanted to see for himself what was happenshying outside of Dayton As luck would have it he arrived on September 20
Root was no crackpot looking for a cause A leading citizen of Medina Ohio he bought the first bicycle in northern Ohio in the 1870s and he purchased a new Olds Runabou t motorcar in 1903 Root was known as a fellow who was willing to emshybrace new technologies as soon as they were viable He drove the Olds on a 400-mile tour of Ohio during the summer of 1904 and drove to Huffman Prairie in September Root had established a successful busishyness centered on beekeeping and is known today as the father of the modern beehive His business AI Root Inc a company now known as a worldwide supplier of candles and beeswax is still in its original buildshying in Medina
The cloudy skies gave way to rain later in the day with the breeze shifting from out of the northshywest to crossing the field from the northeast As shown in a diagram drawn in Wilburs diary Orvi lle with a right crosswind to compenshysate for as he started was launched off the rail He pitched the Flyer up to climb just a few feet and then proceeded to do something no one had ever done with a powered airshyplane-he flew the Flyer IT for one minute thirty-five and two-fifths seconds and flew in a complete 360-degree turn landing only because he neared the northeast boundary of the field
Root was amazed and the moshyment was not lost on him In the January 1 1905 edition of Bee Culshyture he wrote
liThe operator takes his place lyshy
while sitting up You can eXperience hoW extended periods could be Next time youre at home watching television try lying on your stomach and watching an entire episode of your favorshyite sitcom for the entire half-hour- no breaks no stretching just you and your head tilted upward as if you needed to always see where you were headed You can bet the brothers looked forward to that power increase
The other reason was terrain The Wrights didnt yet have the luxury of a prepared field that was long and free of obstructions The terra firma at Huffman Prairie was once a low swamp and the field was prishymarily filled with hummocks of grass about 6 inches tall A pair of flexshyible spruce skids could ride along the tops of uneven terrain soaking up the shocks and spreading the load along a pair of runners but a pair of wheels would have to be set on axles mounted in some sort of shockshyabsorbing apparatus all of which added you guessed it weight And in case you needed to land in a smaller field a set of wheels might need one more device brakes A pair of wheels of fered little resistance to stopping but a set of skids brought you to a stop much quicker with little chance of nosing over
Eventually the Wrights had the aircraft performance and the fie ld conshyditions that would allow them to dispense with the ungainly launching rail and catapult system but until then they plied the skies of America and Europe with a pair of graceful spruce skids
VI N TAG E AI R PLA N E 13
The Wrights struggled during all of 1904 with controllability issues and fightshying the effectsof what we have come to understand as density aHitude Too often a flight would end with the Flyer I darting into the ground such as this incident at the end of flight 31 on August 16 1904 Orville was the pilot The fellow standshying to the right of the launching rail appears to be Charlie Taylor the Wrights mechanic Flights ending like this prompted the brothers to create a catapuH sysshytem which they started using on September 7 1904 The addition of the catapuH meant that flights could be started at a speed that would allow the Flyer to accelshyerate and the Wrights flight times immediately began to increase
The leaves have fallen but the exciteshyment of being able to fly the Flyer I for over a minute at a time was irresistible for the brothers as they both learned how to control their recalcitrant flying machine and continshyued to refine their deshysign This photograph
of flight 85 was taken on November 16 1904 during a flight in which Orville covshyered 1760 feet in 40-112 seconds
Consistent flight continued to elude them even while they were able to keep the Flyer I in the air for more than five minutes sometimes circling the field four or five times When they concluded the 1904 flying season on December 9 they had plenty of scientific work ahead of them Confident they could solve the problems the following spring was spent trying to sell their flying machine and later building a new airplane At the beginning of the summer of 1905 they stood ready to fly in the air at their will The Flyer 11 would test their resolve
ing flat on his face This position offers a locom otive without any wheels we less resistance to the wind The engine will say but with white wings instead is started and got up to speed The mashy we will further say-a locomotive made chine is held until ready to start by a sort of aluminum Well now imagine that of trap to be sprung when all is ready locomotive with wings that spread 20 then with a tremendous flapping and feet each way coming right toward you snapping of the fo ur-cylin der engine with the tremendous flap of its propelshythe huge machine springs aloft When lers and you have something like what I it tumed that circle and came near the saw The younger brother bade me move starting poin t I was right in front [of] to one side for fear it might come down it and I said then and I believe still suddenly but I tell you friends the senshyit was one of the grandest sights if not sation that one feels in such a crisis is the grandest sight of my li fe Imagine something hard to describe The attenshy
1 4 AUGUST 2 005
dant at one time when the rope came off that started it said he was shakshying from head to foot as if he had a fit of ague His shaking was uncalled for however for the intrepid manager sucshyceeded in righting up his craft and she made one ofher very best flights
Ve ry be st fli ght ind ee d th e 52nd fli ght th e bro th ers m ad e with th e Flyer II was the longes t in te rms o f time a nd d ist a n ce they had ever m ade
In 1904 they made a total of 105 fli ghts most o f them fairly sh or t with limited turns performed within the confines of the fi eld More than once one of the brothers would land before turning any great amount for fear they would fl y outside the boundaries of the roughly lOO-acre Huffm an Prairi e They were still feeling out the amount of turn the machine would tolerate and more than once the turn ended in an unshyintended landing
Friday December 9 saw the end of the 1904 flying season a season of remarkable progress and maddenshying problems The airplan e still was unstable in pitch it still had the odd tendency to slide off to the side in turns and the power available was barely enough to sustain the Flyer in the air They dismantled the Flyer II keeping the hardware engines and propellers but burning the remainshying wood and fabric The in fo rmashytion they had gathered in their fi rst full season of powered flight was put to use as they began construction of the 1905 Flyer III ~
Continued next month
All of the images presented in this article are available as digital downloads from the Library of Congress website Start your search at wwwlocgovrr print cataloghtm
Tap the blue Im ready to search butmiddot ton and when the next page comes up click on the OW hyperlink or scroll to the very bottom of the page The Wright Brothmiddot ers Collection is number 57 Once youre at the search page for the Wright Collecmiddot tion just enter a keyword such as 1904 and a list of images will be presented Have fun There are plenty of interesting images-more than 300 Wright images scanned from their original glass plate negatives are part of the Library of Conshygress collection
its FREE
AVIATION UNLIMITED AGENCY
wwwouoonlinecom
Eugene Geno Breiner Newville PA
_ Graduate of Roosevelt Aviation School Long Islanel NY
_ In 1985 restored Fleet 2 NC8689 manufactured in 1929
_ 1987 Best Open CockpitshyPotomac Antique Aero-Squadron (PAAS) Horn Point MD
_ 1989 Best Antique Sentimental Journey to Cub Haven
_ 1992 Grond Champion shy PAAS
I have enjoyed my aircraft through the years and have
enjoyed working with AUA Inc since 1985 for all my
insurance needs
- Geno Breiner
I middot
AUAs Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums
Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages - 0 hand-propping exclusion
No compone t ~orts endorsements - Discounts for claim-free renewals carrying all risk coverages
The best is affordable Give AUA a call shy
800-727-3823 Fly with the pros fly with AUA Ina
Torquil Normans DH8S Leopard Moth HG FRAUTSCHY
Theres always room for imshyprovement in an airplane and in 1933 Geoffrey de Havilland saw potential in
his companys DH80 Puss Moth It was a great airplane but with a tweak here and an improvement there
The new version would use the higher-horsepower inverted Gypsy Major engine of 130 hp with seating for three people and a spruce and plywood box strucshyture for the fuselage
When first flown by the compashynys founder on May 27 1933 the DH8S Leopard Moth was found to be 9 mph faster that its sibling topshy
16 AUGUST 2005
ping out at about 137 mph while carshyrying three people Pleased with the results de Havilland came to like the airplane so much he ordered one for himself using it for family touring around the United Kingdom and on the continent of Europe in the blissshyful days before the clouds of war beshygan to gather
Interestingly a curious debate over crew placement in Jightplanes was put to rest in part due to the experishyence gained by pilots of the Leopard Moth When first conceived its preshydecessor the Puss Moth had both the passenger and pilot in the same cabin an arrangement that resulted
in a great deal of discussion Should a pilot be in the same cabin where he could be distracted from the rigors of flying the airplane Shouldnt he or she be positioned in a separate comshypartment or cockpit so that his or her full attention could be paid to flying the machine
If the tandem-seated Puss Moth dealt that concept a strong blow the Leopard Moth with its two in the back and pilot up front stomped on it and the side-byshyside DH87 Hornet Moth put it to rest for good The benefits of havshying the passenger inside the cabin where not only his desires could be
JIM KOEPNICK
dealt with but his help could be of great benefit was further enhanced by the passengers accessi bility to flight instruction which could be given by leaning over and speakshying into the pupils ear rather than shouting into the slipstream or givshying convoluted hand Signals
The attractiveness of such an arshyrangement contributed to the Leopshyard Moths popularity with 133 of them being made in the middle 1930s and almost half of them (60) being sold to overseas or continenshytal owners Buyers from as far away as Argentina and Japan ordered Leopard Moths and when World
War II broke out 44 of them were appropriated by the British military for use in communications work
Not surprisingly not all of those 44 DH85s re-entered civilian life after the war many were lost durshying service but better than two dozen were reregistered One of the Leopard Moths to survive the war was originally built for export to the Continent
When first built in 1933 DH85 serial number 7035 was sold to a French owner and it was registered as F-AMXP It sat out the war years in a barn in France and didnt fly again until after Roger Fiennes reshy
covered the airplane in 1990 and brought it to England where Ben and Jan Cooper of the Newberry Aeroplane Co restored it Torquil Norman aircraft collector extraorshydinaire bought the aeroplane from Roger before Rogers disappearance and presumed death in a Tiger Moth during an attempted crossing of the English Channel in the late 1990s
Quite thoroughly restored with an engine overhaul performed by Mike Vaisey of Vintech the Leopard Moth is now registered as G-ACOJ and is kept by Torquil at a small strip called Rendcomb Aerodrome located southeast of Gloucester in the United Kingdom Like Geoffrey de Havilland Torquil fell in love with his Leopard Moth flying as often as he could And like many pilots of old the lovely handling qualities of the DH85 provided the opportunity to fly the aeroshyplane long distances Record-breaking flights from England to Africa and Australia were made in the 1930s and taking inspiration from those intrepid pilots Torquil Norman had Henry Labouchere install a long-range tank under the back seat of the Leopard Moth giving it a 96 US gallon capacity enough to keep the Gypsy Major running for about 11 hours A couple of warmshyup flights to Italy and France gave him the confidence in the aircraft to fly the North Atlantic
A number of you may recall that in 1966 Torquil and Henry Labouchshyere flew a lovely de Havilland Dragon Fly to Oshkosh One of the lessons learned during that flight was that if one engine failed in the Dragon Fly they would wind up in the ocean as it didnt have sufficient perforshymance to maintain altitude on one engine with the other shut down and its fixed-pitch prop presenting itself to the slipstream completely unfeathered
Torquil felt that a single-engine crossing in the Leopard Moth didnt present a significantly greater risk than the flight in the twin-engined Fly so he gathered the equipment
VINTAGE A I RPLANE 17
Torquil Nonnan aircraft collector extraordinaire
18 AUG U S T 2005
Like many of its de Havilland siblings the Leopard Moth features foldable wings which help maximize available storage facilities
necessary for such a long trip and Iceland landing after a 9-l2-hour flew to Wick in far northeastern journey An attempt to fly over the Scotland Donning an exposure suit Greenland ice cap was rebuffed by and departing with a full 96 gallons clouds so a run down the east coast of fuel he pushed off to Reykjavik was made landing in Narsarsuaq at
the southernmost tip of Greenland There he was greeted with beautiful weather with temperatures in the 60s and sunshine
A long run to Goose Bay Labrashydor in Canada gave Torquil a taste of just about every type of weather one can expect to encounter from solid IFR conditions nearly down to the sea to a near gale blowing along the Canadian coast when he
(j was getting ready to land From ~ there he flew down to Sept-lies on g the north shore of the St Lawrence a ____ --u_ ~ Seaway in Quebec where he says
Electricity for the Moth is supplied by this strut-mounted generator which is he enjoyed a marvelous lobster din-driven by a carved impeller You can see the damage done to it by ice and pre- ner Then it was on to the States cipitation encountered on the trans-Atlantic trip making his way to EAA AirVenture
Oshkosh 1999 after a few stops to visit friends along the wayA Hamilton vertical
All in all he didnt feel the airshycard compass (right) craft ever ran up against insurshysupplements the stanshymountable issues during his longdard British compass flight but there were times whenmounted at the bottom the long legs of the Leopard Mothcenter of the instrushywere not contributing to the comshyment panel fort of the pilot Having made the trip in both the Rapide and the Leopard Moth Torquil didnt feel it was likely hed repeat his transshyAtlantic hop but he certainly has created a whole new set of stories to tell his chums at home
VI N TAGE A I RPLANE 19
THE FORGOTTEN PERFORMERS
Bellancas record-making airplanes VIC PIKE
Clarence Chamberlain on his way to Gennany
A sk anyone in a pishylots lounge what airplane Charles Lindbergh flew across the Atlanshy
tic and the reply will be Why a Ryan of course But relatively few current pilots are aware that two weeks after Lindberghs famous flight Clarence Chamberlain and Charles Levine flew a WB-2 Belshylanca named Columbia immediate predecessor to the Bellanca Paceshymakers and Skyrockets from Roosshyevelt Field New York to Eisleben Germany And few pilots know that prior to his involvement with Ryan Lindbergh unsuccessfully neshygotiated with Wright Aeronautical (who commissioned the WB-2) and later with Giuseppe Bellanca at his Columbia Aircraft Co to purchase th e very plane used by Chambershylain and Levine Unfortunately (or fortunately for Ryan) Charles Levine th e financial underwriter of Columbia Aircraft manipulated capriciously to obstruct a sale to the 20 AUGUST 2005
unknown airmail pilot Lindbergh From the mid 1920s through the
early 1930s Bellanca monoplanes routinely set records for distance altitude and endurance that made their superlative performance an expectation Victories at the Nashytional Air Races in both 1925 and 1926 An endurance record of 51 hours and 11 minutes in 1927 and New York to Havana Cuba in 1928 both by the Columbia
Then it was Maine to Spain by the North Star in 1929 At the Nashytional Air Races in Cleveland that year Bellancas took five firsts three seconds two thirds and two fourths in seven events In May 1930 came the non-refueled endurance record of 84 hours and 33 minutes in a Pacemaker powered by a Packard DR-980 radial diesel engine this reshycord was not broken until the 1986 flight of the Voyager
In July 1930 another record New York to Istanbul in the Cape Cod nonstop And still more an altitude record of 30453 feet was
set in 1931 by Bellanca test pilot George Haldeman
1931 also saw an around-theshyworld flight with Clyde Pangborn and Hugh Herndon in Miss Veedol which culminated in a 4558-mile 41-hour and 13-minute leg across the Pacific Ocean from Sabishiro Beach Japan to Wenatchee Washshyington which is a story in itself This record stood until 1947 when it was eclipsed by a uS Air Force 8-29 Miss Veedol was renamed the American Nurse and in 1932 vanshyished on a trans-Atlantic attempt
These are only a few of the acshycomplishments of this Bellanca seshyries and although some of these airshyplanes had modifications such as longer wings the original design was a commercial production aircraft
Diminutive and shy Sicilianshyborn Giuseppe Bellanca had formal education in mathematics and enshygineering and in a partnership of three constructed Italy s first airshyplane in 1909 He immigrated to America in 1911 and soon assemshy
bled a parasol-wing monoplane powered by a three-cylinder 30shyhp Anzani engine After flying this airplane Clarence Chamberlain remarked I was thoroughly conshyvinced that Bellanca not only was a genius but a hero of a rare sort
In 1912 Bellanca established the Bellanca Aeroplane Co conshystructed a second monoplane and opened a flight school One of his students was Fiorello LaGuardia later New Yorks famous mayor In 1916 Bellanca designed the CD and CE biplanes for the Maryland Pressed Steel Co To illustrate his engineering acumen the CE (1917) would cruise at 100 mph on 90 hp while the conshytemporary Curtiss IN-4D Jenny also with 90 hp followed at 65 mph
The CF monoplane first flew on June 8 1922 and was spectacular for its era With an enclosed cabin carrying four passhysengers and powered by a 90-hp 10-cylinder Anshyzani radial (twin rows of five cylinders) the CF cruised at 100 mph for 600 miles and enjoyed an impressive 12-to-1 glide ratio With the CF Bellanca created a signature airfoil fuselage profile that continued into post-war designs
Airmail pilot William C Hopson campaigned the CF in a series of competitions during the summer of 1922 He took first place in every event Hopson observed She was by far the most remarkable plane I had ever flown
Despite the CFs accomplishments there was no market for a $5000 airplane when World War I surplus models were selling for a few hunshydred Fortunately the CF survived has been restored and is now in the National Air and Space Museum
In 1925 Bellanca joined the Wright Aeronautical Corp which put him in close proximity to the new 200-hp J-4 Whirlwind engines This prompted construction of the
conflicts with Wright Aeronautical in Patterson New Jersey he moved to New York and entered the conshytentious partnership with Charles Levine When that unraveled Belshylanca re-established production in a rented warehouse on Staten Island
Bellancas outstanding airplanes enticed the state of Delaware and particularly the du Pont family into courting him to settle there After a temporary operation in Wilmingshyton a factory and airfield were conshystructed at New Castle stability was finally achieved
The rugged construction and prodigious load-carrying capacity
of these unique airplanes disbursed their activities all over the world where they served careers from distinguished air transshyport to bush hack An ulshytimate utilitarian characshyter relegated the grand birds to situations of exshypendability that unforshytunately caused attrition to eliminate alarming numbers of them
Out of the 60 that were built only one airworshythy example of a Paceshymaker CH-300 exists toshy
bull
--=--shy -lt
-shy____ u
all-wood WB-1 followed by the steelshytube fuselage WB-2 using the imshyproved 220-hpJ-5 The WB-1 was deshystroyed in a crash in 1926 and the record-breaking WB-2 Columbia was lost in a hangar fire in 1934
From the WB planes evolved the Pacemaker series first the J-5 Wright powered CH-200 of 1928 then the 300-hp R-975 J-6-9 CH-300 of 1929 (also available with the PampW Wasp Jr) and the R-1340 Wasp CH-400 Skyrocket of 1930 on through the senior Pacemakers and Skyrockets of the later 30s
Giuseppe Bellancas passion was to design and build airplanes with the following parameters Maxishymum safety and the greatest possishyble efficiency as measured by speed load and range His earlier dreams seemed perpetually frustrated after
day NC251M Serial No 154 And even this one is currently undergOing a complete and toshytal rebuild with new fuselage and wings and a target date for compleshytion in the summer of 2005
Throughout the story of this airshyplane is the striking reality of how many people have been involved The core history of an old airplane is inshytriguing but the anecdotal accounts of the people create something inshyfinitely more profound Aviation is a community an extended family so loosely connected that members remain unacquainted But the comshyposite connects lives in ways that are not previously suspected Keep this in mind as you read
NC251M emerged from the Belshylanca factory at New Castle Delashyware on September 171929 to be delivered as the first airplane of In-
VINTAGE AIRPLANE 21
ter-IsIand Airways (now Hawaiian Airshylines) of Honolulu It served primarily with sightseeing flights while Inshyter-Islands passenshyger service evolved around Sikorsky S-3S amphibians
On April IS 1933 NC251M was sold to Mr G Fowble (posshysibly a broker) of San Bernardino California and then resold on April 27 to MacMillan Peshytroleum Corp of Los Angeles Remember MacMillan Ring Free Motor Oil On March 20 1935 it was purchased by Unious Mac McGee (McGee Airways) in Anchorage Alaska to begin 15 years as a bush workhorse On April 20 1935 McGee Airways was sold to Star Air Service in Anchorage which became Star Airlines which became Alaska Star Airlines which became Alaska Airlines in May 1944
Steve Mills chief pilot for Star was flying a sister Pacemaker NC259M when a fatal crash claimed his life in 1936 After usable parts were salshyvaged the remaYJs were burned at the site of the accident In 1995 the curator of the Alaska Aviation Herishytage Museum (and a walking encyshyclopedia of Alaska aviation history) Ted Spencer recovered the parts and stored them at the museum in Anchorage Steves grandson Dave Mills assisted Ted in his efforts
Essentially intact the logs of NC251M depict a rich history of Alaska bush flying in the 1930s and 1940s and reading them is like peering into the Holy Grail Much of the story can only be extraposhylated from the cryptic and frustratshyingly taciturn renderings of bush pilots who flew thousands of hours over geography and in weather that would be considered treacherous to most modern pilots
Ones imagination expands from such tersely penciled comments as 22 AUGUST 2005
PICTORIAL HISTORIES PUB CO
NC251M in 1929
Engine blew up Ship moored at Naknek Rate of climb reads SOO feet down in level flight Windshyshield gives pilot cold shower Turn and bank no good Cant adjust altimeter (Signed Satan) Repaired left wingtip spliced rear spar Rebuilt left elevator
Another entry notes Flew every day from 1-20 to 2-14 With such casualness the suspicion is that unshyderstatement must be intrinsically characteristic of these bush pilots theres no mention of the effort inshyvolved in keeping a 1929 airplane flying every day during the rigors of an Alaskan winter
The logs include entries by many noted Alaska bush pilots a few of which were Kenny Neese Johnny Moore Don Goodman Jack Elshyliot (who onee swooped down and speared a wolf with his ski) and Bill Lund Lund stayed with Alaska Airshylines as its number one pilot and pioneered jet flights into Russia during the 1970s finally retiring in 19S0
Martha Monsen was the Star agent in Naknek during the 1930s and ran a virtual boarding house for the pilots during layovers Several of Monsen s sons became pilots and one Mel Monsen told me of sitting at the supper table as a young lad caught up in the intrigue of endless convershysations about bush flying advenshy
tures Mel Monsen related that when he and his friends played bush pishylot there was alshyways an argument about who would be Kenny Neese
In these early days it was usual for Alaska air sershyvice companies to struggle wi th fishynancial solvency Star was no excepshytion and in June 1939 in exchange for some capital investment the
ownership of its entire fleet was transferred to bankers Thrall and Williams of Minneapolis Minshynesota In contemporary terms these treasures included four CHshy300 Pacemakers three CH-400 Skyrockets two Stinson SM-SAs a Fairchild Pilgrim 100A a Cessna C-34 Airmaster and a Ford 5-AT-C Tri-Motor The arrangement apshyparently worked because by Febshyruary 1940 everything was back in Stars legal possession
In June 1946 Alaska Airlines performed a field conversion from wheels to Edo 4665 floats When completed notification was sent to the CAA with the simple comment that it was similar to Bellanca NC256M Approval was granted
From 1929 NC251M flew with a Wright R-975 J-6-9 of 300 hp reshyplaced or overhauled a number of times but a catastrophic failure in August 1946 prompted Alaska to convert to a PampW R-9S5-AN-3 Navy surplus and freshly overhauled In May 1947 the plane was returned to service
In December 1947 Alaska Airshylines sold NC25 1 M to Eric Shutte (pronounced Shoot-ee) and CV Kay Shutte came to Alaska in the early 1930s as a pilot and mechanic for Vern Gorst founder of Pacific Air Transport Kay had been a partshyner with Shell Simmons in the Panshyhandle Air Transport Co (Pateo)
out of Juneau in the mid 1930s
Shutte and Kay did contract flying for the US Coast Guard and opened a hotel in King Salmon called Nashyknek Sky tel with NC25 1 M providing charter flight sershyvices The business suffered a setback in 1950 when the hotel burned and on a trip south the Bellanca was damshyaged in an accident Kenmore Air 1950s On the float is Bob Munro Walt Winsman mechanic near Prince Rupert and Bill Lund Alaska Airlines pilot on a day off British Columbia
Bob Munro of Kenmore Air Harshybor in Seattle salvaged the plane with the promise that insurance would cover the costs The insurshyance company refused and Munro took possession of the Bellanca as payment After repairs were comshypleted NC25 1 M joined the Kenshymore fleet Currently Kenmore is a world-class floatplane operation holds the type certificate for Edo floats and has developed many STCd modifications for de Havilshyland Beavers and Otters
From 1955 to 1957 Munro leased NC25 1 M to Bob Hall of Kodiak Airways (actually it was sold and repurchased for liability protecshytion) Kodiak ran scheduled mail and passenger service to the five villages and nine canneries on Koshydiak Island The chief pilot was Gil Jarvela and in a conversation with me he related stories that riveted my attention hauling resistant Koshydiak bear cubs in gunny sacks loadshying incredible amounts of freight in NC25 1M and patching holes in the floats with bubble gum and spruce twigs
When the plane was returned to Kenmore Bob Munro commisshysioned Clayton Scott to engineer the installation of Edo 6470 floats to replace the smaller 4665s I had heard of Scott and his legendary cashyreer in aviation that has spanned
more than seven decades and conshyfirmed his existence with Bill Whitshyney Kenmores senior pilot who flies turbine Otter floatplanes
I visited Scott in his large hanshygar on the Renton Municipal Airshyport in Washington state where he conducts business as Jobmaster Co his aircraft modification firm Out front was a beautiful Cessna 195 on floats and inside I found him working on a de Havilla~d DHC-2 floatplane Looking at the man and his environment I immeshydiately realized that this was halshylowed ground
I told him my visit was prompted by an understanding that he had once installed floats on a Bellanca Pacemaker and he replied Yes that was in 1957 We replaced a set of Edo 4665s for some 6470s I can show you the paperwork He stepped to his fi le and without glasses pulled it out
I inquired of Scott how old he was and with a sly smile he said 100 minus three After a period of time during which Scott grashyciously shared with me some of his incredible flying experiences I left this icon so that he could return to working on the Beaver [ felt that I had been in the Notre Dame Catheshydral [Well have more on Clayton Scott in next months issue of Vinshytage Airplane-Ed]
As predictably ocshycurs in the life cycle of utility airplanes NC251M was showshying tatter and wear by the late 1950s the engine found a home on the nose of anshyother ship the wings were pulled and it ended up in the back of Kenmores storage yard In June 1960 Dick Poet of Aumsshyville Oregon purshychased the airframe and floats
Poet was an aerial applicator pilot and with his wife Helen
owned Wilderness Airlines in Bella Coola British Columbia Dicks meshychanic Bob Bohanan completely refurbished the Pacemaker includshying new fabric paint and an overshyhauled R-985 from Wesco Air Service on Boeing Field which returned it to pristine condition
With the rebuild complete on June 25 1962 there was the issue of taking the airplane off the Poets grass strip Straw was spread down the runway to reduce friction and with Dick in the cockpit power was fed to the R-985 Sufficient airshyspeed was achieved but the long floats prevented rotation and takeshyoff was denied Bohanan then conshystructed a two-wheel dolly from an old truck axle and this time Dick lifted off while the dolly burshyied itself in the brush at the end of the field After a short test flight he landed on the Willamette River at Salem Subsequently the Poets applied for Canadian registration (CF-OQK) and flew to Bella Coola British Columbia where the Paceshymaker began charter service with Wilderness Airlines
On June 25 1963 a woman Mattie Jack was attacked and badly mauled by a grizzly bear at Mud Lake east of Bella Coola A call was made to Dick for a rescue flight and he immediately took off with
continued on page 32
VINTAGE A I RPLANE 23
A beautiful day is not complete unless it is seen from the inside of a cockpit The Vintage Aircraft Association is providing you with the opportunity to bring the magic of flight to your home office or hangar Take flight with the 2006 VAA Calendar Free Skies Forever
The gorgeous 17 x 11-inch full-color wall calendar is the perfect gift for yourself or your favorite pilot Each month contains the amazing photography from the Vintage Aircraft Association and captures the spirit of flight
As a commemoration to the great aviators before us the VAA 2006 Calendar Free Skies Forever contains great feats in aviation printed on the exact date of occurrence Dont let this opportunity fly past you Order your 2006 VAA Free Skies Forever Calendar by September 30 2005 Calendars will ship in November for Christmas arrival
Or to order by mail send your checkmoney order to Vintage Aircraft Association 2006 Calendar do Turner Publishing Company bull PO Box 3101 bull Paducah KY 42002-3101
o Please enter my order for __ copies of the Vintage Aircraft Association 2006 Calendar - only $1595 Your Name
o ShippingHandling add $395 for each calendar Address
o Kentucky residents add 6 sales tax City State Zip
TOTAL ENCLOSED $______
Telephone For Office Use Only - VAA2006-A-GW
CkR Amount E-mail address (for order confirmation)
DOUG STEWART
Whetherweather to go or not
There I was driving along the turnpike looking up at a severe clear cerulean sky and rather than findshy
ing myself ecstatic at that beautishyful sight words that cannot be reshypeated in this column were formshying on my lips Gosh darn (it was really a lot stronger said than that) the briefer said VFR not recomshymended and now instead of being up in that sky where I belong I am down here ground bound driving to my destination
I know probably everyone of us has been in this situation pershyhaps more times than we care or choose to remember As the sayshying goes There are old pilots and bold pilots but no old bold pishylots Many of us are aware that most aviation accidents when asshysociated with weather tend to be fatal ones Thus if we are not inshystrument rated and current or flyshying an airplane that is not instrushyment certified we tend to choose alternative means of transporshytation when the briefer tells us VFR is not recommended
But does this always have to be the case Are there any ways to make those VFR trips possible and still remain safe Are there any tools we can use to determine if the forecast is holding true or if it is not For I think we all both male and female would agree that the weather is like the opposite sex-toshytally fickle and unpredictable Lets
take a look at the numerous tools we have for making the gono-go decision relative to the weather
To help determine if the forecast is going to hold true I usually first consult the METARS Check reshyporting stations along your route If you are able get a history showshying the reports over the past three to four hours and see if the reports are corroborating the forecasts (DUATS WSI and Meteorlogix are all great sources for this informashytion) What trend do you see in the reports Is the weather getshyting better or worse or holding the same Is it doing what the TAF and FA said it would
Im also sure to compare the tershyminal forecasts (TAF) with the Area Forecast (FA) The TAF covers only a S-mile radius of the aerodrome whereas the FA covers an entire area Keep in mind that cloud bases in the TAF are AGL (above ground) whereas the cloud bases in the FA are MSL (above sea level)
Next I check the PIREPS (pilot reports) Do they substantiate the briefers warnings When checking PIREPS be sure to take into account where the report was made (threeshydimensionally) when it was made and what type of aircraft the reportshying pilot was flying If a 747 reports light chop along my route I might consider leaving the ropes on my airplane and going to have a frosty one whereas if its a J3 reporting moderate turbulence I might very
well launch on my own flight While we are mentioning PIREPS
lets not forget that (as in all things in life) what goes around comes around If we are seeking PIREPS in helping us to make the gono-go decision we should also consider filing them It takes only a few moshyments to file a PIREP and in doing so you are assisting many other pishylots in their flight planning
These are a few of the tools we can use while still on the ground to determine if the forecast is holdshying true But what about when we are already en route How can we know whether the weather will be as forecast
Obviously if the forecast was for severe clear and there are a lot of clouds forming you do not need to be a rocket scientist or a brain surgeon to know that the forecast is not holding true But there are many other clues that might not be quite as obvious and that should warn us that the briefer might have been wrong
If we realize that we are having to fly a heading other than what we had plotted to track our course or if we are experiencing different ground speeds than what we had exshypected we should understand that there is a good chance that the enshytire forecast might be off After all these forecasts are predicated on the expected movement of fronts and pressure zones When they dont move as anticipated the winds aloft
VINTAGE AIRPLANE 25
will be different thus yielding difshyferent headings and groundspeeds than we had planned
There is something else that can give us a heads-up about the posshysibility of the forecast going south and that is the temperatures aloft Most aircraft have outside air temshyperature gauges (OAT) and these can be very useful tools-ones that many pilots ignore An OAT can be used to corroborate whether the temperatures aloft are as forecast (You do remember that the foreshycast temperatures aloft are included with the winds aloft dont you) This can give us an understanding of whether the fronts are moving at the speed and direction forecast or if they might be moving slower or faster than expected
Keeping track of the temperashytures as you climb can also help you quickly determine if the lapse rate is stable Remembering that the stable lapse rate is ZOC per thousand feet one can make a note of the tempershy
ature on the ground prior to takeoff and then check it as you climb If it is less than ZOC per thousand one of the major ingredients in the proshyduction of thunderstorms is presshyent that being an unstable lapse rate (The other two are moist air and a lifting action of some kind) Thus the OAT can be a useful tool in confirming or refuting the foreshycast of thunderstorms
One could spend a lifetime studyshying the weather and not get any closer to predicting what it might do And I cant do justice to the subshyject in this short article However when it comes to weather I must say that discretion is the better part of valor There are certainly times when the briefer will give the warnshying that VFR is not recommended and the day turns out to be beautishyful But there are also times when your beautiful day turns ugly
Regardless of whether the foreshycast is for good weather or bad be sure to have an alternate plan in
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation
Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these jewels on and bring back the good times New General Aviation Sizes Available
500 x 5 600 X 6 700 X 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
~DESSER(~ 323-721-4900 FAX 323-721 -7888
6900 Acco St Montebello CA 90640 TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106
wwwdessercom
26 AUGUST 2005
place Remember to run the PAVE and CARE checklists that I wrote about in previous articles to help you make the proper decisions relative to the weather Using the tools I have mentioned above will help you in checking the enVironshyment help in understanding the consequences of the hazards asshysociated with some aspects of the weather and aid you in assessing the realities of what the weather is really doing
And when the briefer gives you that dire warning of VFR not recshyommended keep in mind that it is always much better to be on the ground wishing you were up in the air than up in the air wishing you were on the ground He might be wrong and Ive offered some tools to help determine that but he very well might be right
Doug Stewart is the 2004 National CFI of the Year a Master CFI and a DPE He operates DSFI Inc based at the Columbia County Airport (lBl)
TelePhone 800-247-8473 or
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE NEWLY ACQUIRED GARNER P EMMERSON COLLECTION DONATED TO EAA BY BOB HIGHLEY OF LAKELAND FLORIDA
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs to be in no later than September 10 for inclusion in the November 2005 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to mysteryplaneeaaorg Be sure to include your name city and state in the body of your note and put (Month) Mystery Plane in the subject line
MAY S MYSTERY ANSWER as residing in Los Angeles at that time I learned this while roaming on wwwaerofilescom last evening
I already had seen the aircraft in the British magazine Aeroplane Monthly that has the same photo as yours along with some contemshyporary aircraft in an illustrated article in the September 2003 isshysue with the title Call That Safe The caption to the photo reads
In 1933 Carl Hall and Frank Nixon tested this propeller cowlshying at Compton California It was claimed to speed up aeroplanes from 39 to 140 per cent and slow them as much as desired for landshying the innerdeflectors serving
Mays Mystery Plane came to us X12211 seems to have its 95-hp as air brakes from Harold Swanson Cirrus upright four-cylinder en I hope that you have more inshygine
Heres our only letter concerning as it was reported to have in 1 formation about this interesting934 its identity it was reported to have had a Veshy early try at a ducted propeller
lie engine when built in 1931 Jack Erickson The Felio Ranger SP-2 owner Harold G Felio is li State College Pennsylvania sted
VINTAGE AIRPLANE 27
EE BUCK HILBERT
Aeronca C-3 N-13000
Ive been asked many times Why do you hang onto this old airplane
Several reasons Mostly it has a place in more recent historyshynamely the last real Cleveland Air Race held in 1948 And probably another reason is it represents at least to me the memory of the last of the barnstormers
To the best of my knowledge the last time this little C-3 flew was at the 1948 Cleveland Air Races
The airplane belonged to Duke and Martha Hashner the owners of Global Airshows and promoters of the races that year
Duke flew this Aeronca C-3 in a clown act The airplane was painted up with a clown face was all red and white and Ive been told he did a remarkable job of entertainshying the crowd
Duke also flew other aerobatic aircraft in the show while Martha was the wing-walker parachute jumper and ticket seller
Unfortunately this was the same year record-holding entrepreneur Bill Odom crashed a racing P-S 1 into a residential area resulting in his death and other fatalities Beshycause of this accident Duke and Martha were the target of lawsuits that drove Global Airshows and the two of them out of business and into seclusion
Living on the Quietula Farm at Cherry Valley Ohio the coushyple now forced to retire from doshying their air show routines turned Global Airshows into a traveling
28 AUGUST 2005
static display show The 50s saw the advent of the
shopping center Global Airshows would truck its airplanes to the new shopping center parking lots and display them in full air show regashylia Martha and Duke would dress the part entertain the crowds and dreamed of once again being active air show circuit acts
The airplane
belonged to
Duke and Martha
Hashner
Unfortunately Duke suffering from a brain tumor lost the ability to participate and after a long batshytle passed away Martha kept the airplanes now stored at the farm and spent her days tending numershyous pet dogs and cats dreaming of her barnstorming glory days as queen of Global Airshows Martha passed away in the mid-60s
Global Airshows and its derelict aircraft were sold to Bill Ross and me a few months before Martha passed away
The collection consisted of Marshythas Meyers OTW Dukes Waco F and a Porterfield CP-65 All were inshy
tact and complete but each needed restoration Also in the collecshytion were pieces and parts of two Aeronca C-3s a J-2 Piper a Taylorshycraft L-2 and a Fairchild 22 Along with the airplanes came numerous engine parts old tools and propelshylers along with the trailers used to haul the airplanes
What happened to the airshyplanes is the frequently asked question Bill Ross was past presishydent of the EAA Warbirds of Amershyica owned a P-38 Leroy Grumshymans personal F3F and an F6F and had his hand in several entershyprises while involved in Warbirds Right at that time he discovered the Grumman Goose was the best bet in sport flying and his attention was diverted in that direction
The Meyers and the Porterfield were restored by Bill and sold The project Fairchild 22 and J-2 went to a couple of our Vintage members and were restored and are flying The Waco F was sold but never did get flying The two C-3s came to me and eventually were restored One was sold and one for those sentishymental reasons is still in my hanshygar disassembled and awaiting the final engine fix The L-2 had been a gas station ornament for years and when they took it down the guy wielding the cutting torch manshyaged to start a fire that ended any thought of restoration
Bill Ross moved to Nevada after he retired from business and unshyfortunately while returning from one of his business trips he flew
into a cloud that had a rock in it Another reason for hanging on It reminds me of Bill Ross and his contributions to the Warbirds of America being part of EAA
Oh yes we did get the C-3 flyshying but the engine ate itself up afshyter about 4S minutes Time for a different approach
I had a set of floats and rigging and Brian Van Wagnen and I deshycided the little C-3 would be a real hoot to see flying on floats However we wanted a reliable engine and the one we had was mostly junk
Brian tore into it but the crank was beyond repair At great exshypense a new one was made dual ignition heads were installed and a new single-drive dual mag was inshystalled after modifying the tail case It runs but the vibration was bad enough to cause distrust Another disassembly and recheck as well as internal component balance were in the works when tragedy struck
Brian had a hangar fire and lost everything he had in the 70-by-90 hangar and its 24-foot lean-toshyhis Widgeon project the Fleetshywing Seabird two antique Aeronca Chiefs a Piper 180 all his toys shop equipment tools and of course the building
The little C-3 stored in another building was all that was left The floats rigging and all the spare enshygine parts were destroyed in the fire A small loss in comparison to what Brian suffered
With no hangar and no shop the decision was made to disassemshyble NC-13000 and bring it back home and there it sits Every day I walk past it and say to myself You gotta get going But the press of daily living and the episodes weve been through in the past couple of years have stopped all the progress Oh well whats another couple of years After all its been grounded since 1948
Until then it just sits and Im going fishing With that its Over to you
Come or t e weekend BUILD FOR A LIFETIME
HANDS-ON HOMEBUILDER WORKSHOP
SCHEDULE
Aug 26-28 Oshkosh WI
Aug 27-28 Arlington WA
Sept 9-11 Griffin GA (Atlanta Area)
bull Repairman (LSA) Inspection-Airplane
bull RV Assembly
bullTIC Welding
Sept 10-11 Corona CA (LA Area)
bull RV Assembly
Sept 10-11 Lakeland FL (Sun N Fun Campus)
bull RV Assembly
Sept 10-11 Houston TX (Westwood Aviation Institute)
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems
Sept 16-18 Frederick MD bull Repairman (LSA) Inspection-Airplane
Sept 23-25 Denver CO bull Repairman (LSA) Inspection-Airplane (Westwood College)
Oct 1-2 Columbus OH (Columbus State Community College)
KLEINEAA SportAir Sponsors TOOLS
wwwkleintoolscom
WORKSHOPS ___ ~
EA~
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems bull Cas Welding
bullbull amp cafamiddot~middotAir c raft Coatings
_polyfibercom wwwalrcraftsprucecom
1-800-WORKSHOP 1-800-967-~746
wwwsportalrcom
YOU CAN BUILD IT LET EAA TEACH YOU HOW VINTAGE AIRPLANE 29
r ~ __c -lt JMNEwMAN
t The (ollowing list o(coming events is (IIrt1ished to Ollr readers as a matter o( it(orshymation only and does not constitllte approval sponsorship involvement cottrolor direction o(any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 OshkoslI WI 54903-3086 Or e-Illail tl1e information to vintageaircra(teaaorg In(ormation shollld be received (ollr months prior to tile event date
AUGUST 7-Queen City MO-Applegate Airport 18th Annual Washytermelon Fly-In 2 PM til dark Info 660-766-2644
AUGUST 13-Hoquiam WA-Bowerman Field Ercoupe Gathering amp Fly-In All experimental classic and vintage aircraft are welshycome Excellent restaurant on field Info Dick 360-533-5926
AUGUST 19-21-Alliance OH-Barber Airport (201) 7th Annual Ohio Aeronca Aviators Fly-In Join us for a relaxing weekend of fun food friendship and flying Breakfast served by EAA Ch 82 Sat amp Sun 7am-llam Camping on field local lodging and transportation available Forums on Saturday Info Brian 216shy337-5643 or bwmatzllacyahoocom or wwwoaafy-Incom
AUGUST 20--Laurinburg-Maxton NC-Ercoupe Owners Club Aweshysome August Invitational NorthSouth Carolina members and guests Lunch awards Young Eagles Flights Info 336-342shy5629 or bandmannetpath-rc net
AUGUST 20--Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-[n Breakfast Info Tom 740-587-2312 or tmcaiinkcom
WIVI cbullbull___bull
These are the first tools you need to buy when you re~cover your
airplane Anyone who has used them will tell you they re the next best thing to having one of our staff right beside you The VHS tape and the DVD will give you the Big Picture and the manual will walk you step by step through every part of the process Youre never on your own when youre using Poly~Fiber
wwwpolyfibercom e-mail infopolyfibercom
Aircraft Coatings 800-362-3490
AUGUST 20--Niles M[-jerry Tyler Memorial Airport (3TR) VAA Ch 35 Corn and Sausage Roast 11am-3pm Rain date August 20 Donations $5 adults $3 children 12-yrs and under All you can eat Info Len 269-684-6566
SEPTEMBER 3-Marion [N-(MZZ) Flyln Cruiseln Info wwwFiylnCruiseln com
SEPTEMBER 3-Prosser WA-EAA Ch 391 s 22nd Annual Labor Day Weekend Prosser Fly-[n Info 509-735-1664
SEPTEMBER S-U-Galesburg [L-Galesburg Municipal Airport 34h Annual Stearman Fly-[n Technical seminars Aircraft judging and awards Aerobatic formation short-field takeoff spot-landing and flour bombing contests Dawn Patrol lunch-time flyouts pizza party stage show banquet and more Info 309-343-6409 or stearmanstearmanfyin com or wwwstea rmanfyin com
SEPTEMBER U -Mt Morris IL-Ogle County Airport (C55) EAA Ch 682 Fly-In Breakfas t 7am-12pm Info 815-732-7268
SEPTEMBER 16-17-Bartlesville OK-Frank Phillips Field (BVO) 49th Annual Tulsa Regional Fly-In Info wwwtllisafyincom or Charlie Harris at 918-622-8400
SEPTEMBER 17-Poplar Grove IL-Poplar Grove Airport Vintage Wings amp Wheels Museum Salu te to WW II Combat Aviators Military aircraft display and fly-by Interviews with 12 WWII veterans of air combat Info wwwpopiargroveairmotivecommllsellnl
SEPTEMBER 17-1S-Rock Falls IL-Whiteside County Airport (SQI) North Centra l EAA Old Fashioned Fly-In Forums workshops fly-market camping air rally awards food amp exhibitors Info wwwnceaaorg
SEPTEMBER 22-25-St Louis MO-Creve Coeur Airport (lHO) Monocoupe Club Fly-InReunion Info Frank Kerner (314) 277-4306 or monocoupesbcgiobainet or wwwmorlOcollpecom
SEPTEMBER 23-25-Sonoma CA-Sonoma Skypark (OQ9) 23rd Annua l 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 208shy739-3979 or ristpsaoicom
SEPTEMBER 24-Topping VA-Hummel Air Field 10h Annual Car amp Air Event 8am-4pm Featuring ant ique cars and planes plus fire apparatus tractors amp engines and arts amp crafts Info (804) 694-5995 or in(oWingsandwheeislIs or wwwwingsandwheeislIs
SEPTEMBER 24-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-I n Info wwwieebottomcom
OCTOBER 1-2-Midland TX-Midland [nt l Airport FINAshyCAF AIRSHO 2005 will commemorate 60th Anniversary of the end of World War II Info 432-563-1000 x 2231 or pubiicreiationscaf7qorg
OCTOBER 5-9-Tullahoma TN-1932 to 2005-The Tradition Lives Year of the Staggerwing Staggerwing Twin Beech 18 Bonanza Baron Beech owners amp enthusiasts Sponsored by the Staggerwing Museum Foundation Staggerwing Club Twin Beech 18 Society BonanzaBaron Museum Travel Air Division amp Twin Bonanza Assn Info 931-455-1974
REGIONAL FLY-IN SCHEDULE EAA Mid-Eastern Fly-In EAA Southeast August 26-28 2005 Regional Fly-In Marion OH (MN N) October 7-92004
Evergreen AL (GZH) Virginia State EAA Fly-In wwwserfi org October 1-2 2005 Petersburg VA (PTB) Copperstate Regional EAA Fly-In wwwvaeaaorg October 6-92005
Phoenix AZ (A39) wwwcopperstateorg
30 AU G U S T 2005
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 dlie7025IOI om vaaflyboyLwnsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Avc 72 15 East 46th SI Albert Lea MN 56007 Tulsa OK 74147
507-373-1674 918-622-8400 stfles(eskmefiiacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush H ill Road Sherborn MA 01 770
508-65l-7157 SH i Ocomcas t llet
David Bennett PO Box 11 88
ioseville CA 95678 916-645-8370
antiquerireachcul1l
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507-263-24 14
InjbfchldrcOI111tCtcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773-779-2 105
pllOtopiotaoicom
Dave C lark 635 Vestal Lane
Plainfield IN 46 168 317-839-4500
davecpciiquestnet
John S Copeland l A Deacon Street
Northborough MA 0 1532 508-393-4775
copelaml JjllllOcom
Phil Coulson 284 15 Springbrook Dr
Lawton MI 49065 269-624-6490
rcollsonS J6cscom
Roger Gom oll 8891 Airport Rd Box C2
Blaine MN 55449 763-786-J342
pledgedriveIns11com
Dale A Gustafson 7724 Shady Hills Dr
Indianapoli s IN 46278 317-293-4430
dalefayemscom
Jeannie Hill PO Box 328
Ha rva rd IL 60033-0328 8l5-943-7205
dishaoowc et
Espie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-3650
wintisockaoco m
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaoicom
Robert D Rob Lumley 1265 Sout h 124th Sl Brookfield WI 53005
262-782-2633 illmpeniiexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817-491-9 110
sellemorris(~lev I IIet
Dean Richardson 1429 Kings Lynn Rd
Stoughton WI 53589 608-877-8485
daraprilairecom
SH Wes Schmid 2359 Lefeber Ave nue
Wauwatosa WI 532 t 3 414-771- 1545
sllschmicimilwpccom
DIRECTORS EMERITUS
Gene C hase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920-23 1-5002 815-923-459 1
GRCHACllarterHet b7ac1Jc llel
Ronald C Fritz 15401 Sparta AV(
Kent City MI 49330 6 16-678-50 12
rFritzf1athwaywlcom
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873 Web Site wwwvintageaircraftorg and wwwairventllreorg E-Mail vintageaircraftCtieaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)
- Newrenew memberships EAA Divishysions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
-Address changes -Merchandise sales -Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory ___ ___ _ 732-885-6711
Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing920-426-4876 Education __ _ 888-322-3229
- EAA Ai r Academy - EAA Scholarships
Flight Advisors info rmation 920-426-6864 Flight Inst ructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles _ _ _ 877-806-8902
Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan _ 866-647-4322 Term Life and Accidental _ 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 Vintage _ FAX 920-426-6865
- Submitting articlephoto - Advertising information
EAA Aviation Foundat ion Artifact Donations 920-426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Association Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additional $10 annually Junior Membershjp (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
EAA SPORT PILOT Current EAA m embers may add EAA
SPORT PILOT magaZine for an additional $20 per year
EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magaZine not inshyduded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA members may join the
Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not inshyduded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the
International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magazine for an additional $45 per year
EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magaZine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA
Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magashyzine and one year membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a
check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2005 by lhe EM Vintage IgtJrcraft Association All righls reserved
VINlAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage IgtJrcraft Association of the ExperimentallgtJrcraft Association and is published monthly at EM Aviation Ceoter 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vinfageaircrafteaaorg Periodicals Poslage paid al Oshkosh Wisconsin 54901 and al additional mailing oHices POSTshyMASTER Send address changes to Vintage IgtJrplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcretumswdsmailcom FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivet)l of VlNlAGE AIRPLANE to loreign and APO addresses via surtace mail ADVERTISshyING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Readers are encouraged to subm stories and photographs Polky opinions expressed in artk1es are solely those of the authors Responsibility for accuracy in reporting rests entirely wh the contributor No remuneration is made Material should be sent to Edor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 92D-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aeronautica are registered trademarks trademarks and service marks of the EXperimental Aircraft Association Inc The use of these trademarks and service marks without lhe pennission of the ExperimentallgtJrcraft Association Inc is strictly prohibited
VINTAGE AIRPLANE 31
Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no
frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VM
reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1-800-233-6934 e-mail ramremfgaolcom Website wwwramengine com VI NTAG E
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418 wwwlpjetservicescom
Airplane T-Shirts 150 Different Airplanes Available
ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
WE PROBABLY HAVE YOUR AIRPLANE
wwwairplanetshirtscom 1-800-645-7739
Flying wires available 1994 pricing Visit wwwflyingwirescom or call
800-517-9278
ELECTRICAL CONDUIT
ASSEMBliES bull MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made per your specifications
bull Original equipment style Braided Conduits in Aluminum Brass or Stainless Steel
bull We carry a complete line of AN - MS Electrical Fittings Backshell Adapters and Specialty Fittings
bull We also have full machine shop capabilities for any custom applications you may require
bull Rebuild your Warbird back to Original
AIRFLEX INDUSTRIES 2538 SUPPLY STREET POMONA CA 91767
Tel 909-392-8474 AI RFLEXI N D USTRIES COM
THE FORGOTTEN PERFORMERS continued
the Pacemaker in marginal weather Mud Lake is narrow shallow and a half-mile long and Poet dragged it twice and then did a touch-andshygo before setting down for th e pickup Mattie Jack was loaded on and they headed for the hospital at Bella Coola It was dark on arshyrival and although landing in the narrow valley without daylight was seldom attempted Dick executed a safe approach and thwarted a sad ending to Mattie Jacks life
The Pacemakers most serious trauma occurred on July 25 1963 on a takeoff from Nimpo Lake 70 miles east of Bella Coola Loaded with two adults and five children from the Poets extended family and piloted by Helens cousin Bob Stewart a wingtip caught the water in an attempt to un-stick the right float and the plane cartwheeled
The left wing and one float were torn off the fuselage was comshypletely severed immediately behind the cabin and everything came to rest floating inverted All on board
were wearing life jackets and the children were ed uca ted in float flying they tripped their seat belt buckles swam out the open end of the cabin and popped to the surshyface There were no injuries
Bohanan retri eved the engine it was flushed mounted on the nose of a PT-17 Stearman and sold to a dentist Dr William Stone in Sandy Oregon Forty years later the Stearman i s still owned by Stone and the same Wasp Jr is on the nose
The remainder of the Pacemaker stayed on the shore of Nimpo Lake for a year and then was loaded on a farm truck by Dicks son-in-law Alan Hauan and returned to Aumsshyville where it was deposited behind the Poets barn A much more serishyous tragedy occurred a short time later when Dick was involved in the fatal crash of a DHC-2 float Beaver when one wing folded
To be continued in the September isshysue ofVintage Airplane
32 AUGUST 2005
a glazed ice runway at Midway with no problem
The airplane had no squawks so the Honcho fills it with gas and skulls and files for LGA He cranked up and taxied to 31L without losshying it on the ice but about a quarshyter way down the runway he did lose it For takeoff power in the -46 he was using DC-3 settings and when he lost it he pulled off at about 80 mph It came off but not for long- that over-grossed pig fell back in and there was no room to stop it on the ice The co-pilot who knew how to fly the -46 moved in and advanced the throttles to max power From my house it sounded like he double clutched it Now the Chief Honcho moves in again and pulls it off only this time he is off the runway and headed for John Caseys house the airport manshyager Before he gets to the house Johns BT-13 interrupts the flight The nose wings and engines clear the BT-13 but not the tail He ripped off the stabilizer and flipper on one side of the-46 and now it is hanging on the screaming props with no tail The airplane turned south and settled into the only open field with outside hay storage for a perfect vertical decent landshying Everybody got out without injury and then the -46 very conveshyniently burned
When the hearings were over and we found out this clowns real name and that he was not type rated in the-46 or DC-3 the insurshye AUG U S T 2 0 0 5
ance was cancelled on the carrier and Monarch went out of the big airplane non-sched business And I was out of a job
WHEN THE
PAINTER
SHOWED UP
AND I EXPLAINED
TO HIM WHAT I WANTED
HE TOO TOLD
ME I WAS
NUTS
About three days later myoid FAA buddy the late Walter Blanshyford called from St Louis and ofshyfered me Frank and Monarch Air Services original chief pilot Frank Arlaskas a job with Parks Airlines which later became Ozark I stayed on in St Louis for a while but the Pylon Club idea and air show flying didnt mix with Parks So I came back to Chicago to start work on the Club
The building I used turned out to be one-quarter the size of my origishy
nal plans This was dictated by the price of the rent heat and light The next awakening was the prices for the decor and insurance
I licked some of the decor costs by calling on a former Howard Airshycraft employee Mike Bernat who turned to interior decorating after Howard closed We took my origishynallayout and shrunk it to fit the smaller building We added Mike Bernats ideas for the final outcome I could save 500 words here if I had a photo of the interior of the Club But believe it or not out of hunshydreds of photos taken by magashyzines newspapers customers and friends I do not have a photo of the place Ill tell you why later
You will have to use your imagishynation as I try to give you a mental picture of the place For the ceiling we used parachutes with the harshyness removed Mike hung them in clusters with the top center fa sshytened to the ceiling and the canoshypies hanging inverted At the edges where the chutes met the walls we rolled the surplus and attached it in a scalloped form The end result was a very decorative and highly insulated acoustical ceiling
The main theme was carried into the walls We divided the walls into four large sections each of which would have a 3-D mural of the various racing events Mike Bernat designed built and inshystalled the four huge cornices that would frame the murals
The murals were a major undershy
taking and very costly in time and money I had 3-D color photos of Cleveland Miami and California races that I wanted reduced in full detail on the 20-by-8-foot sections of wall At first I thought I could get them blown up to billboard size like they use for outdoor advertisshying but when I told them I only wanted one each they thought I was crazy or rich or both When they quoted me $4000 and no guarantee of quality I scrubbed the blow-up idea
I got the bright idea of borrowshying a projector to project the imshyage on the wall and then trace the whole thing in charcoal to obtain the detail and then paint it The idea was great but it didnt work My brother Mike solved our probshylem by recommending a painter he knew He cautioned me however that I would have to keep this guy sober if I wanted the job to be comshypleted When the painter showed up and I explained to him what I wanted he too told me I was nuts We finally reached an agreeshy
ment on price and time Now for my $5000 mistakeshythe painter asked if I wanted the paintings on canshyvas or the wall surshyfaces I opted for the wall because it was cheaper I thought which I was to regret later
Next proj ect was the identifier My original plans called for a beashycon on the roof and a huge neonshylighted pylon in front When I apshyproached the landshylord and informed him I was going to erect a beacon tower on the roof he flipped and darn near ran me
out of town Next to get shot down was the neon-lighted pylon
First the building would have to be beefed up to hold it next a special permit from the city was reshyquired extra insurance and when I got the price from the sign comshypany to build it I gave up and opted for a 6-foot script-lettered Pyshylon Club neon sign I was fast learnshying about the saloon business Here I am three weeks away from my proposed opening date and I am broke and borrowing-and with six weeks work left to finish
The sign painter by now has polished off about three cases of gin but was doing one hell of a good job I took my chances with the painter and kept pouring the gin and about another case later he finished the job BELIEVE YOU ME when we finished it was a CHAMPION OF CHAMPIONS-it was a masterpiece The only thing missing was the whine of engines and the roar of the crowd We all sat back to admire Jeffs work and drank a toast to the mastershy
piece when I got the brilliant idea of just one more painting After we all destroyed a bottle of booze I asked Jeff if he would paint a panoramic view of racers on the racecourse at Cleveland on the window up front facing the street By now he was so wrapped up in the place and so full of enthusishyasm and booze that he agreed This painting turned out to be a classic Up until now we had the window covered so no one could see in while we were working
When Jeff started to paint that window I had to bar the door Evshyerybody wanted in-finished or not In the meantime we fixed up the back bar with a big OX-5 Hamshyilton prop which I borrowed from my brother Mike A pyramid of Carl Hubbells black bordered pre-war Thompson Trophy winners were hung on the wall Red and white checkered pylons were placed all over the place along with trophies and a whole new slew of photos of racers people and events Between the Hubbell paintings and the OX-5 prop hung a beautiful painting of our Midget racer No 43 This paintshying was a gift from Paul Schaupp builder of Mr Zip No 27 Midget racer from Inglewood California
Before we opened formally we had a premier showing for the aviashytion and public press and other seshylected guests who made the Pylon Club possible We named the mushyrals as follows the south half of the west was the Art Chester Wall this was a painting of Art Chester taking off at the San Diego Races minutes before he was killed
The north half was the Goodyear Wall with a large shot of one of the Goodyear Pylons with Bill Brenshynand rounding the bend North half of the east wall was the Cleveshyland Wall with a shot of the 1947 finish and the south half was the Betty Skelton Wall This wall had the shot of Bettys IiI Stinker at Mishyami winning the akro title
Next month Pylon Club Happenings
VINTAGE AIRPLANE 9
middot THE ~
Part I The Wrights dogged pursuit of useful flight HG FRAUTSCHY
Two weeks after arriving home from the windblown sands of North Carolinas Outer Banks the Wright
brothers were working on their next flying machine New Years Day saw Orville sending the engine casting patterns to Harry Maltby for changes (A few days later he returned the patterns saying he couldnt make the requested Changes) Casting patshyterns for the pistons and cylinders were sent out with instructions to make three sets Charlie Taylor got to work on a pair of new engines At least one was needed for the new Flyer since the 1903 Flyer engines crankcase was broken when the Flyer was rolled over by the wind after the fourth flight on December 17 The second engine would be used for tests By the third week of January they were sawing wood for new upshyrights and ribs and construction of the Flyer II was well underway
The 1904 Wright Flyer II was
1 0 AUGUST 2005
nearly identical in shape and form to the 1903 machine with one imshyportant exception They changed the wing camber from 1 in 20 to 1 in 25 flattening out the wings cross section which slightly reduced its drag but also its lift As the sumshymer months progressed the heat and humidity affected the unvarshynished wooden structure and the airfoil further flattened out to about a 1 in 30 camber They were countshying on the additional speed possible with the higher-horsepower engine and the lower drag of the airfoil to make up for the lower lift generated by the flatter airfoil
It didnt work For 1905 theyd go back to the
1 in 20 camber Other changes inshycluded a revision to the hinge point for the forward rudder (what we reshyfer to as their elevator) since the 1903 machines forward rudder was mistaken ly hinged aft of the censhyter of pressure and had a tendency
to snatch the controls from the opshyerator and to move to the full-up or full-down position when the control was moved in flight The location of the engine was also revised to move the center of gravity During the seashyson they also installed steel bars weighing as much as 70 pounds unshyder forward rudder bringing the toshytal weight of the machine to about 915 pounds
Due to the scarcity in Dayton of spruce long enough for their purshyposes the brothers were forced to use pine for their spars which caused a fair amount of frustration when repairs had to be made The pine snapped easier than the spruce causing the number of repairs to be higher An order was placed for spruce but it would be later in the summer before the wood would arshyrive at their shop
There was one pair of parts that were legaCies from the 1903 Kitty Hawk Flyer-the propellers Both
airscrews had survived the tumble over the sand after the fourth flight on December 17 and were to be used on the 1904 machine for the very first trials It is unclear exactly when they were removed from the 1904 machine but it seems likely it was in advance of this notation made on August 10 1904
Broke rudder before final landing Broke screw was the entry related to a 640-foot flight made by ww and noted in Wilburs Diary E (In their diaries the brothers referred to each other by their initials)
On Monday May 23 1904 they invited the press (but no photograshyphers) their father and a few friends for the first flight of the new mashychine It was a tough day for the brothers They fully expected they would at the very least be able to duplicate the distance flown the preshyvious December It didnt work out the way they had planned
While both had become the
By May of 1904 the Wrights had built a new version of the Flyer they had tested in Kitty Hawk at the end of the previous year Desiring a closer location to their home in Dayton they gained permission to fly in Torrance Huffmans praishyrie pasture just a few miles outside of Dayton There they built a hangar shed to house their airplane shown in these photographs in its initial 1904 configuration Orville leans on the strut while chatting with his older brother Wilbur standing on the right What appears to be a Richards anemometer is mounted to an outboard wing strut just behind Wilburs head You can clearly see a larger gasoline tank and a radiatorexpansion tank mounted on center-section struts near the horizonshytal four-cylinder engine The forward rudder (elevator) is clearly different in plan form from the 1903 Kitty Hawk Flyer
worlds most experienced glider pishylots over hundreds of glides since they started flying from the Great Hill near Kitty Hawk North Caroshylina when they started flying again in 1904 they had a combined total of only 98 seconds of powered flying time-Orville with a total time of 27 seconds Wilbur with 71 precious ticks of the stopwatch in his diary logbook This inexperience and the combined effects of density altitude and a very narrow performance enshyvelope added to their challenges
After waiting for high winds to subside on that Monday in May they were dismayed to see the wind die off almost completely They placed the Flyer II on the new 100shyfoot launching rail they had built and one of the brothers (its not clear in their diaries which of the two) settled into the padded leather hip cradle and grasped the wooden controls The engine proved diffishycult to start and ran poorly misshyfiring irregularly The signal given the engine lever was moved over to the far right and the restraining clip tripped With hardly a breath of wind blowing the Flyer started down the track But the combinashytion of a much higher density altishytude than they had at Kitty Hawk and the misfiring engine caused the Flyer to show no propensity to fly
it unceremoniously ran off the end of the track
A few days later with the weather still unsettled and rainy Orville managed a meager 25-foot hop Once again their father 76-yearshyold Bishop Milton Wright made the 8-mile trip on the interurban trolshyley from the west side of Dayton to Simms Station across the road from Huffman Prairie
The summer of 1904 would be a real test of the brothers persistence They were somewhat surprised and very disappointed in the initial trishyals and probably a bit embarrassed as well Not since the train ride home from North Carolina in Aushygust of 1901 had they been more perplexed and frustrated in their aerial experiments
June July and August would go past before they would equal based on time aloft their last flight of 59 seconds on December 171903 They finally did it on Thursday September IS 1904 in a flight that lasted 59-12 seconds according to the stopwatch and Richard anemometer mounted on the Flyer That days flight was made easier to accomplish thanks to one more innovation that was added to their list of accomplishments that fall the construction and use of a catapult to launch their airplanes
They didnt have the steady breezes VINTAGE AIRPLANE 11
In 1904 the Wrights would accumulate 45 minutes of flying time during 105 flights Most of the flights were measured in seconds such as this efshyfort flight number 30 Wilbur is shown in mid-flight on August 13 1904 He would cover 784 feet in 22-34 seconds skimming low over the tall grass in Huffman Prairie Two interesting details (see insets) are present in this image First on the left below the right wing of the Flyer II a couple
of people can be seen riding in a horse-drawn cart One can only imagine what they were thinking as the biplane skimmed the grass Second on the far right it appears Charlie Taylor is the man in shirtshysleeves with his hands on his hips as the Flyer II clatters by
they had taken advantage of along North Carolinas Outer Banks Recshyognizing that much lower average wind speeds were available in censhytral Ohio during the summertime the brothers built a longer set of launching rails each section meashysuring 20 feet At one point 12 secshytions of rail were laid and staked to the ground for a total of 240 feet but it was soon discovered that layshying that much track was not parshyticularly useful It took too long to lay the rail and often when the last section was lined up and bolted to its neighbor the brothers and Tayshylor would discover that the wind had begun to shift Shortening the rail helped get the job done sooner but consistent launches were only possible when there was a strong breeze Too often attempts in marshyginal conditions ended in nothing more than a short hop By midsumshymer the catapult was ready for a September 7 1904 trial
A 20-foot tall derrick was placed behind the Flyer and a 31 ratio rope and pulley block and tackle were inshystalled The rope ran from the top of
12 AUGUST 2005
the derrick down to the base and over another pulley where it changed dishyrection and ran alongside the rail to the opposite end of the shorter track (now 60 feet) There it made a 180-deshygree turn at the launching end of the rail running back to the Flyer perched on top of its launching truck There it was attached to the launching truck which had small bicycle hub wheels that rode on the metal-topped wooden rail A second rope attached to a stake driven into the ground restrained the Flyer When a 1200shypound weight was dropped 16-12 feet thanks to the 31 ratio the end of the rope attached to the launching truck would be pulled 50 feet down the rail accelerating the Flyer to flying speed Each weight the brothers used tipped the scales at 200 pounds On a number of occasions 1200 pounds proved to be inadequate and the weight being dropped was increased to 1600 pounds
It is often assumed the Wrights alshyways launched their Flyers into the wind and while it was certainly their goal their diaries make clear that crosswind takeoffs were often atshy
tempted and accomplished simply due to the vagaries of the wind direcshytion Thanks to the rapid accelerashytion from the catapult the controls were effective quickly giving the pishylot the ability to counteract the effect of the crosswind
A few weeks after starting to use the new launching system they flew longer and farther than ever before On a cloudy Tuesday morning Sepshytember 20 1904 starting with a crosswind from the left Wilbur manshyaged a flight of just over a minute in time covering 2520 feet He also managed to perform a pair of turns during the flight the first to the left and the second to the right landing as he came close to the fence near the road and the trolley line Based on writings by Wilbur in early 1912 in a disposition related to the Wright vs HerringCurtiss lawsuit it appears he may have been attempting the first circled flight but turned back in the opposite direction when he realshyized his turns path would put him in conflict with a tree he depicted in a diary map of the days events
On the next flight Orville did
even better than that and an intershyested and erudite witness was there to see the flight
Sixty-four-year-old Amos Root the editor of Gleanings in Bee Culture had driven 175 miles to visit friends in Xenia Ohio and made a side trip to Huffman Prairie to meet the Wrights Hed been reading about them in the few mentions made in the press up to that date and wanted to see for himself what was happenshying outside of Dayton As luck would have it he arrived on September 20
Root was no crackpot looking for a cause A leading citizen of Medina Ohio he bought the first bicycle in northern Ohio in the 1870s and he purchased a new Olds Runabou t motorcar in 1903 Root was known as a fellow who was willing to emshybrace new technologies as soon as they were viable He drove the Olds on a 400-mile tour of Ohio during the summer of 1904 and drove to Huffman Prairie in September Root had established a successful busishyness centered on beekeeping and is known today as the father of the modern beehive His business AI Root Inc a company now known as a worldwide supplier of candles and beeswax is still in its original buildshying in Medina
The cloudy skies gave way to rain later in the day with the breeze shifting from out of the northshywest to crossing the field from the northeast As shown in a diagram drawn in Wilburs diary Orvi lle with a right crosswind to compenshysate for as he started was launched off the rail He pitched the Flyer up to climb just a few feet and then proceeded to do something no one had ever done with a powered airshyplane-he flew the Flyer IT for one minute thirty-five and two-fifths seconds and flew in a complete 360-degree turn landing only because he neared the northeast boundary of the field
Root was amazed and the moshyment was not lost on him In the January 1 1905 edition of Bee Culshyture he wrote
liThe operator takes his place lyshy
while sitting up You can eXperience hoW extended periods could be Next time youre at home watching television try lying on your stomach and watching an entire episode of your favorshyite sitcom for the entire half-hour- no breaks no stretching just you and your head tilted upward as if you needed to always see where you were headed You can bet the brothers looked forward to that power increase
The other reason was terrain The Wrights didnt yet have the luxury of a prepared field that was long and free of obstructions The terra firma at Huffman Prairie was once a low swamp and the field was prishymarily filled with hummocks of grass about 6 inches tall A pair of flexshyible spruce skids could ride along the tops of uneven terrain soaking up the shocks and spreading the load along a pair of runners but a pair of wheels would have to be set on axles mounted in some sort of shockshyabsorbing apparatus all of which added you guessed it weight And in case you needed to land in a smaller field a set of wheels might need one more device brakes A pair of wheels of fered little resistance to stopping but a set of skids brought you to a stop much quicker with little chance of nosing over
Eventually the Wrights had the aircraft performance and the fie ld conshyditions that would allow them to dispense with the ungainly launching rail and catapult system but until then they plied the skies of America and Europe with a pair of graceful spruce skids
VI N TAG E AI R PLA N E 13
The Wrights struggled during all of 1904 with controllability issues and fightshying the effectsof what we have come to understand as density aHitude Too often a flight would end with the Flyer I darting into the ground such as this incident at the end of flight 31 on August 16 1904 Orville was the pilot The fellow standshying to the right of the launching rail appears to be Charlie Taylor the Wrights mechanic Flights ending like this prompted the brothers to create a catapuH sysshytem which they started using on September 7 1904 The addition of the catapuH meant that flights could be started at a speed that would allow the Flyer to accelshyerate and the Wrights flight times immediately began to increase
The leaves have fallen but the exciteshyment of being able to fly the Flyer I for over a minute at a time was irresistible for the brothers as they both learned how to control their recalcitrant flying machine and continshyued to refine their deshysign This photograph
of flight 85 was taken on November 16 1904 during a flight in which Orville covshyered 1760 feet in 40-112 seconds
Consistent flight continued to elude them even while they were able to keep the Flyer I in the air for more than five minutes sometimes circling the field four or five times When they concluded the 1904 flying season on December 9 they had plenty of scientific work ahead of them Confident they could solve the problems the following spring was spent trying to sell their flying machine and later building a new airplane At the beginning of the summer of 1905 they stood ready to fly in the air at their will The Flyer 11 would test their resolve
ing flat on his face This position offers a locom otive without any wheels we less resistance to the wind The engine will say but with white wings instead is started and got up to speed The mashy we will further say-a locomotive made chine is held until ready to start by a sort of aluminum Well now imagine that of trap to be sprung when all is ready locomotive with wings that spread 20 then with a tremendous flapping and feet each way coming right toward you snapping of the fo ur-cylin der engine with the tremendous flap of its propelshythe huge machine springs aloft When lers and you have something like what I it tumed that circle and came near the saw The younger brother bade me move starting poin t I was right in front [of] to one side for fear it might come down it and I said then and I believe still suddenly but I tell you friends the senshyit was one of the grandest sights if not sation that one feels in such a crisis is the grandest sight of my li fe Imagine something hard to describe The attenshy
1 4 AUGUST 2 005
dant at one time when the rope came off that started it said he was shakshying from head to foot as if he had a fit of ague His shaking was uncalled for however for the intrepid manager sucshyceeded in righting up his craft and she made one ofher very best flights
Ve ry be st fli ght ind ee d th e 52nd fli ght th e bro th ers m ad e with th e Flyer II was the longes t in te rms o f time a nd d ist a n ce they had ever m ade
In 1904 they made a total of 105 fli ghts most o f them fairly sh or t with limited turns performed within the confines of the fi eld More than once one of the brothers would land before turning any great amount for fear they would fl y outside the boundaries of the roughly lOO-acre Huffm an Prairi e They were still feeling out the amount of turn the machine would tolerate and more than once the turn ended in an unshyintended landing
Friday December 9 saw the end of the 1904 flying season a season of remarkable progress and maddenshying problems The airplan e still was unstable in pitch it still had the odd tendency to slide off to the side in turns and the power available was barely enough to sustain the Flyer in the air They dismantled the Flyer II keeping the hardware engines and propellers but burning the remainshying wood and fabric The in fo rmashytion they had gathered in their fi rst full season of powered flight was put to use as they began construction of the 1905 Flyer III ~
Continued next month
All of the images presented in this article are available as digital downloads from the Library of Congress website Start your search at wwwlocgovrr print cataloghtm
Tap the blue Im ready to search butmiddot ton and when the next page comes up click on the OW hyperlink or scroll to the very bottom of the page The Wright Brothmiddot ers Collection is number 57 Once youre at the search page for the Wright Collecmiddot tion just enter a keyword such as 1904 and a list of images will be presented Have fun There are plenty of interesting images-more than 300 Wright images scanned from their original glass plate negatives are part of the Library of Conshygress collection
its FREE
AVIATION UNLIMITED AGENCY
wwwouoonlinecom
Eugene Geno Breiner Newville PA
_ Graduate of Roosevelt Aviation School Long Islanel NY
_ In 1985 restored Fleet 2 NC8689 manufactured in 1929
_ 1987 Best Open CockpitshyPotomac Antique Aero-Squadron (PAAS) Horn Point MD
_ 1989 Best Antique Sentimental Journey to Cub Haven
_ 1992 Grond Champion shy PAAS
I have enjoyed my aircraft through the years and have
enjoyed working with AUA Inc since 1985 for all my
insurance needs
- Geno Breiner
I middot
AUAs Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums
Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages - 0 hand-propping exclusion
No compone t ~orts endorsements - Discounts for claim-free renewals carrying all risk coverages
The best is affordable Give AUA a call shy
800-727-3823 Fly with the pros fly with AUA Ina
Torquil Normans DH8S Leopard Moth HG FRAUTSCHY
Theres always room for imshyprovement in an airplane and in 1933 Geoffrey de Havilland saw potential in
his companys DH80 Puss Moth It was a great airplane but with a tweak here and an improvement there
The new version would use the higher-horsepower inverted Gypsy Major engine of 130 hp with seating for three people and a spruce and plywood box strucshyture for the fuselage
When first flown by the compashynys founder on May 27 1933 the DH8S Leopard Moth was found to be 9 mph faster that its sibling topshy
16 AUGUST 2005
ping out at about 137 mph while carshyrying three people Pleased with the results de Havilland came to like the airplane so much he ordered one for himself using it for family touring around the United Kingdom and on the continent of Europe in the blissshyful days before the clouds of war beshygan to gather
Interestingly a curious debate over crew placement in Jightplanes was put to rest in part due to the experishyence gained by pilots of the Leopard Moth When first conceived its preshydecessor the Puss Moth had both the passenger and pilot in the same cabin an arrangement that resulted
in a great deal of discussion Should a pilot be in the same cabin where he could be distracted from the rigors of flying the airplane Shouldnt he or she be positioned in a separate comshypartment or cockpit so that his or her full attention could be paid to flying the machine
If the tandem-seated Puss Moth dealt that concept a strong blow the Leopard Moth with its two in the back and pilot up front stomped on it and the side-byshyside DH87 Hornet Moth put it to rest for good The benefits of havshying the passenger inside the cabin where not only his desires could be
JIM KOEPNICK
dealt with but his help could be of great benefit was further enhanced by the passengers accessi bility to flight instruction which could be given by leaning over and speakshying into the pupils ear rather than shouting into the slipstream or givshying convoluted hand Signals
The attractiveness of such an arshyrangement contributed to the Leopshyard Moths popularity with 133 of them being made in the middle 1930s and almost half of them (60) being sold to overseas or continenshytal owners Buyers from as far away as Argentina and Japan ordered Leopard Moths and when World
War II broke out 44 of them were appropriated by the British military for use in communications work
Not surprisingly not all of those 44 DH85s re-entered civilian life after the war many were lost durshying service but better than two dozen were reregistered One of the Leopard Moths to survive the war was originally built for export to the Continent
When first built in 1933 DH85 serial number 7035 was sold to a French owner and it was registered as F-AMXP It sat out the war years in a barn in France and didnt fly again until after Roger Fiennes reshy
covered the airplane in 1990 and brought it to England where Ben and Jan Cooper of the Newberry Aeroplane Co restored it Torquil Norman aircraft collector extraorshydinaire bought the aeroplane from Roger before Rogers disappearance and presumed death in a Tiger Moth during an attempted crossing of the English Channel in the late 1990s
Quite thoroughly restored with an engine overhaul performed by Mike Vaisey of Vintech the Leopard Moth is now registered as G-ACOJ and is kept by Torquil at a small strip called Rendcomb Aerodrome located southeast of Gloucester in the United Kingdom Like Geoffrey de Havilland Torquil fell in love with his Leopard Moth flying as often as he could And like many pilots of old the lovely handling qualities of the DH85 provided the opportunity to fly the aeroshyplane long distances Record-breaking flights from England to Africa and Australia were made in the 1930s and taking inspiration from those intrepid pilots Torquil Norman had Henry Labouchere install a long-range tank under the back seat of the Leopard Moth giving it a 96 US gallon capacity enough to keep the Gypsy Major running for about 11 hours A couple of warmshyup flights to Italy and France gave him the confidence in the aircraft to fly the North Atlantic
A number of you may recall that in 1966 Torquil and Henry Labouchshyere flew a lovely de Havilland Dragon Fly to Oshkosh One of the lessons learned during that flight was that if one engine failed in the Dragon Fly they would wind up in the ocean as it didnt have sufficient perforshymance to maintain altitude on one engine with the other shut down and its fixed-pitch prop presenting itself to the slipstream completely unfeathered
Torquil felt that a single-engine crossing in the Leopard Moth didnt present a significantly greater risk than the flight in the twin-engined Fly so he gathered the equipment
VINTAGE A I RPLANE 17
Torquil Nonnan aircraft collector extraordinaire
18 AUG U S T 2005
Like many of its de Havilland siblings the Leopard Moth features foldable wings which help maximize available storage facilities
necessary for such a long trip and Iceland landing after a 9-l2-hour flew to Wick in far northeastern journey An attempt to fly over the Scotland Donning an exposure suit Greenland ice cap was rebuffed by and departing with a full 96 gallons clouds so a run down the east coast of fuel he pushed off to Reykjavik was made landing in Narsarsuaq at
the southernmost tip of Greenland There he was greeted with beautiful weather with temperatures in the 60s and sunshine
A long run to Goose Bay Labrashydor in Canada gave Torquil a taste of just about every type of weather one can expect to encounter from solid IFR conditions nearly down to the sea to a near gale blowing along the Canadian coast when he
(j was getting ready to land From ~ there he flew down to Sept-lies on g the north shore of the St Lawrence a ____ --u_ ~ Seaway in Quebec where he says
Electricity for the Moth is supplied by this strut-mounted generator which is he enjoyed a marvelous lobster din-driven by a carved impeller You can see the damage done to it by ice and pre- ner Then it was on to the States cipitation encountered on the trans-Atlantic trip making his way to EAA AirVenture
Oshkosh 1999 after a few stops to visit friends along the wayA Hamilton vertical
All in all he didnt feel the airshycard compass (right) craft ever ran up against insurshysupplements the stanshymountable issues during his longdard British compass flight but there were times whenmounted at the bottom the long legs of the Leopard Mothcenter of the instrushywere not contributing to the comshyment panel fort of the pilot Having made the trip in both the Rapide and the Leopard Moth Torquil didnt feel it was likely hed repeat his transshyAtlantic hop but he certainly has created a whole new set of stories to tell his chums at home
VI N TAGE A I RPLANE 19
THE FORGOTTEN PERFORMERS
Bellancas record-making airplanes VIC PIKE
Clarence Chamberlain on his way to Gennany
A sk anyone in a pishylots lounge what airplane Charles Lindbergh flew across the Atlanshy
tic and the reply will be Why a Ryan of course But relatively few current pilots are aware that two weeks after Lindberghs famous flight Clarence Chamberlain and Charles Levine flew a WB-2 Belshylanca named Columbia immediate predecessor to the Bellanca Paceshymakers and Skyrockets from Roosshyevelt Field New York to Eisleben Germany And few pilots know that prior to his involvement with Ryan Lindbergh unsuccessfully neshygotiated with Wright Aeronautical (who commissioned the WB-2) and later with Giuseppe Bellanca at his Columbia Aircraft Co to purchase th e very plane used by Chambershylain and Levine Unfortunately (or fortunately for Ryan) Charles Levine th e financial underwriter of Columbia Aircraft manipulated capriciously to obstruct a sale to the 20 AUGUST 2005
unknown airmail pilot Lindbergh From the mid 1920s through the
early 1930s Bellanca monoplanes routinely set records for distance altitude and endurance that made their superlative performance an expectation Victories at the Nashytional Air Races in both 1925 and 1926 An endurance record of 51 hours and 11 minutes in 1927 and New York to Havana Cuba in 1928 both by the Columbia
Then it was Maine to Spain by the North Star in 1929 At the Nashytional Air Races in Cleveland that year Bellancas took five firsts three seconds two thirds and two fourths in seven events In May 1930 came the non-refueled endurance record of 84 hours and 33 minutes in a Pacemaker powered by a Packard DR-980 radial diesel engine this reshycord was not broken until the 1986 flight of the Voyager
In July 1930 another record New York to Istanbul in the Cape Cod nonstop And still more an altitude record of 30453 feet was
set in 1931 by Bellanca test pilot George Haldeman
1931 also saw an around-theshyworld flight with Clyde Pangborn and Hugh Herndon in Miss Veedol which culminated in a 4558-mile 41-hour and 13-minute leg across the Pacific Ocean from Sabishiro Beach Japan to Wenatchee Washshyington which is a story in itself This record stood until 1947 when it was eclipsed by a uS Air Force 8-29 Miss Veedol was renamed the American Nurse and in 1932 vanshyished on a trans-Atlantic attempt
These are only a few of the acshycomplishments of this Bellanca seshyries and although some of these airshyplanes had modifications such as longer wings the original design was a commercial production aircraft
Diminutive and shy Sicilianshyborn Giuseppe Bellanca had formal education in mathematics and enshygineering and in a partnership of three constructed Italy s first airshyplane in 1909 He immigrated to America in 1911 and soon assemshy
bled a parasol-wing monoplane powered by a three-cylinder 30shyhp Anzani engine After flying this airplane Clarence Chamberlain remarked I was thoroughly conshyvinced that Bellanca not only was a genius but a hero of a rare sort
In 1912 Bellanca established the Bellanca Aeroplane Co conshystructed a second monoplane and opened a flight school One of his students was Fiorello LaGuardia later New Yorks famous mayor In 1916 Bellanca designed the CD and CE biplanes for the Maryland Pressed Steel Co To illustrate his engineering acumen the CE (1917) would cruise at 100 mph on 90 hp while the conshytemporary Curtiss IN-4D Jenny also with 90 hp followed at 65 mph
The CF monoplane first flew on June 8 1922 and was spectacular for its era With an enclosed cabin carrying four passhysengers and powered by a 90-hp 10-cylinder Anshyzani radial (twin rows of five cylinders) the CF cruised at 100 mph for 600 miles and enjoyed an impressive 12-to-1 glide ratio With the CF Bellanca created a signature airfoil fuselage profile that continued into post-war designs
Airmail pilot William C Hopson campaigned the CF in a series of competitions during the summer of 1922 He took first place in every event Hopson observed She was by far the most remarkable plane I had ever flown
Despite the CFs accomplishments there was no market for a $5000 airplane when World War I surplus models were selling for a few hunshydred Fortunately the CF survived has been restored and is now in the National Air and Space Museum
In 1925 Bellanca joined the Wright Aeronautical Corp which put him in close proximity to the new 200-hp J-4 Whirlwind engines This prompted construction of the
conflicts with Wright Aeronautical in Patterson New Jersey he moved to New York and entered the conshytentious partnership with Charles Levine When that unraveled Belshylanca re-established production in a rented warehouse on Staten Island
Bellancas outstanding airplanes enticed the state of Delaware and particularly the du Pont family into courting him to settle there After a temporary operation in Wilmingshyton a factory and airfield were conshystructed at New Castle stability was finally achieved
The rugged construction and prodigious load-carrying capacity
of these unique airplanes disbursed their activities all over the world where they served careers from distinguished air transshyport to bush hack An ulshytimate utilitarian characshyter relegated the grand birds to situations of exshypendability that unforshytunately caused attrition to eliminate alarming numbers of them
Out of the 60 that were built only one airworshythy example of a Paceshymaker CH-300 exists toshy
bull
--=--shy -lt
-shy____ u
all-wood WB-1 followed by the steelshytube fuselage WB-2 using the imshyproved 220-hpJ-5 The WB-1 was deshystroyed in a crash in 1926 and the record-breaking WB-2 Columbia was lost in a hangar fire in 1934
From the WB planes evolved the Pacemaker series first the J-5 Wright powered CH-200 of 1928 then the 300-hp R-975 J-6-9 CH-300 of 1929 (also available with the PampW Wasp Jr) and the R-1340 Wasp CH-400 Skyrocket of 1930 on through the senior Pacemakers and Skyrockets of the later 30s
Giuseppe Bellancas passion was to design and build airplanes with the following parameters Maxishymum safety and the greatest possishyble efficiency as measured by speed load and range His earlier dreams seemed perpetually frustrated after
day NC251M Serial No 154 And even this one is currently undergOing a complete and toshytal rebuild with new fuselage and wings and a target date for compleshytion in the summer of 2005
Throughout the story of this airshyplane is the striking reality of how many people have been involved The core history of an old airplane is inshytriguing but the anecdotal accounts of the people create something inshyfinitely more profound Aviation is a community an extended family so loosely connected that members remain unacquainted But the comshyposite connects lives in ways that are not previously suspected Keep this in mind as you read
NC251M emerged from the Belshylanca factory at New Castle Delashyware on September 171929 to be delivered as the first airplane of In-
VINTAGE AIRPLANE 21
ter-IsIand Airways (now Hawaiian Airshylines) of Honolulu It served primarily with sightseeing flights while Inshyter-Islands passenshyger service evolved around Sikorsky S-3S amphibians
On April IS 1933 NC251M was sold to Mr G Fowble (posshysibly a broker) of San Bernardino California and then resold on April 27 to MacMillan Peshytroleum Corp of Los Angeles Remember MacMillan Ring Free Motor Oil On March 20 1935 it was purchased by Unious Mac McGee (McGee Airways) in Anchorage Alaska to begin 15 years as a bush workhorse On April 20 1935 McGee Airways was sold to Star Air Service in Anchorage which became Star Airlines which became Alaska Star Airlines which became Alaska Airlines in May 1944
Steve Mills chief pilot for Star was flying a sister Pacemaker NC259M when a fatal crash claimed his life in 1936 After usable parts were salshyvaged the remaYJs were burned at the site of the accident In 1995 the curator of the Alaska Aviation Herishytage Museum (and a walking encyshyclopedia of Alaska aviation history) Ted Spencer recovered the parts and stored them at the museum in Anchorage Steves grandson Dave Mills assisted Ted in his efforts
Essentially intact the logs of NC251M depict a rich history of Alaska bush flying in the 1930s and 1940s and reading them is like peering into the Holy Grail Much of the story can only be extraposhylated from the cryptic and frustratshyingly taciturn renderings of bush pilots who flew thousands of hours over geography and in weather that would be considered treacherous to most modern pilots
Ones imagination expands from such tersely penciled comments as 22 AUGUST 2005
PICTORIAL HISTORIES PUB CO
NC251M in 1929
Engine blew up Ship moored at Naknek Rate of climb reads SOO feet down in level flight Windshyshield gives pilot cold shower Turn and bank no good Cant adjust altimeter (Signed Satan) Repaired left wingtip spliced rear spar Rebuilt left elevator
Another entry notes Flew every day from 1-20 to 2-14 With such casualness the suspicion is that unshyderstatement must be intrinsically characteristic of these bush pilots theres no mention of the effort inshyvolved in keeping a 1929 airplane flying every day during the rigors of an Alaskan winter
The logs include entries by many noted Alaska bush pilots a few of which were Kenny Neese Johnny Moore Don Goodman Jack Elshyliot (who onee swooped down and speared a wolf with his ski) and Bill Lund Lund stayed with Alaska Airshylines as its number one pilot and pioneered jet flights into Russia during the 1970s finally retiring in 19S0
Martha Monsen was the Star agent in Naknek during the 1930s and ran a virtual boarding house for the pilots during layovers Several of Monsen s sons became pilots and one Mel Monsen told me of sitting at the supper table as a young lad caught up in the intrigue of endless convershysations about bush flying advenshy
tures Mel Monsen related that when he and his friends played bush pishylot there was alshyways an argument about who would be Kenny Neese
In these early days it was usual for Alaska air sershyvice companies to struggle wi th fishynancial solvency Star was no excepshytion and in June 1939 in exchange for some capital investment the
ownership of its entire fleet was transferred to bankers Thrall and Williams of Minneapolis Minshynesota In contemporary terms these treasures included four CHshy300 Pacemakers three CH-400 Skyrockets two Stinson SM-SAs a Fairchild Pilgrim 100A a Cessna C-34 Airmaster and a Ford 5-AT-C Tri-Motor The arrangement apshyparently worked because by Febshyruary 1940 everything was back in Stars legal possession
In June 1946 Alaska Airlines performed a field conversion from wheels to Edo 4665 floats When completed notification was sent to the CAA with the simple comment that it was similar to Bellanca NC256M Approval was granted
From 1929 NC251M flew with a Wright R-975 J-6-9 of 300 hp reshyplaced or overhauled a number of times but a catastrophic failure in August 1946 prompted Alaska to convert to a PampW R-9S5-AN-3 Navy surplus and freshly overhauled In May 1947 the plane was returned to service
In December 1947 Alaska Airshylines sold NC25 1 M to Eric Shutte (pronounced Shoot-ee) and CV Kay Shutte came to Alaska in the early 1930s as a pilot and mechanic for Vern Gorst founder of Pacific Air Transport Kay had been a partshyner with Shell Simmons in the Panshyhandle Air Transport Co (Pateo)
out of Juneau in the mid 1930s
Shutte and Kay did contract flying for the US Coast Guard and opened a hotel in King Salmon called Nashyknek Sky tel with NC25 1 M providing charter flight sershyvices The business suffered a setback in 1950 when the hotel burned and on a trip south the Bellanca was damshyaged in an accident Kenmore Air 1950s On the float is Bob Munro Walt Winsman mechanic near Prince Rupert and Bill Lund Alaska Airlines pilot on a day off British Columbia
Bob Munro of Kenmore Air Harshybor in Seattle salvaged the plane with the promise that insurance would cover the costs The insurshyance company refused and Munro took possession of the Bellanca as payment After repairs were comshypleted NC25 1 M joined the Kenshymore fleet Currently Kenmore is a world-class floatplane operation holds the type certificate for Edo floats and has developed many STCd modifications for de Havilshyland Beavers and Otters
From 1955 to 1957 Munro leased NC25 1 M to Bob Hall of Kodiak Airways (actually it was sold and repurchased for liability protecshytion) Kodiak ran scheduled mail and passenger service to the five villages and nine canneries on Koshydiak Island The chief pilot was Gil Jarvela and in a conversation with me he related stories that riveted my attention hauling resistant Koshydiak bear cubs in gunny sacks loadshying incredible amounts of freight in NC25 1M and patching holes in the floats with bubble gum and spruce twigs
When the plane was returned to Kenmore Bob Munro commisshysioned Clayton Scott to engineer the installation of Edo 6470 floats to replace the smaller 4665s I had heard of Scott and his legendary cashyreer in aviation that has spanned
more than seven decades and conshyfirmed his existence with Bill Whitshyney Kenmores senior pilot who flies turbine Otter floatplanes
I visited Scott in his large hanshygar on the Renton Municipal Airshyport in Washington state where he conducts business as Jobmaster Co his aircraft modification firm Out front was a beautiful Cessna 195 on floats and inside I found him working on a de Havilla~d DHC-2 floatplane Looking at the man and his environment I immeshydiately realized that this was halshylowed ground
I told him my visit was prompted by an understanding that he had once installed floats on a Bellanca Pacemaker and he replied Yes that was in 1957 We replaced a set of Edo 4665s for some 6470s I can show you the paperwork He stepped to his fi le and without glasses pulled it out
I inquired of Scott how old he was and with a sly smile he said 100 minus three After a period of time during which Scott grashyciously shared with me some of his incredible flying experiences I left this icon so that he could return to working on the Beaver [ felt that I had been in the Notre Dame Catheshydral [Well have more on Clayton Scott in next months issue of Vinshytage Airplane-Ed]
As predictably ocshycurs in the life cycle of utility airplanes NC251M was showshying tatter and wear by the late 1950s the engine found a home on the nose of anshyother ship the wings were pulled and it ended up in the back of Kenmores storage yard In June 1960 Dick Poet of Aumsshyville Oregon purshychased the airframe and floats
Poet was an aerial applicator pilot and with his wife Helen
owned Wilderness Airlines in Bella Coola British Columbia Dicks meshychanic Bob Bohanan completely refurbished the Pacemaker includshying new fabric paint and an overshyhauled R-985 from Wesco Air Service on Boeing Field which returned it to pristine condition
With the rebuild complete on June 25 1962 there was the issue of taking the airplane off the Poets grass strip Straw was spread down the runway to reduce friction and with Dick in the cockpit power was fed to the R-985 Sufficient airshyspeed was achieved but the long floats prevented rotation and takeshyoff was denied Bohanan then conshystructed a two-wheel dolly from an old truck axle and this time Dick lifted off while the dolly burshyied itself in the brush at the end of the field After a short test flight he landed on the Willamette River at Salem Subsequently the Poets applied for Canadian registration (CF-OQK) and flew to Bella Coola British Columbia where the Paceshymaker began charter service with Wilderness Airlines
On June 25 1963 a woman Mattie Jack was attacked and badly mauled by a grizzly bear at Mud Lake east of Bella Coola A call was made to Dick for a rescue flight and he immediately took off with
continued on page 32
VINTAGE A I RPLANE 23
A beautiful day is not complete unless it is seen from the inside of a cockpit The Vintage Aircraft Association is providing you with the opportunity to bring the magic of flight to your home office or hangar Take flight with the 2006 VAA Calendar Free Skies Forever
The gorgeous 17 x 11-inch full-color wall calendar is the perfect gift for yourself or your favorite pilot Each month contains the amazing photography from the Vintage Aircraft Association and captures the spirit of flight
As a commemoration to the great aviators before us the VAA 2006 Calendar Free Skies Forever contains great feats in aviation printed on the exact date of occurrence Dont let this opportunity fly past you Order your 2006 VAA Free Skies Forever Calendar by September 30 2005 Calendars will ship in November for Christmas arrival
Or to order by mail send your checkmoney order to Vintage Aircraft Association 2006 Calendar do Turner Publishing Company bull PO Box 3101 bull Paducah KY 42002-3101
o Please enter my order for __ copies of the Vintage Aircraft Association 2006 Calendar - only $1595 Your Name
o ShippingHandling add $395 for each calendar Address
o Kentucky residents add 6 sales tax City State Zip
TOTAL ENCLOSED $______
Telephone For Office Use Only - VAA2006-A-GW
CkR Amount E-mail address (for order confirmation)
DOUG STEWART
Whetherweather to go or not
There I was driving along the turnpike looking up at a severe clear cerulean sky and rather than findshy
ing myself ecstatic at that beautishyful sight words that cannot be reshypeated in this column were formshying on my lips Gosh darn (it was really a lot stronger said than that) the briefer said VFR not recomshymended and now instead of being up in that sky where I belong I am down here ground bound driving to my destination
I know probably everyone of us has been in this situation pershyhaps more times than we care or choose to remember As the sayshying goes There are old pilots and bold pilots but no old bold pishylots Many of us are aware that most aviation accidents when asshysociated with weather tend to be fatal ones Thus if we are not inshystrument rated and current or flyshying an airplane that is not instrushyment certified we tend to choose alternative means of transporshytation when the briefer tells us VFR is not recommended
But does this always have to be the case Are there any ways to make those VFR trips possible and still remain safe Are there any tools we can use to determine if the forecast is holding true or if it is not For I think we all both male and female would agree that the weather is like the opposite sex-toshytally fickle and unpredictable Lets
take a look at the numerous tools we have for making the gono-go decision relative to the weather
To help determine if the forecast is going to hold true I usually first consult the METARS Check reshyporting stations along your route If you are able get a history showshying the reports over the past three to four hours and see if the reports are corroborating the forecasts (DUATS WSI and Meteorlogix are all great sources for this informashytion) What trend do you see in the reports Is the weather getshyting better or worse or holding the same Is it doing what the TAF and FA said it would
Im also sure to compare the tershyminal forecasts (TAF) with the Area Forecast (FA) The TAF covers only a S-mile radius of the aerodrome whereas the FA covers an entire area Keep in mind that cloud bases in the TAF are AGL (above ground) whereas the cloud bases in the FA are MSL (above sea level)
Next I check the PIREPS (pilot reports) Do they substantiate the briefers warnings When checking PIREPS be sure to take into account where the report was made (threeshydimensionally) when it was made and what type of aircraft the reportshying pilot was flying If a 747 reports light chop along my route I might consider leaving the ropes on my airplane and going to have a frosty one whereas if its a J3 reporting moderate turbulence I might very
well launch on my own flight While we are mentioning PIREPS
lets not forget that (as in all things in life) what goes around comes around If we are seeking PIREPS in helping us to make the gono-go decision we should also consider filing them It takes only a few moshyments to file a PIREP and in doing so you are assisting many other pishylots in their flight planning
These are a few of the tools we can use while still on the ground to determine if the forecast is holdshying true But what about when we are already en route How can we know whether the weather will be as forecast
Obviously if the forecast was for severe clear and there are a lot of clouds forming you do not need to be a rocket scientist or a brain surgeon to know that the forecast is not holding true But there are many other clues that might not be quite as obvious and that should warn us that the briefer might have been wrong
If we realize that we are having to fly a heading other than what we had plotted to track our course or if we are experiencing different ground speeds than what we had exshypected we should understand that there is a good chance that the enshytire forecast might be off After all these forecasts are predicated on the expected movement of fronts and pressure zones When they dont move as anticipated the winds aloft
VINTAGE AIRPLANE 25
will be different thus yielding difshyferent headings and groundspeeds than we had planned
There is something else that can give us a heads-up about the posshysibility of the forecast going south and that is the temperatures aloft Most aircraft have outside air temshyperature gauges (OAT) and these can be very useful tools-ones that many pilots ignore An OAT can be used to corroborate whether the temperatures aloft are as forecast (You do remember that the foreshycast temperatures aloft are included with the winds aloft dont you) This can give us an understanding of whether the fronts are moving at the speed and direction forecast or if they might be moving slower or faster than expected
Keeping track of the temperashytures as you climb can also help you quickly determine if the lapse rate is stable Remembering that the stable lapse rate is ZOC per thousand feet one can make a note of the tempershy
ature on the ground prior to takeoff and then check it as you climb If it is less than ZOC per thousand one of the major ingredients in the proshyduction of thunderstorms is presshyent that being an unstable lapse rate (The other two are moist air and a lifting action of some kind) Thus the OAT can be a useful tool in confirming or refuting the foreshycast of thunderstorms
One could spend a lifetime studyshying the weather and not get any closer to predicting what it might do And I cant do justice to the subshyject in this short article However when it comes to weather I must say that discretion is the better part of valor There are certainly times when the briefer will give the warnshying that VFR is not recommended and the day turns out to be beautishyful But there are also times when your beautiful day turns ugly
Regardless of whether the foreshycast is for good weather or bad be sure to have an alternate plan in
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation
Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these jewels on and bring back the good times New General Aviation Sizes Available
500 x 5 600 X 6 700 X 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
~DESSER(~ 323-721-4900 FAX 323-721 -7888
6900 Acco St Montebello CA 90640 TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106
wwwdessercom
26 AUGUST 2005
place Remember to run the PAVE and CARE checklists that I wrote about in previous articles to help you make the proper decisions relative to the weather Using the tools I have mentioned above will help you in checking the enVironshyment help in understanding the consequences of the hazards asshysociated with some aspects of the weather and aid you in assessing the realities of what the weather is really doing
And when the briefer gives you that dire warning of VFR not recshyommended keep in mind that it is always much better to be on the ground wishing you were up in the air than up in the air wishing you were on the ground He might be wrong and Ive offered some tools to help determine that but he very well might be right
Doug Stewart is the 2004 National CFI of the Year a Master CFI and a DPE He operates DSFI Inc based at the Columbia County Airport (lBl)
TelePhone 800-247-8473 or
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE NEWLY ACQUIRED GARNER P EMMERSON COLLECTION DONATED TO EAA BY BOB HIGHLEY OF LAKELAND FLORIDA
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs to be in no later than September 10 for inclusion in the November 2005 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to mysteryplaneeaaorg Be sure to include your name city and state in the body of your note and put (Month) Mystery Plane in the subject line
MAY S MYSTERY ANSWER as residing in Los Angeles at that time I learned this while roaming on wwwaerofilescom last evening
I already had seen the aircraft in the British magazine Aeroplane Monthly that has the same photo as yours along with some contemshyporary aircraft in an illustrated article in the September 2003 isshysue with the title Call That Safe The caption to the photo reads
In 1933 Carl Hall and Frank Nixon tested this propeller cowlshying at Compton California It was claimed to speed up aeroplanes from 39 to 140 per cent and slow them as much as desired for landshying the innerdeflectors serving
Mays Mystery Plane came to us X12211 seems to have its 95-hp as air brakes from Harold Swanson Cirrus upright four-cylinder en I hope that you have more inshygine
Heres our only letter concerning as it was reported to have in 1 formation about this interesting934 its identity it was reported to have had a Veshy early try at a ducted propeller
lie engine when built in 1931 Jack Erickson The Felio Ranger SP-2 owner Harold G Felio is li State College Pennsylvania sted
VINTAGE AIRPLANE 27
EE BUCK HILBERT
Aeronca C-3 N-13000
Ive been asked many times Why do you hang onto this old airplane
Several reasons Mostly it has a place in more recent historyshynamely the last real Cleveland Air Race held in 1948 And probably another reason is it represents at least to me the memory of the last of the barnstormers
To the best of my knowledge the last time this little C-3 flew was at the 1948 Cleveland Air Races
The airplane belonged to Duke and Martha Hashner the owners of Global Airshows and promoters of the races that year
Duke flew this Aeronca C-3 in a clown act The airplane was painted up with a clown face was all red and white and Ive been told he did a remarkable job of entertainshying the crowd
Duke also flew other aerobatic aircraft in the show while Martha was the wing-walker parachute jumper and ticket seller
Unfortunately this was the same year record-holding entrepreneur Bill Odom crashed a racing P-S 1 into a residential area resulting in his death and other fatalities Beshycause of this accident Duke and Martha were the target of lawsuits that drove Global Airshows and the two of them out of business and into seclusion
Living on the Quietula Farm at Cherry Valley Ohio the coushyple now forced to retire from doshying their air show routines turned Global Airshows into a traveling
28 AUGUST 2005
static display show The 50s saw the advent of the
shopping center Global Airshows would truck its airplanes to the new shopping center parking lots and display them in full air show regashylia Martha and Duke would dress the part entertain the crowds and dreamed of once again being active air show circuit acts
The airplane
belonged to
Duke and Martha
Hashner
Unfortunately Duke suffering from a brain tumor lost the ability to participate and after a long batshytle passed away Martha kept the airplanes now stored at the farm and spent her days tending numershyous pet dogs and cats dreaming of her barnstorming glory days as queen of Global Airshows Martha passed away in the mid-60s
Global Airshows and its derelict aircraft were sold to Bill Ross and me a few months before Martha passed away
The collection consisted of Marshythas Meyers OTW Dukes Waco F and a Porterfield CP-65 All were inshy
tact and complete but each needed restoration Also in the collecshytion were pieces and parts of two Aeronca C-3s a J-2 Piper a Taylorshycraft L-2 and a Fairchild 22 Along with the airplanes came numerous engine parts old tools and propelshylers along with the trailers used to haul the airplanes
What happened to the airshyplanes is the frequently asked question Bill Ross was past presishydent of the EAA Warbirds of Amershyica owned a P-38 Leroy Grumshymans personal F3F and an F6F and had his hand in several entershyprises while involved in Warbirds Right at that time he discovered the Grumman Goose was the best bet in sport flying and his attention was diverted in that direction
The Meyers and the Porterfield were restored by Bill and sold The project Fairchild 22 and J-2 went to a couple of our Vintage members and were restored and are flying The Waco F was sold but never did get flying The two C-3s came to me and eventually were restored One was sold and one for those sentishymental reasons is still in my hanshygar disassembled and awaiting the final engine fix The L-2 had been a gas station ornament for years and when they took it down the guy wielding the cutting torch manshyaged to start a fire that ended any thought of restoration
Bill Ross moved to Nevada after he retired from business and unshyfortunately while returning from one of his business trips he flew
into a cloud that had a rock in it Another reason for hanging on It reminds me of Bill Ross and his contributions to the Warbirds of America being part of EAA
Oh yes we did get the C-3 flyshying but the engine ate itself up afshyter about 4S minutes Time for a different approach
I had a set of floats and rigging and Brian Van Wagnen and I deshycided the little C-3 would be a real hoot to see flying on floats However we wanted a reliable engine and the one we had was mostly junk
Brian tore into it but the crank was beyond repair At great exshypense a new one was made dual ignition heads were installed and a new single-drive dual mag was inshystalled after modifying the tail case It runs but the vibration was bad enough to cause distrust Another disassembly and recheck as well as internal component balance were in the works when tragedy struck
Brian had a hangar fire and lost everything he had in the 70-by-90 hangar and its 24-foot lean-toshyhis Widgeon project the Fleetshywing Seabird two antique Aeronca Chiefs a Piper 180 all his toys shop equipment tools and of course the building
The little C-3 stored in another building was all that was left The floats rigging and all the spare enshygine parts were destroyed in the fire A small loss in comparison to what Brian suffered
With no hangar and no shop the decision was made to disassemshyble NC-13000 and bring it back home and there it sits Every day I walk past it and say to myself You gotta get going But the press of daily living and the episodes weve been through in the past couple of years have stopped all the progress Oh well whats another couple of years After all its been grounded since 1948
Until then it just sits and Im going fishing With that its Over to you
Come or t e weekend BUILD FOR A LIFETIME
HANDS-ON HOMEBUILDER WORKSHOP
SCHEDULE
Aug 26-28 Oshkosh WI
Aug 27-28 Arlington WA
Sept 9-11 Griffin GA (Atlanta Area)
bull Repairman (LSA) Inspection-Airplane
bull RV Assembly
bullTIC Welding
Sept 10-11 Corona CA (LA Area)
bull RV Assembly
Sept 10-11 Lakeland FL (Sun N Fun Campus)
bull RV Assembly
Sept 10-11 Houston TX (Westwood Aviation Institute)
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems
Sept 16-18 Frederick MD bull Repairman (LSA) Inspection-Airplane
Sept 23-25 Denver CO bull Repairman (LSA) Inspection-Airplane (Westwood College)
Oct 1-2 Columbus OH (Columbus State Community College)
KLEINEAA SportAir Sponsors TOOLS
wwwkleintoolscom
WORKSHOPS ___ ~
EA~
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems bull Cas Welding
bullbull amp cafamiddot~middotAir c raft Coatings
_polyfibercom wwwalrcraftsprucecom
1-800-WORKSHOP 1-800-967-~746
wwwsportalrcom
YOU CAN BUILD IT LET EAA TEACH YOU HOW VINTAGE AIRPLANE 29
r ~ __c -lt JMNEwMAN
t The (ollowing list o(coming events is (IIrt1ished to Ollr readers as a matter o( it(orshymation only and does not constitllte approval sponsorship involvement cottrolor direction o(any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 OshkoslI WI 54903-3086 Or e-Illail tl1e information to vintageaircra(teaaorg In(ormation shollld be received (ollr months prior to tile event date
AUGUST 7-Queen City MO-Applegate Airport 18th Annual Washytermelon Fly-In 2 PM til dark Info 660-766-2644
AUGUST 13-Hoquiam WA-Bowerman Field Ercoupe Gathering amp Fly-In All experimental classic and vintage aircraft are welshycome Excellent restaurant on field Info Dick 360-533-5926
AUGUST 19-21-Alliance OH-Barber Airport (201) 7th Annual Ohio Aeronca Aviators Fly-In Join us for a relaxing weekend of fun food friendship and flying Breakfast served by EAA Ch 82 Sat amp Sun 7am-llam Camping on field local lodging and transportation available Forums on Saturday Info Brian 216shy337-5643 or bwmatzllacyahoocom or wwwoaafy-Incom
AUGUST 20--Laurinburg-Maxton NC-Ercoupe Owners Club Aweshysome August Invitational NorthSouth Carolina members and guests Lunch awards Young Eagles Flights Info 336-342shy5629 or bandmannetpath-rc net
AUGUST 20--Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-[n Breakfast Info Tom 740-587-2312 or tmcaiinkcom
WIVI cbullbull___bull
These are the first tools you need to buy when you re~cover your
airplane Anyone who has used them will tell you they re the next best thing to having one of our staff right beside you The VHS tape and the DVD will give you the Big Picture and the manual will walk you step by step through every part of the process Youre never on your own when youre using Poly~Fiber
wwwpolyfibercom e-mail infopolyfibercom
Aircraft Coatings 800-362-3490
AUGUST 20--Niles M[-jerry Tyler Memorial Airport (3TR) VAA Ch 35 Corn and Sausage Roast 11am-3pm Rain date August 20 Donations $5 adults $3 children 12-yrs and under All you can eat Info Len 269-684-6566
SEPTEMBER 3-Marion [N-(MZZ) Flyln Cruiseln Info wwwFiylnCruiseln com
SEPTEMBER 3-Prosser WA-EAA Ch 391 s 22nd Annual Labor Day Weekend Prosser Fly-[n Info 509-735-1664
SEPTEMBER S-U-Galesburg [L-Galesburg Municipal Airport 34h Annual Stearman Fly-[n Technical seminars Aircraft judging and awards Aerobatic formation short-field takeoff spot-landing and flour bombing contests Dawn Patrol lunch-time flyouts pizza party stage show banquet and more Info 309-343-6409 or stearmanstearmanfyin com or wwwstea rmanfyin com
SEPTEMBER U -Mt Morris IL-Ogle County Airport (C55) EAA Ch 682 Fly-In Breakfas t 7am-12pm Info 815-732-7268
SEPTEMBER 16-17-Bartlesville OK-Frank Phillips Field (BVO) 49th Annual Tulsa Regional Fly-In Info wwwtllisafyincom or Charlie Harris at 918-622-8400
SEPTEMBER 17-Poplar Grove IL-Poplar Grove Airport Vintage Wings amp Wheels Museum Salu te to WW II Combat Aviators Military aircraft display and fly-by Interviews with 12 WWII veterans of air combat Info wwwpopiargroveairmotivecommllsellnl
SEPTEMBER 17-1S-Rock Falls IL-Whiteside County Airport (SQI) North Centra l EAA Old Fashioned Fly-In Forums workshops fly-market camping air rally awards food amp exhibitors Info wwwnceaaorg
SEPTEMBER 22-25-St Louis MO-Creve Coeur Airport (lHO) Monocoupe Club Fly-InReunion Info Frank Kerner (314) 277-4306 or monocoupesbcgiobainet or wwwmorlOcollpecom
SEPTEMBER 23-25-Sonoma CA-Sonoma Skypark (OQ9) 23rd Annua l 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 208shy739-3979 or ristpsaoicom
SEPTEMBER 24-Topping VA-Hummel Air Field 10h Annual Car amp Air Event 8am-4pm Featuring ant ique cars and planes plus fire apparatus tractors amp engines and arts amp crafts Info (804) 694-5995 or in(oWingsandwheeislIs or wwwwingsandwheeislIs
SEPTEMBER 24-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-I n Info wwwieebottomcom
OCTOBER 1-2-Midland TX-Midland [nt l Airport FINAshyCAF AIRSHO 2005 will commemorate 60th Anniversary of the end of World War II Info 432-563-1000 x 2231 or pubiicreiationscaf7qorg
OCTOBER 5-9-Tullahoma TN-1932 to 2005-The Tradition Lives Year of the Staggerwing Staggerwing Twin Beech 18 Bonanza Baron Beech owners amp enthusiasts Sponsored by the Staggerwing Museum Foundation Staggerwing Club Twin Beech 18 Society BonanzaBaron Museum Travel Air Division amp Twin Bonanza Assn Info 931-455-1974
REGIONAL FLY-IN SCHEDULE EAA Mid-Eastern Fly-In EAA Southeast August 26-28 2005 Regional Fly-In Marion OH (MN N) October 7-92004
Evergreen AL (GZH) Virginia State EAA Fly-In wwwserfi org October 1-2 2005 Petersburg VA (PTB) Copperstate Regional EAA Fly-In wwwvaeaaorg October 6-92005
Phoenix AZ (A39) wwwcopperstateorg
30 AU G U S T 2005
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 dlie7025IOI om vaaflyboyLwnsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Avc 72 15 East 46th SI Albert Lea MN 56007 Tulsa OK 74147
507-373-1674 918-622-8400 stfles(eskmefiiacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush H ill Road Sherborn MA 01 770
508-65l-7157 SH i Ocomcas t llet
David Bennett PO Box 11 88
ioseville CA 95678 916-645-8370
antiquerireachcul1l
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507-263-24 14
InjbfchldrcOI111tCtcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773-779-2 105
pllOtopiotaoicom
Dave C lark 635 Vestal Lane
Plainfield IN 46 168 317-839-4500
davecpciiquestnet
John S Copeland l A Deacon Street
Northborough MA 0 1532 508-393-4775
copelaml JjllllOcom
Phil Coulson 284 15 Springbrook Dr
Lawton MI 49065 269-624-6490
rcollsonS J6cscom
Roger Gom oll 8891 Airport Rd Box C2
Blaine MN 55449 763-786-J342
pledgedriveIns11com
Dale A Gustafson 7724 Shady Hills Dr
Indianapoli s IN 46278 317-293-4430
dalefayemscom
Jeannie Hill PO Box 328
Ha rva rd IL 60033-0328 8l5-943-7205
dishaoowc et
Espie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-3650
wintisockaoco m
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaoicom
Robert D Rob Lumley 1265 Sout h 124th Sl Brookfield WI 53005
262-782-2633 illmpeniiexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817-491-9 110
sellemorris(~lev I IIet
Dean Richardson 1429 Kings Lynn Rd
Stoughton WI 53589 608-877-8485
daraprilairecom
SH Wes Schmid 2359 Lefeber Ave nue
Wauwatosa WI 532 t 3 414-771- 1545
sllschmicimilwpccom
DIRECTORS EMERITUS
Gene C hase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920-23 1-5002 815-923-459 1
GRCHACllarterHet b7ac1Jc llel
Ronald C Fritz 15401 Sparta AV(
Kent City MI 49330 6 16-678-50 12
rFritzf1athwaywlcom
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873 Web Site wwwvintageaircraftorg and wwwairventllreorg E-Mail vintageaircraftCtieaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)
- Newrenew memberships EAA Divishysions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
-Address changes -Merchandise sales -Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory ___ ___ _ 732-885-6711
Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing920-426-4876 Education __ _ 888-322-3229
- EAA Ai r Academy - EAA Scholarships
Flight Advisors info rmation 920-426-6864 Flight Inst ructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles _ _ _ 877-806-8902
Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan _ 866-647-4322 Term Life and Accidental _ 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 Vintage _ FAX 920-426-6865
- Submitting articlephoto - Advertising information
EAA Aviation Foundat ion Artifact Donations 920-426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Association Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additional $10 annually Junior Membershjp (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
EAA SPORT PILOT Current EAA m embers may add EAA
SPORT PILOT magaZine for an additional $20 per year
EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magaZine not inshyduded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA members may join the
Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not inshyduded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the
International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magazine for an additional $45 per year
EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magaZine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA
Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magashyzine and one year membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a
check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2005 by lhe EM Vintage IgtJrcraft Association All righls reserved
VINlAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage IgtJrcraft Association of the ExperimentallgtJrcraft Association and is published monthly at EM Aviation Ceoter 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vinfageaircrafteaaorg Periodicals Poslage paid al Oshkosh Wisconsin 54901 and al additional mailing oHices POSTshyMASTER Send address changes to Vintage IgtJrplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcretumswdsmailcom FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivet)l of VlNlAGE AIRPLANE to loreign and APO addresses via surtace mail ADVERTISshyING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Readers are encouraged to subm stories and photographs Polky opinions expressed in artk1es are solely those of the authors Responsibility for accuracy in reporting rests entirely wh the contributor No remuneration is made Material should be sent to Edor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 92D-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aeronautica are registered trademarks trademarks and service marks of the EXperimental Aircraft Association Inc The use of these trademarks and service marks without lhe pennission of the ExperimentallgtJrcraft Association Inc is strictly prohibited
VINTAGE AIRPLANE 31
Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no
frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VM
reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1-800-233-6934 e-mail ramremfgaolcom Website wwwramengine com VI NTAG E
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418 wwwlpjetservicescom
Airplane T-Shirts 150 Different Airplanes Available
ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
WE PROBABLY HAVE YOUR AIRPLANE
wwwairplanetshirtscom 1-800-645-7739
Flying wires available 1994 pricing Visit wwwflyingwirescom or call
800-517-9278
ELECTRICAL CONDUIT
ASSEMBliES bull MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made per your specifications
bull Original equipment style Braided Conduits in Aluminum Brass or Stainless Steel
bull We carry a complete line of AN - MS Electrical Fittings Backshell Adapters and Specialty Fittings
bull We also have full machine shop capabilities for any custom applications you may require
bull Rebuild your Warbird back to Original
AIRFLEX INDUSTRIES 2538 SUPPLY STREET POMONA CA 91767
Tel 909-392-8474 AI RFLEXI N D USTRIES COM
THE FORGOTTEN PERFORMERS continued
the Pacemaker in marginal weather Mud Lake is narrow shallow and a half-mile long and Poet dragged it twice and then did a touch-andshygo before setting down for th e pickup Mattie Jack was loaded on and they headed for the hospital at Bella Coola It was dark on arshyrival and although landing in the narrow valley without daylight was seldom attempted Dick executed a safe approach and thwarted a sad ending to Mattie Jacks life
The Pacemakers most serious trauma occurred on July 25 1963 on a takeoff from Nimpo Lake 70 miles east of Bella Coola Loaded with two adults and five children from the Poets extended family and piloted by Helens cousin Bob Stewart a wingtip caught the water in an attempt to un-stick the right float and the plane cartwheeled
The left wing and one float were torn off the fuselage was comshypletely severed immediately behind the cabin and everything came to rest floating inverted All on board
were wearing life jackets and the children were ed uca ted in float flying they tripped their seat belt buckles swam out the open end of the cabin and popped to the surshyface There were no injuries
Bohanan retri eved the engine it was flushed mounted on the nose of a PT-17 Stearman and sold to a dentist Dr William Stone in Sandy Oregon Forty years later the Stearman i s still owned by Stone and the same Wasp Jr is on the nose
The remainder of the Pacemaker stayed on the shore of Nimpo Lake for a year and then was loaded on a farm truck by Dicks son-in-law Alan Hauan and returned to Aumsshyville where it was deposited behind the Poets barn A much more serishyous tragedy occurred a short time later when Dick was involved in the fatal crash of a DHC-2 float Beaver when one wing folded
To be continued in the September isshysue ofVintage Airplane
32 AUGUST 2005
taking and very costly in time and money I had 3-D color photos of Cleveland Miami and California races that I wanted reduced in full detail on the 20-by-8-foot sections of wall At first I thought I could get them blown up to billboard size like they use for outdoor advertisshying but when I told them I only wanted one each they thought I was crazy or rich or both When they quoted me $4000 and no guarantee of quality I scrubbed the blow-up idea
I got the bright idea of borrowshying a projector to project the imshyage on the wall and then trace the whole thing in charcoal to obtain the detail and then paint it The idea was great but it didnt work My brother Mike solved our probshylem by recommending a painter he knew He cautioned me however that I would have to keep this guy sober if I wanted the job to be comshypleted When the painter showed up and I explained to him what I wanted he too told me I was nuts We finally reached an agreeshy
ment on price and time Now for my $5000 mistakeshythe painter asked if I wanted the paintings on canshyvas or the wall surshyfaces I opted for the wall because it was cheaper I thought which I was to regret later
Next proj ect was the identifier My original plans called for a beashycon on the roof and a huge neonshylighted pylon in front When I apshyproached the landshylord and informed him I was going to erect a beacon tower on the roof he flipped and darn near ran me
out of town Next to get shot down was the neon-lighted pylon
First the building would have to be beefed up to hold it next a special permit from the city was reshyquired extra insurance and when I got the price from the sign comshypany to build it I gave up and opted for a 6-foot script-lettered Pyshylon Club neon sign I was fast learnshying about the saloon business Here I am three weeks away from my proposed opening date and I am broke and borrowing-and with six weeks work left to finish
The sign painter by now has polished off about three cases of gin but was doing one hell of a good job I took my chances with the painter and kept pouring the gin and about another case later he finished the job BELIEVE YOU ME when we finished it was a CHAMPION OF CHAMPIONS-it was a masterpiece The only thing missing was the whine of engines and the roar of the crowd We all sat back to admire Jeffs work and drank a toast to the mastershy
piece when I got the brilliant idea of just one more painting After we all destroyed a bottle of booze I asked Jeff if he would paint a panoramic view of racers on the racecourse at Cleveland on the window up front facing the street By now he was so wrapped up in the place and so full of enthusishyasm and booze that he agreed This painting turned out to be a classic Up until now we had the window covered so no one could see in while we were working
When Jeff started to paint that window I had to bar the door Evshyerybody wanted in-finished or not In the meantime we fixed up the back bar with a big OX-5 Hamshyilton prop which I borrowed from my brother Mike A pyramid of Carl Hubbells black bordered pre-war Thompson Trophy winners were hung on the wall Red and white checkered pylons were placed all over the place along with trophies and a whole new slew of photos of racers people and events Between the Hubbell paintings and the OX-5 prop hung a beautiful painting of our Midget racer No 43 This paintshying was a gift from Paul Schaupp builder of Mr Zip No 27 Midget racer from Inglewood California
Before we opened formally we had a premier showing for the aviashytion and public press and other seshylected guests who made the Pylon Club possible We named the mushyrals as follows the south half of the west was the Art Chester Wall this was a painting of Art Chester taking off at the San Diego Races minutes before he was killed
The north half was the Goodyear Wall with a large shot of one of the Goodyear Pylons with Bill Brenshynand rounding the bend North half of the east wall was the Cleveshyland Wall with a shot of the 1947 finish and the south half was the Betty Skelton Wall This wall had the shot of Bettys IiI Stinker at Mishyami winning the akro title
Next month Pylon Club Happenings
VINTAGE AIRPLANE 9
middot THE ~
Part I The Wrights dogged pursuit of useful flight HG FRAUTSCHY
Two weeks after arriving home from the windblown sands of North Carolinas Outer Banks the Wright
brothers were working on their next flying machine New Years Day saw Orville sending the engine casting patterns to Harry Maltby for changes (A few days later he returned the patterns saying he couldnt make the requested Changes) Casting patshyterns for the pistons and cylinders were sent out with instructions to make three sets Charlie Taylor got to work on a pair of new engines At least one was needed for the new Flyer since the 1903 Flyer engines crankcase was broken when the Flyer was rolled over by the wind after the fourth flight on December 17 The second engine would be used for tests By the third week of January they were sawing wood for new upshyrights and ribs and construction of the Flyer II was well underway
The 1904 Wright Flyer II was
1 0 AUGUST 2005
nearly identical in shape and form to the 1903 machine with one imshyportant exception They changed the wing camber from 1 in 20 to 1 in 25 flattening out the wings cross section which slightly reduced its drag but also its lift As the sumshymer months progressed the heat and humidity affected the unvarshynished wooden structure and the airfoil further flattened out to about a 1 in 30 camber They were countshying on the additional speed possible with the higher-horsepower engine and the lower drag of the airfoil to make up for the lower lift generated by the flatter airfoil
It didnt work For 1905 theyd go back to the
1 in 20 camber Other changes inshycluded a revision to the hinge point for the forward rudder (what we reshyfer to as their elevator) since the 1903 machines forward rudder was mistaken ly hinged aft of the censhyter of pressure and had a tendency
to snatch the controls from the opshyerator and to move to the full-up or full-down position when the control was moved in flight The location of the engine was also revised to move the center of gravity During the seashyson they also installed steel bars weighing as much as 70 pounds unshyder forward rudder bringing the toshytal weight of the machine to about 915 pounds
Due to the scarcity in Dayton of spruce long enough for their purshyposes the brothers were forced to use pine for their spars which caused a fair amount of frustration when repairs had to be made The pine snapped easier than the spruce causing the number of repairs to be higher An order was placed for spruce but it would be later in the summer before the wood would arshyrive at their shop
There was one pair of parts that were legaCies from the 1903 Kitty Hawk Flyer-the propellers Both
airscrews had survived the tumble over the sand after the fourth flight on December 17 and were to be used on the 1904 machine for the very first trials It is unclear exactly when they were removed from the 1904 machine but it seems likely it was in advance of this notation made on August 10 1904
Broke rudder before final landing Broke screw was the entry related to a 640-foot flight made by ww and noted in Wilburs Diary E (In their diaries the brothers referred to each other by their initials)
On Monday May 23 1904 they invited the press (but no photograshyphers) their father and a few friends for the first flight of the new mashychine It was a tough day for the brothers They fully expected they would at the very least be able to duplicate the distance flown the preshyvious December It didnt work out the way they had planned
While both had become the
By May of 1904 the Wrights had built a new version of the Flyer they had tested in Kitty Hawk at the end of the previous year Desiring a closer location to their home in Dayton they gained permission to fly in Torrance Huffmans praishyrie pasture just a few miles outside of Dayton There they built a hangar shed to house their airplane shown in these photographs in its initial 1904 configuration Orville leans on the strut while chatting with his older brother Wilbur standing on the right What appears to be a Richards anemometer is mounted to an outboard wing strut just behind Wilburs head You can clearly see a larger gasoline tank and a radiatorexpansion tank mounted on center-section struts near the horizonshytal four-cylinder engine The forward rudder (elevator) is clearly different in plan form from the 1903 Kitty Hawk Flyer
worlds most experienced glider pishylots over hundreds of glides since they started flying from the Great Hill near Kitty Hawk North Caroshylina when they started flying again in 1904 they had a combined total of only 98 seconds of powered flying time-Orville with a total time of 27 seconds Wilbur with 71 precious ticks of the stopwatch in his diary logbook This inexperience and the combined effects of density altitude and a very narrow performance enshyvelope added to their challenges
After waiting for high winds to subside on that Monday in May they were dismayed to see the wind die off almost completely They placed the Flyer II on the new 100shyfoot launching rail they had built and one of the brothers (its not clear in their diaries which of the two) settled into the padded leather hip cradle and grasped the wooden controls The engine proved diffishycult to start and ran poorly misshyfiring irregularly The signal given the engine lever was moved over to the far right and the restraining clip tripped With hardly a breath of wind blowing the Flyer started down the track But the combinashytion of a much higher density altishytude than they had at Kitty Hawk and the misfiring engine caused the Flyer to show no propensity to fly
it unceremoniously ran off the end of the track
A few days later with the weather still unsettled and rainy Orville managed a meager 25-foot hop Once again their father 76-yearshyold Bishop Milton Wright made the 8-mile trip on the interurban trolshyley from the west side of Dayton to Simms Station across the road from Huffman Prairie
The summer of 1904 would be a real test of the brothers persistence They were somewhat surprised and very disappointed in the initial trishyals and probably a bit embarrassed as well Not since the train ride home from North Carolina in Aushygust of 1901 had they been more perplexed and frustrated in their aerial experiments
June July and August would go past before they would equal based on time aloft their last flight of 59 seconds on December 171903 They finally did it on Thursday September IS 1904 in a flight that lasted 59-12 seconds according to the stopwatch and Richard anemometer mounted on the Flyer That days flight was made easier to accomplish thanks to one more innovation that was added to their list of accomplishments that fall the construction and use of a catapult to launch their airplanes
They didnt have the steady breezes VINTAGE AIRPLANE 11
In 1904 the Wrights would accumulate 45 minutes of flying time during 105 flights Most of the flights were measured in seconds such as this efshyfort flight number 30 Wilbur is shown in mid-flight on August 13 1904 He would cover 784 feet in 22-34 seconds skimming low over the tall grass in Huffman Prairie Two interesting details (see insets) are present in this image First on the left below the right wing of the Flyer II a couple
of people can be seen riding in a horse-drawn cart One can only imagine what they were thinking as the biplane skimmed the grass Second on the far right it appears Charlie Taylor is the man in shirtshysleeves with his hands on his hips as the Flyer II clatters by
they had taken advantage of along North Carolinas Outer Banks Recshyognizing that much lower average wind speeds were available in censhytral Ohio during the summertime the brothers built a longer set of launching rails each section meashysuring 20 feet At one point 12 secshytions of rail were laid and staked to the ground for a total of 240 feet but it was soon discovered that layshying that much track was not parshyticularly useful It took too long to lay the rail and often when the last section was lined up and bolted to its neighbor the brothers and Tayshylor would discover that the wind had begun to shift Shortening the rail helped get the job done sooner but consistent launches were only possible when there was a strong breeze Too often attempts in marshyginal conditions ended in nothing more than a short hop By midsumshymer the catapult was ready for a September 7 1904 trial
A 20-foot tall derrick was placed behind the Flyer and a 31 ratio rope and pulley block and tackle were inshystalled The rope ran from the top of
12 AUGUST 2005
the derrick down to the base and over another pulley where it changed dishyrection and ran alongside the rail to the opposite end of the shorter track (now 60 feet) There it made a 180-deshygree turn at the launching end of the rail running back to the Flyer perched on top of its launching truck There it was attached to the launching truck which had small bicycle hub wheels that rode on the metal-topped wooden rail A second rope attached to a stake driven into the ground restrained the Flyer When a 1200shypound weight was dropped 16-12 feet thanks to the 31 ratio the end of the rope attached to the launching truck would be pulled 50 feet down the rail accelerating the Flyer to flying speed Each weight the brothers used tipped the scales at 200 pounds On a number of occasions 1200 pounds proved to be inadequate and the weight being dropped was increased to 1600 pounds
It is often assumed the Wrights alshyways launched their Flyers into the wind and while it was certainly their goal their diaries make clear that crosswind takeoffs were often atshy
tempted and accomplished simply due to the vagaries of the wind direcshytion Thanks to the rapid accelerashytion from the catapult the controls were effective quickly giving the pishylot the ability to counteract the effect of the crosswind
A few weeks after starting to use the new launching system they flew longer and farther than ever before On a cloudy Tuesday morning Sepshytember 20 1904 starting with a crosswind from the left Wilbur manshyaged a flight of just over a minute in time covering 2520 feet He also managed to perform a pair of turns during the flight the first to the left and the second to the right landing as he came close to the fence near the road and the trolley line Based on writings by Wilbur in early 1912 in a disposition related to the Wright vs HerringCurtiss lawsuit it appears he may have been attempting the first circled flight but turned back in the opposite direction when he realshyized his turns path would put him in conflict with a tree he depicted in a diary map of the days events
On the next flight Orville did
even better than that and an intershyested and erudite witness was there to see the flight
Sixty-four-year-old Amos Root the editor of Gleanings in Bee Culture had driven 175 miles to visit friends in Xenia Ohio and made a side trip to Huffman Prairie to meet the Wrights Hed been reading about them in the few mentions made in the press up to that date and wanted to see for himself what was happenshying outside of Dayton As luck would have it he arrived on September 20
Root was no crackpot looking for a cause A leading citizen of Medina Ohio he bought the first bicycle in northern Ohio in the 1870s and he purchased a new Olds Runabou t motorcar in 1903 Root was known as a fellow who was willing to emshybrace new technologies as soon as they were viable He drove the Olds on a 400-mile tour of Ohio during the summer of 1904 and drove to Huffman Prairie in September Root had established a successful busishyness centered on beekeeping and is known today as the father of the modern beehive His business AI Root Inc a company now known as a worldwide supplier of candles and beeswax is still in its original buildshying in Medina
The cloudy skies gave way to rain later in the day with the breeze shifting from out of the northshywest to crossing the field from the northeast As shown in a diagram drawn in Wilburs diary Orvi lle with a right crosswind to compenshysate for as he started was launched off the rail He pitched the Flyer up to climb just a few feet and then proceeded to do something no one had ever done with a powered airshyplane-he flew the Flyer IT for one minute thirty-five and two-fifths seconds and flew in a complete 360-degree turn landing only because he neared the northeast boundary of the field
Root was amazed and the moshyment was not lost on him In the January 1 1905 edition of Bee Culshyture he wrote
liThe operator takes his place lyshy
while sitting up You can eXperience hoW extended periods could be Next time youre at home watching television try lying on your stomach and watching an entire episode of your favorshyite sitcom for the entire half-hour- no breaks no stretching just you and your head tilted upward as if you needed to always see where you were headed You can bet the brothers looked forward to that power increase
The other reason was terrain The Wrights didnt yet have the luxury of a prepared field that was long and free of obstructions The terra firma at Huffman Prairie was once a low swamp and the field was prishymarily filled with hummocks of grass about 6 inches tall A pair of flexshyible spruce skids could ride along the tops of uneven terrain soaking up the shocks and spreading the load along a pair of runners but a pair of wheels would have to be set on axles mounted in some sort of shockshyabsorbing apparatus all of which added you guessed it weight And in case you needed to land in a smaller field a set of wheels might need one more device brakes A pair of wheels of fered little resistance to stopping but a set of skids brought you to a stop much quicker with little chance of nosing over
Eventually the Wrights had the aircraft performance and the fie ld conshyditions that would allow them to dispense with the ungainly launching rail and catapult system but until then they plied the skies of America and Europe with a pair of graceful spruce skids
VI N TAG E AI R PLA N E 13
The Wrights struggled during all of 1904 with controllability issues and fightshying the effectsof what we have come to understand as density aHitude Too often a flight would end with the Flyer I darting into the ground such as this incident at the end of flight 31 on August 16 1904 Orville was the pilot The fellow standshying to the right of the launching rail appears to be Charlie Taylor the Wrights mechanic Flights ending like this prompted the brothers to create a catapuH sysshytem which they started using on September 7 1904 The addition of the catapuH meant that flights could be started at a speed that would allow the Flyer to accelshyerate and the Wrights flight times immediately began to increase
The leaves have fallen but the exciteshyment of being able to fly the Flyer I for over a minute at a time was irresistible for the brothers as they both learned how to control their recalcitrant flying machine and continshyued to refine their deshysign This photograph
of flight 85 was taken on November 16 1904 during a flight in which Orville covshyered 1760 feet in 40-112 seconds
Consistent flight continued to elude them even while they were able to keep the Flyer I in the air for more than five minutes sometimes circling the field four or five times When they concluded the 1904 flying season on December 9 they had plenty of scientific work ahead of them Confident they could solve the problems the following spring was spent trying to sell their flying machine and later building a new airplane At the beginning of the summer of 1905 they stood ready to fly in the air at their will The Flyer 11 would test their resolve
ing flat on his face This position offers a locom otive without any wheels we less resistance to the wind The engine will say but with white wings instead is started and got up to speed The mashy we will further say-a locomotive made chine is held until ready to start by a sort of aluminum Well now imagine that of trap to be sprung when all is ready locomotive with wings that spread 20 then with a tremendous flapping and feet each way coming right toward you snapping of the fo ur-cylin der engine with the tremendous flap of its propelshythe huge machine springs aloft When lers and you have something like what I it tumed that circle and came near the saw The younger brother bade me move starting poin t I was right in front [of] to one side for fear it might come down it and I said then and I believe still suddenly but I tell you friends the senshyit was one of the grandest sights if not sation that one feels in such a crisis is the grandest sight of my li fe Imagine something hard to describe The attenshy
1 4 AUGUST 2 005
dant at one time when the rope came off that started it said he was shakshying from head to foot as if he had a fit of ague His shaking was uncalled for however for the intrepid manager sucshyceeded in righting up his craft and she made one ofher very best flights
Ve ry be st fli ght ind ee d th e 52nd fli ght th e bro th ers m ad e with th e Flyer II was the longes t in te rms o f time a nd d ist a n ce they had ever m ade
In 1904 they made a total of 105 fli ghts most o f them fairly sh or t with limited turns performed within the confines of the fi eld More than once one of the brothers would land before turning any great amount for fear they would fl y outside the boundaries of the roughly lOO-acre Huffm an Prairi e They were still feeling out the amount of turn the machine would tolerate and more than once the turn ended in an unshyintended landing
Friday December 9 saw the end of the 1904 flying season a season of remarkable progress and maddenshying problems The airplan e still was unstable in pitch it still had the odd tendency to slide off to the side in turns and the power available was barely enough to sustain the Flyer in the air They dismantled the Flyer II keeping the hardware engines and propellers but burning the remainshying wood and fabric The in fo rmashytion they had gathered in their fi rst full season of powered flight was put to use as they began construction of the 1905 Flyer III ~
Continued next month
All of the images presented in this article are available as digital downloads from the Library of Congress website Start your search at wwwlocgovrr print cataloghtm
Tap the blue Im ready to search butmiddot ton and when the next page comes up click on the OW hyperlink or scroll to the very bottom of the page The Wright Brothmiddot ers Collection is number 57 Once youre at the search page for the Wright Collecmiddot tion just enter a keyword such as 1904 and a list of images will be presented Have fun There are plenty of interesting images-more than 300 Wright images scanned from their original glass plate negatives are part of the Library of Conshygress collection
its FREE
AVIATION UNLIMITED AGENCY
wwwouoonlinecom
Eugene Geno Breiner Newville PA
_ Graduate of Roosevelt Aviation School Long Islanel NY
_ In 1985 restored Fleet 2 NC8689 manufactured in 1929
_ 1987 Best Open CockpitshyPotomac Antique Aero-Squadron (PAAS) Horn Point MD
_ 1989 Best Antique Sentimental Journey to Cub Haven
_ 1992 Grond Champion shy PAAS
I have enjoyed my aircraft through the years and have
enjoyed working with AUA Inc since 1985 for all my
insurance needs
- Geno Breiner
I middot
AUAs Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums
Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages - 0 hand-propping exclusion
No compone t ~orts endorsements - Discounts for claim-free renewals carrying all risk coverages
The best is affordable Give AUA a call shy
800-727-3823 Fly with the pros fly with AUA Ina
Torquil Normans DH8S Leopard Moth HG FRAUTSCHY
Theres always room for imshyprovement in an airplane and in 1933 Geoffrey de Havilland saw potential in
his companys DH80 Puss Moth It was a great airplane but with a tweak here and an improvement there
The new version would use the higher-horsepower inverted Gypsy Major engine of 130 hp with seating for three people and a spruce and plywood box strucshyture for the fuselage
When first flown by the compashynys founder on May 27 1933 the DH8S Leopard Moth was found to be 9 mph faster that its sibling topshy
16 AUGUST 2005
ping out at about 137 mph while carshyrying three people Pleased with the results de Havilland came to like the airplane so much he ordered one for himself using it for family touring around the United Kingdom and on the continent of Europe in the blissshyful days before the clouds of war beshygan to gather
Interestingly a curious debate over crew placement in Jightplanes was put to rest in part due to the experishyence gained by pilots of the Leopard Moth When first conceived its preshydecessor the Puss Moth had both the passenger and pilot in the same cabin an arrangement that resulted
in a great deal of discussion Should a pilot be in the same cabin where he could be distracted from the rigors of flying the airplane Shouldnt he or she be positioned in a separate comshypartment or cockpit so that his or her full attention could be paid to flying the machine
If the tandem-seated Puss Moth dealt that concept a strong blow the Leopard Moth with its two in the back and pilot up front stomped on it and the side-byshyside DH87 Hornet Moth put it to rest for good The benefits of havshying the passenger inside the cabin where not only his desires could be
JIM KOEPNICK
dealt with but his help could be of great benefit was further enhanced by the passengers accessi bility to flight instruction which could be given by leaning over and speakshying into the pupils ear rather than shouting into the slipstream or givshying convoluted hand Signals
The attractiveness of such an arshyrangement contributed to the Leopshyard Moths popularity with 133 of them being made in the middle 1930s and almost half of them (60) being sold to overseas or continenshytal owners Buyers from as far away as Argentina and Japan ordered Leopard Moths and when World
War II broke out 44 of them were appropriated by the British military for use in communications work
Not surprisingly not all of those 44 DH85s re-entered civilian life after the war many were lost durshying service but better than two dozen were reregistered One of the Leopard Moths to survive the war was originally built for export to the Continent
When first built in 1933 DH85 serial number 7035 was sold to a French owner and it was registered as F-AMXP It sat out the war years in a barn in France and didnt fly again until after Roger Fiennes reshy
covered the airplane in 1990 and brought it to England where Ben and Jan Cooper of the Newberry Aeroplane Co restored it Torquil Norman aircraft collector extraorshydinaire bought the aeroplane from Roger before Rogers disappearance and presumed death in a Tiger Moth during an attempted crossing of the English Channel in the late 1990s
Quite thoroughly restored with an engine overhaul performed by Mike Vaisey of Vintech the Leopard Moth is now registered as G-ACOJ and is kept by Torquil at a small strip called Rendcomb Aerodrome located southeast of Gloucester in the United Kingdom Like Geoffrey de Havilland Torquil fell in love with his Leopard Moth flying as often as he could And like many pilots of old the lovely handling qualities of the DH85 provided the opportunity to fly the aeroshyplane long distances Record-breaking flights from England to Africa and Australia were made in the 1930s and taking inspiration from those intrepid pilots Torquil Norman had Henry Labouchere install a long-range tank under the back seat of the Leopard Moth giving it a 96 US gallon capacity enough to keep the Gypsy Major running for about 11 hours A couple of warmshyup flights to Italy and France gave him the confidence in the aircraft to fly the North Atlantic
A number of you may recall that in 1966 Torquil and Henry Labouchshyere flew a lovely de Havilland Dragon Fly to Oshkosh One of the lessons learned during that flight was that if one engine failed in the Dragon Fly they would wind up in the ocean as it didnt have sufficient perforshymance to maintain altitude on one engine with the other shut down and its fixed-pitch prop presenting itself to the slipstream completely unfeathered
Torquil felt that a single-engine crossing in the Leopard Moth didnt present a significantly greater risk than the flight in the twin-engined Fly so he gathered the equipment
VINTAGE A I RPLANE 17
Torquil Nonnan aircraft collector extraordinaire
18 AUG U S T 2005
Like many of its de Havilland siblings the Leopard Moth features foldable wings which help maximize available storage facilities
necessary for such a long trip and Iceland landing after a 9-l2-hour flew to Wick in far northeastern journey An attempt to fly over the Scotland Donning an exposure suit Greenland ice cap was rebuffed by and departing with a full 96 gallons clouds so a run down the east coast of fuel he pushed off to Reykjavik was made landing in Narsarsuaq at
the southernmost tip of Greenland There he was greeted with beautiful weather with temperatures in the 60s and sunshine
A long run to Goose Bay Labrashydor in Canada gave Torquil a taste of just about every type of weather one can expect to encounter from solid IFR conditions nearly down to the sea to a near gale blowing along the Canadian coast when he
(j was getting ready to land From ~ there he flew down to Sept-lies on g the north shore of the St Lawrence a ____ --u_ ~ Seaway in Quebec where he says
Electricity for the Moth is supplied by this strut-mounted generator which is he enjoyed a marvelous lobster din-driven by a carved impeller You can see the damage done to it by ice and pre- ner Then it was on to the States cipitation encountered on the trans-Atlantic trip making his way to EAA AirVenture
Oshkosh 1999 after a few stops to visit friends along the wayA Hamilton vertical
All in all he didnt feel the airshycard compass (right) craft ever ran up against insurshysupplements the stanshymountable issues during his longdard British compass flight but there were times whenmounted at the bottom the long legs of the Leopard Mothcenter of the instrushywere not contributing to the comshyment panel fort of the pilot Having made the trip in both the Rapide and the Leopard Moth Torquil didnt feel it was likely hed repeat his transshyAtlantic hop but he certainly has created a whole new set of stories to tell his chums at home
VI N TAGE A I RPLANE 19
THE FORGOTTEN PERFORMERS
Bellancas record-making airplanes VIC PIKE
Clarence Chamberlain on his way to Gennany
A sk anyone in a pishylots lounge what airplane Charles Lindbergh flew across the Atlanshy
tic and the reply will be Why a Ryan of course But relatively few current pilots are aware that two weeks after Lindberghs famous flight Clarence Chamberlain and Charles Levine flew a WB-2 Belshylanca named Columbia immediate predecessor to the Bellanca Paceshymakers and Skyrockets from Roosshyevelt Field New York to Eisleben Germany And few pilots know that prior to his involvement with Ryan Lindbergh unsuccessfully neshygotiated with Wright Aeronautical (who commissioned the WB-2) and later with Giuseppe Bellanca at his Columbia Aircraft Co to purchase th e very plane used by Chambershylain and Levine Unfortunately (or fortunately for Ryan) Charles Levine th e financial underwriter of Columbia Aircraft manipulated capriciously to obstruct a sale to the 20 AUGUST 2005
unknown airmail pilot Lindbergh From the mid 1920s through the
early 1930s Bellanca monoplanes routinely set records for distance altitude and endurance that made their superlative performance an expectation Victories at the Nashytional Air Races in both 1925 and 1926 An endurance record of 51 hours and 11 minutes in 1927 and New York to Havana Cuba in 1928 both by the Columbia
Then it was Maine to Spain by the North Star in 1929 At the Nashytional Air Races in Cleveland that year Bellancas took five firsts three seconds two thirds and two fourths in seven events In May 1930 came the non-refueled endurance record of 84 hours and 33 minutes in a Pacemaker powered by a Packard DR-980 radial diesel engine this reshycord was not broken until the 1986 flight of the Voyager
In July 1930 another record New York to Istanbul in the Cape Cod nonstop And still more an altitude record of 30453 feet was
set in 1931 by Bellanca test pilot George Haldeman
1931 also saw an around-theshyworld flight with Clyde Pangborn and Hugh Herndon in Miss Veedol which culminated in a 4558-mile 41-hour and 13-minute leg across the Pacific Ocean from Sabishiro Beach Japan to Wenatchee Washshyington which is a story in itself This record stood until 1947 when it was eclipsed by a uS Air Force 8-29 Miss Veedol was renamed the American Nurse and in 1932 vanshyished on a trans-Atlantic attempt
These are only a few of the acshycomplishments of this Bellanca seshyries and although some of these airshyplanes had modifications such as longer wings the original design was a commercial production aircraft
Diminutive and shy Sicilianshyborn Giuseppe Bellanca had formal education in mathematics and enshygineering and in a partnership of three constructed Italy s first airshyplane in 1909 He immigrated to America in 1911 and soon assemshy
bled a parasol-wing monoplane powered by a three-cylinder 30shyhp Anzani engine After flying this airplane Clarence Chamberlain remarked I was thoroughly conshyvinced that Bellanca not only was a genius but a hero of a rare sort
In 1912 Bellanca established the Bellanca Aeroplane Co conshystructed a second monoplane and opened a flight school One of his students was Fiorello LaGuardia later New Yorks famous mayor In 1916 Bellanca designed the CD and CE biplanes for the Maryland Pressed Steel Co To illustrate his engineering acumen the CE (1917) would cruise at 100 mph on 90 hp while the conshytemporary Curtiss IN-4D Jenny also with 90 hp followed at 65 mph
The CF monoplane first flew on June 8 1922 and was spectacular for its era With an enclosed cabin carrying four passhysengers and powered by a 90-hp 10-cylinder Anshyzani radial (twin rows of five cylinders) the CF cruised at 100 mph for 600 miles and enjoyed an impressive 12-to-1 glide ratio With the CF Bellanca created a signature airfoil fuselage profile that continued into post-war designs
Airmail pilot William C Hopson campaigned the CF in a series of competitions during the summer of 1922 He took first place in every event Hopson observed She was by far the most remarkable plane I had ever flown
Despite the CFs accomplishments there was no market for a $5000 airplane when World War I surplus models were selling for a few hunshydred Fortunately the CF survived has been restored and is now in the National Air and Space Museum
In 1925 Bellanca joined the Wright Aeronautical Corp which put him in close proximity to the new 200-hp J-4 Whirlwind engines This prompted construction of the
conflicts with Wright Aeronautical in Patterson New Jersey he moved to New York and entered the conshytentious partnership with Charles Levine When that unraveled Belshylanca re-established production in a rented warehouse on Staten Island
Bellancas outstanding airplanes enticed the state of Delaware and particularly the du Pont family into courting him to settle there After a temporary operation in Wilmingshyton a factory and airfield were conshystructed at New Castle stability was finally achieved
The rugged construction and prodigious load-carrying capacity
of these unique airplanes disbursed their activities all over the world where they served careers from distinguished air transshyport to bush hack An ulshytimate utilitarian characshyter relegated the grand birds to situations of exshypendability that unforshytunately caused attrition to eliminate alarming numbers of them
Out of the 60 that were built only one airworshythy example of a Paceshymaker CH-300 exists toshy
bull
--=--shy -lt
-shy____ u
all-wood WB-1 followed by the steelshytube fuselage WB-2 using the imshyproved 220-hpJ-5 The WB-1 was deshystroyed in a crash in 1926 and the record-breaking WB-2 Columbia was lost in a hangar fire in 1934
From the WB planes evolved the Pacemaker series first the J-5 Wright powered CH-200 of 1928 then the 300-hp R-975 J-6-9 CH-300 of 1929 (also available with the PampW Wasp Jr) and the R-1340 Wasp CH-400 Skyrocket of 1930 on through the senior Pacemakers and Skyrockets of the later 30s
Giuseppe Bellancas passion was to design and build airplanes with the following parameters Maxishymum safety and the greatest possishyble efficiency as measured by speed load and range His earlier dreams seemed perpetually frustrated after
day NC251M Serial No 154 And even this one is currently undergOing a complete and toshytal rebuild with new fuselage and wings and a target date for compleshytion in the summer of 2005
Throughout the story of this airshyplane is the striking reality of how many people have been involved The core history of an old airplane is inshytriguing but the anecdotal accounts of the people create something inshyfinitely more profound Aviation is a community an extended family so loosely connected that members remain unacquainted But the comshyposite connects lives in ways that are not previously suspected Keep this in mind as you read
NC251M emerged from the Belshylanca factory at New Castle Delashyware on September 171929 to be delivered as the first airplane of In-
VINTAGE AIRPLANE 21
ter-IsIand Airways (now Hawaiian Airshylines) of Honolulu It served primarily with sightseeing flights while Inshyter-Islands passenshyger service evolved around Sikorsky S-3S amphibians
On April IS 1933 NC251M was sold to Mr G Fowble (posshysibly a broker) of San Bernardino California and then resold on April 27 to MacMillan Peshytroleum Corp of Los Angeles Remember MacMillan Ring Free Motor Oil On March 20 1935 it was purchased by Unious Mac McGee (McGee Airways) in Anchorage Alaska to begin 15 years as a bush workhorse On April 20 1935 McGee Airways was sold to Star Air Service in Anchorage which became Star Airlines which became Alaska Star Airlines which became Alaska Airlines in May 1944
Steve Mills chief pilot for Star was flying a sister Pacemaker NC259M when a fatal crash claimed his life in 1936 After usable parts were salshyvaged the remaYJs were burned at the site of the accident In 1995 the curator of the Alaska Aviation Herishytage Museum (and a walking encyshyclopedia of Alaska aviation history) Ted Spencer recovered the parts and stored them at the museum in Anchorage Steves grandson Dave Mills assisted Ted in his efforts
Essentially intact the logs of NC251M depict a rich history of Alaska bush flying in the 1930s and 1940s and reading them is like peering into the Holy Grail Much of the story can only be extraposhylated from the cryptic and frustratshyingly taciturn renderings of bush pilots who flew thousands of hours over geography and in weather that would be considered treacherous to most modern pilots
Ones imagination expands from such tersely penciled comments as 22 AUGUST 2005
PICTORIAL HISTORIES PUB CO
NC251M in 1929
Engine blew up Ship moored at Naknek Rate of climb reads SOO feet down in level flight Windshyshield gives pilot cold shower Turn and bank no good Cant adjust altimeter (Signed Satan) Repaired left wingtip spliced rear spar Rebuilt left elevator
Another entry notes Flew every day from 1-20 to 2-14 With such casualness the suspicion is that unshyderstatement must be intrinsically characteristic of these bush pilots theres no mention of the effort inshyvolved in keeping a 1929 airplane flying every day during the rigors of an Alaskan winter
The logs include entries by many noted Alaska bush pilots a few of which were Kenny Neese Johnny Moore Don Goodman Jack Elshyliot (who onee swooped down and speared a wolf with his ski) and Bill Lund Lund stayed with Alaska Airshylines as its number one pilot and pioneered jet flights into Russia during the 1970s finally retiring in 19S0
Martha Monsen was the Star agent in Naknek during the 1930s and ran a virtual boarding house for the pilots during layovers Several of Monsen s sons became pilots and one Mel Monsen told me of sitting at the supper table as a young lad caught up in the intrigue of endless convershysations about bush flying advenshy
tures Mel Monsen related that when he and his friends played bush pishylot there was alshyways an argument about who would be Kenny Neese
In these early days it was usual for Alaska air sershyvice companies to struggle wi th fishynancial solvency Star was no excepshytion and in June 1939 in exchange for some capital investment the
ownership of its entire fleet was transferred to bankers Thrall and Williams of Minneapolis Minshynesota In contemporary terms these treasures included four CHshy300 Pacemakers three CH-400 Skyrockets two Stinson SM-SAs a Fairchild Pilgrim 100A a Cessna C-34 Airmaster and a Ford 5-AT-C Tri-Motor The arrangement apshyparently worked because by Febshyruary 1940 everything was back in Stars legal possession
In June 1946 Alaska Airlines performed a field conversion from wheels to Edo 4665 floats When completed notification was sent to the CAA with the simple comment that it was similar to Bellanca NC256M Approval was granted
From 1929 NC251M flew with a Wright R-975 J-6-9 of 300 hp reshyplaced or overhauled a number of times but a catastrophic failure in August 1946 prompted Alaska to convert to a PampW R-9S5-AN-3 Navy surplus and freshly overhauled In May 1947 the plane was returned to service
In December 1947 Alaska Airshylines sold NC25 1 M to Eric Shutte (pronounced Shoot-ee) and CV Kay Shutte came to Alaska in the early 1930s as a pilot and mechanic for Vern Gorst founder of Pacific Air Transport Kay had been a partshyner with Shell Simmons in the Panshyhandle Air Transport Co (Pateo)
out of Juneau in the mid 1930s
Shutte and Kay did contract flying for the US Coast Guard and opened a hotel in King Salmon called Nashyknek Sky tel with NC25 1 M providing charter flight sershyvices The business suffered a setback in 1950 when the hotel burned and on a trip south the Bellanca was damshyaged in an accident Kenmore Air 1950s On the float is Bob Munro Walt Winsman mechanic near Prince Rupert and Bill Lund Alaska Airlines pilot on a day off British Columbia
Bob Munro of Kenmore Air Harshybor in Seattle salvaged the plane with the promise that insurance would cover the costs The insurshyance company refused and Munro took possession of the Bellanca as payment After repairs were comshypleted NC25 1 M joined the Kenshymore fleet Currently Kenmore is a world-class floatplane operation holds the type certificate for Edo floats and has developed many STCd modifications for de Havilshyland Beavers and Otters
From 1955 to 1957 Munro leased NC25 1 M to Bob Hall of Kodiak Airways (actually it was sold and repurchased for liability protecshytion) Kodiak ran scheduled mail and passenger service to the five villages and nine canneries on Koshydiak Island The chief pilot was Gil Jarvela and in a conversation with me he related stories that riveted my attention hauling resistant Koshydiak bear cubs in gunny sacks loadshying incredible amounts of freight in NC25 1M and patching holes in the floats with bubble gum and spruce twigs
When the plane was returned to Kenmore Bob Munro commisshysioned Clayton Scott to engineer the installation of Edo 6470 floats to replace the smaller 4665s I had heard of Scott and his legendary cashyreer in aviation that has spanned
more than seven decades and conshyfirmed his existence with Bill Whitshyney Kenmores senior pilot who flies turbine Otter floatplanes
I visited Scott in his large hanshygar on the Renton Municipal Airshyport in Washington state where he conducts business as Jobmaster Co his aircraft modification firm Out front was a beautiful Cessna 195 on floats and inside I found him working on a de Havilla~d DHC-2 floatplane Looking at the man and his environment I immeshydiately realized that this was halshylowed ground
I told him my visit was prompted by an understanding that he had once installed floats on a Bellanca Pacemaker and he replied Yes that was in 1957 We replaced a set of Edo 4665s for some 6470s I can show you the paperwork He stepped to his fi le and without glasses pulled it out
I inquired of Scott how old he was and with a sly smile he said 100 minus three After a period of time during which Scott grashyciously shared with me some of his incredible flying experiences I left this icon so that he could return to working on the Beaver [ felt that I had been in the Notre Dame Catheshydral [Well have more on Clayton Scott in next months issue of Vinshytage Airplane-Ed]
As predictably ocshycurs in the life cycle of utility airplanes NC251M was showshying tatter and wear by the late 1950s the engine found a home on the nose of anshyother ship the wings were pulled and it ended up in the back of Kenmores storage yard In June 1960 Dick Poet of Aumsshyville Oregon purshychased the airframe and floats
Poet was an aerial applicator pilot and with his wife Helen
owned Wilderness Airlines in Bella Coola British Columbia Dicks meshychanic Bob Bohanan completely refurbished the Pacemaker includshying new fabric paint and an overshyhauled R-985 from Wesco Air Service on Boeing Field which returned it to pristine condition
With the rebuild complete on June 25 1962 there was the issue of taking the airplane off the Poets grass strip Straw was spread down the runway to reduce friction and with Dick in the cockpit power was fed to the R-985 Sufficient airshyspeed was achieved but the long floats prevented rotation and takeshyoff was denied Bohanan then conshystructed a two-wheel dolly from an old truck axle and this time Dick lifted off while the dolly burshyied itself in the brush at the end of the field After a short test flight he landed on the Willamette River at Salem Subsequently the Poets applied for Canadian registration (CF-OQK) and flew to Bella Coola British Columbia where the Paceshymaker began charter service with Wilderness Airlines
On June 25 1963 a woman Mattie Jack was attacked and badly mauled by a grizzly bear at Mud Lake east of Bella Coola A call was made to Dick for a rescue flight and he immediately took off with
continued on page 32
VINTAGE A I RPLANE 23
A beautiful day is not complete unless it is seen from the inside of a cockpit The Vintage Aircraft Association is providing you with the opportunity to bring the magic of flight to your home office or hangar Take flight with the 2006 VAA Calendar Free Skies Forever
The gorgeous 17 x 11-inch full-color wall calendar is the perfect gift for yourself or your favorite pilot Each month contains the amazing photography from the Vintage Aircraft Association and captures the spirit of flight
As a commemoration to the great aviators before us the VAA 2006 Calendar Free Skies Forever contains great feats in aviation printed on the exact date of occurrence Dont let this opportunity fly past you Order your 2006 VAA Free Skies Forever Calendar by September 30 2005 Calendars will ship in November for Christmas arrival
Or to order by mail send your checkmoney order to Vintage Aircraft Association 2006 Calendar do Turner Publishing Company bull PO Box 3101 bull Paducah KY 42002-3101
o Please enter my order for __ copies of the Vintage Aircraft Association 2006 Calendar - only $1595 Your Name
o ShippingHandling add $395 for each calendar Address
o Kentucky residents add 6 sales tax City State Zip
TOTAL ENCLOSED $______
Telephone For Office Use Only - VAA2006-A-GW
CkR Amount E-mail address (for order confirmation)
DOUG STEWART
Whetherweather to go or not
There I was driving along the turnpike looking up at a severe clear cerulean sky and rather than findshy
ing myself ecstatic at that beautishyful sight words that cannot be reshypeated in this column were formshying on my lips Gosh darn (it was really a lot stronger said than that) the briefer said VFR not recomshymended and now instead of being up in that sky where I belong I am down here ground bound driving to my destination
I know probably everyone of us has been in this situation pershyhaps more times than we care or choose to remember As the sayshying goes There are old pilots and bold pilots but no old bold pishylots Many of us are aware that most aviation accidents when asshysociated with weather tend to be fatal ones Thus if we are not inshystrument rated and current or flyshying an airplane that is not instrushyment certified we tend to choose alternative means of transporshytation when the briefer tells us VFR is not recommended
But does this always have to be the case Are there any ways to make those VFR trips possible and still remain safe Are there any tools we can use to determine if the forecast is holding true or if it is not For I think we all both male and female would agree that the weather is like the opposite sex-toshytally fickle and unpredictable Lets
take a look at the numerous tools we have for making the gono-go decision relative to the weather
To help determine if the forecast is going to hold true I usually first consult the METARS Check reshyporting stations along your route If you are able get a history showshying the reports over the past three to four hours and see if the reports are corroborating the forecasts (DUATS WSI and Meteorlogix are all great sources for this informashytion) What trend do you see in the reports Is the weather getshyting better or worse or holding the same Is it doing what the TAF and FA said it would
Im also sure to compare the tershyminal forecasts (TAF) with the Area Forecast (FA) The TAF covers only a S-mile radius of the aerodrome whereas the FA covers an entire area Keep in mind that cloud bases in the TAF are AGL (above ground) whereas the cloud bases in the FA are MSL (above sea level)
Next I check the PIREPS (pilot reports) Do they substantiate the briefers warnings When checking PIREPS be sure to take into account where the report was made (threeshydimensionally) when it was made and what type of aircraft the reportshying pilot was flying If a 747 reports light chop along my route I might consider leaving the ropes on my airplane and going to have a frosty one whereas if its a J3 reporting moderate turbulence I might very
well launch on my own flight While we are mentioning PIREPS
lets not forget that (as in all things in life) what goes around comes around If we are seeking PIREPS in helping us to make the gono-go decision we should also consider filing them It takes only a few moshyments to file a PIREP and in doing so you are assisting many other pishylots in their flight planning
These are a few of the tools we can use while still on the ground to determine if the forecast is holdshying true But what about when we are already en route How can we know whether the weather will be as forecast
Obviously if the forecast was for severe clear and there are a lot of clouds forming you do not need to be a rocket scientist or a brain surgeon to know that the forecast is not holding true But there are many other clues that might not be quite as obvious and that should warn us that the briefer might have been wrong
If we realize that we are having to fly a heading other than what we had plotted to track our course or if we are experiencing different ground speeds than what we had exshypected we should understand that there is a good chance that the enshytire forecast might be off After all these forecasts are predicated on the expected movement of fronts and pressure zones When they dont move as anticipated the winds aloft
VINTAGE AIRPLANE 25
will be different thus yielding difshyferent headings and groundspeeds than we had planned
There is something else that can give us a heads-up about the posshysibility of the forecast going south and that is the temperatures aloft Most aircraft have outside air temshyperature gauges (OAT) and these can be very useful tools-ones that many pilots ignore An OAT can be used to corroborate whether the temperatures aloft are as forecast (You do remember that the foreshycast temperatures aloft are included with the winds aloft dont you) This can give us an understanding of whether the fronts are moving at the speed and direction forecast or if they might be moving slower or faster than expected
Keeping track of the temperashytures as you climb can also help you quickly determine if the lapse rate is stable Remembering that the stable lapse rate is ZOC per thousand feet one can make a note of the tempershy
ature on the ground prior to takeoff and then check it as you climb If it is less than ZOC per thousand one of the major ingredients in the proshyduction of thunderstorms is presshyent that being an unstable lapse rate (The other two are moist air and a lifting action of some kind) Thus the OAT can be a useful tool in confirming or refuting the foreshycast of thunderstorms
One could spend a lifetime studyshying the weather and not get any closer to predicting what it might do And I cant do justice to the subshyject in this short article However when it comes to weather I must say that discretion is the better part of valor There are certainly times when the briefer will give the warnshying that VFR is not recommended and the day turns out to be beautishyful But there are also times when your beautiful day turns ugly
Regardless of whether the foreshycast is for good weather or bad be sure to have an alternate plan in
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation
Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these jewels on and bring back the good times New General Aviation Sizes Available
500 x 5 600 X 6 700 X 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
~DESSER(~ 323-721-4900 FAX 323-721 -7888
6900 Acco St Montebello CA 90640 TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106
wwwdessercom
26 AUGUST 2005
place Remember to run the PAVE and CARE checklists that I wrote about in previous articles to help you make the proper decisions relative to the weather Using the tools I have mentioned above will help you in checking the enVironshyment help in understanding the consequences of the hazards asshysociated with some aspects of the weather and aid you in assessing the realities of what the weather is really doing
And when the briefer gives you that dire warning of VFR not recshyommended keep in mind that it is always much better to be on the ground wishing you were up in the air than up in the air wishing you were on the ground He might be wrong and Ive offered some tools to help determine that but he very well might be right
Doug Stewart is the 2004 National CFI of the Year a Master CFI and a DPE He operates DSFI Inc based at the Columbia County Airport (lBl)
TelePhone 800-247-8473 or
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE NEWLY ACQUIRED GARNER P EMMERSON COLLECTION DONATED TO EAA BY BOB HIGHLEY OF LAKELAND FLORIDA
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs to be in no later than September 10 for inclusion in the November 2005 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to mysteryplaneeaaorg Be sure to include your name city and state in the body of your note and put (Month) Mystery Plane in the subject line
MAY S MYSTERY ANSWER as residing in Los Angeles at that time I learned this while roaming on wwwaerofilescom last evening
I already had seen the aircraft in the British magazine Aeroplane Monthly that has the same photo as yours along with some contemshyporary aircraft in an illustrated article in the September 2003 isshysue with the title Call That Safe The caption to the photo reads
In 1933 Carl Hall and Frank Nixon tested this propeller cowlshying at Compton California It was claimed to speed up aeroplanes from 39 to 140 per cent and slow them as much as desired for landshying the innerdeflectors serving
Mays Mystery Plane came to us X12211 seems to have its 95-hp as air brakes from Harold Swanson Cirrus upright four-cylinder en I hope that you have more inshygine
Heres our only letter concerning as it was reported to have in 1 formation about this interesting934 its identity it was reported to have had a Veshy early try at a ducted propeller
lie engine when built in 1931 Jack Erickson The Felio Ranger SP-2 owner Harold G Felio is li State College Pennsylvania sted
VINTAGE AIRPLANE 27
EE BUCK HILBERT
Aeronca C-3 N-13000
Ive been asked many times Why do you hang onto this old airplane
Several reasons Mostly it has a place in more recent historyshynamely the last real Cleveland Air Race held in 1948 And probably another reason is it represents at least to me the memory of the last of the barnstormers
To the best of my knowledge the last time this little C-3 flew was at the 1948 Cleveland Air Races
The airplane belonged to Duke and Martha Hashner the owners of Global Airshows and promoters of the races that year
Duke flew this Aeronca C-3 in a clown act The airplane was painted up with a clown face was all red and white and Ive been told he did a remarkable job of entertainshying the crowd
Duke also flew other aerobatic aircraft in the show while Martha was the wing-walker parachute jumper and ticket seller
Unfortunately this was the same year record-holding entrepreneur Bill Odom crashed a racing P-S 1 into a residential area resulting in his death and other fatalities Beshycause of this accident Duke and Martha were the target of lawsuits that drove Global Airshows and the two of them out of business and into seclusion
Living on the Quietula Farm at Cherry Valley Ohio the coushyple now forced to retire from doshying their air show routines turned Global Airshows into a traveling
28 AUGUST 2005
static display show The 50s saw the advent of the
shopping center Global Airshows would truck its airplanes to the new shopping center parking lots and display them in full air show regashylia Martha and Duke would dress the part entertain the crowds and dreamed of once again being active air show circuit acts
The airplane
belonged to
Duke and Martha
Hashner
Unfortunately Duke suffering from a brain tumor lost the ability to participate and after a long batshytle passed away Martha kept the airplanes now stored at the farm and spent her days tending numershyous pet dogs and cats dreaming of her barnstorming glory days as queen of Global Airshows Martha passed away in the mid-60s
Global Airshows and its derelict aircraft were sold to Bill Ross and me a few months before Martha passed away
The collection consisted of Marshythas Meyers OTW Dukes Waco F and a Porterfield CP-65 All were inshy
tact and complete but each needed restoration Also in the collecshytion were pieces and parts of two Aeronca C-3s a J-2 Piper a Taylorshycraft L-2 and a Fairchild 22 Along with the airplanes came numerous engine parts old tools and propelshylers along with the trailers used to haul the airplanes
What happened to the airshyplanes is the frequently asked question Bill Ross was past presishydent of the EAA Warbirds of Amershyica owned a P-38 Leroy Grumshymans personal F3F and an F6F and had his hand in several entershyprises while involved in Warbirds Right at that time he discovered the Grumman Goose was the best bet in sport flying and his attention was diverted in that direction
The Meyers and the Porterfield were restored by Bill and sold The project Fairchild 22 and J-2 went to a couple of our Vintage members and were restored and are flying The Waco F was sold but never did get flying The two C-3s came to me and eventually were restored One was sold and one for those sentishymental reasons is still in my hanshygar disassembled and awaiting the final engine fix The L-2 had been a gas station ornament for years and when they took it down the guy wielding the cutting torch manshyaged to start a fire that ended any thought of restoration
Bill Ross moved to Nevada after he retired from business and unshyfortunately while returning from one of his business trips he flew
into a cloud that had a rock in it Another reason for hanging on It reminds me of Bill Ross and his contributions to the Warbirds of America being part of EAA
Oh yes we did get the C-3 flyshying but the engine ate itself up afshyter about 4S minutes Time for a different approach
I had a set of floats and rigging and Brian Van Wagnen and I deshycided the little C-3 would be a real hoot to see flying on floats However we wanted a reliable engine and the one we had was mostly junk
Brian tore into it but the crank was beyond repair At great exshypense a new one was made dual ignition heads were installed and a new single-drive dual mag was inshystalled after modifying the tail case It runs but the vibration was bad enough to cause distrust Another disassembly and recheck as well as internal component balance were in the works when tragedy struck
Brian had a hangar fire and lost everything he had in the 70-by-90 hangar and its 24-foot lean-toshyhis Widgeon project the Fleetshywing Seabird two antique Aeronca Chiefs a Piper 180 all his toys shop equipment tools and of course the building
The little C-3 stored in another building was all that was left The floats rigging and all the spare enshygine parts were destroyed in the fire A small loss in comparison to what Brian suffered
With no hangar and no shop the decision was made to disassemshyble NC-13000 and bring it back home and there it sits Every day I walk past it and say to myself You gotta get going But the press of daily living and the episodes weve been through in the past couple of years have stopped all the progress Oh well whats another couple of years After all its been grounded since 1948
Until then it just sits and Im going fishing With that its Over to you
Come or t e weekend BUILD FOR A LIFETIME
HANDS-ON HOMEBUILDER WORKSHOP
SCHEDULE
Aug 26-28 Oshkosh WI
Aug 27-28 Arlington WA
Sept 9-11 Griffin GA (Atlanta Area)
bull Repairman (LSA) Inspection-Airplane
bull RV Assembly
bullTIC Welding
Sept 10-11 Corona CA (LA Area)
bull RV Assembly
Sept 10-11 Lakeland FL (Sun N Fun Campus)
bull RV Assembly
Sept 10-11 Houston TX (Westwood Aviation Institute)
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems
Sept 16-18 Frederick MD bull Repairman (LSA) Inspection-Airplane
Sept 23-25 Denver CO bull Repairman (LSA) Inspection-Airplane (Westwood College)
Oct 1-2 Columbus OH (Columbus State Community College)
KLEINEAA SportAir Sponsors TOOLS
wwwkleintoolscom
WORKSHOPS ___ ~
EA~
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems bull Cas Welding
bullbull amp cafamiddot~middotAir c raft Coatings
_polyfibercom wwwalrcraftsprucecom
1-800-WORKSHOP 1-800-967-~746
wwwsportalrcom
YOU CAN BUILD IT LET EAA TEACH YOU HOW VINTAGE AIRPLANE 29
r ~ __c -lt JMNEwMAN
t The (ollowing list o(coming events is (IIrt1ished to Ollr readers as a matter o( it(orshymation only and does not constitllte approval sponsorship involvement cottrolor direction o(any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 OshkoslI WI 54903-3086 Or e-Illail tl1e information to vintageaircra(teaaorg In(ormation shollld be received (ollr months prior to tile event date
AUGUST 7-Queen City MO-Applegate Airport 18th Annual Washytermelon Fly-In 2 PM til dark Info 660-766-2644
AUGUST 13-Hoquiam WA-Bowerman Field Ercoupe Gathering amp Fly-In All experimental classic and vintage aircraft are welshycome Excellent restaurant on field Info Dick 360-533-5926
AUGUST 19-21-Alliance OH-Barber Airport (201) 7th Annual Ohio Aeronca Aviators Fly-In Join us for a relaxing weekend of fun food friendship and flying Breakfast served by EAA Ch 82 Sat amp Sun 7am-llam Camping on field local lodging and transportation available Forums on Saturday Info Brian 216shy337-5643 or bwmatzllacyahoocom or wwwoaafy-Incom
AUGUST 20--Laurinburg-Maxton NC-Ercoupe Owners Club Aweshysome August Invitational NorthSouth Carolina members and guests Lunch awards Young Eagles Flights Info 336-342shy5629 or bandmannetpath-rc net
AUGUST 20--Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-[n Breakfast Info Tom 740-587-2312 or tmcaiinkcom
WIVI cbullbull___bull
These are the first tools you need to buy when you re~cover your
airplane Anyone who has used them will tell you they re the next best thing to having one of our staff right beside you The VHS tape and the DVD will give you the Big Picture and the manual will walk you step by step through every part of the process Youre never on your own when youre using Poly~Fiber
wwwpolyfibercom e-mail infopolyfibercom
Aircraft Coatings 800-362-3490
AUGUST 20--Niles M[-jerry Tyler Memorial Airport (3TR) VAA Ch 35 Corn and Sausage Roast 11am-3pm Rain date August 20 Donations $5 adults $3 children 12-yrs and under All you can eat Info Len 269-684-6566
SEPTEMBER 3-Marion [N-(MZZ) Flyln Cruiseln Info wwwFiylnCruiseln com
SEPTEMBER 3-Prosser WA-EAA Ch 391 s 22nd Annual Labor Day Weekend Prosser Fly-[n Info 509-735-1664
SEPTEMBER S-U-Galesburg [L-Galesburg Municipal Airport 34h Annual Stearman Fly-[n Technical seminars Aircraft judging and awards Aerobatic formation short-field takeoff spot-landing and flour bombing contests Dawn Patrol lunch-time flyouts pizza party stage show banquet and more Info 309-343-6409 or stearmanstearmanfyin com or wwwstea rmanfyin com
SEPTEMBER U -Mt Morris IL-Ogle County Airport (C55) EAA Ch 682 Fly-In Breakfas t 7am-12pm Info 815-732-7268
SEPTEMBER 16-17-Bartlesville OK-Frank Phillips Field (BVO) 49th Annual Tulsa Regional Fly-In Info wwwtllisafyincom or Charlie Harris at 918-622-8400
SEPTEMBER 17-Poplar Grove IL-Poplar Grove Airport Vintage Wings amp Wheels Museum Salu te to WW II Combat Aviators Military aircraft display and fly-by Interviews with 12 WWII veterans of air combat Info wwwpopiargroveairmotivecommllsellnl
SEPTEMBER 17-1S-Rock Falls IL-Whiteside County Airport (SQI) North Centra l EAA Old Fashioned Fly-In Forums workshops fly-market camping air rally awards food amp exhibitors Info wwwnceaaorg
SEPTEMBER 22-25-St Louis MO-Creve Coeur Airport (lHO) Monocoupe Club Fly-InReunion Info Frank Kerner (314) 277-4306 or monocoupesbcgiobainet or wwwmorlOcollpecom
SEPTEMBER 23-25-Sonoma CA-Sonoma Skypark (OQ9) 23rd Annua l 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 208shy739-3979 or ristpsaoicom
SEPTEMBER 24-Topping VA-Hummel Air Field 10h Annual Car amp Air Event 8am-4pm Featuring ant ique cars and planes plus fire apparatus tractors amp engines and arts amp crafts Info (804) 694-5995 or in(oWingsandwheeislIs or wwwwingsandwheeislIs
SEPTEMBER 24-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-I n Info wwwieebottomcom
OCTOBER 1-2-Midland TX-Midland [nt l Airport FINAshyCAF AIRSHO 2005 will commemorate 60th Anniversary of the end of World War II Info 432-563-1000 x 2231 or pubiicreiationscaf7qorg
OCTOBER 5-9-Tullahoma TN-1932 to 2005-The Tradition Lives Year of the Staggerwing Staggerwing Twin Beech 18 Bonanza Baron Beech owners amp enthusiasts Sponsored by the Staggerwing Museum Foundation Staggerwing Club Twin Beech 18 Society BonanzaBaron Museum Travel Air Division amp Twin Bonanza Assn Info 931-455-1974
REGIONAL FLY-IN SCHEDULE EAA Mid-Eastern Fly-In EAA Southeast August 26-28 2005 Regional Fly-In Marion OH (MN N) October 7-92004
Evergreen AL (GZH) Virginia State EAA Fly-In wwwserfi org October 1-2 2005 Petersburg VA (PTB) Copperstate Regional EAA Fly-In wwwvaeaaorg October 6-92005
Phoenix AZ (A39) wwwcopperstateorg
30 AU G U S T 2005
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 dlie7025IOI om vaaflyboyLwnsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Avc 72 15 East 46th SI Albert Lea MN 56007 Tulsa OK 74147
507-373-1674 918-622-8400 stfles(eskmefiiacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush H ill Road Sherborn MA 01 770
508-65l-7157 SH i Ocomcas t llet
David Bennett PO Box 11 88
ioseville CA 95678 916-645-8370
antiquerireachcul1l
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507-263-24 14
InjbfchldrcOI111tCtcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773-779-2 105
pllOtopiotaoicom
Dave C lark 635 Vestal Lane
Plainfield IN 46 168 317-839-4500
davecpciiquestnet
John S Copeland l A Deacon Street
Northborough MA 0 1532 508-393-4775
copelaml JjllllOcom
Phil Coulson 284 15 Springbrook Dr
Lawton MI 49065 269-624-6490
rcollsonS J6cscom
Roger Gom oll 8891 Airport Rd Box C2
Blaine MN 55449 763-786-J342
pledgedriveIns11com
Dale A Gustafson 7724 Shady Hills Dr
Indianapoli s IN 46278 317-293-4430
dalefayemscom
Jeannie Hill PO Box 328
Ha rva rd IL 60033-0328 8l5-943-7205
dishaoowc et
Espie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-3650
wintisockaoco m
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaoicom
Robert D Rob Lumley 1265 Sout h 124th Sl Brookfield WI 53005
262-782-2633 illmpeniiexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817-491-9 110
sellemorris(~lev I IIet
Dean Richardson 1429 Kings Lynn Rd
Stoughton WI 53589 608-877-8485
daraprilairecom
SH Wes Schmid 2359 Lefeber Ave nue
Wauwatosa WI 532 t 3 414-771- 1545
sllschmicimilwpccom
DIRECTORS EMERITUS
Gene C hase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920-23 1-5002 815-923-459 1
GRCHACllarterHet b7ac1Jc llel
Ronald C Fritz 15401 Sparta AV(
Kent City MI 49330 6 16-678-50 12
rFritzf1athwaywlcom
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873 Web Site wwwvintageaircraftorg and wwwairventllreorg E-Mail vintageaircraftCtieaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)
- Newrenew memberships EAA Divishysions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
-Address changes -Merchandise sales -Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory ___ ___ _ 732-885-6711
Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing920-426-4876 Education __ _ 888-322-3229
- EAA Ai r Academy - EAA Scholarships
Flight Advisors info rmation 920-426-6864 Flight Inst ructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles _ _ _ 877-806-8902
Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan _ 866-647-4322 Term Life and Accidental _ 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 Vintage _ FAX 920-426-6865
- Submitting articlephoto - Advertising information
EAA Aviation Foundat ion Artifact Donations 920-426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Association Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additional $10 annually Junior Membershjp (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
EAA SPORT PILOT Current EAA m embers may add EAA
SPORT PILOT magaZine for an additional $20 per year
EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magaZine not inshyduded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA members may join the
Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not inshyduded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the
International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magazine for an additional $45 per year
EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magaZine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA
Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magashyzine and one year membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a
check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2005 by lhe EM Vintage IgtJrcraft Association All righls reserved
VINlAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage IgtJrcraft Association of the ExperimentallgtJrcraft Association and is published monthly at EM Aviation Ceoter 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vinfageaircrafteaaorg Periodicals Poslage paid al Oshkosh Wisconsin 54901 and al additional mailing oHices POSTshyMASTER Send address changes to Vintage IgtJrplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcretumswdsmailcom FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivet)l of VlNlAGE AIRPLANE to loreign and APO addresses via surtace mail ADVERTISshyING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Readers are encouraged to subm stories and photographs Polky opinions expressed in artk1es are solely those of the authors Responsibility for accuracy in reporting rests entirely wh the contributor No remuneration is made Material should be sent to Edor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 92D-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aeronautica are registered trademarks trademarks and service marks of the EXperimental Aircraft Association Inc The use of these trademarks and service marks without lhe pennission of the ExperimentallgtJrcraft Association Inc is strictly prohibited
VINTAGE AIRPLANE 31
Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no
frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VM
reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1-800-233-6934 e-mail ramremfgaolcom Website wwwramengine com VI NTAG E
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418 wwwlpjetservicescom
Airplane T-Shirts 150 Different Airplanes Available
ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
WE PROBABLY HAVE YOUR AIRPLANE
wwwairplanetshirtscom 1-800-645-7739
Flying wires available 1994 pricing Visit wwwflyingwirescom or call
800-517-9278
ELECTRICAL CONDUIT
ASSEMBliES bull MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made per your specifications
bull Original equipment style Braided Conduits in Aluminum Brass or Stainless Steel
bull We carry a complete line of AN - MS Electrical Fittings Backshell Adapters and Specialty Fittings
bull We also have full machine shop capabilities for any custom applications you may require
bull Rebuild your Warbird back to Original
AIRFLEX INDUSTRIES 2538 SUPPLY STREET POMONA CA 91767
Tel 909-392-8474 AI RFLEXI N D USTRIES COM
THE FORGOTTEN PERFORMERS continued
the Pacemaker in marginal weather Mud Lake is narrow shallow and a half-mile long and Poet dragged it twice and then did a touch-andshygo before setting down for th e pickup Mattie Jack was loaded on and they headed for the hospital at Bella Coola It was dark on arshyrival and although landing in the narrow valley without daylight was seldom attempted Dick executed a safe approach and thwarted a sad ending to Mattie Jacks life
The Pacemakers most serious trauma occurred on July 25 1963 on a takeoff from Nimpo Lake 70 miles east of Bella Coola Loaded with two adults and five children from the Poets extended family and piloted by Helens cousin Bob Stewart a wingtip caught the water in an attempt to un-stick the right float and the plane cartwheeled
The left wing and one float were torn off the fuselage was comshypletely severed immediately behind the cabin and everything came to rest floating inverted All on board
were wearing life jackets and the children were ed uca ted in float flying they tripped their seat belt buckles swam out the open end of the cabin and popped to the surshyface There were no injuries
Bohanan retri eved the engine it was flushed mounted on the nose of a PT-17 Stearman and sold to a dentist Dr William Stone in Sandy Oregon Forty years later the Stearman i s still owned by Stone and the same Wasp Jr is on the nose
The remainder of the Pacemaker stayed on the shore of Nimpo Lake for a year and then was loaded on a farm truck by Dicks son-in-law Alan Hauan and returned to Aumsshyville where it was deposited behind the Poets barn A much more serishyous tragedy occurred a short time later when Dick was involved in the fatal crash of a DHC-2 float Beaver when one wing folded
To be continued in the September isshysue ofVintage Airplane
32 AUGUST 2005
middot THE ~
Part I The Wrights dogged pursuit of useful flight HG FRAUTSCHY
Two weeks after arriving home from the windblown sands of North Carolinas Outer Banks the Wright
brothers were working on their next flying machine New Years Day saw Orville sending the engine casting patterns to Harry Maltby for changes (A few days later he returned the patterns saying he couldnt make the requested Changes) Casting patshyterns for the pistons and cylinders were sent out with instructions to make three sets Charlie Taylor got to work on a pair of new engines At least one was needed for the new Flyer since the 1903 Flyer engines crankcase was broken when the Flyer was rolled over by the wind after the fourth flight on December 17 The second engine would be used for tests By the third week of January they were sawing wood for new upshyrights and ribs and construction of the Flyer II was well underway
The 1904 Wright Flyer II was
1 0 AUGUST 2005
nearly identical in shape and form to the 1903 machine with one imshyportant exception They changed the wing camber from 1 in 20 to 1 in 25 flattening out the wings cross section which slightly reduced its drag but also its lift As the sumshymer months progressed the heat and humidity affected the unvarshynished wooden structure and the airfoil further flattened out to about a 1 in 30 camber They were countshying on the additional speed possible with the higher-horsepower engine and the lower drag of the airfoil to make up for the lower lift generated by the flatter airfoil
It didnt work For 1905 theyd go back to the
1 in 20 camber Other changes inshycluded a revision to the hinge point for the forward rudder (what we reshyfer to as their elevator) since the 1903 machines forward rudder was mistaken ly hinged aft of the censhyter of pressure and had a tendency
to snatch the controls from the opshyerator and to move to the full-up or full-down position when the control was moved in flight The location of the engine was also revised to move the center of gravity During the seashyson they also installed steel bars weighing as much as 70 pounds unshyder forward rudder bringing the toshytal weight of the machine to about 915 pounds
Due to the scarcity in Dayton of spruce long enough for their purshyposes the brothers were forced to use pine for their spars which caused a fair amount of frustration when repairs had to be made The pine snapped easier than the spruce causing the number of repairs to be higher An order was placed for spruce but it would be later in the summer before the wood would arshyrive at their shop
There was one pair of parts that were legaCies from the 1903 Kitty Hawk Flyer-the propellers Both
airscrews had survived the tumble over the sand after the fourth flight on December 17 and were to be used on the 1904 machine for the very first trials It is unclear exactly when they were removed from the 1904 machine but it seems likely it was in advance of this notation made on August 10 1904
Broke rudder before final landing Broke screw was the entry related to a 640-foot flight made by ww and noted in Wilburs Diary E (In their diaries the brothers referred to each other by their initials)
On Monday May 23 1904 they invited the press (but no photograshyphers) their father and a few friends for the first flight of the new mashychine It was a tough day for the brothers They fully expected they would at the very least be able to duplicate the distance flown the preshyvious December It didnt work out the way they had planned
While both had become the
By May of 1904 the Wrights had built a new version of the Flyer they had tested in Kitty Hawk at the end of the previous year Desiring a closer location to their home in Dayton they gained permission to fly in Torrance Huffmans praishyrie pasture just a few miles outside of Dayton There they built a hangar shed to house their airplane shown in these photographs in its initial 1904 configuration Orville leans on the strut while chatting with his older brother Wilbur standing on the right What appears to be a Richards anemometer is mounted to an outboard wing strut just behind Wilburs head You can clearly see a larger gasoline tank and a radiatorexpansion tank mounted on center-section struts near the horizonshytal four-cylinder engine The forward rudder (elevator) is clearly different in plan form from the 1903 Kitty Hawk Flyer
worlds most experienced glider pishylots over hundreds of glides since they started flying from the Great Hill near Kitty Hawk North Caroshylina when they started flying again in 1904 they had a combined total of only 98 seconds of powered flying time-Orville with a total time of 27 seconds Wilbur with 71 precious ticks of the stopwatch in his diary logbook This inexperience and the combined effects of density altitude and a very narrow performance enshyvelope added to their challenges
After waiting for high winds to subside on that Monday in May they were dismayed to see the wind die off almost completely They placed the Flyer II on the new 100shyfoot launching rail they had built and one of the brothers (its not clear in their diaries which of the two) settled into the padded leather hip cradle and grasped the wooden controls The engine proved diffishycult to start and ran poorly misshyfiring irregularly The signal given the engine lever was moved over to the far right and the restraining clip tripped With hardly a breath of wind blowing the Flyer started down the track But the combinashytion of a much higher density altishytude than they had at Kitty Hawk and the misfiring engine caused the Flyer to show no propensity to fly
it unceremoniously ran off the end of the track
A few days later with the weather still unsettled and rainy Orville managed a meager 25-foot hop Once again their father 76-yearshyold Bishop Milton Wright made the 8-mile trip on the interurban trolshyley from the west side of Dayton to Simms Station across the road from Huffman Prairie
The summer of 1904 would be a real test of the brothers persistence They were somewhat surprised and very disappointed in the initial trishyals and probably a bit embarrassed as well Not since the train ride home from North Carolina in Aushygust of 1901 had they been more perplexed and frustrated in their aerial experiments
June July and August would go past before they would equal based on time aloft their last flight of 59 seconds on December 171903 They finally did it on Thursday September IS 1904 in a flight that lasted 59-12 seconds according to the stopwatch and Richard anemometer mounted on the Flyer That days flight was made easier to accomplish thanks to one more innovation that was added to their list of accomplishments that fall the construction and use of a catapult to launch their airplanes
They didnt have the steady breezes VINTAGE AIRPLANE 11
In 1904 the Wrights would accumulate 45 minutes of flying time during 105 flights Most of the flights were measured in seconds such as this efshyfort flight number 30 Wilbur is shown in mid-flight on August 13 1904 He would cover 784 feet in 22-34 seconds skimming low over the tall grass in Huffman Prairie Two interesting details (see insets) are present in this image First on the left below the right wing of the Flyer II a couple
of people can be seen riding in a horse-drawn cart One can only imagine what they were thinking as the biplane skimmed the grass Second on the far right it appears Charlie Taylor is the man in shirtshysleeves with his hands on his hips as the Flyer II clatters by
they had taken advantage of along North Carolinas Outer Banks Recshyognizing that much lower average wind speeds were available in censhytral Ohio during the summertime the brothers built a longer set of launching rails each section meashysuring 20 feet At one point 12 secshytions of rail were laid and staked to the ground for a total of 240 feet but it was soon discovered that layshying that much track was not parshyticularly useful It took too long to lay the rail and often when the last section was lined up and bolted to its neighbor the brothers and Tayshylor would discover that the wind had begun to shift Shortening the rail helped get the job done sooner but consistent launches were only possible when there was a strong breeze Too often attempts in marshyginal conditions ended in nothing more than a short hop By midsumshymer the catapult was ready for a September 7 1904 trial
A 20-foot tall derrick was placed behind the Flyer and a 31 ratio rope and pulley block and tackle were inshystalled The rope ran from the top of
12 AUGUST 2005
the derrick down to the base and over another pulley where it changed dishyrection and ran alongside the rail to the opposite end of the shorter track (now 60 feet) There it made a 180-deshygree turn at the launching end of the rail running back to the Flyer perched on top of its launching truck There it was attached to the launching truck which had small bicycle hub wheels that rode on the metal-topped wooden rail A second rope attached to a stake driven into the ground restrained the Flyer When a 1200shypound weight was dropped 16-12 feet thanks to the 31 ratio the end of the rope attached to the launching truck would be pulled 50 feet down the rail accelerating the Flyer to flying speed Each weight the brothers used tipped the scales at 200 pounds On a number of occasions 1200 pounds proved to be inadequate and the weight being dropped was increased to 1600 pounds
It is often assumed the Wrights alshyways launched their Flyers into the wind and while it was certainly their goal their diaries make clear that crosswind takeoffs were often atshy
tempted and accomplished simply due to the vagaries of the wind direcshytion Thanks to the rapid accelerashytion from the catapult the controls were effective quickly giving the pishylot the ability to counteract the effect of the crosswind
A few weeks after starting to use the new launching system they flew longer and farther than ever before On a cloudy Tuesday morning Sepshytember 20 1904 starting with a crosswind from the left Wilbur manshyaged a flight of just over a minute in time covering 2520 feet He also managed to perform a pair of turns during the flight the first to the left and the second to the right landing as he came close to the fence near the road and the trolley line Based on writings by Wilbur in early 1912 in a disposition related to the Wright vs HerringCurtiss lawsuit it appears he may have been attempting the first circled flight but turned back in the opposite direction when he realshyized his turns path would put him in conflict with a tree he depicted in a diary map of the days events
On the next flight Orville did
even better than that and an intershyested and erudite witness was there to see the flight
Sixty-four-year-old Amos Root the editor of Gleanings in Bee Culture had driven 175 miles to visit friends in Xenia Ohio and made a side trip to Huffman Prairie to meet the Wrights Hed been reading about them in the few mentions made in the press up to that date and wanted to see for himself what was happenshying outside of Dayton As luck would have it he arrived on September 20
Root was no crackpot looking for a cause A leading citizen of Medina Ohio he bought the first bicycle in northern Ohio in the 1870s and he purchased a new Olds Runabou t motorcar in 1903 Root was known as a fellow who was willing to emshybrace new technologies as soon as they were viable He drove the Olds on a 400-mile tour of Ohio during the summer of 1904 and drove to Huffman Prairie in September Root had established a successful busishyness centered on beekeeping and is known today as the father of the modern beehive His business AI Root Inc a company now known as a worldwide supplier of candles and beeswax is still in its original buildshying in Medina
The cloudy skies gave way to rain later in the day with the breeze shifting from out of the northshywest to crossing the field from the northeast As shown in a diagram drawn in Wilburs diary Orvi lle with a right crosswind to compenshysate for as he started was launched off the rail He pitched the Flyer up to climb just a few feet and then proceeded to do something no one had ever done with a powered airshyplane-he flew the Flyer IT for one minute thirty-five and two-fifths seconds and flew in a complete 360-degree turn landing only because he neared the northeast boundary of the field
Root was amazed and the moshyment was not lost on him In the January 1 1905 edition of Bee Culshyture he wrote
liThe operator takes his place lyshy
while sitting up You can eXperience hoW extended periods could be Next time youre at home watching television try lying on your stomach and watching an entire episode of your favorshyite sitcom for the entire half-hour- no breaks no stretching just you and your head tilted upward as if you needed to always see where you were headed You can bet the brothers looked forward to that power increase
The other reason was terrain The Wrights didnt yet have the luxury of a prepared field that was long and free of obstructions The terra firma at Huffman Prairie was once a low swamp and the field was prishymarily filled with hummocks of grass about 6 inches tall A pair of flexshyible spruce skids could ride along the tops of uneven terrain soaking up the shocks and spreading the load along a pair of runners but a pair of wheels would have to be set on axles mounted in some sort of shockshyabsorbing apparatus all of which added you guessed it weight And in case you needed to land in a smaller field a set of wheels might need one more device brakes A pair of wheels of fered little resistance to stopping but a set of skids brought you to a stop much quicker with little chance of nosing over
Eventually the Wrights had the aircraft performance and the fie ld conshyditions that would allow them to dispense with the ungainly launching rail and catapult system but until then they plied the skies of America and Europe with a pair of graceful spruce skids
VI N TAG E AI R PLA N E 13
The Wrights struggled during all of 1904 with controllability issues and fightshying the effectsof what we have come to understand as density aHitude Too often a flight would end with the Flyer I darting into the ground such as this incident at the end of flight 31 on August 16 1904 Orville was the pilot The fellow standshying to the right of the launching rail appears to be Charlie Taylor the Wrights mechanic Flights ending like this prompted the brothers to create a catapuH sysshytem which they started using on September 7 1904 The addition of the catapuH meant that flights could be started at a speed that would allow the Flyer to accelshyerate and the Wrights flight times immediately began to increase
The leaves have fallen but the exciteshyment of being able to fly the Flyer I for over a minute at a time was irresistible for the brothers as they both learned how to control their recalcitrant flying machine and continshyued to refine their deshysign This photograph
of flight 85 was taken on November 16 1904 during a flight in which Orville covshyered 1760 feet in 40-112 seconds
Consistent flight continued to elude them even while they were able to keep the Flyer I in the air for more than five minutes sometimes circling the field four or five times When they concluded the 1904 flying season on December 9 they had plenty of scientific work ahead of them Confident they could solve the problems the following spring was spent trying to sell their flying machine and later building a new airplane At the beginning of the summer of 1905 they stood ready to fly in the air at their will The Flyer 11 would test their resolve
ing flat on his face This position offers a locom otive without any wheels we less resistance to the wind The engine will say but with white wings instead is started and got up to speed The mashy we will further say-a locomotive made chine is held until ready to start by a sort of aluminum Well now imagine that of trap to be sprung when all is ready locomotive with wings that spread 20 then with a tremendous flapping and feet each way coming right toward you snapping of the fo ur-cylin der engine with the tremendous flap of its propelshythe huge machine springs aloft When lers and you have something like what I it tumed that circle and came near the saw The younger brother bade me move starting poin t I was right in front [of] to one side for fear it might come down it and I said then and I believe still suddenly but I tell you friends the senshyit was one of the grandest sights if not sation that one feels in such a crisis is the grandest sight of my li fe Imagine something hard to describe The attenshy
1 4 AUGUST 2 005
dant at one time when the rope came off that started it said he was shakshying from head to foot as if he had a fit of ague His shaking was uncalled for however for the intrepid manager sucshyceeded in righting up his craft and she made one ofher very best flights
Ve ry be st fli ght ind ee d th e 52nd fli ght th e bro th ers m ad e with th e Flyer II was the longes t in te rms o f time a nd d ist a n ce they had ever m ade
In 1904 they made a total of 105 fli ghts most o f them fairly sh or t with limited turns performed within the confines of the fi eld More than once one of the brothers would land before turning any great amount for fear they would fl y outside the boundaries of the roughly lOO-acre Huffm an Prairi e They were still feeling out the amount of turn the machine would tolerate and more than once the turn ended in an unshyintended landing
Friday December 9 saw the end of the 1904 flying season a season of remarkable progress and maddenshying problems The airplan e still was unstable in pitch it still had the odd tendency to slide off to the side in turns and the power available was barely enough to sustain the Flyer in the air They dismantled the Flyer II keeping the hardware engines and propellers but burning the remainshying wood and fabric The in fo rmashytion they had gathered in their fi rst full season of powered flight was put to use as they began construction of the 1905 Flyer III ~
Continued next month
All of the images presented in this article are available as digital downloads from the Library of Congress website Start your search at wwwlocgovrr print cataloghtm
Tap the blue Im ready to search butmiddot ton and when the next page comes up click on the OW hyperlink or scroll to the very bottom of the page The Wright Brothmiddot ers Collection is number 57 Once youre at the search page for the Wright Collecmiddot tion just enter a keyword such as 1904 and a list of images will be presented Have fun There are plenty of interesting images-more than 300 Wright images scanned from their original glass plate negatives are part of the Library of Conshygress collection
its FREE
AVIATION UNLIMITED AGENCY
wwwouoonlinecom
Eugene Geno Breiner Newville PA
_ Graduate of Roosevelt Aviation School Long Islanel NY
_ In 1985 restored Fleet 2 NC8689 manufactured in 1929
_ 1987 Best Open CockpitshyPotomac Antique Aero-Squadron (PAAS) Horn Point MD
_ 1989 Best Antique Sentimental Journey to Cub Haven
_ 1992 Grond Champion shy PAAS
I have enjoyed my aircraft through the years and have
enjoyed working with AUA Inc since 1985 for all my
insurance needs
- Geno Breiner
I middot
AUAs Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums
Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages - 0 hand-propping exclusion
No compone t ~orts endorsements - Discounts for claim-free renewals carrying all risk coverages
The best is affordable Give AUA a call shy
800-727-3823 Fly with the pros fly with AUA Ina
Torquil Normans DH8S Leopard Moth HG FRAUTSCHY
Theres always room for imshyprovement in an airplane and in 1933 Geoffrey de Havilland saw potential in
his companys DH80 Puss Moth It was a great airplane but with a tweak here and an improvement there
The new version would use the higher-horsepower inverted Gypsy Major engine of 130 hp with seating for three people and a spruce and plywood box strucshyture for the fuselage
When first flown by the compashynys founder on May 27 1933 the DH8S Leopard Moth was found to be 9 mph faster that its sibling topshy
16 AUGUST 2005
ping out at about 137 mph while carshyrying three people Pleased with the results de Havilland came to like the airplane so much he ordered one for himself using it for family touring around the United Kingdom and on the continent of Europe in the blissshyful days before the clouds of war beshygan to gather
Interestingly a curious debate over crew placement in Jightplanes was put to rest in part due to the experishyence gained by pilots of the Leopard Moth When first conceived its preshydecessor the Puss Moth had both the passenger and pilot in the same cabin an arrangement that resulted
in a great deal of discussion Should a pilot be in the same cabin where he could be distracted from the rigors of flying the airplane Shouldnt he or she be positioned in a separate comshypartment or cockpit so that his or her full attention could be paid to flying the machine
If the tandem-seated Puss Moth dealt that concept a strong blow the Leopard Moth with its two in the back and pilot up front stomped on it and the side-byshyside DH87 Hornet Moth put it to rest for good The benefits of havshying the passenger inside the cabin where not only his desires could be
JIM KOEPNICK
dealt with but his help could be of great benefit was further enhanced by the passengers accessi bility to flight instruction which could be given by leaning over and speakshying into the pupils ear rather than shouting into the slipstream or givshying convoluted hand Signals
The attractiveness of such an arshyrangement contributed to the Leopshyard Moths popularity with 133 of them being made in the middle 1930s and almost half of them (60) being sold to overseas or continenshytal owners Buyers from as far away as Argentina and Japan ordered Leopard Moths and when World
War II broke out 44 of them were appropriated by the British military for use in communications work
Not surprisingly not all of those 44 DH85s re-entered civilian life after the war many were lost durshying service but better than two dozen were reregistered One of the Leopard Moths to survive the war was originally built for export to the Continent
When first built in 1933 DH85 serial number 7035 was sold to a French owner and it was registered as F-AMXP It sat out the war years in a barn in France and didnt fly again until after Roger Fiennes reshy
covered the airplane in 1990 and brought it to England where Ben and Jan Cooper of the Newberry Aeroplane Co restored it Torquil Norman aircraft collector extraorshydinaire bought the aeroplane from Roger before Rogers disappearance and presumed death in a Tiger Moth during an attempted crossing of the English Channel in the late 1990s
Quite thoroughly restored with an engine overhaul performed by Mike Vaisey of Vintech the Leopard Moth is now registered as G-ACOJ and is kept by Torquil at a small strip called Rendcomb Aerodrome located southeast of Gloucester in the United Kingdom Like Geoffrey de Havilland Torquil fell in love with his Leopard Moth flying as often as he could And like many pilots of old the lovely handling qualities of the DH85 provided the opportunity to fly the aeroshyplane long distances Record-breaking flights from England to Africa and Australia were made in the 1930s and taking inspiration from those intrepid pilots Torquil Norman had Henry Labouchere install a long-range tank under the back seat of the Leopard Moth giving it a 96 US gallon capacity enough to keep the Gypsy Major running for about 11 hours A couple of warmshyup flights to Italy and France gave him the confidence in the aircraft to fly the North Atlantic
A number of you may recall that in 1966 Torquil and Henry Labouchshyere flew a lovely de Havilland Dragon Fly to Oshkosh One of the lessons learned during that flight was that if one engine failed in the Dragon Fly they would wind up in the ocean as it didnt have sufficient perforshymance to maintain altitude on one engine with the other shut down and its fixed-pitch prop presenting itself to the slipstream completely unfeathered
Torquil felt that a single-engine crossing in the Leopard Moth didnt present a significantly greater risk than the flight in the twin-engined Fly so he gathered the equipment
VINTAGE A I RPLANE 17
Torquil Nonnan aircraft collector extraordinaire
18 AUG U S T 2005
Like many of its de Havilland siblings the Leopard Moth features foldable wings which help maximize available storage facilities
necessary for such a long trip and Iceland landing after a 9-l2-hour flew to Wick in far northeastern journey An attempt to fly over the Scotland Donning an exposure suit Greenland ice cap was rebuffed by and departing with a full 96 gallons clouds so a run down the east coast of fuel he pushed off to Reykjavik was made landing in Narsarsuaq at
the southernmost tip of Greenland There he was greeted with beautiful weather with temperatures in the 60s and sunshine
A long run to Goose Bay Labrashydor in Canada gave Torquil a taste of just about every type of weather one can expect to encounter from solid IFR conditions nearly down to the sea to a near gale blowing along the Canadian coast when he
(j was getting ready to land From ~ there he flew down to Sept-lies on g the north shore of the St Lawrence a ____ --u_ ~ Seaway in Quebec where he says
Electricity for the Moth is supplied by this strut-mounted generator which is he enjoyed a marvelous lobster din-driven by a carved impeller You can see the damage done to it by ice and pre- ner Then it was on to the States cipitation encountered on the trans-Atlantic trip making his way to EAA AirVenture
Oshkosh 1999 after a few stops to visit friends along the wayA Hamilton vertical
All in all he didnt feel the airshycard compass (right) craft ever ran up against insurshysupplements the stanshymountable issues during his longdard British compass flight but there were times whenmounted at the bottom the long legs of the Leopard Mothcenter of the instrushywere not contributing to the comshyment panel fort of the pilot Having made the trip in both the Rapide and the Leopard Moth Torquil didnt feel it was likely hed repeat his transshyAtlantic hop but he certainly has created a whole new set of stories to tell his chums at home
VI N TAGE A I RPLANE 19
THE FORGOTTEN PERFORMERS
Bellancas record-making airplanes VIC PIKE
Clarence Chamberlain on his way to Gennany
A sk anyone in a pishylots lounge what airplane Charles Lindbergh flew across the Atlanshy
tic and the reply will be Why a Ryan of course But relatively few current pilots are aware that two weeks after Lindberghs famous flight Clarence Chamberlain and Charles Levine flew a WB-2 Belshylanca named Columbia immediate predecessor to the Bellanca Paceshymakers and Skyrockets from Roosshyevelt Field New York to Eisleben Germany And few pilots know that prior to his involvement with Ryan Lindbergh unsuccessfully neshygotiated with Wright Aeronautical (who commissioned the WB-2) and later with Giuseppe Bellanca at his Columbia Aircraft Co to purchase th e very plane used by Chambershylain and Levine Unfortunately (or fortunately for Ryan) Charles Levine th e financial underwriter of Columbia Aircraft manipulated capriciously to obstruct a sale to the 20 AUGUST 2005
unknown airmail pilot Lindbergh From the mid 1920s through the
early 1930s Bellanca monoplanes routinely set records for distance altitude and endurance that made their superlative performance an expectation Victories at the Nashytional Air Races in both 1925 and 1926 An endurance record of 51 hours and 11 minutes in 1927 and New York to Havana Cuba in 1928 both by the Columbia
Then it was Maine to Spain by the North Star in 1929 At the Nashytional Air Races in Cleveland that year Bellancas took five firsts three seconds two thirds and two fourths in seven events In May 1930 came the non-refueled endurance record of 84 hours and 33 minutes in a Pacemaker powered by a Packard DR-980 radial diesel engine this reshycord was not broken until the 1986 flight of the Voyager
In July 1930 another record New York to Istanbul in the Cape Cod nonstop And still more an altitude record of 30453 feet was
set in 1931 by Bellanca test pilot George Haldeman
1931 also saw an around-theshyworld flight with Clyde Pangborn and Hugh Herndon in Miss Veedol which culminated in a 4558-mile 41-hour and 13-minute leg across the Pacific Ocean from Sabishiro Beach Japan to Wenatchee Washshyington which is a story in itself This record stood until 1947 when it was eclipsed by a uS Air Force 8-29 Miss Veedol was renamed the American Nurse and in 1932 vanshyished on a trans-Atlantic attempt
These are only a few of the acshycomplishments of this Bellanca seshyries and although some of these airshyplanes had modifications such as longer wings the original design was a commercial production aircraft
Diminutive and shy Sicilianshyborn Giuseppe Bellanca had formal education in mathematics and enshygineering and in a partnership of three constructed Italy s first airshyplane in 1909 He immigrated to America in 1911 and soon assemshy
bled a parasol-wing monoplane powered by a three-cylinder 30shyhp Anzani engine After flying this airplane Clarence Chamberlain remarked I was thoroughly conshyvinced that Bellanca not only was a genius but a hero of a rare sort
In 1912 Bellanca established the Bellanca Aeroplane Co conshystructed a second monoplane and opened a flight school One of his students was Fiorello LaGuardia later New Yorks famous mayor In 1916 Bellanca designed the CD and CE biplanes for the Maryland Pressed Steel Co To illustrate his engineering acumen the CE (1917) would cruise at 100 mph on 90 hp while the conshytemporary Curtiss IN-4D Jenny also with 90 hp followed at 65 mph
The CF monoplane first flew on June 8 1922 and was spectacular for its era With an enclosed cabin carrying four passhysengers and powered by a 90-hp 10-cylinder Anshyzani radial (twin rows of five cylinders) the CF cruised at 100 mph for 600 miles and enjoyed an impressive 12-to-1 glide ratio With the CF Bellanca created a signature airfoil fuselage profile that continued into post-war designs
Airmail pilot William C Hopson campaigned the CF in a series of competitions during the summer of 1922 He took first place in every event Hopson observed She was by far the most remarkable plane I had ever flown
Despite the CFs accomplishments there was no market for a $5000 airplane when World War I surplus models were selling for a few hunshydred Fortunately the CF survived has been restored and is now in the National Air and Space Museum
In 1925 Bellanca joined the Wright Aeronautical Corp which put him in close proximity to the new 200-hp J-4 Whirlwind engines This prompted construction of the
conflicts with Wright Aeronautical in Patterson New Jersey he moved to New York and entered the conshytentious partnership with Charles Levine When that unraveled Belshylanca re-established production in a rented warehouse on Staten Island
Bellancas outstanding airplanes enticed the state of Delaware and particularly the du Pont family into courting him to settle there After a temporary operation in Wilmingshyton a factory and airfield were conshystructed at New Castle stability was finally achieved
The rugged construction and prodigious load-carrying capacity
of these unique airplanes disbursed their activities all over the world where they served careers from distinguished air transshyport to bush hack An ulshytimate utilitarian characshyter relegated the grand birds to situations of exshypendability that unforshytunately caused attrition to eliminate alarming numbers of them
Out of the 60 that were built only one airworshythy example of a Paceshymaker CH-300 exists toshy
bull
--=--shy -lt
-shy____ u
all-wood WB-1 followed by the steelshytube fuselage WB-2 using the imshyproved 220-hpJ-5 The WB-1 was deshystroyed in a crash in 1926 and the record-breaking WB-2 Columbia was lost in a hangar fire in 1934
From the WB planes evolved the Pacemaker series first the J-5 Wright powered CH-200 of 1928 then the 300-hp R-975 J-6-9 CH-300 of 1929 (also available with the PampW Wasp Jr) and the R-1340 Wasp CH-400 Skyrocket of 1930 on through the senior Pacemakers and Skyrockets of the later 30s
Giuseppe Bellancas passion was to design and build airplanes with the following parameters Maxishymum safety and the greatest possishyble efficiency as measured by speed load and range His earlier dreams seemed perpetually frustrated after
day NC251M Serial No 154 And even this one is currently undergOing a complete and toshytal rebuild with new fuselage and wings and a target date for compleshytion in the summer of 2005
Throughout the story of this airshyplane is the striking reality of how many people have been involved The core history of an old airplane is inshytriguing but the anecdotal accounts of the people create something inshyfinitely more profound Aviation is a community an extended family so loosely connected that members remain unacquainted But the comshyposite connects lives in ways that are not previously suspected Keep this in mind as you read
NC251M emerged from the Belshylanca factory at New Castle Delashyware on September 171929 to be delivered as the first airplane of In-
VINTAGE AIRPLANE 21
ter-IsIand Airways (now Hawaiian Airshylines) of Honolulu It served primarily with sightseeing flights while Inshyter-Islands passenshyger service evolved around Sikorsky S-3S amphibians
On April IS 1933 NC251M was sold to Mr G Fowble (posshysibly a broker) of San Bernardino California and then resold on April 27 to MacMillan Peshytroleum Corp of Los Angeles Remember MacMillan Ring Free Motor Oil On March 20 1935 it was purchased by Unious Mac McGee (McGee Airways) in Anchorage Alaska to begin 15 years as a bush workhorse On April 20 1935 McGee Airways was sold to Star Air Service in Anchorage which became Star Airlines which became Alaska Star Airlines which became Alaska Airlines in May 1944
Steve Mills chief pilot for Star was flying a sister Pacemaker NC259M when a fatal crash claimed his life in 1936 After usable parts were salshyvaged the remaYJs were burned at the site of the accident In 1995 the curator of the Alaska Aviation Herishytage Museum (and a walking encyshyclopedia of Alaska aviation history) Ted Spencer recovered the parts and stored them at the museum in Anchorage Steves grandson Dave Mills assisted Ted in his efforts
Essentially intact the logs of NC251M depict a rich history of Alaska bush flying in the 1930s and 1940s and reading them is like peering into the Holy Grail Much of the story can only be extraposhylated from the cryptic and frustratshyingly taciturn renderings of bush pilots who flew thousands of hours over geography and in weather that would be considered treacherous to most modern pilots
Ones imagination expands from such tersely penciled comments as 22 AUGUST 2005
PICTORIAL HISTORIES PUB CO
NC251M in 1929
Engine blew up Ship moored at Naknek Rate of climb reads SOO feet down in level flight Windshyshield gives pilot cold shower Turn and bank no good Cant adjust altimeter (Signed Satan) Repaired left wingtip spliced rear spar Rebuilt left elevator
Another entry notes Flew every day from 1-20 to 2-14 With such casualness the suspicion is that unshyderstatement must be intrinsically characteristic of these bush pilots theres no mention of the effort inshyvolved in keeping a 1929 airplane flying every day during the rigors of an Alaskan winter
The logs include entries by many noted Alaska bush pilots a few of which were Kenny Neese Johnny Moore Don Goodman Jack Elshyliot (who onee swooped down and speared a wolf with his ski) and Bill Lund Lund stayed with Alaska Airshylines as its number one pilot and pioneered jet flights into Russia during the 1970s finally retiring in 19S0
Martha Monsen was the Star agent in Naknek during the 1930s and ran a virtual boarding house for the pilots during layovers Several of Monsen s sons became pilots and one Mel Monsen told me of sitting at the supper table as a young lad caught up in the intrigue of endless convershysations about bush flying advenshy
tures Mel Monsen related that when he and his friends played bush pishylot there was alshyways an argument about who would be Kenny Neese
In these early days it was usual for Alaska air sershyvice companies to struggle wi th fishynancial solvency Star was no excepshytion and in June 1939 in exchange for some capital investment the
ownership of its entire fleet was transferred to bankers Thrall and Williams of Minneapolis Minshynesota In contemporary terms these treasures included four CHshy300 Pacemakers three CH-400 Skyrockets two Stinson SM-SAs a Fairchild Pilgrim 100A a Cessna C-34 Airmaster and a Ford 5-AT-C Tri-Motor The arrangement apshyparently worked because by Febshyruary 1940 everything was back in Stars legal possession
In June 1946 Alaska Airlines performed a field conversion from wheels to Edo 4665 floats When completed notification was sent to the CAA with the simple comment that it was similar to Bellanca NC256M Approval was granted
From 1929 NC251M flew with a Wright R-975 J-6-9 of 300 hp reshyplaced or overhauled a number of times but a catastrophic failure in August 1946 prompted Alaska to convert to a PampW R-9S5-AN-3 Navy surplus and freshly overhauled In May 1947 the plane was returned to service
In December 1947 Alaska Airshylines sold NC25 1 M to Eric Shutte (pronounced Shoot-ee) and CV Kay Shutte came to Alaska in the early 1930s as a pilot and mechanic for Vern Gorst founder of Pacific Air Transport Kay had been a partshyner with Shell Simmons in the Panshyhandle Air Transport Co (Pateo)
out of Juneau in the mid 1930s
Shutte and Kay did contract flying for the US Coast Guard and opened a hotel in King Salmon called Nashyknek Sky tel with NC25 1 M providing charter flight sershyvices The business suffered a setback in 1950 when the hotel burned and on a trip south the Bellanca was damshyaged in an accident Kenmore Air 1950s On the float is Bob Munro Walt Winsman mechanic near Prince Rupert and Bill Lund Alaska Airlines pilot on a day off British Columbia
Bob Munro of Kenmore Air Harshybor in Seattle salvaged the plane with the promise that insurance would cover the costs The insurshyance company refused and Munro took possession of the Bellanca as payment After repairs were comshypleted NC25 1 M joined the Kenshymore fleet Currently Kenmore is a world-class floatplane operation holds the type certificate for Edo floats and has developed many STCd modifications for de Havilshyland Beavers and Otters
From 1955 to 1957 Munro leased NC25 1 M to Bob Hall of Kodiak Airways (actually it was sold and repurchased for liability protecshytion) Kodiak ran scheduled mail and passenger service to the five villages and nine canneries on Koshydiak Island The chief pilot was Gil Jarvela and in a conversation with me he related stories that riveted my attention hauling resistant Koshydiak bear cubs in gunny sacks loadshying incredible amounts of freight in NC25 1M and patching holes in the floats with bubble gum and spruce twigs
When the plane was returned to Kenmore Bob Munro commisshysioned Clayton Scott to engineer the installation of Edo 6470 floats to replace the smaller 4665s I had heard of Scott and his legendary cashyreer in aviation that has spanned
more than seven decades and conshyfirmed his existence with Bill Whitshyney Kenmores senior pilot who flies turbine Otter floatplanes
I visited Scott in his large hanshygar on the Renton Municipal Airshyport in Washington state where he conducts business as Jobmaster Co his aircraft modification firm Out front was a beautiful Cessna 195 on floats and inside I found him working on a de Havilla~d DHC-2 floatplane Looking at the man and his environment I immeshydiately realized that this was halshylowed ground
I told him my visit was prompted by an understanding that he had once installed floats on a Bellanca Pacemaker and he replied Yes that was in 1957 We replaced a set of Edo 4665s for some 6470s I can show you the paperwork He stepped to his fi le and without glasses pulled it out
I inquired of Scott how old he was and with a sly smile he said 100 minus three After a period of time during which Scott grashyciously shared with me some of his incredible flying experiences I left this icon so that he could return to working on the Beaver [ felt that I had been in the Notre Dame Catheshydral [Well have more on Clayton Scott in next months issue of Vinshytage Airplane-Ed]
As predictably ocshycurs in the life cycle of utility airplanes NC251M was showshying tatter and wear by the late 1950s the engine found a home on the nose of anshyother ship the wings were pulled and it ended up in the back of Kenmores storage yard In June 1960 Dick Poet of Aumsshyville Oregon purshychased the airframe and floats
Poet was an aerial applicator pilot and with his wife Helen
owned Wilderness Airlines in Bella Coola British Columbia Dicks meshychanic Bob Bohanan completely refurbished the Pacemaker includshying new fabric paint and an overshyhauled R-985 from Wesco Air Service on Boeing Field which returned it to pristine condition
With the rebuild complete on June 25 1962 there was the issue of taking the airplane off the Poets grass strip Straw was spread down the runway to reduce friction and with Dick in the cockpit power was fed to the R-985 Sufficient airshyspeed was achieved but the long floats prevented rotation and takeshyoff was denied Bohanan then conshystructed a two-wheel dolly from an old truck axle and this time Dick lifted off while the dolly burshyied itself in the brush at the end of the field After a short test flight he landed on the Willamette River at Salem Subsequently the Poets applied for Canadian registration (CF-OQK) and flew to Bella Coola British Columbia where the Paceshymaker began charter service with Wilderness Airlines
On June 25 1963 a woman Mattie Jack was attacked and badly mauled by a grizzly bear at Mud Lake east of Bella Coola A call was made to Dick for a rescue flight and he immediately took off with
continued on page 32
VINTAGE A I RPLANE 23
A beautiful day is not complete unless it is seen from the inside of a cockpit The Vintage Aircraft Association is providing you with the opportunity to bring the magic of flight to your home office or hangar Take flight with the 2006 VAA Calendar Free Skies Forever
The gorgeous 17 x 11-inch full-color wall calendar is the perfect gift for yourself or your favorite pilot Each month contains the amazing photography from the Vintage Aircraft Association and captures the spirit of flight
As a commemoration to the great aviators before us the VAA 2006 Calendar Free Skies Forever contains great feats in aviation printed on the exact date of occurrence Dont let this opportunity fly past you Order your 2006 VAA Free Skies Forever Calendar by September 30 2005 Calendars will ship in November for Christmas arrival
Or to order by mail send your checkmoney order to Vintage Aircraft Association 2006 Calendar do Turner Publishing Company bull PO Box 3101 bull Paducah KY 42002-3101
o Please enter my order for __ copies of the Vintage Aircraft Association 2006 Calendar - only $1595 Your Name
o ShippingHandling add $395 for each calendar Address
o Kentucky residents add 6 sales tax City State Zip
TOTAL ENCLOSED $______
Telephone For Office Use Only - VAA2006-A-GW
CkR Amount E-mail address (for order confirmation)
DOUG STEWART
Whetherweather to go or not
There I was driving along the turnpike looking up at a severe clear cerulean sky and rather than findshy
ing myself ecstatic at that beautishyful sight words that cannot be reshypeated in this column were formshying on my lips Gosh darn (it was really a lot stronger said than that) the briefer said VFR not recomshymended and now instead of being up in that sky where I belong I am down here ground bound driving to my destination
I know probably everyone of us has been in this situation pershyhaps more times than we care or choose to remember As the sayshying goes There are old pilots and bold pilots but no old bold pishylots Many of us are aware that most aviation accidents when asshysociated with weather tend to be fatal ones Thus if we are not inshystrument rated and current or flyshying an airplane that is not instrushyment certified we tend to choose alternative means of transporshytation when the briefer tells us VFR is not recommended
But does this always have to be the case Are there any ways to make those VFR trips possible and still remain safe Are there any tools we can use to determine if the forecast is holding true or if it is not For I think we all both male and female would agree that the weather is like the opposite sex-toshytally fickle and unpredictable Lets
take a look at the numerous tools we have for making the gono-go decision relative to the weather
To help determine if the forecast is going to hold true I usually first consult the METARS Check reshyporting stations along your route If you are able get a history showshying the reports over the past three to four hours and see if the reports are corroborating the forecasts (DUATS WSI and Meteorlogix are all great sources for this informashytion) What trend do you see in the reports Is the weather getshyting better or worse or holding the same Is it doing what the TAF and FA said it would
Im also sure to compare the tershyminal forecasts (TAF) with the Area Forecast (FA) The TAF covers only a S-mile radius of the aerodrome whereas the FA covers an entire area Keep in mind that cloud bases in the TAF are AGL (above ground) whereas the cloud bases in the FA are MSL (above sea level)
Next I check the PIREPS (pilot reports) Do they substantiate the briefers warnings When checking PIREPS be sure to take into account where the report was made (threeshydimensionally) when it was made and what type of aircraft the reportshying pilot was flying If a 747 reports light chop along my route I might consider leaving the ropes on my airplane and going to have a frosty one whereas if its a J3 reporting moderate turbulence I might very
well launch on my own flight While we are mentioning PIREPS
lets not forget that (as in all things in life) what goes around comes around If we are seeking PIREPS in helping us to make the gono-go decision we should also consider filing them It takes only a few moshyments to file a PIREP and in doing so you are assisting many other pishylots in their flight planning
These are a few of the tools we can use while still on the ground to determine if the forecast is holdshying true But what about when we are already en route How can we know whether the weather will be as forecast
Obviously if the forecast was for severe clear and there are a lot of clouds forming you do not need to be a rocket scientist or a brain surgeon to know that the forecast is not holding true But there are many other clues that might not be quite as obvious and that should warn us that the briefer might have been wrong
If we realize that we are having to fly a heading other than what we had plotted to track our course or if we are experiencing different ground speeds than what we had exshypected we should understand that there is a good chance that the enshytire forecast might be off After all these forecasts are predicated on the expected movement of fronts and pressure zones When they dont move as anticipated the winds aloft
VINTAGE AIRPLANE 25
will be different thus yielding difshyferent headings and groundspeeds than we had planned
There is something else that can give us a heads-up about the posshysibility of the forecast going south and that is the temperatures aloft Most aircraft have outside air temshyperature gauges (OAT) and these can be very useful tools-ones that many pilots ignore An OAT can be used to corroborate whether the temperatures aloft are as forecast (You do remember that the foreshycast temperatures aloft are included with the winds aloft dont you) This can give us an understanding of whether the fronts are moving at the speed and direction forecast or if they might be moving slower or faster than expected
Keeping track of the temperashytures as you climb can also help you quickly determine if the lapse rate is stable Remembering that the stable lapse rate is ZOC per thousand feet one can make a note of the tempershy
ature on the ground prior to takeoff and then check it as you climb If it is less than ZOC per thousand one of the major ingredients in the proshyduction of thunderstorms is presshyent that being an unstable lapse rate (The other two are moist air and a lifting action of some kind) Thus the OAT can be a useful tool in confirming or refuting the foreshycast of thunderstorms
One could spend a lifetime studyshying the weather and not get any closer to predicting what it might do And I cant do justice to the subshyject in this short article However when it comes to weather I must say that discretion is the better part of valor There are certainly times when the briefer will give the warnshying that VFR is not recommended and the day turns out to be beautishyful But there are also times when your beautiful day turns ugly
Regardless of whether the foreshycast is for good weather or bad be sure to have an alternate plan in
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation
Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these jewels on and bring back the good times New General Aviation Sizes Available
500 x 5 600 X 6 700 X 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
~DESSER(~ 323-721-4900 FAX 323-721 -7888
6900 Acco St Montebello CA 90640 TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106
wwwdessercom
26 AUGUST 2005
place Remember to run the PAVE and CARE checklists that I wrote about in previous articles to help you make the proper decisions relative to the weather Using the tools I have mentioned above will help you in checking the enVironshyment help in understanding the consequences of the hazards asshysociated with some aspects of the weather and aid you in assessing the realities of what the weather is really doing
And when the briefer gives you that dire warning of VFR not recshyommended keep in mind that it is always much better to be on the ground wishing you were up in the air than up in the air wishing you were on the ground He might be wrong and Ive offered some tools to help determine that but he very well might be right
Doug Stewart is the 2004 National CFI of the Year a Master CFI and a DPE He operates DSFI Inc based at the Columbia County Airport (lBl)
TelePhone 800-247-8473 or
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE NEWLY ACQUIRED GARNER P EMMERSON COLLECTION DONATED TO EAA BY BOB HIGHLEY OF LAKELAND FLORIDA
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs to be in no later than September 10 for inclusion in the November 2005 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to mysteryplaneeaaorg Be sure to include your name city and state in the body of your note and put (Month) Mystery Plane in the subject line
MAY S MYSTERY ANSWER as residing in Los Angeles at that time I learned this while roaming on wwwaerofilescom last evening
I already had seen the aircraft in the British magazine Aeroplane Monthly that has the same photo as yours along with some contemshyporary aircraft in an illustrated article in the September 2003 isshysue with the title Call That Safe The caption to the photo reads
In 1933 Carl Hall and Frank Nixon tested this propeller cowlshying at Compton California It was claimed to speed up aeroplanes from 39 to 140 per cent and slow them as much as desired for landshying the innerdeflectors serving
Mays Mystery Plane came to us X12211 seems to have its 95-hp as air brakes from Harold Swanson Cirrus upright four-cylinder en I hope that you have more inshygine
Heres our only letter concerning as it was reported to have in 1 formation about this interesting934 its identity it was reported to have had a Veshy early try at a ducted propeller
lie engine when built in 1931 Jack Erickson The Felio Ranger SP-2 owner Harold G Felio is li State College Pennsylvania sted
VINTAGE AIRPLANE 27
EE BUCK HILBERT
Aeronca C-3 N-13000
Ive been asked many times Why do you hang onto this old airplane
Several reasons Mostly it has a place in more recent historyshynamely the last real Cleveland Air Race held in 1948 And probably another reason is it represents at least to me the memory of the last of the barnstormers
To the best of my knowledge the last time this little C-3 flew was at the 1948 Cleveland Air Races
The airplane belonged to Duke and Martha Hashner the owners of Global Airshows and promoters of the races that year
Duke flew this Aeronca C-3 in a clown act The airplane was painted up with a clown face was all red and white and Ive been told he did a remarkable job of entertainshying the crowd
Duke also flew other aerobatic aircraft in the show while Martha was the wing-walker parachute jumper and ticket seller
Unfortunately this was the same year record-holding entrepreneur Bill Odom crashed a racing P-S 1 into a residential area resulting in his death and other fatalities Beshycause of this accident Duke and Martha were the target of lawsuits that drove Global Airshows and the two of them out of business and into seclusion
Living on the Quietula Farm at Cherry Valley Ohio the coushyple now forced to retire from doshying their air show routines turned Global Airshows into a traveling
28 AUGUST 2005
static display show The 50s saw the advent of the
shopping center Global Airshows would truck its airplanes to the new shopping center parking lots and display them in full air show regashylia Martha and Duke would dress the part entertain the crowds and dreamed of once again being active air show circuit acts
The airplane
belonged to
Duke and Martha
Hashner
Unfortunately Duke suffering from a brain tumor lost the ability to participate and after a long batshytle passed away Martha kept the airplanes now stored at the farm and spent her days tending numershyous pet dogs and cats dreaming of her barnstorming glory days as queen of Global Airshows Martha passed away in the mid-60s
Global Airshows and its derelict aircraft were sold to Bill Ross and me a few months before Martha passed away
The collection consisted of Marshythas Meyers OTW Dukes Waco F and a Porterfield CP-65 All were inshy
tact and complete but each needed restoration Also in the collecshytion were pieces and parts of two Aeronca C-3s a J-2 Piper a Taylorshycraft L-2 and a Fairchild 22 Along with the airplanes came numerous engine parts old tools and propelshylers along with the trailers used to haul the airplanes
What happened to the airshyplanes is the frequently asked question Bill Ross was past presishydent of the EAA Warbirds of Amershyica owned a P-38 Leroy Grumshymans personal F3F and an F6F and had his hand in several entershyprises while involved in Warbirds Right at that time he discovered the Grumman Goose was the best bet in sport flying and his attention was diverted in that direction
The Meyers and the Porterfield were restored by Bill and sold The project Fairchild 22 and J-2 went to a couple of our Vintage members and were restored and are flying The Waco F was sold but never did get flying The two C-3s came to me and eventually were restored One was sold and one for those sentishymental reasons is still in my hanshygar disassembled and awaiting the final engine fix The L-2 had been a gas station ornament for years and when they took it down the guy wielding the cutting torch manshyaged to start a fire that ended any thought of restoration
Bill Ross moved to Nevada after he retired from business and unshyfortunately while returning from one of his business trips he flew
into a cloud that had a rock in it Another reason for hanging on It reminds me of Bill Ross and his contributions to the Warbirds of America being part of EAA
Oh yes we did get the C-3 flyshying but the engine ate itself up afshyter about 4S minutes Time for a different approach
I had a set of floats and rigging and Brian Van Wagnen and I deshycided the little C-3 would be a real hoot to see flying on floats However we wanted a reliable engine and the one we had was mostly junk
Brian tore into it but the crank was beyond repair At great exshypense a new one was made dual ignition heads were installed and a new single-drive dual mag was inshystalled after modifying the tail case It runs but the vibration was bad enough to cause distrust Another disassembly and recheck as well as internal component balance were in the works when tragedy struck
Brian had a hangar fire and lost everything he had in the 70-by-90 hangar and its 24-foot lean-toshyhis Widgeon project the Fleetshywing Seabird two antique Aeronca Chiefs a Piper 180 all his toys shop equipment tools and of course the building
The little C-3 stored in another building was all that was left The floats rigging and all the spare enshygine parts were destroyed in the fire A small loss in comparison to what Brian suffered
With no hangar and no shop the decision was made to disassemshyble NC-13000 and bring it back home and there it sits Every day I walk past it and say to myself You gotta get going But the press of daily living and the episodes weve been through in the past couple of years have stopped all the progress Oh well whats another couple of years After all its been grounded since 1948
Until then it just sits and Im going fishing With that its Over to you
Come or t e weekend BUILD FOR A LIFETIME
HANDS-ON HOMEBUILDER WORKSHOP
SCHEDULE
Aug 26-28 Oshkosh WI
Aug 27-28 Arlington WA
Sept 9-11 Griffin GA (Atlanta Area)
bull Repairman (LSA) Inspection-Airplane
bull RV Assembly
bullTIC Welding
Sept 10-11 Corona CA (LA Area)
bull RV Assembly
Sept 10-11 Lakeland FL (Sun N Fun Campus)
bull RV Assembly
Sept 10-11 Houston TX (Westwood Aviation Institute)
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems
Sept 16-18 Frederick MD bull Repairman (LSA) Inspection-Airplane
Sept 23-25 Denver CO bull Repairman (LSA) Inspection-Airplane (Westwood College)
Oct 1-2 Columbus OH (Columbus State Community College)
KLEINEAA SportAir Sponsors TOOLS
wwwkleintoolscom
WORKSHOPS ___ ~
EA~
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems bull Cas Welding
bullbull amp cafamiddot~middotAir c raft Coatings
_polyfibercom wwwalrcraftsprucecom
1-800-WORKSHOP 1-800-967-~746
wwwsportalrcom
YOU CAN BUILD IT LET EAA TEACH YOU HOW VINTAGE AIRPLANE 29
r ~ __c -lt JMNEwMAN
t The (ollowing list o(coming events is (IIrt1ished to Ollr readers as a matter o( it(orshymation only and does not constitllte approval sponsorship involvement cottrolor direction o(any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 OshkoslI WI 54903-3086 Or e-Illail tl1e information to vintageaircra(teaaorg In(ormation shollld be received (ollr months prior to tile event date
AUGUST 7-Queen City MO-Applegate Airport 18th Annual Washytermelon Fly-In 2 PM til dark Info 660-766-2644
AUGUST 13-Hoquiam WA-Bowerman Field Ercoupe Gathering amp Fly-In All experimental classic and vintage aircraft are welshycome Excellent restaurant on field Info Dick 360-533-5926
AUGUST 19-21-Alliance OH-Barber Airport (201) 7th Annual Ohio Aeronca Aviators Fly-In Join us for a relaxing weekend of fun food friendship and flying Breakfast served by EAA Ch 82 Sat amp Sun 7am-llam Camping on field local lodging and transportation available Forums on Saturday Info Brian 216shy337-5643 or bwmatzllacyahoocom or wwwoaafy-Incom
AUGUST 20--Laurinburg-Maxton NC-Ercoupe Owners Club Aweshysome August Invitational NorthSouth Carolina members and guests Lunch awards Young Eagles Flights Info 336-342shy5629 or bandmannetpath-rc net
AUGUST 20--Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-[n Breakfast Info Tom 740-587-2312 or tmcaiinkcom
WIVI cbullbull___bull
These are the first tools you need to buy when you re~cover your
airplane Anyone who has used them will tell you they re the next best thing to having one of our staff right beside you The VHS tape and the DVD will give you the Big Picture and the manual will walk you step by step through every part of the process Youre never on your own when youre using Poly~Fiber
wwwpolyfibercom e-mail infopolyfibercom
Aircraft Coatings 800-362-3490
AUGUST 20--Niles M[-jerry Tyler Memorial Airport (3TR) VAA Ch 35 Corn and Sausage Roast 11am-3pm Rain date August 20 Donations $5 adults $3 children 12-yrs and under All you can eat Info Len 269-684-6566
SEPTEMBER 3-Marion [N-(MZZ) Flyln Cruiseln Info wwwFiylnCruiseln com
SEPTEMBER 3-Prosser WA-EAA Ch 391 s 22nd Annual Labor Day Weekend Prosser Fly-[n Info 509-735-1664
SEPTEMBER S-U-Galesburg [L-Galesburg Municipal Airport 34h Annual Stearman Fly-[n Technical seminars Aircraft judging and awards Aerobatic formation short-field takeoff spot-landing and flour bombing contests Dawn Patrol lunch-time flyouts pizza party stage show banquet and more Info 309-343-6409 or stearmanstearmanfyin com or wwwstea rmanfyin com
SEPTEMBER U -Mt Morris IL-Ogle County Airport (C55) EAA Ch 682 Fly-In Breakfas t 7am-12pm Info 815-732-7268
SEPTEMBER 16-17-Bartlesville OK-Frank Phillips Field (BVO) 49th Annual Tulsa Regional Fly-In Info wwwtllisafyincom or Charlie Harris at 918-622-8400
SEPTEMBER 17-Poplar Grove IL-Poplar Grove Airport Vintage Wings amp Wheels Museum Salu te to WW II Combat Aviators Military aircraft display and fly-by Interviews with 12 WWII veterans of air combat Info wwwpopiargroveairmotivecommllsellnl
SEPTEMBER 17-1S-Rock Falls IL-Whiteside County Airport (SQI) North Centra l EAA Old Fashioned Fly-In Forums workshops fly-market camping air rally awards food amp exhibitors Info wwwnceaaorg
SEPTEMBER 22-25-St Louis MO-Creve Coeur Airport (lHO) Monocoupe Club Fly-InReunion Info Frank Kerner (314) 277-4306 or monocoupesbcgiobainet or wwwmorlOcollpecom
SEPTEMBER 23-25-Sonoma CA-Sonoma Skypark (OQ9) 23rd Annua l 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 208shy739-3979 or ristpsaoicom
SEPTEMBER 24-Topping VA-Hummel Air Field 10h Annual Car amp Air Event 8am-4pm Featuring ant ique cars and planes plus fire apparatus tractors amp engines and arts amp crafts Info (804) 694-5995 or in(oWingsandwheeislIs or wwwwingsandwheeislIs
SEPTEMBER 24-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-I n Info wwwieebottomcom
OCTOBER 1-2-Midland TX-Midland [nt l Airport FINAshyCAF AIRSHO 2005 will commemorate 60th Anniversary of the end of World War II Info 432-563-1000 x 2231 or pubiicreiationscaf7qorg
OCTOBER 5-9-Tullahoma TN-1932 to 2005-The Tradition Lives Year of the Staggerwing Staggerwing Twin Beech 18 Bonanza Baron Beech owners amp enthusiasts Sponsored by the Staggerwing Museum Foundation Staggerwing Club Twin Beech 18 Society BonanzaBaron Museum Travel Air Division amp Twin Bonanza Assn Info 931-455-1974
REGIONAL FLY-IN SCHEDULE EAA Mid-Eastern Fly-In EAA Southeast August 26-28 2005 Regional Fly-In Marion OH (MN N) October 7-92004
Evergreen AL (GZH) Virginia State EAA Fly-In wwwserfi org October 1-2 2005 Petersburg VA (PTB) Copperstate Regional EAA Fly-In wwwvaeaaorg October 6-92005
Phoenix AZ (A39) wwwcopperstateorg
30 AU G U S T 2005
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 dlie7025IOI om vaaflyboyLwnsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Avc 72 15 East 46th SI Albert Lea MN 56007 Tulsa OK 74147
507-373-1674 918-622-8400 stfles(eskmefiiacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush H ill Road Sherborn MA 01 770
508-65l-7157 SH i Ocomcas t llet
David Bennett PO Box 11 88
ioseville CA 95678 916-645-8370
antiquerireachcul1l
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507-263-24 14
InjbfchldrcOI111tCtcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773-779-2 105
pllOtopiotaoicom
Dave C lark 635 Vestal Lane
Plainfield IN 46 168 317-839-4500
davecpciiquestnet
John S Copeland l A Deacon Street
Northborough MA 0 1532 508-393-4775
copelaml JjllllOcom
Phil Coulson 284 15 Springbrook Dr
Lawton MI 49065 269-624-6490
rcollsonS J6cscom
Roger Gom oll 8891 Airport Rd Box C2
Blaine MN 55449 763-786-J342
pledgedriveIns11com
Dale A Gustafson 7724 Shady Hills Dr
Indianapoli s IN 46278 317-293-4430
dalefayemscom
Jeannie Hill PO Box 328
Ha rva rd IL 60033-0328 8l5-943-7205
dishaoowc et
Espie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-3650
wintisockaoco m
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaoicom
Robert D Rob Lumley 1265 Sout h 124th Sl Brookfield WI 53005
262-782-2633 illmpeniiexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817-491-9 110
sellemorris(~lev I IIet
Dean Richardson 1429 Kings Lynn Rd
Stoughton WI 53589 608-877-8485
daraprilairecom
SH Wes Schmid 2359 Lefeber Ave nue
Wauwatosa WI 532 t 3 414-771- 1545
sllschmicimilwpccom
DIRECTORS EMERITUS
Gene C hase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920-23 1-5002 815-923-459 1
GRCHACllarterHet b7ac1Jc llel
Ronald C Fritz 15401 Sparta AV(
Kent City MI 49330 6 16-678-50 12
rFritzf1athwaywlcom
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873 Web Site wwwvintageaircraftorg and wwwairventllreorg E-Mail vintageaircraftCtieaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)
- Newrenew memberships EAA Divishysions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
-Address changes -Merchandise sales -Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory ___ ___ _ 732-885-6711
Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing920-426-4876 Education __ _ 888-322-3229
- EAA Ai r Academy - EAA Scholarships
Flight Advisors info rmation 920-426-6864 Flight Inst ructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles _ _ _ 877-806-8902
Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan _ 866-647-4322 Term Life and Accidental _ 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 Vintage _ FAX 920-426-6865
- Submitting articlephoto - Advertising information
EAA Aviation Foundat ion Artifact Donations 920-426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Association Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additional $10 annually Junior Membershjp (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
EAA SPORT PILOT Current EAA m embers may add EAA
SPORT PILOT magaZine for an additional $20 per year
EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magaZine not inshyduded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA members may join the
Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not inshyduded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the
International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magazine for an additional $45 per year
EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magaZine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA
Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magashyzine and one year membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a
check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2005 by lhe EM Vintage IgtJrcraft Association All righls reserved
VINlAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage IgtJrcraft Association of the ExperimentallgtJrcraft Association and is published monthly at EM Aviation Ceoter 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vinfageaircrafteaaorg Periodicals Poslage paid al Oshkosh Wisconsin 54901 and al additional mailing oHices POSTshyMASTER Send address changes to Vintage IgtJrplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcretumswdsmailcom FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivet)l of VlNlAGE AIRPLANE to loreign and APO addresses via surtace mail ADVERTISshyING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Readers are encouraged to subm stories and photographs Polky opinions expressed in artk1es are solely those of the authors Responsibility for accuracy in reporting rests entirely wh the contributor No remuneration is made Material should be sent to Edor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 92D-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aeronautica are registered trademarks trademarks and service marks of the EXperimental Aircraft Association Inc The use of these trademarks and service marks without lhe pennission of the ExperimentallgtJrcraft Association Inc is strictly prohibited
VINTAGE AIRPLANE 31
Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no
frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VM
reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1-800-233-6934 e-mail ramremfgaolcom Website wwwramengine com VI NTAG E
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418 wwwlpjetservicescom
Airplane T-Shirts 150 Different Airplanes Available
ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
WE PROBABLY HAVE YOUR AIRPLANE
wwwairplanetshirtscom 1-800-645-7739
Flying wires available 1994 pricing Visit wwwflyingwirescom or call
800-517-9278
ELECTRICAL CONDUIT
ASSEMBliES bull MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made per your specifications
bull Original equipment style Braided Conduits in Aluminum Brass or Stainless Steel
bull We carry a complete line of AN - MS Electrical Fittings Backshell Adapters and Specialty Fittings
bull We also have full machine shop capabilities for any custom applications you may require
bull Rebuild your Warbird back to Original
AIRFLEX INDUSTRIES 2538 SUPPLY STREET POMONA CA 91767
Tel 909-392-8474 AI RFLEXI N D USTRIES COM
THE FORGOTTEN PERFORMERS continued
the Pacemaker in marginal weather Mud Lake is narrow shallow and a half-mile long and Poet dragged it twice and then did a touch-andshygo before setting down for th e pickup Mattie Jack was loaded on and they headed for the hospital at Bella Coola It was dark on arshyrival and although landing in the narrow valley without daylight was seldom attempted Dick executed a safe approach and thwarted a sad ending to Mattie Jacks life
The Pacemakers most serious trauma occurred on July 25 1963 on a takeoff from Nimpo Lake 70 miles east of Bella Coola Loaded with two adults and five children from the Poets extended family and piloted by Helens cousin Bob Stewart a wingtip caught the water in an attempt to un-stick the right float and the plane cartwheeled
The left wing and one float were torn off the fuselage was comshypletely severed immediately behind the cabin and everything came to rest floating inverted All on board
were wearing life jackets and the children were ed uca ted in float flying they tripped their seat belt buckles swam out the open end of the cabin and popped to the surshyface There were no injuries
Bohanan retri eved the engine it was flushed mounted on the nose of a PT-17 Stearman and sold to a dentist Dr William Stone in Sandy Oregon Forty years later the Stearman i s still owned by Stone and the same Wasp Jr is on the nose
The remainder of the Pacemaker stayed on the shore of Nimpo Lake for a year and then was loaded on a farm truck by Dicks son-in-law Alan Hauan and returned to Aumsshyville where it was deposited behind the Poets barn A much more serishyous tragedy occurred a short time later when Dick was involved in the fatal crash of a DHC-2 float Beaver when one wing folded
To be continued in the September isshysue ofVintage Airplane
32 AUGUST 2005
airscrews had survived the tumble over the sand after the fourth flight on December 17 and were to be used on the 1904 machine for the very first trials It is unclear exactly when they were removed from the 1904 machine but it seems likely it was in advance of this notation made on August 10 1904
Broke rudder before final landing Broke screw was the entry related to a 640-foot flight made by ww and noted in Wilburs Diary E (In their diaries the brothers referred to each other by their initials)
On Monday May 23 1904 they invited the press (but no photograshyphers) their father and a few friends for the first flight of the new mashychine It was a tough day for the brothers They fully expected they would at the very least be able to duplicate the distance flown the preshyvious December It didnt work out the way they had planned
While both had become the
By May of 1904 the Wrights had built a new version of the Flyer they had tested in Kitty Hawk at the end of the previous year Desiring a closer location to their home in Dayton they gained permission to fly in Torrance Huffmans praishyrie pasture just a few miles outside of Dayton There they built a hangar shed to house their airplane shown in these photographs in its initial 1904 configuration Orville leans on the strut while chatting with his older brother Wilbur standing on the right What appears to be a Richards anemometer is mounted to an outboard wing strut just behind Wilburs head You can clearly see a larger gasoline tank and a radiatorexpansion tank mounted on center-section struts near the horizonshytal four-cylinder engine The forward rudder (elevator) is clearly different in plan form from the 1903 Kitty Hawk Flyer
worlds most experienced glider pishylots over hundreds of glides since they started flying from the Great Hill near Kitty Hawk North Caroshylina when they started flying again in 1904 they had a combined total of only 98 seconds of powered flying time-Orville with a total time of 27 seconds Wilbur with 71 precious ticks of the stopwatch in his diary logbook This inexperience and the combined effects of density altitude and a very narrow performance enshyvelope added to their challenges
After waiting for high winds to subside on that Monday in May they were dismayed to see the wind die off almost completely They placed the Flyer II on the new 100shyfoot launching rail they had built and one of the brothers (its not clear in their diaries which of the two) settled into the padded leather hip cradle and grasped the wooden controls The engine proved diffishycult to start and ran poorly misshyfiring irregularly The signal given the engine lever was moved over to the far right and the restraining clip tripped With hardly a breath of wind blowing the Flyer started down the track But the combinashytion of a much higher density altishytude than they had at Kitty Hawk and the misfiring engine caused the Flyer to show no propensity to fly
it unceremoniously ran off the end of the track
A few days later with the weather still unsettled and rainy Orville managed a meager 25-foot hop Once again their father 76-yearshyold Bishop Milton Wright made the 8-mile trip on the interurban trolshyley from the west side of Dayton to Simms Station across the road from Huffman Prairie
The summer of 1904 would be a real test of the brothers persistence They were somewhat surprised and very disappointed in the initial trishyals and probably a bit embarrassed as well Not since the train ride home from North Carolina in Aushygust of 1901 had they been more perplexed and frustrated in their aerial experiments
June July and August would go past before they would equal based on time aloft their last flight of 59 seconds on December 171903 They finally did it on Thursday September IS 1904 in a flight that lasted 59-12 seconds according to the stopwatch and Richard anemometer mounted on the Flyer That days flight was made easier to accomplish thanks to one more innovation that was added to their list of accomplishments that fall the construction and use of a catapult to launch their airplanes
They didnt have the steady breezes VINTAGE AIRPLANE 11
In 1904 the Wrights would accumulate 45 minutes of flying time during 105 flights Most of the flights were measured in seconds such as this efshyfort flight number 30 Wilbur is shown in mid-flight on August 13 1904 He would cover 784 feet in 22-34 seconds skimming low over the tall grass in Huffman Prairie Two interesting details (see insets) are present in this image First on the left below the right wing of the Flyer II a couple
of people can be seen riding in a horse-drawn cart One can only imagine what they were thinking as the biplane skimmed the grass Second on the far right it appears Charlie Taylor is the man in shirtshysleeves with his hands on his hips as the Flyer II clatters by
they had taken advantage of along North Carolinas Outer Banks Recshyognizing that much lower average wind speeds were available in censhytral Ohio during the summertime the brothers built a longer set of launching rails each section meashysuring 20 feet At one point 12 secshytions of rail were laid and staked to the ground for a total of 240 feet but it was soon discovered that layshying that much track was not parshyticularly useful It took too long to lay the rail and often when the last section was lined up and bolted to its neighbor the brothers and Tayshylor would discover that the wind had begun to shift Shortening the rail helped get the job done sooner but consistent launches were only possible when there was a strong breeze Too often attempts in marshyginal conditions ended in nothing more than a short hop By midsumshymer the catapult was ready for a September 7 1904 trial
A 20-foot tall derrick was placed behind the Flyer and a 31 ratio rope and pulley block and tackle were inshystalled The rope ran from the top of
12 AUGUST 2005
the derrick down to the base and over another pulley where it changed dishyrection and ran alongside the rail to the opposite end of the shorter track (now 60 feet) There it made a 180-deshygree turn at the launching end of the rail running back to the Flyer perched on top of its launching truck There it was attached to the launching truck which had small bicycle hub wheels that rode on the metal-topped wooden rail A second rope attached to a stake driven into the ground restrained the Flyer When a 1200shypound weight was dropped 16-12 feet thanks to the 31 ratio the end of the rope attached to the launching truck would be pulled 50 feet down the rail accelerating the Flyer to flying speed Each weight the brothers used tipped the scales at 200 pounds On a number of occasions 1200 pounds proved to be inadequate and the weight being dropped was increased to 1600 pounds
It is often assumed the Wrights alshyways launched their Flyers into the wind and while it was certainly their goal their diaries make clear that crosswind takeoffs were often atshy
tempted and accomplished simply due to the vagaries of the wind direcshytion Thanks to the rapid accelerashytion from the catapult the controls were effective quickly giving the pishylot the ability to counteract the effect of the crosswind
A few weeks after starting to use the new launching system they flew longer and farther than ever before On a cloudy Tuesday morning Sepshytember 20 1904 starting with a crosswind from the left Wilbur manshyaged a flight of just over a minute in time covering 2520 feet He also managed to perform a pair of turns during the flight the first to the left and the second to the right landing as he came close to the fence near the road and the trolley line Based on writings by Wilbur in early 1912 in a disposition related to the Wright vs HerringCurtiss lawsuit it appears he may have been attempting the first circled flight but turned back in the opposite direction when he realshyized his turns path would put him in conflict with a tree he depicted in a diary map of the days events
On the next flight Orville did
even better than that and an intershyested and erudite witness was there to see the flight
Sixty-four-year-old Amos Root the editor of Gleanings in Bee Culture had driven 175 miles to visit friends in Xenia Ohio and made a side trip to Huffman Prairie to meet the Wrights Hed been reading about them in the few mentions made in the press up to that date and wanted to see for himself what was happenshying outside of Dayton As luck would have it he arrived on September 20
Root was no crackpot looking for a cause A leading citizen of Medina Ohio he bought the first bicycle in northern Ohio in the 1870s and he purchased a new Olds Runabou t motorcar in 1903 Root was known as a fellow who was willing to emshybrace new technologies as soon as they were viable He drove the Olds on a 400-mile tour of Ohio during the summer of 1904 and drove to Huffman Prairie in September Root had established a successful busishyness centered on beekeeping and is known today as the father of the modern beehive His business AI Root Inc a company now known as a worldwide supplier of candles and beeswax is still in its original buildshying in Medina
The cloudy skies gave way to rain later in the day with the breeze shifting from out of the northshywest to crossing the field from the northeast As shown in a diagram drawn in Wilburs diary Orvi lle with a right crosswind to compenshysate for as he started was launched off the rail He pitched the Flyer up to climb just a few feet and then proceeded to do something no one had ever done with a powered airshyplane-he flew the Flyer IT for one minute thirty-five and two-fifths seconds and flew in a complete 360-degree turn landing only because he neared the northeast boundary of the field
Root was amazed and the moshyment was not lost on him In the January 1 1905 edition of Bee Culshyture he wrote
liThe operator takes his place lyshy
while sitting up You can eXperience hoW extended periods could be Next time youre at home watching television try lying on your stomach and watching an entire episode of your favorshyite sitcom for the entire half-hour- no breaks no stretching just you and your head tilted upward as if you needed to always see where you were headed You can bet the brothers looked forward to that power increase
The other reason was terrain The Wrights didnt yet have the luxury of a prepared field that was long and free of obstructions The terra firma at Huffman Prairie was once a low swamp and the field was prishymarily filled with hummocks of grass about 6 inches tall A pair of flexshyible spruce skids could ride along the tops of uneven terrain soaking up the shocks and spreading the load along a pair of runners but a pair of wheels would have to be set on axles mounted in some sort of shockshyabsorbing apparatus all of which added you guessed it weight And in case you needed to land in a smaller field a set of wheels might need one more device brakes A pair of wheels of fered little resistance to stopping but a set of skids brought you to a stop much quicker with little chance of nosing over
Eventually the Wrights had the aircraft performance and the fie ld conshyditions that would allow them to dispense with the ungainly launching rail and catapult system but until then they plied the skies of America and Europe with a pair of graceful spruce skids
VI N TAG E AI R PLA N E 13
The Wrights struggled during all of 1904 with controllability issues and fightshying the effectsof what we have come to understand as density aHitude Too often a flight would end with the Flyer I darting into the ground such as this incident at the end of flight 31 on August 16 1904 Orville was the pilot The fellow standshying to the right of the launching rail appears to be Charlie Taylor the Wrights mechanic Flights ending like this prompted the brothers to create a catapuH sysshytem which they started using on September 7 1904 The addition of the catapuH meant that flights could be started at a speed that would allow the Flyer to accelshyerate and the Wrights flight times immediately began to increase
The leaves have fallen but the exciteshyment of being able to fly the Flyer I for over a minute at a time was irresistible for the brothers as they both learned how to control their recalcitrant flying machine and continshyued to refine their deshysign This photograph
of flight 85 was taken on November 16 1904 during a flight in which Orville covshyered 1760 feet in 40-112 seconds
Consistent flight continued to elude them even while they were able to keep the Flyer I in the air for more than five minutes sometimes circling the field four or five times When they concluded the 1904 flying season on December 9 they had plenty of scientific work ahead of them Confident they could solve the problems the following spring was spent trying to sell their flying machine and later building a new airplane At the beginning of the summer of 1905 they stood ready to fly in the air at their will The Flyer 11 would test their resolve
ing flat on his face This position offers a locom otive without any wheels we less resistance to the wind The engine will say but with white wings instead is started and got up to speed The mashy we will further say-a locomotive made chine is held until ready to start by a sort of aluminum Well now imagine that of trap to be sprung when all is ready locomotive with wings that spread 20 then with a tremendous flapping and feet each way coming right toward you snapping of the fo ur-cylin der engine with the tremendous flap of its propelshythe huge machine springs aloft When lers and you have something like what I it tumed that circle and came near the saw The younger brother bade me move starting poin t I was right in front [of] to one side for fear it might come down it and I said then and I believe still suddenly but I tell you friends the senshyit was one of the grandest sights if not sation that one feels in such a crisis is the grandest sight of my li fe Imagine something hard to describe The attenshy
1 4 AUGUST 2 005
dant at one time when the rope came off that started it said he was shakshying from head to foot as if he had a fit of ague His shaking was uncalled for however for the intrepid manager sucshyceeded in righting up his craft and she made one ofher very best flights
Ve ry be st fli ght ind ee d th e 52nd fli ght th e bro th ers m ad e with th e Flyer II was the longes t in te rms o f time a nd d ist a n ce they had ever m ade
In 1904 they made a total of 105 fli ghts most o f them fairly sh or t with limited turns performed within the confines of the fi eld More than once one of the brothers would land before turning any great amount for fear they would fl y outside the boundaries of the roughly lOO-acre Huffm an Prairi e They were still feeling out the amount of turn the machine would tolerate and more than once the turn ended in an unshyintended landing
Friday December 9 saw the end of the 1904 flying season a season of remarkable progress and maddenshying problems The airplan e still was unstable in pitch it still had the odd tendency to slide off to the side in turns and the power available was barely enough to sustain the Flyer in the air They dismantled the Flyer II keeping the hardware engines and propellers but burning the remainshying wood and fabric The in fo rmashytion they had gathered in their fi rst full season of powered flight was put to use as they began construction of the 1905 Flyer III ~
Continued next month
All of the images presented in this article are available as digital downloads from the Library of Congress website Start your search at wwwlocgovrr print cataloghtm
Tap the blue Im ready to search butmiddot ton and when the next page comes up click on the OW hyperlink or scroll to the very bottom of the page The Wright Brothmiddot ers Collection is number 57 Once youre at the search page for the Wright Collecmiddot tion just enter a keyword such as 1904 and a list of images will be presented Have fun There are plenty of interesting images-more than 300 Wright images scanned from their original glass plate negatives are part of the Library of Conshygress collection
its FREE
AVIATION UNLIMITED AGENCY
wwwouoonlinecom
Eugene Geno Breiner Newville PA
_ Graduate of Roosevelt Aviation School Long Islanel NY
_ In 1985 restored Fleet 2 NC8689 manufactured in 1929
_ 1987 Best Open CockpitshyPotomac Antique Aero-Squadron (PAAS) Horn Point MD
_ 1989 Best Antique Sentimental Journey to Cub Haven
_ 1992 Grond Champion shy PAAS
I have enjoyed my aircraft through the years and have
enjoyed working with AUA Inc since 1985 for all my
insurance needs
- Geno Breiner
I middot
AUAs Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums
Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages - 0 hand-propping exclusion
No compone t ~orts endorsements - Discounts for claim-free renewals carrying all risk coverages
The best is affordable Give AUA a call shy
800-727-3823 Fly with the pros fly with AUA Ina
Torquil Normans DH8S Leopard Moth HG FRAUTSCHY
Theres always room for imshyprovement in an airplane and in 1933 Geoffrey de Havilland saw potential in
his companys DH80 Puss Moth It was a great airplane but with a tweak here and an improvement there
The new version would use the higher-horsepower inverted Gypsy Major engine of 130 hp with seating for three people and a spruce and plywood box strucshyture for the fuselage
When first flown by the compashynys founder on May 27 1933 the DH8S Leopard Moth was found to be 9 mph faster that its sibling topshy
16 AUGUST 2005
ping out at about 137 mph while carshyrying three people Pleased with the results de Havilland came to like the airplane so much he ordered one for himself using it for family touring around the United Kingdom and on the continent of Europe in the blissshyful days before the clouds of war beshygan to gather
Interestingly a curious debate over crew placement in Jightplanes was put to rest in part due to the experishyence gained by pilots of the Leopard Moth When first conceived its preshydecessor the Puss Moth had both the passenger and pilot in the same cabin an arrangement that resulted
in a great deal of discussion Should a pilot be in the same cabin where he could be distracted from the rigors of flying the airplane Shouldnt he or she be positioned in a separate comshypartment or cockpit so that his or her full attention could be paid to flying the machine
If the tandem-seated Puss Moth dealt that concept a strong blow the Leopard Moth with its two in the back and pilot up front stomped on it and the side-byshyside DH87 Hornet Moth put it to rest for good The benefits of havshying the passenger inside the cabin where not only his desires could be
JIM KOEPNICK
dealt with but his help could be of great benefit was further enhanced by the passengers accessi bility to flight instruction which could be given by leaning over and speakshying into the pupils ear rather than shouting into the slipstream or givshying convoluted hand Signals
The attractiveness of such an arshyrangement contributed to the Leopshyard Moths popularity with 133 of them being made in the middle 1930s and almost half of them (60) being sold to overseas or continenshytal owners Buyers from as far away as Argentina and Japan ordered Leopard Moths and when World
War II broke out 44 of them were appropriated by the British military for use in communications work
Not surprisingly not all of those 44 DH85s re-entered civilian life after the war many were lost durshying service but better than two dozen were reregistered One of the Leopard Moths to survive the war was originally built for export to the Continent
When first built in 1933 DH85 serial number 7035 was sold to a French owner and it was registered as F-AMXP It sat out the war years in a barn in France and didnt fly again until after Roger Fiennes reshy
covered the airplane in 1990 and brought it to England where Ben and Jan Cooper of the Newberry Aeroplane Co restored it Torquil Norman aircraft collector extraorshydinaire bought the aeroplane from Roger before Rogers disappearance and presumed death in a Tiger Moth during an attempted crossing of the English Channel in the late 1990s
Quite thoroughly restored with an engine overhaul performed by Mike Vaisey of Vintech the Leopard Moth is now registered as G-ACOJ and is kept by Torquil at a small strip called Rendcomb Aerodrome located southeast of Gloucester in the United Kingdom Like Geoffrey de Havilland Torquil fell in love with his Leopard Moth flying as often as he could And like many pilots of old the lovely handling qualities of the DH85 provided the opportunity to fly the aeroshyplane long distances Record-breaking flights from England to Africa and Australia were made in the 1930s and taking inspiration from those intrepid pilots Torquil Norman had Henry Labouchere install a long-range tank under the back seat of the Leopard Moth giving it a 96 US gallon capacity enough to keep the Gypsy Major running for about 11 hours A couple of warmshyup flights to Italy and France gave him the confidence in the aircraft to fly the North Atlantic
A number of you may recall that in 1966 Torquil and Henry Labouchshyere flew a lovely de Havilland Dragon Fly to Oshkosh One of the lessons learned during that flight was that if one engine failed in the Dragon Fly they would wind up in the ocean as it didnt have sufficient perforshymance to maintain altitude on one engine with the other shut down and its fixed-pitch prop presenting itself to the slipstream completely unfeathered
Torquil felt that a single-engine crossing in the Leopard Moth didnt present a significantly greater risk than the flight in the twin-engined Fly so he gathered the equipment
VINTAGE A I RPLANE 17
Torquil Nonnan aircraft collector extraordinaire
18 AUG U S T 2005
Like many of its de Havilland siblings the Leopard Moth features foldable wings which help maximize available storage facilities
necessary for such a long trip and Iceland landing after a 9-l2-hour flew to Wick in far northeastern journey An attempt to fly over the Scotland Donning an exposure suit Greenland ice cap was rebuffed by and departing with a full 96 gallons clouds so a run down the east coast of fuel he pushed off to Reykjavik was made landing in Narsarsuaq at
the southernmost tip of Greenland There he was greeted with beautiful weather with temperatures in the 60s and sunshine
A long run to Goose Bay Labrashydor in Canada gave Torquil a taste of just about every type of weather one can expect to encounter from solid IFR conditions nearly down to the sea to a near gale blowing along the Canadian coast when he
(j was getting ready to land From ~ there he flew down to Sept-lies on g the north shore of the St Lawrence a ____ --u_ ~ Seaway in Quebec where he says
Electricity for the Moth is supplied by this strut-mounted generator which is he enjoyed a marvelous lobster din-driven by a carved impeller You can see the damage done to it by ice and pre- ner Then it was on to the States cipitation encountered on the trans-Atlantic trip making his way to EAA AirVenture
Oshkosh 1999 after a few stops to visit friends along the wayA Hamilton vertical
All in all he didnt feel the airshycard compass (right) craft ever ran up against insurshysupplements the stanshymountable issues during his longdard British compass flight but there were times whenmounted at the bottom the long legs of the Leopard Mothcenter of the instrushywere not contributing to the comshyment panel fort of the pilot Having made the trip in both the Rapide and the Leopard Moth Torquil didnt feel it was likely hed repeat his transshyAtlantic hop but he certainly has created a whole new set of stories to tell his chums at home
VI N TAGE A I RPLANE 19
THE FORGOTTEN PERFORMERS
Bellancas record-making airplanes VIC PIKE
Clarence Chamberlain on his way to Gennany
A sk anyone in a pishylots lounge what airplane Charles Lindbergh flew across the Atlanshy
tic and the reply will be Why a Ryan of course But relatively few current pilots are aware that two weeks after Lindberghs famous flight Clarence Chamberlain and Charles Levine flew a WB-2 Belshylanca named Columbia immediate predecessor to the Bellanca Paceshymakers and Skyrockets from Roosshyevelt Field New York to Eisleben Germany And few pilots know that prior to his involvement with Ryan Lindbergh unsuccessfully neshygotiated with Wright Aeronautical (who commissioned the WB-2) and later with Giuseppe Bellanca at his Columbia Aircraft Co to purchase th e very plane used by Chambershylain and Levine Unfortunately (or fortunately for Ryan) Charles Levine th e financial underwriter of Columbia Aircraft manipulated capriciously to obstruct a sale to the 20 AUGUST 2005
unknown airmail pilot Lindbergh From the mid 1920s through the
early 1930s Bellanca monoplanes routinely set records for distance altitude and endurance that made their superlative performance an expectation Victories at the Nashytional Air Races in both 1925 and 1926 An endurance record of 51 hours and 11 minutes in 1927 and New York to Havana Cuba in 1928 both by the Columbia
Then it was Maine to Spain by the North Star in 1929 At the Nashytional Air Races in Cleveland that year Bellancas took five firsts three seconds two thirds and two fourths in seven events In May 1930 came the non-refueled endurance record of 84 hours and 33 minutes in a Pacemaker powered by a Packard DR-980 radial diesel engine this reshycord was not broken until the 1986 flight of the Voyager
In July 1930 another record New York to Istanbul in the Cape Cod nonstop And still more an altitude record of 30453 feet was
set in 1931 by Bellanca test pilot George Haldeman
1931 also saw an around-theshyworld flight with Clyde Pangborn and Hugh Herndon in Miss Veedol which culminated in a 4558-mile 41-hour and 13-minute leg across the Pacific Ocean from Sabishiro Beach Japan to Wenatchee Washshyington which is a story in itself This record stood until 1947 when it was eclipsed by a uS Air Force 8-29 Miss Veedol was renamed the American Nurse and in 1932 vanshyished on a trans-Atlantic attempt
These are only a few of the acshycomplishments of this Bellanca seshyries and although some of these airshyplanes had modifications such as longer wings the original design was a commercial production aircraft
Diminutive and shy Sicilianshyborn Giuseppe Bellanca had formal education in mathematics and enshygineering and in a partnership of three constructed Italy s first airshyplane in 1909 He immigrated to America in 1911 and soon assemshy
bled a parasol-wing monoplane powered by a three-cylinder 30shyhp Anzani engine After flying this airplane Clarence Chamberlain remarked I was thoroughly conshyvinced that Bellanca not only was a genius but a hero of a rare sort
In 1912 Bellanca established the Bellanca Aeroplane Co conshystructed a second monoplane and opened a flight school One of his students was Fiorello LaGuardia later New Yorks famous mayor In 1916 Bellanca designed the CD and CE biplanes for the Maryland Pressed Steel Co To illustrate his engineering acumen the CE (1917) would cruise at 100 mph on 90 hp while the conshytemporary Curtiss IN-4D Jenny also with 90 hp followed at 65 mph
The CF monoplane first flew on June 8 1922 and was spectacular for its era With an enclosed cabin carrying four passhysengers and powered by a 90-hp 10-cylinder Anshyzani radial (twin rows of five cylinders) the CF cruised at 100 mph for 600 miles and enjoyed an impressive 12-to-1 glide ratio With the CF Bellanca created a signature airfoil fuselage profile that continued into post-war designs
Airmail pilot William C Hopson campaigned the CF in a series of competitions during the summer of 1922 He took first place in every event Hopson observed She was by far the most remarkable plane I had ever flown
Despite the CFs accomplishments there was no market for a $5000 airplane when World War I surplus models were selling for a few hunshydred Fortunately the CF survived has been restored and is now in the National Air and Space Museum
In 1925 Bellanca joined the Wright Aeronautical Corp which put him in close proximity to the new 200-hp J-4 Whirlwind engines This prompted construction of the
conflicts with Wright Aeronautical in Patterson New Jersey he moved to New York and entered the conshytentious partnership with Charles Levine When that unraveled Belshylanca re-established production in a rented warehouse on Staten Island
Bellancas outstanding airplanes enticed the state of Delaware and particularly the du Pont family into courting him to settle there After a temporary operation in Wilmingshyton a factory and airfield were conshystructed at New Castle stability was finally achieved
The rugged construction and prodigious load-carrying capacity
of these unique airplanes disbursed their activities all over the world where they served careers from distinguished air transshyport to bush hack An ulshytimate utilitarian characshyter relegated the grand birds to situations of exshypendability that unforshytunately caused attrition to eliminate alarming numbers of them
Out of the 60 that were built only one airworshythy example of a Paceshymaker CH-300 exists toshy
bull
--=--shy -lt
-shy____ u
all-wood WB-1 followed by the steelshytube fuselage WB-2 using the imshyproved 220-hpJ-5 The WB-1 was deshystroyed in a crash in 1926 and the record-breaking WB-2 Columbia was lost in a hangar fire in 1934
From the WB planes evolved the Pacemaker series first the J-5 Wright powered CH-200 of 1928 then the 300-hp R-975 J-6-9 CH-300 of 1929 (also available with the PampW Wasp Jr) and the R-1340 Wasp CH-400 Skyrocket of 1930 on through the senior Pacemakers and Skyrockets of the later 30s
Giuseppe Bellancas passion was to design and build airplanes with the following parameters Maxishymum safety and the greatest possishyble efficiency as measured by speed load and range His earlier dreams seemed perpetually frustrated after
day NC251M Serial No 154 And even this one is currently undergOing a complete and toshytal rebuild with new fuselage and wings and a target date for compleshytion in the summer of 2005
Throughout the story of this airshyplane is the striking reality of how many people have been involved The core history of an old airplane is inshytriguing but the anecdotal accounts of the people create something inshyfinitely more profound Aviation is a community an extended family so loosely connected that members remain unacquainted But the comshyposite connects lives in ways that are not previously suspected Keep this in mind as you read
NC251M emerged from the Belshylanca factory at New Castle Delashyware on September 171929 to be delivered as the first airplane of In-
VINTAGE AIRPLANE 21
ter-IsIand Airways (now Hawaiian Airshylines) of Honolulu It served primarily with sightseeing flights while Inshyter-Islands passenshyger service evolved around Sikorsky S-3S amphibians
On April IS 1933 NC251M was sold to Mr G Fowble (posshysibly a broker) of San Bernardino California and then resold on April 27 to MacMillan Peshytroleum Corp of Los Angeles Remember MacMillan Ring Free Motor Oil On March 20 1935 it was purchased by Unious Mac McGee (McGee Airways) in Anchorage Alaska to begin 15 years as a bush workhorse On April 20 1935 McGee Airways was sold to Star Air Service in Anchorage which became Star Airlines which became Alaska Star Airlines which became Alaska Airlines in May 1944
Steve Mills chief pilot for Star was flying a sister Pacemaker NC259M when a fatal crash claimed his life in 1936 After usable parts were salshyvaged the remaYJs were burned at the site of the accident In 1995 the curator of the Alaska Aviation Herishytage Museum (and a walking encyshyclopedia of Alaska aviation history) Ted Spencer recovered the parts and stored them at the museum in Anchorage Steves grandson Dave Mills assisted Ted in his efforts
Essentially intact the logs of NC251M depict a rich history of Alaska bush flying in the 1930s and 1940s and reading them is like peering into the Holy Grail Much of the story can only be extraposhylated from the cryptic and frustratshyingly taciturn renderings of bush pilots who flew thousands of hours over geography and in weather that would be considered treacherous to most modern pilots
Ones imagination expands from such tersely penciled comments as 22 AUGUST 2005
PICTORIAL HISTORIES PUB CO
NC251M in 1929
Engine blew up Ship moored at Naknek Rate of climb reads SOO feet down in level flight Windshyshield gives pilot cold shower Turn and bank no good Cant adjust altimeter (Signed Satan) Repaired left wingtip spliced rear spar Rebuilt left elevator
Another entry notes Flew every day from 1-20 to 2-14 With such casualness the suspicion is that unshyderstatement must be intrinsically characteristic of these bush pilots theres no mention of the effort inshyvolved in keeping a 1929 airplane flying every day during the rigors of an Alaskan winter
The logs include entries by many noted Alaska bush pilots a few of which were Kenny Neese Johnny Moore Don Goodman Jack Elshyliot (who onee swooped down and speared a wolf with his ski) and Bill Lund Lund stayed with Alaska Airshylines as its number one pilot and pioneered jet flights into Russia during the 1970s finally retiring in 19S0
Martha Monsen was the Star agent in Naknek during the 1930s and ran a virtual boarding house for the pilots during layovers Several of Monsen s sons became pilots and one Mel Monsen told me of sitting at the supper table as a young lad caught up in the intrigue of endless convershysations about bush flying advenshy
tures Mel Monsen related that when he and his friends played bush pishylot there was alshyways an argument about who would be Kenny Neese
In these early days it was usual for Alaska air sershyvice companies to struggle wi th fishynancial solvency Star was no excepshytion and in June 1939 in exchange for some capital investment the
ownership of its entire fleet was transferred to bankers Thrall and Williams of Minneapolis Minshynesota In contemporary terms these treasures included four CHshy300 Pacemakers three CH-400 Skyrockets two Stinson SM-SAs a Fairchild Pilgrim 100A a Cessna C-34 Airmaster and a Ford 5-AT-C Tri-Motor The arrangement apshyparently worked because by Febshyruary 1940 everything was back in Stars legal possession
In June 1946 Alaska Airlines performed a field conversion from wheels to Edo 4665 floats When completed notification was sent to the CAA with the simple comment that it was similar to Bellanca NC256M Approval was granted
From 1929 NC251M flew with a Wright R-975 J-6-9 of 300 hp reshyplaced or overhauled a number of times but a catastrophic failure in August 1946 prompted Alaska to convert to a PampW R-9S5-AN-3 Navy surplus and freshly overhauled In May 1947 the plane was returned to service
In December 1947 Alaska Airshylines sold NC25 1 M to Eric Shutte (pronounced Shoot-ee) and CV Kay Shutte came to Alaska in the early 1930s as a pilot and mechanic for Vern Gorst founder of Pacific Air Transport Kay had been a partshyner with Shell Simmons in the Panshyhandle Air Transport Co (Pateo)
out of Juneau in the mid 1930s
Shutte and Kay did contract flying for the US Coast Guard and opened a hotel in King Salmon called Nashyknek Sky tel with NC25 1 M providing charter flight sershyvices The business suffered a setback in 1950 when the hotel burned and on a trip south the Bellanca was damshyaged in an accident Kenmore Air 1950s On the float is Bob Munro Walt Winsman mechanic near Prince Rupert and Bill Lund Alaska Airlines pilot on a day off British Columbia
Bob Munro of Kenmore Air Harshybor in Seattle salvaged the plane with the promise that insurance would cover the costs The insurshyance company refused and Munro took possession of the Bellanca as payment After repairs were comshypleted NC25 1 M joined the Kenshymore fleet Currently Kenmore is a world-class floatplane operation holds the type certificate for Edo floats and has developed many STCd modifications for de Havilshyland Beavers and Otters
From 1955 to 1957 Munro leased NC25 1 M to Bob Hall of Kodiak Airways (actually it was sold and repurchased for liability protecshytion) Kodiak ran scheduled mail and passenger service to the five villages and nine canneries on Koshydiak Island The chief pilot was Gil Jarvela and in a conversation with me he related stories that riveted my attention hauling resistant Koshydiak bear cubs in gunny sacks loadshying incredible amounts of freight in NC25 1M and patching holes in the floats with bubble gum and spruce twigs
When the plane was returned to Kenmore Bob Munro commisshysioned Clayton Scott to engineer the installation of Edo 6470 floats to replace the smaller 4665s I had heard of Scott and his legendary cashyreer in aviation that has spanned
more than seven decades and conshyfirmed his existence with Bill Whitshyney Kenmores senior pilot who flies turbine Otter floatplanes
I visited Scott in his large hanshygar on the Renton Municipal Airshyport in Washington state where he conducts business as Jobmaster Co his aircraft modification firm Out front was a beautiful Cessna 195 on floats and inside I found him working on a de Havilla~d DHC-2 floatplane Looking at the man and his environment I immeshydiately realized that this was halshylowed ground
I told him my visit was prompted by an understanding that he had once installed floats on a Bellanca Pacemaker and he replied Yes that was in 1957 We replaced a set of Edo 4665s for some 6470s I can show you the paperwork He stepped to his fi le and without glasses pulled it out
I inquired of Scott how old he was and with a sly smile he said 100 minus three After a period of time during which Scott grashyciously shared with me some of his incredible flying experiences I left this icon so that he could return to working on the Beaver [ felt that I had been in the Notre Dame Catheshydral [Well have more on Clayton Scott in next months issue of Vinshytage Airplane-Ed]
As predictably ocshycurs in the life cycle of utility airplanes NC251M was showshying tatter and wear by the late 1950s the engine found a home on the nose of anshyother ship the wings were pulled and it ended up in the back of Kenmores storage yard In June 1960 Dick Poet of Aumsshyville Oregon purshychased the airframe and floats
Poet was an aerial applicator pilot and with his wife Helen
owned Wilderness Airlines in Bella Coola British Columbia Dicks meshychanic Bob Bohanan completely refurbished the Pacemaker includshying new fabric paint and an overshyhauled R-985 from Wesco Air Service on Boeing Field which returned it to pristine condition
With the rebuild complete on June 25 1962 there was the issue of taking the airplane off the Poets grass strip Straw was spread down the runway to reduce friction and with Dick in the cockpit power was fed to the R-985 Sufficient airshyspeed was achieved but the long floats prevented rotation and takeshyoff was denied Bohanan then conshystructed a two-wheel dolly from an old truck axle and this time Dick lifted off while the dolly burshyied itself in the brush at the end of the field After a short test flight he landed on the Willamette River at Salem Subsequently the Poets applied for Canadian registration (CF-OQK) and flew to Bella Coola British Columbia where the Paceshymaker began charter service with Wilderness Airlines
On June 25 1963 a woman Mattie Jack was attacked and badly mauled by a grizzly bear at Mud Lake east of Bella Coola A call was made to Dick for a rescue flight and he immediately took off with
continued on page 32
VINTAGE A I RPLANE 23
A beautiful day is not complete unless it is seen from the inside of a cockpit The Vintage Aircraft Association is providing you with the opportunity to bring the magic of flight to your home office or hangar Take flight with the 2006 VAA Calendar Free Skies Forever
The gorgeous 17 x 11-inch full-color wall calendar is the perfect gift for yourself or your favorite pilot Each month contains the amazing photography from the Vintage Aircraft Association and captures the spirit of flight
As a commemoration to the great aviators before us the VAA 2006 Calendar Free Skies Forever contains great feats in aviation printed on the exact date of occurrence Dont let this opportunity fly past you Order your 2006 VAA Free Skies Forever Calendar by September 30 2005 Calendars will ship in November for Christmas arrival
Or to order by mail send your checkmoney order to Vintage Aircraft Association 2006 Calendar do Turner Publishing Company bull PO Box 3101 bull Paducah KY 42002-3101
o Please enter my order for __ copies of the Vintage Aircraft Association 2006 Calendar - only $1595 Your Name
o ShippingHandling add $395 for each calendar Address
o Kentucky residents add 6 sales tax City State Zip
TOTAL ENCLOSED $______
Telephone For Office Use Only - VAA2006-A-GW
CkR Amount E-mail address (for order confirmation)
DOUG STEWART
Whetherweather to go or not
There I was driving along the turnpike looking up at a severe clear cerulean sky and rather than findshy
ing myself ecstatic at that beautishyful sight words that cannot be reshypeated in this column were formshying on my lips Gosh darn (it was really a lot stronger said than that) the briefer said VFR not recomshymended and now instead of being up in that sky where I belong I am down here ground bound driving to my destination
I know probably everyone of us has been in this situation pershyhaps more times than we care or choose to remember As the sayshying goes There are old pilots and bold pilots but no old bold pishylots Many of us are aware that most aviation accidents when asshysociated with weather tend to be fatal ones Thus if we are not inshystrument rated and current or flyshying an airplane that is not instrushyment certified we tend to choose alternative means of transporshytation when the briefer tells us VFR is not recommended
But does this always have to be the case Are there any ways to make those VFR trips possible and still remain safe Are there any tools we can use to determine if the forecast is holding true or if it is not For I think we all both male and female would agree that the weather is like the opposite sex-toshytally fickle and unpredictable Lets
take a look at the numerous tools we have for making the gono-go decision relative to the weather
To help determine if the forecast is going to hold true I usually first consult the METARS Check reshyporting stations along your route If you are able get a history showshying the reports over the past three to four hours and see if the reports are corroborating the forecasts (DUATS WSI and Meteorlogix are all great sources for this informashytion) What trend do you see in the reports Is the weather getshyting better or worse or holding the same Is it doing what the TAF and FA said it would
Im also sure to compare the tershyminal forecasts (TAF) with the Area Forecast (FA) The TAF covers only a S-mile radius of the aerodrome whereas the FA covers an entire area Keep in mind that cloud bases in the TAF are AGL (above ground) whereas the cloud bases in the FA are MSL (above sea level)
Next I check the PIREPS (pilot reports) Do they substantiate the briefers warnings When checking PIREPS be sure to take into account where the report was made (threeshydimensionally) when it was made and what type of aircraft the reportshying pilot was flying If a 747 reports light chop along my route I might consider leaving the ropes on my airplane and going to have a frosty one whereas if its a J3 reporting moderate turbulence I might very
well launch on my own flight While we are mentioning PIREPS
lets not forget that (as in all things in life) what goes around comes around If we are seeking PIREPS in helping us to make the gono-go decision we should also consider filing them It takes only a few moshyments to file a PIREP and in doing so you are assisting many other pishylots in their flight planning
These are a few of the tools we can use while still on the ground to determine if the forecast is holdshying true But what about when we are already en route How can we know whether the weather will be as forecast
Obviously if the forecast was for severe clear and there are a lot of clouds forming you do not need to be a rocket scientist or a brain surgeon to know that the forecast is not holding true But there are many other clues that might not be quite as obvious and that should warn us that the briefer might have been wrong
If we realize that we are having to fly a heading other than what we had plotted to track our course or if we are experiencing different ground speeds than what we had exshypected we should understand that there is a good chance that the enshytire forecast might be off After all these forecasts are predicated on the expected movement of fronts and pressure zones When they dont move as anticipated the winds aloft
VINTAGE AIRPLANE 25
will be different thus yielding difshyferent headings and groundspeeds than we had planned
There is something else that can give us a heads-up about the posshysibility of the forecast going south and that is the temperatures aloft Most aircraft have outside air temshyperature gauges (OAT) and these can be very useful tools-ones that many pilots ignore An OAT can be used to corroborate whether the temperatures aloft are as forecast (You do remember that the foreshycast temperatures aloft are included with the winds aloft dont you) This can give us an understanding of whether the fronts are moving at the speed and direction forecast or if they might be moving slower or faster than expected
Keeping track of the temperashytures as you climb can also help you quickly determine if the lapse rate is stable Remembering that the stable lapse rate is ZOC per thousand feet one can make a note of the tempershy
ature on the ground prior to takeoff and then check it as you climb If it is less than ZOC per thousand one of the major ingredients in the proshyduction of thunderstorms is presshyent that being an unstable lapse rate (The other two are moist air and a lifting action of some kind) Thus the OAT can be a useful tool in confirming or refuting the foreshycast of thunderstorms
One could spend a lifetime studyshying the weather and not get any closer to predicting what it might do And I cant do justice to the subshyject in this short article However when it comes to weather I must say that discretion is the better part of valor There are certainly times when the briefer will give the warnshying that VFR is not recommended and the day turns out to be beautishyful But there are also times when your beautiful day turns ugly
Regardless of whether the foreshycast is for good weather or bad be sure to have an alternate plan in
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation
Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these jewels on and bring back the good times New General Aviation Sizes Available
500 x 5 600 X 6 700 X 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
~DESSER(~ 323-721-4900 FAX 323-721 -7888
6900 Acco St Montebello CA 90640 TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106
wwwdessercom
26 AUGUST 2005
place Remember to run the PAVE and CARE checklists that I wrote about in previous articles to help you make the proper decisions relative to the weather Using the tools I have mentioned above will help you in checking the enVironshyment help in understanding the consequences of the hazards asshysociated with some aspects of the weather and aid you in assessing the realities of what the weather is really doing
And when the briefer gives you that dire warning of VFR not recshyommended keep in mind that it is always much better to be on the ground wishing you were up in the air than up in the air wishing you were on the ground He might be wrong and Ive offered some tools to help determine that but he very well might be right
Doug Stewart is the 2004 National CFI of the Year a Master CFI and a DPE He operates DSFI Inc based at the Columbia County Airport (lBl)
TelePhone 800-247-8473 or
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE NEWLY ACQUIRED GARNER P EMMERSON COLLECTION DONATED TO EAA BY BOB HIGHLEY OF LAKELAND FLORIDA
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs to be in no later than September 10 for inclusion in the November 2005 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to mysteryplaneeaaorg Be sure to include your name city and state in the body of your note and put (Month) Mystery Plane in the subject line
MAY S MYSTERY ANSWER as residing in Los Angeles at that time I learned this while roaming on wwwaerofilescom last evening
I already had seen the aircraft in the British magazine Aeroplane Monthly that has the same photo as yours along with some contemshyporary aircraft in an illustrated article in the September 2003 isshysue with the title Call That Safe The caption to the photo reads
In 1933 Carl Hall and Frank Nixon tested this propeller cowlshying at Compton California It was claimed to speed up aeroplanes from 39 to 140 per cent and slow them as much as desired for landshying the innerdeflectors serving
Mays Mystery Plane came to us X12211 seems to have its 95-hp as air brakes from Harold Swanson Cirrus upright four-cylinder en I hope that you have more inshygine
Heres our only letter concerning as it was reported to have in 1 formation about this interesting934 its identity it was reported to have had a Veshy early try at a ducted propeller
lie engine when built in 1931 Jack Erickson The Felio Ranger SP-2 owner Harold G Felio is li State College Pennsylvania sted
VINTAGE AIRPLANE 27
EE BUCK HILBERT
Aeronca C-3 N-13000
Ive been asked many times Why do you hang onto this old airplane
Several reasons Mostly it has a place in more recent historyshynamely the last real Cleveland Air Race held in 1948 And probably another reason is it represents at least to me the memory of the last of the barnstormers
To the best of my knowledge the last time this little C-3 flew was at the 1948 Cleveland Air Races
The airplane belonged to Duke and Martha Hashner the owners of Global Airshows and promoters of the races that year
Duke flew this Aeronca C-3 in a clown act The airplane was painted up with a clown face was all red and white and Ive been told he did a remarkable job of entertainshying the crowd
Duke also flew other aerobatic aircraft in the show while Martha was the wing-walker parachute jumper and ticket seller
Unfortunately this was the same year record-holding entrepreneur Bill Odom crashed a racing P-S 1 into a residential area resulting in his death and other fatalities Beshycause of this accident Duke and Martha were the target of lawsuits that drove Global Airshows and the two of them out of business and into seclusion
Living on the Quietula Farm at Cherry Valley Ohio the coushyple now forced to retire from doshying their air show routines turned Global Airshows into a traveling
28 AUGUST 2005
static display show The 50s saw the advent of the
shopping center Global Airshows would truck its airplanes to the new shopping center parking lots and display them in full air show regashylia Martha and Duke would dress the part entertain the crowds and dreamed of once again being active air show circuit acts
The airplane
belonged to
Duke and Martha
Hashner
Unfortunately Duke suffering from a brain tumor lost the ability to participate and after a long batshytle passed away Martha kept the airplanes now stored at the farm and spent her days tending numershyous pet dogs and cats dreaming of her barnstorming glory days as queen of Global Airshows Martha passed away in the mid-60s
Global Airshows and its derelict aircraft were sold to Bill Ross and me a few months before Martha passed away
The collection consisted of Marshythas Meyers OTW Dukes Waco F and a Porterfield CP-65 All were inshy
tact and complete but each needed restoration Also in the collecshytion were pieces and parts of two Aeronca C-3s a J-2 Piper a Taylorshycraft L-2 and a Fairchild 22 Along with the airplanes came numerous engine parts old tools and propelshylers along with the trailers used to haul the airplanes
What happened to the airshyplanes is the frequently asked question Bill Ross was past presishydent of the EAA Warbirds of Amershyica owned a P-38 Leroy Grumshymans personal F3F and an F6F and had his hand in several entershyprises while involved in Warbirds Right at that time he discovered the Grumman Goose was the best bet in sport flying and his attention was diverted in that direction
The Meyers and the Porterfield were restored by Bill and sold The project Fairchild 22 and J-2 went to a couple of our Vintage members and were restored and are flying The Waco F was sold but never did get flying The two C-3s came to me and eventually were restored One was sold and one for those sentishymental reasons is still in my hanshygar disassembled and awaiting the final engine fix The L-2 had been a gas station ornament for years and when they took it down the guy wielding the cutting torch manshyaged to start a fire that ended any thought of restoration
Bill Ross moved to Nevada after he retired from business and unshyfortunately while returning from one of his business trips he flew
into a cloud that had a rock in it Another reason for hanging on It reminds me of Bill Ross and his contributions to the Warbirds of America being part of EAA
Oh yes we did get the C-3 flyshying but the engine ate itself up afshyter about 4S minutes Time for a different approach
I had a set of floats and rigging and Brian Van Wagnen and I deshycided the little C-3 would be a real hoot to see flying on floats However we wanted a reliable engine and the one we had was mostly junk
Brian tore into it but the crank was beyond repair At great exshypense a new one was made dual ignition heads were installed and a new single-drive dual mag was inshystalled after modifying the tail case It runs but the vibration was bad enough to cause distrust Another disassembly and recheck as well as internal component balance were in the works when tragedy struck
Brian had a hangar fire and lost everything he had in the 70-by-90 hangar and its 24-foot lean-toshyhis Widgeon project the Fleetshywing Seabird two antique Aeronca Chiefs a Piper 180 all his toys shop equipment tools and of course the building
The little C-3 stored in another building was all that was left The floats rigging and all the spare enshygine parts were destroyed in the fire A small loss in comparison to what Brian suffered
With no hangar and no shop the decision was made to disassemshyble NC-13000 and bring it back home and there it sits Every day I walk past it and say to myself You gotta get going But the press of daily living and the episodes weve been through in the past couple of years have stopped all the progress Oh well whats another couple of years After all its been grounded since 1948
Until then it just sits and Im going fishing With that its Over to you
Come or t e weekend BUILD FOR A LIFETIME
HANDS-ON HOMEBUILDER WORKSHOP
SCHEDULE
Aug 26-28 Oshkosh WI
Aug 27-28 Arlington WA
Sept 9-11 Griffin GA (Atlanta Area)
bull Repairman (LSA) Inspection-Airplane
bull RV Assembly
bullTIC Welding
Sept 10-11 Corona CA (LA Area)
bull RV Assembly
Sept 10-11 Lakeland FL (Sun N Fun Campus)
bull RV Assembly
Sept 10-11 Houston TX (Westwood Aviation Institute)
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems
Sept 16-18 Frederick MD bull Repairman (LSA) Inspection-Airplane
Sept 23-25 Denver CO bull Repairman (LSA) Inspection-Airplane (Westwood College)
Oct 1-2 Columbus OH (Columbus State Community College)
KLEINEAA SportAir Sponsors TOOLS
wwwkleintoolscom
WORKSHOPS ___ ~
EA~
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems bull Cas Welding
bullbull amp cafamiddot~middotAir c raft Coatings
_polyfibercom wwwalrcraftsprucecom
1-800-WORKSHOP 1-800-967-~746
wwwsportalrcom
YOU CAN BUILD IT LET EAA TEACH YOU HOW VINTAGE AIRPLANE 29
r ~ __c -lt JMNEwMAN
t The (ollowing list o(coming events is (IIrt1ished to Ollr readers as a matter o( it(orshymation only and does not constitllte approval sponsorship involvement cottrolor direction o(any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 OshkoslI WI 54903-3086 Or e-Illail tl1e information to vintageaircra(teaaorg In(ormation shollld be received (ollr months prior to tile event date
AUGUST 7-Queen City MO-Applegate Airport 18th Annual Washytermelon Fly-In 2 PM til dark Info 660-766-2644
AUGUST 13-Hoquiam WA-Bowerman Field Ercoupe Gathering amp Fly-In All experimental classic and vintage aircraft are welshycome Excellent restaurant on field Info Dick 360-533-5926
AUGUST 19-21-Alliance OH-Barber Airport (201) 7th Annual Ohio Aeronca Aviators Fly-In Join us for a relaxing weekend of fun food friendship and flying Breakfast served by EAA Ch 82 Sat amp Sun 7am-llam Camping on field local lodging and transportation available Forums on Saturday Info Brian 216shy337-5643 or bwmatzllacyahoocom or wwwoaafy-Incom
AUGUST 20--Laurinburg-Maxton NC-Ercoupe Owners Club Aweshysome August Invitational NorthSouth Carolina members and guests Lunch awards Young Eagles Flights Info 336-342shy5629 or bandmannetpath-rc net
AUGUST 20--Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-[n Breakfast Info Tom 740-587-2312 or tmcaiinkcom
WIVI cbullbull___bull
These are the first tools you need to buy when you re~cover your
airplane Anyone who has used them will tell you they re the next best thing to having one of our staff right beside you The VHS tape and the DVD will give you the Big Picture and the manual will walk you step by step through every part of the process Youre never on your own when youre using Poly~Fiber
wwwpolyfibercom e-mail infopolyfibercom
Aircraft Coatings 800-362-3490
AUGUST 20--Niles M[-jerry Tyler Memorial Airport (3TR) VAA Ch 35 Corn and Sausage Roast 11am-3pm Rain date August 20 Donations $5 adults $3 children 12-yrs and under All you can eat Info Len 269-684-6566
SEPTEMBER 3-Marion [N-(MZZ) Flyln Cruiseln Info wwwFiylnCruiseln com
SEPTEMBER 3-Prosser WA-EAA Ch 391 s 22nd Annual Labor Day Weekend Prosser Fly-[n Info 509-735-1664
SEPTEMBER S-U-Galesburg [L-Galesburg Municipal Airport 34h Annual Stearman Fly-[n Technical seminars Aircraft judging and awards Aerobatic formation short-field takeoff spot-landing and flour bombing contests Dawn Patrol lunch-time flyouts pizza party stage show banquet and more Info 309-343-6409 or stearmanstearmanfyin com or wwwstea rmanfyin com
SEPTEMBER U -Mt Morris IL-Ogle County Airport (C55) EAA Ch 682 Fly-In Breakfas t 7am-12pm Info 815-732-7268
SEPTEMBER 16-17-Bartlesville OK-Frank Phillips Field (BVO) 49th Annual Tulsa Regional Fly-In Info wwwtllisafyincom or Charlie Harris at 918-622-8400
SEPTEMBER 17-Poplar Grove IL-Poplar Grove Airport Vintage Wings amp Wheels Museum Salu te to WW II Combat Aviators Military aircraft display and fly-by Interviews with 12 WWII veterans of air combat Info wwwpopiargroveairmotivecommllsellnl
SEPTEMBER 17-1S-Rock Falls IL-Whiteside County Airport (SQI) North Centra l EAA Old Fashioned Fly-In Forums workshops fly-market camping air rally awards food amp exhibitors Info wwwnceaaorg
SEPTEMBER 22-25-St Louis MO-Creve Coeur Airport (lHO) Monocoupe Club Fly-InReunion Info Frank Kerner (314) 277-4306 or monocoupesbcgiobainet or wwwmorlOcollpecom
SEPTEMBER 23-25-Sonoma CA-Sonoma Skypark (OQ9) 23rd Annua l 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 208shy739-3979 or ristpsaoicom
SEPTEMBER 24-Topping VA-Hummel Air Field 10h Annual Car amp Air Event 8am-4pm Featuring ant ique cars and planes plus fire apparatus tractors amp engines and arts amp crafts Info (804) 694-5995 or in(oWingsandwheeislIs or wwwwingsandwheeislIs
SEPTEMBER 24-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-I n Info wwwieebottomcom
OCTOBER 1-2-Midland TX-Midland [nt l Airport FINAshyCAF AIRSHO 2005 will commemorate 60th Anniversary of the end of World War II Info 432-563-1000 x 2231 or pubiicreiationscaf7qorg
OCTOBER 5-9-Tullahoma TN-1932 to 2005-The Tradition Lives Year of the Staggerwing Staggerwing Twin Beech 18 Bonanza Baron Beech owners amp enthusiasts Sponsored by the Staggerwing Museum Foundation Staggerwing Club Twin Beech 18 Society BonanzaBaron Museum Travel Air Division amp Twin Bonanza Assn Info 931-455-1974
REGIONAL FLY-IN SCHEDULE EAA Mid-Eastern Fly-In EAA Southeast August 26-28 2005 Regional Fly-In Marion OH (MN N) October 7-92004
Evergreen AL (GZH) Virginia State EAA Fly-In wwwserfi org October 1-2 2005 Petersburg VA (PTB) Copperstate Regional EAA Fly-In wwwvaeaaorg October 6-92005
Phoenix AZ (A39) wwwcopperstateorg
30 AU G U S T 2005
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 dlie7025IOI om vaaflyboyLwnsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Avc 72 15 East 46th SI Albert Lea MN 56007 Tulsa OK 74147
507-373-1674 918-622-8400 stfles(eskmefiiacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush H ill Road Sherborn MA 01 770
508-65l-7157 SH i Ocomcas t llet
David Bennett PO Box 11 88
ioseville CA 95678 916-645-8370
antiquerireachcul1l
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507-263-24 14
InjbfchldrcOI111tCtcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773-779-2 105
pllOtopiotaoicom
Dave C lark 635 Vestal Lane
Plainfield IN 46 168 317-839-4500
davecpciiquestnet
John S Copeland l A Deacon Street
Northborough MA 0 1532 508-393-4775
copelaml JjllllOcom
Phil Coulson 284 15 Springbrook Dr
Lawton MI 49065 269-624-6490
rcollsonS J6cscom
Roger Gom oll 8891 Airport Rd Box C2
Blaine MN 55449 763-786-J342
pledgedriveIns11com
Dale A Gustafson 7724 Shady Hills Dr
Indianapoli s IN 46278 317-293-4430
dalefayemscom
Jeannie Hill PO Box 328
Ha rva rd IL 60033-0328 8l5-943-7205
dishaoowc et
Espie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-3650
wintisockaoco m
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaoicom
Robert D Rob Lumley 1265 Sout h 124th Sl Brookfield WI 53005
262-782-2633 illmpeniiexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817-491-9 110
sellemorris(~lev I IIet
Dean Richardson 1429 Kings Lynn Rd
Stoughton WI 53589 608-877-8485
daraprilairecom
SH Wes Schmid 2359 Lefeber Ave nue
Wauwatosa WI 532 t 3 414-771- 1545
sllschmicimilwpccom
DIRECTORS EMERITUS
Gene C hase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920-23 1-5002 815-923-459 1
GRCHACllarterHet b7ac1Jc llel
Ronald C Fritz 15401 Sparta AV(
Kent City MI 49330 6 16-678-50 12
rFritzf1athwaywlcom
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873 Web Site wwwvintageaircraftorg and wwwairventllreorg E-Mail vintageaircraftCtieaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)
- Newrenew memberships EAA Divishysions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
-Address changes -Merchandise sales -Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory ___ ___ _ 732-885-6711
Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing920-426-4876 Education __ _ 888-322-3229
- EAA Ai r Academy - EAA Scholarships
Flight Advisors info rmation 920-426-6864 Flight Inst ructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles _ _ _ 877-806-8902
Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan _ 866-647-4322 Term Life and Accidental _ 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 Vintage _ FAX 920-426-6865
- Submitting articlephoto - Advertising information
EAA Aviation Foundat ion Artifact Donations 920-426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Association Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additional $10 annually Junior Membershjp (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
EAA SPORT PILOT Current EAA m embers may add EAA
SPORT PILOT magaZine for an additional $20 per year
EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magaZine not inshyduded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA members may join the
Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not inshyduded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the
International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magazine for an additional $45 per year
EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magaZine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA
Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magashyzine and one year membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a
check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2005 by lhe EM Vintage IgtJrcraft Association All righls reserved
VINlAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage IgtJrcraft Association of the ExperimentallgtJrcraft Association and is published monthly at EM Aviation Ceoter 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vinfageaircrafteaaorg Periodicals Poslage paid al Oshkosh Wisconsin 54901 and al additional mailing oHices POSTshyMASTER Send address changes to Vintage IgtJrplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcretumswdsmailcom FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivet)l of VlNlAGE AIRPLANE to loreign and APO addresses via surtace mail ADVERTISshyING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Readers are encouraged to subm stories and photographs Polky opinions expressed in artk1es are solely those of the authors Responsibility for accuracy in reporting rests entirely wh the contributor No remuneration is made Material should be sent to Edor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 92D-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aeronautica are registered trademarks trademarks and service marks of the EXperimental Aircraft Association Inc The use of these trademarks and service marks without lhe pennission of the ExperimentallgtJrcraft Association Inc is strictly prohibited
VINTAGE AIRPLANE 31
Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no
frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VM
reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1-800-233-6934 e-mail ramremfgaolcom Website wwwramengine com VI NTAG E
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418 wwwlpjetservicescom
Airplane T-Shirts 150 Different Airplanes Available
ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
WE PROBABLY HAVE YOUR AIRPLANE
wwwairplanetshirtscom 1-800-645-7739
Flying wires available 1994 pricing Visit wwwflyingwirescom or call
800-517-9278
ELECTRICAL CONDUIT
ASSEMBliES bull MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made per your specifications
bull Original equipment style Braided Conduits in Aluminum Brass or Stainless Steel
bull We carry a complete line of AN - MS Electrical Fittings Backshell Adapters and Specialty Fittings
bull We also have full machine shop capabilities for any custom applications you may require
bull Rebuild your Warbird back to Original
AIRFLEX INDUSTRIES 2538 SUPPLY STREET POMONA CA 91767
Tel 909-392-8474 AI RFLEXI N D USTRIES COM
THE FORGOTTEN PERFORMERS continued
the Pacemaker in marginal weather Mud Lake is narrow shallow and a half-mile long and Poet dragged it twice and then did a touch-andshygo before setting down for th e pickup Mattie Jack was loaded on and they headed for the hospital at Bella Coola It was dark on arshyrival and although landing in the narrow valley without daylight was seldom attempted Dick executed a safe approach and thwarted a sad ending to Mattie Jacks life
The Pacemakers most serious trauma occurred on July 25 1963 on a takeoff from Nimpo Lake 70 miles east of Bella Coola Loaded with two adults and five children from the Poets extended family and piloted by Helens cousin Bob Stewart a wingtip caught the water in an attempt to un-stick the right float and the plane cartwheeled
The left wing and one float were torn off the fuselage was comshypletely severed immediately behind the cabin and everything came to rest floating inverted All on board
were wearing life jackets and the children were ed uca ted in float flying they tripped their seat belt buckles swam out the open end of the cabin and popped to the surshyface There were no injuries
Bohanan retri eved the engine it was flushed mounted on the nose of a PT-17 Stearman and sold to a dentist Dr William Stone in Sandy Oregon Forty years later the Stearman i s still owned by Stone and the same Wasp Jr is on the nose
The remainder of the Pacemaker stayed on the shore of Nimpo Lake for a year and then was loaded on a farm truck by Dicks son-in-law Alan Hauan and returned to Aumsshyville where it was deposited behind the Poets barn A much more serishyous tragedy occurred a short time later when Dick was involved in the fatal crash of a DHC-2 float Beaver when one wing folded
To be continued in the September isshysue ofVintage Airplane
32 AUGUST 2005
In 1904 the Wrights would accumulate 45 minutes of flying time during 105 flights Most of the flights were measured in seconds such as this efshyfort flight number 30 Wilbur is shown in mid-flight on August 13 1904 He would cover 784 feet in 22-34 seconds skimming low over the tall grass in Huffman Prairie Two interesting details (see insets) are present in this image First on the left below the right wing of the Flyer II a couple
of people can be seen riding in a horse-drawn cart One can only imagine what they were thinking as the biplane skimmed the grass Second on the far right it appears Charlie Taylor is the man in shirtshysleeves with his hands on his hips as the Flyer II clatters by
they had taken advantage of along North Carolinas Outer Banks Recshyognizing that much lower average wind speeds were available in censhytral Ohio during the summertime the brothers built a longer set of launching rails each section meashysuring 20 feet At one point 12 secshytions of rail were laid and staked to the ground for a total of 240 feet but it was soon discovered that layshying that much track was not parshyticularly useful It took too long to lay the rail and often when the last section was lined up and bolted to its neighbor the brothers and Tayshylor would discover that the wind had begun to shift Shortening the rail helped get the job done sooner but consistent launches were only possible when there was a strong breeze Too often attempts in marshyginal conditions ended in nothing more than a short hop By midsumshymer the catapult was ready for a September 7 1904 trial
A 20-foot tall derrick was placed behind the Flyer and a 31 ratio rope and pulley block and tackle were inshystalled The rope ran from the top of
12 AUGUST 2005
the derrick down to the base and over another pulley where it changed dishyrection and ran alongside the rail to the opposite end of the shorter track (now 60 feet) There it made a 180-deshygree turn at the launching end of the rail running back to the Flyer perched on top of its launching truck There it was attached to the launching truck which had small bicycle hub wheels that rode on the metal-topped wooden rail A second rope attached to a stake driven into the ground restrained the Flyer When a 1200shypound weight was dropped 16-12 feet thanks to the 31 ratio the end of the rope attached to the launching truck would be pulled 50 feet down the rail accelerating the Flyer to flying speed Each weight the brothers used tipped the scales at 200 pounds On a number of occasions 1200 pounds proved to be inadequate and the weight being dropped was increased to 1600 pounds
It is often assumed the Wrights alshyways launched their Flyers into the wind and while it was certainly their goal their diaries make clear that crosswind takeoffs were often atshy
tempted and accomplished simply due to the vagaries of the wind direcshytion Thanks to the rapid accelerashytion from the catapult the controls were effective quickly giving the pishylot the ability to counteract the effect of the crosswind
A few weeks after starting to use the new launching system they flew longer and farther than ever before On a cloudy Tuesday morning Sepshytember 20 1904 starting with a crosswind from the left Wilbur manshyaged a flight of just over a minute in time covering 2520 feet He also managed to perform a pair of turns during the flight the first to the left and the second to the right landing as he came close to the fence near the road and the trolley line Based on writings by Wilbur in early 1912 in a disposition related to the Wright vs HerringCurtiss lawsuit it appears he may have been attempting the first circled flight but turned back in the opposite direction when he realshyized his turns path would put him in conflict with a tree he depicted in a diary map of the days events
On the next flight Orville did
even better than that and an intershyested and erudite witness was there to see the flight
Sixty-four-year-old Amos Root the editor of Gleanings in Bee Culture had driven 175 miles to visit friends in Xenia Ohio and made a side trip to Huffman Prairie to meet the Wrights Hed been reading about them in the few mentions made in the press up to that date and wanted to see for himself what was happenshying outside of Dayton As luck would have it he arrived on September 20
Root was no crackpot looking for a cause A leading citizen of Medina Ohio he bought the first bicycle in northern Ohio in the 1870s and he purchased a new Olds Runabou t motorcar in 1903 Root was known as a fellow who was willing to emshybrace new technologies as soon as they were viable He drove the Olds on a 400-mile tour of Ohio during the summer of 1904 and drove to Huffman Prairie in September Root had established a successful busishyness centered on beekeeping and is known today as the father of the modern beehive His business AI Root Inc a company now known as a worldwide supplier of candles and beeswax is still in its original buildshying in Medina
The cloudy skies gave way to rain later in the day with the breeze shifting from out of the northshywest to crossing the field from the northeast As shown in a diagram drawn in Wilburs diary Orvi lle with a right crosswind to compenshysate for as he started was launched off the rail He pitched the Flyer up to climb just a few feet and then proceeded to do something no one had ever done with a powered airshyplane-he flew the Flyer IT for one minute thirty-five and two-fifths seconds and flew in a complete 360-degree turn landing only because he neared the northeast boundary of the field
Root was amazed and the moshyment was not lost on him In the January 1 1905 edition of Bee Culshyture he wrote
liThe operator takes his place lyshy
while sitting up You can eXperience hoW extended periods could be Next time youre at home watching television try lying on your stomach and watching an entire episode of your favorshyite sitcom for the entire half-hour- no breaks no stretching just you and your head tilted upward as if you needed to always see where you were headed You can bet the brothers looked forward to that power increase
The other reason was terrain The Wrights didnt yet have the luxury of a prepared field that was long and free of obstructions The terra firma at Huffman Prairie was once a low swamp and the field was prishymarily filled with hummocks of grass about 6 inches tall A pair of flexshyible spruce skids could ride along the tops of uneven terrain soaking up the shocks and spreading the load along a pair of runners but a pair of wheels would have to be set on axles mounted in some sort of shockshyabsorbing apparatus all of which added you guessed it weight And in case you needed to land in a smaller field a set of wheels might need one more device brakes A pair of wheels of fered little resistance to stopping but a set of skids brought you to a stop much quicker with little chance of nosing over
Eventually the Wrights had the aircraft performance and the fie ld conshyditions that would allow them to dispense with the ungainly launching rail and catapult system but until then they plied the skies of America and Europe with a pair of graceful spruce skids
VI N TAG E AI R PLA N E 13
The Wrights struggled during all of 1904 with controllability issues and fightshying the effectsof what we have come to understand as density aHitude Too often a flight would end with the Flyer I darting into the ground such as this incident at the end of flight 31 on August 16 1904 Orville was the pilot The fellow standshying to the right of the launching rail appears to be Charlie Taylor the Wrights mechanic Flights ending like this prompted the brothers to create a catapuH sysshytem which they started using on September 7 1904 The addition of the catapuH meant that flights could be started at a speed that would allow the Flyer to accelshyerate and the Wrights flight times immediately began to increase
The leaves have fallen but the exciteshyment of being able to fly the Flyer I for over a minute at a time was irresistible for the brothers as they both learned how to control their recalcitrant flying machine and continshyued to refine their deshysign This photograph
of flight 85 was taken on November 16 1904 during a flight in which Orville covshyered 1760 feet in 40-112 seconds
Consistent flight continued to elude them even while they were able to keep the Flyer I in the air for more than five minutes sometimes circling the field four or five times When they concluded the 1904 flying season on December 9 they had plenty of scientific work ahead of them Confident they could solve the problems the following spring was spent trying to sell their flying machine and later building a new airplane At the beginning of the summer of 1905 they stood ready to fly in the air at their will The Flyer 11 would test their resolve
ing flat on his face This position offers a locom otive without any wheels we less resistance to the wind The engine will say but with white wings instead is started and got up to speed The mashy we will further say-a locomotive made chine is held until ready to start by a sort of aluminum Well now imagine that of trap to be sprung when all is ready locomotive with wings that spread 20 then with a tremendous flapping and feet each way coming right toward you snapping of the fo ur-cylin der engine with the tremendous flap of its propelshythe huge machine springs aloft When lers and you have something like what I it tumed that circle and came near the saw The younger brother bade me move starting poin t I was right in front [of] to one side for fear it might come down it and I said then and I believe still suddenly but I tell you friends the senshyit was one of the grandest sights if not sation that one feels in such a crisis is the grandest sight of my li fe Imagine something hard to describe The attenshy
1 4 AUGUST 2 005
dant at one time when the rope came off that started it said he was shakshying from head to foot as if he had a fit of ague His shaking was uncalled for however for the intrepid manager sucshyceeded in righting up his craft and she made one ofher very best flights
Ve ry be st fli ght ind ee d th e 52nd fli ght th e bro th ers m ad e with th e Flyer II was the longes t in te rms o f time a nd d ist a n ce they had ever m ade
In 1904 they made a total of 105 fli ghts most o f them fairly sh or t with limited turns performed within the confines of the fi eld More than once one of the brothers would land before turning any great amount for fear they would fl y outside the boundaries of the roughly lOO-acre Huffm an Prairi e They were still feeling out the amount of turn the machine would tolerate and more than once the turn ended in an unshyintended landing
Friday December 9 saw the end of the 1904 flying season a season of remarkable progress and maddenshying problems The airplan e still was unstable in pitch it still had the odd tendency to slide off to the side in turns and the power available was barely enough to sustain the Flyer in the air They dismantled the Flyer II keeping the hardware engines and propellers but burning the remainshying wood and fabric The in fo rmashytion they had gathered in their fi rst full season of powered flight was put to use as they began construction of the 1905 Flyer III ~
Continued next month
All of the images presented in this article are available as digital downloads from the Library of Congress website Start your search at wwwlocgovrr print cataloghtm
Tap the blue Im ready to search butmiddot ton and when the next page comes up click on the OW hyperlink or scroll to the very bottom of the page The Wright Brothmiddot ers Collection is number 57 Once youre at the search page for the Wright Collecmiddot tion just enter a keyword such as 1904 and a list of images will be presented Have fun There are plenty of interesting images-more than 300 Wright images scanned from their original glass plate negatives are part of the Library of Conshygress collection
its FREE
AVIATION UNLIMITED AGENCY
wwwouoonlinecom
Eugene Geno Breiner Newville PA
_ Graduate of Roosevelt Aviation School Long Islanel NY
_ In 1985 restored Fleet 2 NC8689 manufactured in 1929
_ 1987 Best Open CockpitshyPotomac Antique Aero-Squadron (PAAS) Horn Point MD
_ 1989 Best Antique Sentimental Journey to Cub Haven
_ 1992 Grond Champion shy PAAS
I have enjoyed my aircraft through the years and have
enjoyed working with AUA Inc since 1985 for all my
insurance needs
- Geno Breiner
I middot
AUAs Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums
Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages - 0 hand-propping exclusion
No compone t ~orts endorsements - Discounts for claim-free renewals carrying all risk coverages
The best is affordable Give AUA a call shy
800-727-3823 Fly with the pros fly with AUA Ina
Torquil Normans DH8S Leopard Moth HG FRAUTSCHY
Theres always room for imshyprovement in an airplane and in 1933 Geoffrey de Havilland saw potential in
his companys DH80 Puss Moth It was a great airplane but with a tweak here and an improvement there
The new version would use the higher-horsepower inverted Gypsy Major engine of 130 hp with seating for three people and a spruce and plywood box strucshyture for the fuselage
When first flown by the compashynys founder on May 27 1933 the DH8S Leopard Moth was found to be 9 mph faster that its sibling topshy
16 AUGUST 2005
ping out at about 137 mph while carshyrying three people Pleased with the results de Havilland came to like the airplane so much he ordered one for himself using it for family touring around the United Kingdom and on the continent of Europe in the blissshyful days before the clouds of war beshygan to gather
Interestingly a curious debate over crew placement in Jightplanes was put to rest in part due to the experishyence gained by pilots of the Leopard Moth When first conceived its preshydecessor the Puss Moth had both the passenger and pilot in the same cabin an arrangement that resulted
in a great deal of discussion Should a pilot be in the same cabin where he could be distracted from the rigors of flying the airplane Shouldnt he or she be positioned in a separate comshypartment or cockpit so that his or her full attention could be paid to flying the machine
If the tandem-seated Puss Moth dealt that concept a strong blow the Leopard Moth with its two in the back and pilot up front stomped on it and the side-byshyside DH87 Hornet Moth put it to rest for good The benefits of havshying the passenger inside the cabin where not only his desires could be
JIM KOEPNICK
dealt with but his help could be of great benefit was further enhanced by the passengers accessi bility to flight instruction which could be given by leaning over and speakshying into the pupils ear rather than shouting into the slipstream or givshying convoluted hand Signals
The attractiveness of such an arshyrangement contributed to the Leopshyard Moths popularity with 133 of them being made in the middle 1930s and almost half of them (60) being sold to overseas or continenshytal owners Buyers from as far away as Argentina and Japan ordered Leopard Moths and when World
War II broke out 44 of them were appropriated by the British military for use in communications work
Not surprisingly not all of those 44 DH85s re-entered civilian life after the war many were lost durshying service but better than two dozen were reregistered One of the Leopard Moths to survive the war was originally built for export to the Continent
When first built in 1933 DH85 serial number 7035 was sold to a French owner and it was registered as F-AMXP It sat out the war years in a barn in France and didnt fly again until after Roger Fiennes reshy
covered the airplane in 1990 and brought it to England where Ben and Jan Cooper of the Newberry Aeroplane Co restored it Torquil Norman aircraft collector extraorshydinaire bought the aeroplane from Roger before Rogers disappearance and presumed death in a Tiger Moth during an attempted crossing of the English Channel in the late 1990s
Quite thoroughly restored with an engine overhaul performed by Mike Vaisey of Vintech the Leopard Moth is now registered as G-ACOJ and is kept by Torquil at a small strip called Rendcomb Aerodrome located southeast of Gloucester in the United Kingdom Like Geoffrey de Havilland Torquil fell in love with his Leopard Moth flying as often as he could And like many pilots of old the lovely handling qualities of the DH85 provided the opportunity to fly the aeroshyplane long distances Record-breaking flights from England to Africa and Australia were made in the 1930s and taking inspiration from those intrepid pilots Torquil Norman had Henry Labouchere install a long-range tank under the back seat of the Leopard Moth giving it a 96 US gallon capacity enough to keep the Gypsy Major running for about 11 hours A couple of warmshyup flights to Italy and France gave him the confidence in the aircraft to fly the North Atlantic
A number of you may recall that in 1966 Torquil and Henry Labouchshyere flew a lovely de Havilland Dragon Fly to Oshkosh One of the lessons learned during that flight was that if one engine failed in the Dragon Fly they would wind up in the ocean as it didnt have sufficient perforshymance to maintain altitude on one engine with the other shut down and its fixed-pitch prop presenting itself to the slipstream completely unfeathered
Torquil felt that a single-engine crossing in the Leopard Moth didnt present a significantly greater risk than the flight in the twin-engined Fly so he gathered the equipment
VINTAGE A I RPLANE 17
Torquil Nonnan aircraft collector extraordinaire
18 AUG U S T 2005
Like many of its de Havilland siblings the Leopard Moth features foldable wings which help maximize available storage facilities
necessary for such a long trip and Iceland landing after a 9-l2-hour flew to Wick in far northeastern journey An attempt to fly over the Scotland Donning an exposure suit Greenland ice cap was rebuffed by and departing with a full 96 gallons clouds so a run down the east coast of fuel he pushed off to Reykjavik was made landing in Narsarsuaq at
the southernmost tip of Greenland There he was greeted with beautiful weather with temperatures in the 60s and sunshine
A long run to Goose Bay Labrashydor in Canada gave Torquil a taste of just about every type of weather one can expect to encounter from solid IFR conditions nearly down to the sea to a near gale blowing along the Canadian coast when he
(j was getting ready to land From ~ there he flew down to Sept-lies on g the north shore of the St Lawrence a ____ --u_ ~ Seaway in Quebec where he says
Electricity for the Moth is supplied by this strut-mounted generator which is he enjoyed a marvelous lobster din-driven by a carved impeller You can see the damage done to it by ice and pre- ner Then it was on to the States cipitation encountered on the trans-Atlantic trip making his way to EAA AirVenture
Oshkosh 1999 after a few stops to visit friends along the wayA Hamilton vertical
All in all he didnt feel the airshycard compass (right) craft ever ran up against insurshysupplements the stanshymountable issues during his longdard British compass flight but there were times whenmounted at the bottom the long legs of the Leopard Mothcenter of the instrushywere not contributing to the comshyment panel fort of the pilot Having made the trip in both the Rapide and the Leopard Moth Torquil didnt feel it was likely hed repeat his transshyAtlantic hop but he certainly has created a whole new set of stories to tell his chums at home
VI N TAGE A I RPLANE 19
THE FORGOTTEN PERFORMERS
Bellancas record-making airplanes VIC PIKE
Clarence Chamberlain on his way to Gennany
A sk anyone in a pishylots lounge what airplane Charles Lindbergh flew across the Atlanshy
tic and the reply will be Why a Ryan of course But relatively few current pilots are aware that two weeks after Lindberghs famous flight Clarence Chamberlain and Charles Levine flew a WB-2 Belshylanca named Columbia immediate predecessor to the Bellanca Paceshymakers and Skyrockets from Roosshyevelt Field New York to Eisleben Germany And few pilots know that prior to his involvement with Ryan Lindbergh unsuccessfully neshygotiated with Wright Aeronautical (who commissioned the WB-2) and later with Giuseppe Bellanca at his Columbia Aircraft Co to purchase th e very plane used by Chambershylain and Levine Unfortunately (or fortunately for Ryan) Charles Levine th e financial underwriter of Columbia Aircraft manipulated capriciously to obstruct a sale to the 20 AUGUST 2005
unknown airmail pilot Lindbergh From the mid 1920s through the
early 1930s Bellanca monoplanes routinely set records for distance altitude and endurance that made their superlative performance an expectation Victories at the Nashytional Air Races in both 1925 and 1926 An endurance record of 51 hours and 11 minutes in 1927 and New York to Havana Cuba in 1928 both by the Columbia
Then it was Maine to Spain by the North Star in 1929 At the Nashytional Air Races in Cleveland that year Bellancas took five firsts three seconds two thirds and two fourths in seven events In May 1930 came the non-refueled endurance record of 84 hours and 33 minutes in a Pacemaker powered by a Packard DR-980 radial diesel engine this reshycord was not broken until the 1986 flight of the Voyager
In July 1930 another record New York to Istanbul in the Cape Cod nonstop And still more an altitude record of 30453 feet was
set in 1931 by Bellanca test pilot George Haldeman
1931 also saw an around-theshyworld flight with Clyde Pangborn and Hugh Herndon in Miss Veedol which culminated in a 4558-mile 41-hour and 13-minute leg across the Pacific Ocean from Sabishiro Beach Japan to Wenatchee Washshyington which is a story in itself This record stood until 1947 when it was eclipsed by a uS Air Force 8-29 Miss Veedol was renamed the American Nurse and in 1932 vanshyished on a trans-Atlantic attempt
These are only a few of the acshycomplishments of this Bellanca seshyries and although some of these airshyplanes had modifications such as longer wings the original design was a commercial production aircraft
Diminutive and shy Sicilianshyborn Giuseppe Bellanca had formal education in mathematics and enshygineering and in a partnership of three constructed Italy s first airshyplane in 1909 He immigrated to America in 1911 and soon assemshy
bled a parasol-wing monoplane powered by a three-cylinder 30shyhp Anzani engine After flying this airplane Clarence Chamberlain remarked I was thoroughly conshyvinced that Bellanca not only was a genius but a hero of a rare sort
In 1912 Bellanca established the Bellanca Aeroplane Co conshystructed a second monoplane and opened a flight school One of his students was Fiorello LaGuardia later New Yorks famous mayor In 1916 Bellanca designed the CD and CE biplanes for the Maryland Pressed Steel Co To illustrate his engineering acumen the CE (1917) would cruise at 100 mph on 90 hp while the conshytemporary Curtiss IN-4D Jenny also with 90 hp followed at 65 mph
The CF monoplane first flew on June 8 1922 and was spectacular for its era With an enclosed cabin carrying four passhysengers and powered by a 90-hp 10-cylinder Anshyzani radial (twin rows of five cylinders) the CF cruised at 100 mph for 600 miles and enjoyed an impressive 12-to-1 glide ratio With the CF Bellanca created a signature airfoil fuselage profile that continued into post-war designs
Airmail pilot William C Hopson campaigned the CF in a series of competitions during the summer of 1922 He took first place in every event Hopson observed She was by far the most remarkable plane I had ever flown
Despite the CFs accomplishments there was no market for a $5000 airplane when World War I surplus models were selling for a few hunshydred Fortunately the CF survived has been restored and is now in the National Air and Space Museum
In 1925 Bellanca joined the Wright Aeronautical Corp which put him in close proximity to the new 200-hp J-4 Whirlwind engines This prompted construction of the
conflicts with Wright Aeronautical in Patterson New Jersey he moved to New York and entered the conshytentious partnership with Charles Levine When that unraveled Belshylanca re-established production in a rented warehouse on Staten Island
Bellancas outstanding airplanes enticed the state of Delaware and particularly the du Pont family into courting him to settle there After a temporary operation in Wilmingshyton a factory and airfield were conshystructed at New Castle stability was finally achieved
The rugged construction and prodigious load-carrying capacity
of these unique airplanes disbursed their activities all over the world where they served careers from distinguished air transshyport to bush hack An ulshytimate utilitarian characshyter relegated the grand birds to situations of exshypendability that unforshytunately caused attrition to eliminate alarming numbers of them
Out of the 60 that were built only one airworshythy example of a Paceshymaker CH-300 exists toshy
bull
--=--shy -lt
-shy____ u
all-wood WB-1 followed by the steelshytube fuselage WB-2 using the imshyproved 220-hpJ-5 The WB-1 was deshystroyed in a crash in 1926 and the record-breaking WB-2 Columbia was lost in a hangar fire in 1934
From the WB planes evolved the Pacemaker series first the J-5 Wright powered CH-200 of 1928 then the 300-hp R-975 J-6-9 CH-300 of 1929 (also available with the PampW Wasp Jr) and the R-1340 Wasp CH-400 Skyrocket of 1930 on through the senior Pacemakers and Skyrockets of the later 30s
Giuseppe Bellancas passion was to design and build airplanes with the following parameters Maxishymum safety and the greatest possishyble efficiency as measured by speed load and range His earlier dreams seemed perpetually frustrated after
day NC251M Serial No 154 And even this one is currently undergOing a complete and toshytal rebuild with new fuselage and wings and a target date for compleshytion in the summer of 2005
Throughout the story of this airshyplane is the striking reality of how many people have been involved The core history of an old airplane is inshytriguing but the anecdotal accounts of the people create something inshyfinitely more profound Aviation is a community an extended family so loosely connected that members remain unacquainted But the comshyposite connects lives in ways that are not previously suspected Keep this in mind as you read
NC251M emerged from the Belshylanca factory at New Castle Delashyware on September 171929 to be delivered as the first airplane of In-
VINTAGE AIRPLANE 21
ter-IsIand Airways (now Hawaiian Airshylines) of Honolulu It served primarily with sightseeing flights while Inshyter-Islands passenshyger service evolved around Sikorsky S-3S amphibians
On April IS 1933 NC251M was sold to Mr G Fowble (posshysibly a broker) of San Bernardino California and then resold on April 27 to MacMillan Peshytroleum Corp of Los Angeles Remember MacMillan Ring Free Motor Oil On March 20 1935 it was purchased by Unious Mac McGee (McGee Airways) in Anchorage Alaska to begin 15 years as a bush workhorse On April 20 1935 McGee Airways was sold to Star Air Service in Anchorage which became Star Airlines which became Alaska Star Airlines which became Alaska Airlines in May 1944
Steve Mills chief pilot for Star was flying a sister Pacemaker NC259M when a fatal crash claimed his life in 1936 After usable parts were salshyvaged the remaYJs were burned at the site of the accident In 1995 the curator of the Alaska Aviation Herishytage Museum (and a walking encyshyclopedia of Alaska aviation history) Ted Spencer recovered the parts and stored them at the museum in Anchorage Steves grandson Dave Mills assisted Ted in his efforts
Essentially intact the logs of NC251M depict a rich history of Alaska bush flying in the 1930s and 1940s and reading them is like peering into the Holy Grail Much of the story can only be extraposhylated from the cryptic and frustratshyingly taciturn renderings of bush pilots who flew thousands of hours over geography and in weather that would be considered treacherous to most modern pilots
Ones imagination expands from such tersely penciled comments as 22 AUGUST 2005
PICTORIAL HISTORIES PUB CO
NC251M in 1929
Engine blew up Ship moored at Naknek Rate of climb reads SOO feet down in level flight Windshyshield gives pilot cold shower Turn and bank no good Cant adjust altimeter (Signed Satan) Repaired left wingtip spliced rear spar Rebuilt left elevator
Another entry notes Flew every day from 1-20 to 2-14 With such casualness the suspicion is that unshyderstatement must be intrinsically characteristic of these bush pilots theres no mention of the effort inshyvolved in keeping a 1929 airplane flying every day during the rigors of an Alaskan winter
The logs include entries by many noted Alaska bush pilots a few of which were Kenny Neese Johnny Moore Don Goodman Jack Elshyliot (who onee swooped down and speared a wolf with his ski) and Bill Lund Lund stayed with Alaska Airshylines as its number one pilot and pioneered jet flights into Russia during the 1970s finally retiring in 19S0
Martha Monsen was the Star agent in Naknek during the 1930s and ran a virtual boarding house for the pilots during layovers Several of Monsen s sons became pilots and one Mel Monsen told me of sitting at the supper table as a young lad caught up in the intrigue of endless convershysations about bush flying advenshy
tures Mel Monsen related that when he and his friends played bush pishylot there was alshyways an argument about who would be Kenny Neese
In these early days it was usual for Alaska air sershyvice companies to struggle wi th fishynancial solvency Star was no excepshytion and in June 1939 in exchange for some capital investment the
ownership of its entire fleet was transferred to bankers Thrall and Williams of Minneapolis Minshynesota In contemporary terms these treasures included four CHshy300 Pacemakers three CH-400 Skyrockets two Stinson SM-SAs a Fairchild Pilgrim 100A a Cessna C-34 Airmaster and a Ford 5-AT-C Tri-Motor The arrangement apshyparently worked because by Febshyruary 1940 everything was back in Stars legal possession
In June 1946 Alaska Airlines performed a field conversion from wheels to Edo 4665 floats When completed notification was sent to the CAA with the simple comment that it was similar to Bellanca NC256M Approval was granted
From 1929 NC251M flew with a Wright R-975 J-6-9 of 300 hp reshyplaced or overhauled a number of times but a catastrophic failure in August 1946 prompted Alaska to convert to a PampW R-9S5-AN-3 Navy surplus and freshly overhauled In May 1947 the plane was returned to service
In December 1947 Alaska Airshylines sold NC25 1 M to Eric Shutte (pronounced Shoot-ee) and CV Kay Shutte came to Alaska in the early 1930s as a pilot and mechanic for Vern Gorst founder of Pacific Air Transport Kay had been a partshyner with Shell Simmons in the Panshyhandle Air Transport Co (Pateo)
out of Juneau in the mid 1930s
Shutte and Kay did contract flying for the US Coast Guard and opened a hotel in King Salmon called Nashyknek Sky tel with NC25 1 M providing charter flight sershyvices The business suffered a setback in 1950 when the hotel burned and on a trip south the Bellanca was damshyaged in an accident Kenmore Air 1950s On the float is Bob Munro Walt Winsman mechanic near Prince Rupert and Bill Lund Alaska Airlines pilot on a day off British Columbia
Bob Munro of Kenmore Air Harshybor in Seattle salvaged the plane with the promise that insurance would cover the costs The insurshyance company refused and Munro took possession of the Bellanca as payment After repairs were comshypleted NC25 1 M joined the Kenshymore fleet Currently Kenmore is a world-class floatplane operation holds the type certificate for Edo floats and has developed many STCd modifications for de Havilshyland Beavers and Otters
From 1955 to 1957 Munro leased NC25 1 M to Bob Hall of Kodiak Airways (actually it was sold and repurchased for liability protecshytion) Kodiak ran scheduled mail and passenger service to the five villages and nine canneries on Koshydiak Island The chief pilot was Gil Jarvela and in a conversation with me he related stories that riveted my attention hauling resistant Koshydiak bear cubs in gunny sacks loadshying incredible amounts of freight in NC25 1M and patching holes in the floats with bubble gum and spruce twigs
When the plane was returned to Kenmore Bob Munro commisshysioned Clayton Scott to engineer the installation of Edo 6470 floats to replace the smaller 4665s I had heard of Scott and his legendary cashyreer in aviation that has spanned
more than seven decades and conshyfirmed his existence with Bill Whitshyney Kenmores senior pilot who flies turbine Otter floatplanes
I visited Scott in his large hanshygar on the Renton Municipal Airshyport in Washington state where he conducts business as Jobmaster Co his aircraft modification firm Out front was a beautiful Cessna 195 on floats and inside I found him working on a de Havilla~d DHC-2 floatplane Looking at the man and his environment I immeshydiately realized that this was halshylowed ground
I told him my visit was prompted by an understanding that he had once installed floats on a Bellanca Pacemaker and he replied Yes that was in 1957 We replaced a set of Edo 4665s for some 6470s I can show you the paperwork He stepped to his fi le and without glasses pulled it out
I inquired of Scott how old he was and with a sly smile he said 100 minus three After a period of time during which Scott grashyciously shared with me some of his incredible flying experiences I left this icon so that he could return to working on the Beaver [ felt that I had been in the Notre Dame Catheshydral [Well have more on Clayton Scott in next months issue of Vinshytage Airplane-Ed]
As predictably ocshycurs in the life cycle of utility airplanes NC251M was showshying tatter and wear by the late 1950s the engine found a home on the nose of anshyother ship the wings were pulled and it ended up in the back of Kenmores storage yard In June 1960 Dick Poet of Aumsshyville Oregon purshychased the airframe and floats
Poet was an aerial applicator pilot and with his wife Helen
owned Wilderness Airlines in Bella Coola British Columbia Dicks meshychanic Bob Bohanan completely refurbished the Pacemaker includshying new fabric paint and an overshyhauled R-985 from Wesco Air Service on Boeing Field which returned it to pristine condition
With the rebuild complete on June 25 1962 there was the issue of taking the airplane off the Poets grass strip Straw was spread down the runway to reduce friction and with Dick in the cockpit power was fed to the R-985 Sufficient airshyspeed was achieved but the long floats prevented rotation and takeshyoff was denied Bohanan then conshystructed a two-wheel dolly from an old truck axle and this time Dick lifted off while the dolly burshyied itself in the brush at the end of the field After a short test flight he landed on the Willamette River at Salem Subsequently the Poets applied for Canadian registration (CF-OQK) and flew to Bella Coola British Columbia where the Paceshymaker began charter service with Wilderness Airlines
On June 25 1963 a woman Mattie Jack was attacked and badly mauled by a grizzly bear at Mud Lake east of Bella Coola A call was made to Dick for a rescue flight and he immediately took off with
continued on page 32
VINTAGE A I RPLANE 23
A beautiful day is not complete unless it is seen from the inside of a cockpit The Vintage Aircraft Association is providing you with the opportunity to bring the magic of flight to your home office or hangar Take flight with the 2006 VAA Calendar Free Skies Forever
The gorgeous 17 x 11-inch full-color wall calendar is the perfect gift for yourself or your favorite pilot Each month contains the amazing photography from the Vintage Aircraft Association and captures the spirit of flight
As a commemoration to the great aviators before us the VAA 2006 Calendar Free Skies Forever contains great feats in aviation printed on the exact date of occurrence Dont let this opportunity fly past you Order your 2006 VAA Free Skies Forever Calendar by September 30 2005 Calendars will ship in November for Christmas arrival
Or to order by mail send your checkmoney order to Vintage Aircraft Association 2006 Calendar do Turner Publishing Company bull PO Box 3101 bull Paducah KY 42002-3101
o Please enter my order for __ copies of the Vintage Aircraft Association 2006 Calendar - only $1595 Your Name
o ShippingHandling add $395 for each calendar Address
o Kentucky residents add 6 sales tax City State Zip
TOTAL ENCLOSED $______
Telephone For Office Use Only - VAA2006-A-GW
CkR Amount E-mail address (for order confirmation)
DOUG STEWART
Whetherweather to go or not
There I was driving along the turnpike looking up at a severe clear cerulean sky and rather than findshy
ing myself ecstatic at that beautishyful sight words that cannot be reshypeated in this column were formshying on my lips Gosh darn (it was really a lot stronger said than that) the briefer said VFR not recomshymended and now instead of being up in that sky where I belong I am down here ground bound driving to my destination
I know probably everyone of us has been in this situation pershyhaps more times than we care or choose to remember As the sayshying goes There are old pilots and bold pilots but no old bold pishylots Many of us are aware that most aviation accidents when asshysociated with weather tend to be fatal ones Thus if we are not inshystrument rated and current or flyshying an airplane that is not instrushyment certified we tend to choose alternative means of transporshytation when the briefer tells us VFR is not recommended
But does this always have to be the case Are there any ways to make those VFR trips possible and still remain safe Are there any tools we can use to determine if the forecast is holding true or if it is not For I think we all both male and female would agree that the weather is like the opposite sex-toshytally fickle and unpredictable Lets
take a look at the numerous tools we have for making the gono-go decision relative to the weather
To help determine if the forecast is going to hold true I usually first consult the METARS Check reshyporting stations along your route If you are able get a history showshying the reports over the past three to four hours and see if the reports are corroborating the forecasts (DUATS WSI and Meteorlogix are all great sources for this informashytion) What trend do you see in the reports Is the weather getshyting better or worse or holding the same Is it doing what the TAF and FA said it would
Im also sure to compare the tershyminal forecasts (TAF) with the Area Forecast (FA) The TAF covers only a S-mile radius of the aerodrome whereas the FA covers an entire area Keep in mind that cloud bases in the TAF are AGL (above ground) whereas the cloud bases in the FA are MSL (above sea level)
Next I check the PIREPS (pilot reports) Do they substantiate the briefers warnings When checking PIREPS be sure to take into account where the report was made (threeshydimensionally) when it was made and what type of aircraft the reportshying pilot was flying If a 747 reports light chop along my route I might consider leaving the ropes on my airplane and going to have a frosty one whereas if its a J3 reporting moderate turbulence I might very
well launch on my own flight While we are mentioning PIREPS
lets not forget that (as in all things in life) what goes around comes around If we are seeking PIREPS in helping us to make the gono-go decision we should also consider filing them It takes only a few moshyments to file a PIREP and in doing so you are assisting many other pishylots in their flight planning
These are a few of the tools we can use while still on the ground to determine if the forecast is holdshying true But what about when we are already en route How can we know whether the weather will be as forecast
Obviously if the forecast was for severe clear and there are a lot of clouds forming you do not need to be a rocket scientist or a brain surgeon to know that the forecast is not holding true But there are many other clues that might not be quite as obvious and that should warn us that the briefer might have been wrong
If we realize that we are having to fly a heading other than what we had plotted to track our course or if we are experiencing different ground speeds than what we had exshypected we should understand that there is a good chance that the enshytire forecast might be off After all these forecasts are predicated on the expected movement of fronts and pressure zones When they dont move as anticipated the winds aloft
VINTAGE AIRPLANE 25
will be different thus yielding difshyferent headings and groundspeeds than we had planned
There is something else that can give us a heads-up about the posshysibility of the forecast going south and that is the temperatures aloft Most aircraft have outside air temshyperature gauges (OAT) and these can be very useful tools-ones that many pilots ignore An OAT can be used to corroborate whether the temperatures aloft are as forecast (You do remember that the foreshycast temperatures aloft are included with the winds aloft dont you) This can give us an understanding of whether the fronts are moving at the speed and direction forecast or if they might be moving slower or faster than expected
Keeping track of the temperashytures as you climb can also help you quickly determine if the lapse rate is stable Remembering that the stable lapse rate is ZOC per thousand feet one can make a note of the tempershy
ature on the ground prior to takeoff and then check it as you climb If it is less than ZOC per thousand one of the major ingredients in the proshyduction of thunderstorms is presshyent that being an unstable lapse rate (The other two are moist air and a lifting action of some kind) Thus the OAT can be a useful tool in confirming or refuting the foreshycast of thunderstorms
One could spend a lifetime studyshying the weather and not get any closer to predicting what it might do And I cant do justice to the subshyject in this short article However when it comes to weather I must say that discretion is the better part of valor There are certainly times when the briefer will give the warnshying that VFR is not recommended and the day turns out to be beautishyful But there are also times when your beautiful day turns ugly
Regardless of whether the foreshycast is for good weather or bad be sure to have an alternate plan in
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation
Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these jewels on and bring back the good times New General Aviation Sizes Available
500 x 5 600 X 6 700 X 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
~DESSER(~ 323-721-4900 FAX 323-721 -7888
6900 Acco St Montebello CA 90640 TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106
wwwdessercom
26 AUGUST 2005
place Remember to run the PAVE and CARE checklists that I wrote about in previous articles to help you make the proper decisions relative to the weather Using the tools I have mentioned above will help you in checking the enVironshyment help in understanding the consequences of the hazards asshysociated with some aspects of the weather and aid you in assessing the realities of what the weather is really doing
And when the briefer gives you that dire warning of VFR not recshyommended keep in mind that it is always much better to be on the ground wishing you were up in the air than up in the air wishing you were on the ground He might be wrong and Ive offered some tools to help determine that but he very well might be right
Doug Stewart is the 2004 National CFI of the Year a Master CFI and a DPE He operates DSFI Inc based at the Columbia County Airport (lBl)
TelePhone 800-247-8473 or
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE NEWLY ACQUIRED GARNER P EMMERSON COLLECTION DONATED TO EAA BY BOB HIGHLEY OF LAKELAND FLORIDA
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs to be in no later than September 10 for inclusion in the November 2005 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to mysteryplaneeaaorg Be sure to include your name city and state in the body of your note and put (Month) Mystery Plane in the subject line
MAY S MYSTERY ANSWER as residing in Los Angeles at that time I learned this while roaming on wwwaerofilescom last evening
I already had seen the aircraft in the British magazine Aeroplane Monthly that has the same photo as yours along with some contemshyporary aircraft in an illustrated article in the September 2003 isshysue with the title Call That Safe The caption to the photo reads
In 1933 Carl Hall and Frank Nixon tested this propeller cowlshying at Compton California It was claimed to speed up aeroplanes from 39 to 140 per cent and slow them as much as desired for landshying the innerdeflectors serving
Mays Mystery Plane came to us X12211 seems to have its 95-hp as air brakes from Harold Swanson Cirrus upright four-cylinder en I hope that you have more inshygine
Heres our only letter concerning as it was reported to have in 1 formation about this interesting934 its identity it was reported to have had a Veshy early try at a ducted propeller
lie engine when built in 1931 Jack Erickson The Felio Ranger SP-2 owner Harold G Felio is li State College Pennsylvania sted
VINTAGE AIRPLANE 27
EE BUCK HILBERT
Aeronca C-3 N-13000
Ive been asked many times Why do you hang onto this old airplane
Several reasons Mostly it has a place in more recent historyshynamely the last real Cleveland Air Race held in 1948 And probably another reason is it represents at least to me the memory of the last of the barnstormers
To the best of my knowledge the last time this little C-3 flew was at the 1948 Cleveland Air Races
The airplane belonged to Duke and Martha Hashner the owners of Global Airshows and promoters of the races that year
Duke flew this Aeronca C-3 in a clown act The airplane was painted up with a clown face was all red and white and Ive been told he did a remarkable job of entertainshying the crowd
Duke also flew other aerobatic aircraft in the show while Martha was the wing-walker parachute jumper and ticket seller
Unfortunately this was the same year record-holding entrepreneur Bill Odom crashed a racing P-S 1 into a residential area resulting in his death and other fatalities Beshycause of this accident Duke and Martha were the target of lawsuits that drove Global Airshows and the two of them out of business and into seclusion
Living on the Quietula Farm at Cherry Valley Ohio the coushyple now forced to retire from doshying their air show routines turned Global Airshows into a traveling
28 AUGUST 2005
static display show The 50s saw the advent of the
shopping center Global Airshows would truck its airplanes to the new shopping center parking lots and display them in full air show regashylia Martha and Duke would dress the part entertain the crowds and dreamed of once again being active air show circuit acts
The airplane
belonged to
Duke and Martha
Hashner
Unfortunately Duke suffering from a brain tumor lost the ability to participate and after a long batshytle passed away Martha kept the airplanes now stored at the farm and spent her days tending numershyous pet dogs and cats dreaming of her barnstorming glory days as queen of Global Airshows Martha passed away in the mid-60s
Global Airshows and its derelict aircraft were sold to Bill Ross and me a few months before Martha passed away
The collection consisted of Marshythas Meyers OTW Dukes Waco F and a Porterfield CP-65 All were inshy
tact and complete but each needed restoration Also in the collecshytion were pieces and parts of two Aeronca C-3s a J-2 Piper a Taylorshycraft L-2 and a Fairchild 22 Along with the airplanes came numerous engine parts old tools and propelshylers along with the trailers used to haul the airplanes
What happened to the airshyplanes is the frequently asked question Bill Ross was past presishydent of the EAA Warbirds of Amershyica owned a P-38 Leroy Grumshymans personal F3F and an F6F and had his hand in several entershyprises while involved in Warbirds Right at that time he discovered the Grumman Goose was the best bet in sport flying and his attention was diverted in that direction
The Meyers and the Porterfield were restored by Bill and sold The project Fairchild 22 and J-2 went to a couple of our Vintage members and were restored and are flying The Waco F was sold but never did get flying The two C-3s came to me and eventually were restored One was sold and one for those sentishymental reasons is still in my hanshygar disassembled and awaiting the final engine fix The L-2 had been a gas station ornament for years and when they took it down the guy wielding the cutting torch manshyaged to start a fire that ended any thought of restoration
Bill Ross moved to Nevada after he retired from business and unshyfortunately while returning from one of his business trips he flew
into a cloud that had a rock in it Another reason for hanging on It reminds me of Bill Ross and his contributions to the Warbirds of America being part of EAA
Oh yes we did get the C-3 flyshying but the engine ate itself up afshyter about 4S minutes Time for a different approach
I had a set of floats and rigging and Brian Van Wagnen and I deshycided the little C-3 would be a real hoot to see flying on floats However we wanted a reliable engine and the one we had was mostly junk
Brian tore into it but the crank was beyond repair At great exshypense a new one was made dual ignition heads were installed and a new single-drive dual mag was inshystalled after modifying the tail case It runs but the vibration was bad enough to cause distrust Another disassembly and recheck as well as internal component balance were in the works when tragedy struck
Brian had a hangar fire and lost everything he had in the 70-by-90 hangar and its 24-foot lean-toshyhis Widgeon project the Fleetshywing Seabird two antique Aeronca Chiefs a Piper 180 all his toys shop equipment tools and of course the building
The little C-3 stored in another building was all that was left The floats rigging and all the spare enshygine parts were destroyed in the fire A small loss in comparison to what Brian suffered
With no hangar and no shop the decision was made to disassemshyble NC-13000 and bring it back home and there it sits Every day I walk past it and say to myself You gotta get going But the press of daily living and the episodes weve been through in the past couple of years have stopped all the progress Oh well whats another couple of years After all its been grounded since 1948
Until then it just sits and Im going fishing With that its Over to you
Come or t e weekend BUILD FOR A LIFETIME
HANDS-ON HOMEBUILDER WORKSHOP
SCHEDULE
Aug 26-28 Oshkosh WI
Aug 27-28 Arlington WA
Sept 9-11 Griffin GA (Atlanta Area)
bull Repairman (LSA) Inspection-Airplane
bull RV Assembly
bullTIC Welding
Sept 10-11 Corona CA (LA Area)
bull RV Assembly
Sept 10-11 Lakeland FL (Sun N Fun Campus)
bull RV Assembly
Sept 10-11 Houston TX (Westwood Aviation Institute)
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems
Sept 16-18 Frederick MD bull Repairman (LSA) Inspection-Airplane
Sept 23-25 Denver CO bull Repairman (LSA) Inspection-Airplane (Westwood College)
Oct 1-2 Columbus OH (Columbus State Community College)
KLEINEAA SportAir Sponsors TOOLS
wwwkleintoolscom
WORKSHOPS ___ ~
EA~
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems bull Cas Welding
bullbull amp cafamiddot~middotAir c raft Coatings
_polyfibercom wwwalrcraftsprucecom
1-800-WORKSHOP 1-800-967-~746
wwwsportalrcom
YOU CAN BUILD IT LET EAA TEACH YOU HOW VINTAGE AIRPLANE 29
r ~ __c -lt JMNEwMAN
t The (ollowing list o(coming events is (IIrt1ished to Ollr readers as a matter o( it(orshymation only and does not constitllte approval sponsorship involvement cottrolor direction o(any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 OshkoslI WI 54903-3086 Or e-Illail tl1e information to vintageaircra(teaaorg In(ormation shollld be received (ollr months prior to tile event date
AUGUST 7-Queen City MO-Applegate Airport 18th Annual Washytermelon Fly-In 2 PM til dark Info 660-766-2644
AUGUST 13-Hoquiam WA-Bowerman Field Ercoupe Gathering amp Fly-In All experimental classic and vintage aircraft are welshycome Excellent restaurant on field Info Dick 360-533-5926
AUGUST 19-21-Alliance OH-Barber Airport (201) 7th Annual Ohio Aeronca Aviators Fly-In Join us for a relaxing weekend of fun food friendship and flying Breakfast served by EAA Ch 82 Sat amp Sun 7am-llam Camping on field local lodging and transportation available Forums on Saturday Info Brian 216shy337-5643 or bwmatzllacyahoocom or wwwoaafy-Incom
AUGUST 20--Laurinburg-Maxton NC-Ercoupe Owners Club Aweshysome August Invitational NorthSouth Carolina members and guests Lunch awards Young Eagles Flights Info 336-342shy5629 or bandmannetpath-rc net
AUGUST 20--Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-[n Breakfast Info Tom 740-587-2312 or tmcaiinkcom
WIVI cbullbull___bull
These are the first tools you need to buy when you re~cover your
airplane Anyone who has used them will tell you they re the next best thing to having one of our staff right beside you The VHS tape and the DVD will give you the Big Picture and the manual will walk you step by step through every part of the process Youre never on your own when youre using Poly~Fiber
wwwpolyfibercom e-mail infopolyfibercom
Aircraft Coatings 800-362-3490
AUGUST 20--Niles M[-jerry Tyler Memorial Airport (3TR) VAA Ch 35 Corn and Sausage Roast 11am-3pm Rain date August 20 Donations $5 adults $3 children 12-yrs and under All you can eat Info Len 269-684-6566
SEPTEMBER 3-Marion [N-(MZZ) Flyln Cruiseln Info wwwFiylnCruiseln com
SEPTEMBER 3-Prosser WA-EAA Ch 391 s 22nd Annual Labor Day Weekend Prosser Fly-[n Info 509-735-1664
SEPTEMBER S-U-Galesburg [L-Galesburg Municipal Airport 34h Annual Stearman Fly-[n Technical seminars Aircraft judging and awards Aerobatic formation short-field takeoff spot-landing and flour bombing contests Dawn Patrol lunch-time flyouts pizza party stage show banquet and more Info 309-343-6409 or stearmanstearmanfyin com or wwwstea rmanfyin com
SEPTEMBER U -Mt Morris IL-Ogle County Airport (C55) EAA Ch 682 Fly-In Breakfas t 7am-12pm Info 815-732-7268
SEPTEMBER 16-17-Bartlesville OK-Frank Phillips Field (BVO) 49th Annual Tulsa Regional Fly-In Info wwwtllisafyincom or Charlie Harris at 918-622-8400
SEPTEMBER 17-Poplar Grove IL-Poplar Grove Airport Vintage Wings amp Wheels Museum Salu te to WW II Combat Aviators Military aircraft display and fly-by Interviews with 12 WWII veterans of air combat Info wwwpopiargroveairmotivecommllsellnl
SEPTEMBER 17-1S-Rock Falls IL-Whiteside County Airport (SQI) North Centra l EAA Old Fashioned Fly-In Forums workshops fly-market camping air rally awards food amp exhibitors Info wwwnceaaorg
SEPTEMBER 22-25-St Louis MO-Creve Coeur Airport (lHO) Monocoupe Club Fly-InReunion Info Frank Kerner (314) 277-4306 or monocoupesbcgiobainet or wwwmorlOcollpecom
SEPTEMBER 23-25-Sonoma CA-Sonoma Skypark (OQ9) 23rd Annua l 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 208shy739-3979 or ristpsaoicom
SEPTEMBER 24-Topping VA-Hummel Air Field 10h Annual Car amp Air Event 8am-4pm Featuring ant ique cars and planes plus fire apparatus tractors amp engines and arts amp crafts Info (804) 694-5995 or in(oWingsandwheeislIs or wwwwingsandwheeislIs
SEPTEMBER 24-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-I n Info wwwieebottomcom
OCTOBER 1-2-Midland TX-Midland [nt l Airport FINAshyCAF AIRSHO 2005 will commemorate 60th Anniversary of the end of World War II Info 432-563-1000 x 2231 or pubiicreiationscaf7qorg
OCTOBER 5-9-Tullahoma TN-1932 to 2005-The Tradition Lives Year of the Staggerwing Staggerwing Twin Beech 18 Bonanza Baron Beech owners amp enthusiasts Sponsored by the Staggerwing Museum Foundation Staggerwing Club Twin Beech 18 Society BonanzaBaron Museum Travel Air Division amp Twin Bonanza Assn Info 931-455-1974
REGIONAL FLY-IN SCHEDULE EAA Mid-Eastern Fly-In EAA Southeast August 26-28 2005 Regional Fly-In Marion OH (MN N) October 7-92004
Evergreen AL (GZH) Virginia State EAA Fly-In wwwserfi org October 1-2 2005 Petersburg VA (PTB) Copperstate Regional EAA Fly-In wwwvaeaaorg October 6-92005
Phoenix AZ (A39) wwwcopperstateorg
30 AU G U S T 2005
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 dlie7025IOI om vaaflyboyLwnsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Avc 72 15 East 46th SI Albert Lea MN 56007 Tulsa OK 74147
507-373-1674 918-622-8400 stfles(eskmefiiacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush H ill Road Sherborn MA 01 770
508-65l-7157 SH i Ocomcas t llet
David Bennett PO Box 11 88
ioseville CA 95678 916-645-8370
antiquerireachcul1l
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507-263-24 14
InjbfchldrcOI111tCtcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773-779-2 105
pllOtopiotaoicom
Dave C lark 635 Vestal Lane
Plainfield IN 46 168 317-839-4500
davecpciiquestnet
John S Copeland l A Deacon Street
Northborough MA 0 1532 508-393-4775
copelaml JjllllOcom
Phil Coulson 284 15 Springbrook Dr
Lawton MI 49065 269-624-6490
rcollsonS J6cscom
Roger Gom oll 8891 Airport Rd Box C2
Blaine MN 55449 763-786-J342
pledgedriveIns11com
Dale A Gustafson 7724 Shady Hills Dr
Indianapoli s IN 46278 317-293-4430
dalefayemscom
Jeannie Hill PO Box 328
Ha rva rd IL 60033-0328 8l5-943-7205
dishaoowc et
Espie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-3650
wintisockaoco m
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaoicom
Robert D Rob Lumley 1265 Sout h 124th Sl Brookfield WI 53005
262-782-2633 illmpeniiexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817-491-9 110
sellemorris(~lev I IIet
Dean Richardson 1429 Kings Lynn Rd
Stoughton WI 53589 608-877-8485
daraprilairecom
SH Wes Schmid 2359 Lefeber Ave nue
Wauwatosa WI 532 t 3 414-771- 1545
sllschmicimilwpccom
DIRECTORS EMERITUS
Gene C hase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920-23 1-5002 815-923-459 1
GRCHACllarterHet b7ac1Jc llel
Ronald C Fritz 15401 Sparta AV(
Kent City MI 49330 6 16-678-50 12
rFritzf1athwaywlcom
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873 Web Site wwwvintageaircraftorg and wwwairventllreorg E-Mail vintageaircraftCtieaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)
- Newrenew memberships EAA Divishysions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
-Address changes -Merchandise sales -Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory ___ ___ _ 732-885-6711
Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing920-426-4876 Education __ _ 888-322-3229
- EAA Ai r Academy - EAA Scholarships
Flight Advisors info rmation 920-426-6864 Flight Inst ructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles _ _ _ 877-806-8902
Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan _ 866-647-4322 Term Life and Accidental _ 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 Vintage _ FAX 920-426-6865
- Submitting articlephoto - Advertising information
EAA Aviation Foundat ion Artifact Donations 920-426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Association Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additional $10 annually Junior Membershjp (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
EAA SPORT PILOT Current EAA m embers may add EAA
SPORT PILOT magaZine for an additional $20 per year
EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magaZine not inshyduded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA members may join the
Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not inshyduded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the
International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magazine for an additional $45 per year
EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magaZine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA
Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magashyzine and one year membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a
check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2005 by lhe EM Vintage IgtJrcraft Association All righls reserved
VINlAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage IgtJrcraft Association of the ExperimentallgtJrcraft Association and is published monthly at EM Aviation Ceoter 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vinfageaircrafteaaorg Periodicals Poslage paid al Oshkosh Wisconsin 54901 and al additional mailing oHices POSTshyMASTER Send address changes to Vintage IgtJrplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcretumswdsmailcom FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivet)l of VlNlAGE AIRPLANE to loreign and APO addresses via surtace mail ADVERTISshyING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Readers are encouraged to subm stories and photographs Polky opinions expressed in artk1es are solely those of the authors Responsibility for accuracy in reporting rests entirely wh the contributor No remuneration is made Material should be sent to Edor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 92D-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aeronautica are registered trademarks trademarks and service marks of the EXperimental Aircraft Association Inc The use of these trademarks and service marks without lhe pennission of the ExperimentallgtJrcraft Association Inc is strictly prohibited
VINTAGE AIRPLANE 31
Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no
frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VM
reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1-800-233-6934 e-mail ramremfgaolcom Website wwwramengine com VI NTAG E
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418 wwwlpjetservicescom
Airplane T-Shirts 150 Different Airplanes Available
ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
WE PROBABLY HAVE YOUR AIRPLANE
wwwairplanetshirtscom 1-800-645-7739
Flying wires available 1994 pricing Visit wwwflyingwirescom or call
800-517-9278
ELECTRICAL CONDUIT
ASSEMBliES bull MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made per your specifications
bull Original equipment style Braided Conduits in Aluminum Brass or Stainless Steel
bull We carry a complete line of AN - MS Electrical Fittings Backshell Adapters and Specialty Fittings
bull We also have full machine shop capabilities for any custom applications you may require
bull Rebuild your Warbird back to Original
AIRFLEX INDUSTRIES 2538 SUPPLY STREET POMONA CA 91767
Tel 909-392-8474 AI RFLEXI N D USTRIES COM
THE FORGOTTEN PERFORMERS continued
the Pacemaker in marginal weather Mud Lake is narrow shallow and a half-mile long and Poet dragged it twice and then did a touch-andshygo before setting down for th e pickup Mattie Jack was loaded on and they headed for the hospital at Bella Coola It was dark on arshyrival and although landing in the narrow valley without daylight was seldom attempted Dick executed a safe approach and thwarted a sad ending to Mattie Jacks life
The Pacemakers most serious trauma occurred on July 25 1963 on a takeoff from Nimpo Lake 70 miles east of Bella Coola Loaded with two adults and five children from the Poets extended family and piloted by Helens cousin Bob Stewart a wingtip caught the water in an attempt to un-stick the right float and the plane cartwheeled
The left wing and one float were torn off the fuselage was comshypletely severed immediately behind the cabin and everything came to rest floating inverted All on board
were wearing life jackets and the children were ed uca ted in float flying they tripped their seat belt buckles swam out the open end of the cabin and popped to the surshyface There were no injuries
Bohanan retri eved the engine it was flushed mounted on the nose of a PT-17 Stearman and sold to a dentist Dr William Stone in Sandy Oregon Forty years later the Stearman i s still owned by Stone and the same Wasp Jr is on the nose
The remainder of the Pacemaker stayed on the shore of Nimpo Lake for a year and then was loaded on a farm truck by Dicks son-in-law Alan Hauan and returned to Aumsshyville where it was deposited behind the Poets barn A much more serishyous tragedy occurred a short time later when Dick was involved in the fatal crash of a DHC-2 float Beaver when one wing folded
To be continued in the September isshysue ofVintage Airplane
32 AUGUST 2005
even better than that and an intershyested and erudite witness was there to see the flight
Sixty-four-year-old Amos Root the editor of Gleanings in Bee Culture had driven 175 miles to visit friends in Xenia Ohio and made a side trip to Huffman Prairie to meet the Wrights Hed been reading about them in the few mentions made in the press up to that date and wanted to see for himself what was happenshying outside of Dayton As luck would have it he arrived on September 20
Root was no crackpot looking for a cause A leading citizen of Medina Ohio he bought the first bicycle in northern Ohio in the 1870s and he purchased a new Olds Runabou t motorcar in 1903 Root was known as a fellow who was willing to emshybrace new technologies as soon as they were viable He drove the Olds on a 400-mile tour of Ohio during the summer of 1904 and drove to Huffman Prairie in September Root had established a successful busishyness centered on beekeeping and is known today as the father of the modern beehive His business AI Root Inc a company now known as a worldwide supplier of candles and beeswax is still in its original buildshying in Medina
The cloudy skies gave way to rain later in the day with the breeze shifting from out of the northshywest to crossing the field from the northeast As shown in a diagram drawn in Wilburs diary Orvi lle with a right crosswind to compenshysate for as he started was launched off the rail He pitched the Flyer up to climb just a few feet and then proceeded to do something no one had ever done with a powered airshyplane-he flew the Flyer IT for one minute thirty-five and two-fifths seconds and flew in a complete 360-degree turn landing only because he neared the northeast boundary of the field
Root was amazed and the moshyment was not lost on him In the January 1 1905 edition of Bee Culshyture he wrote
liThe operator takes his place lyshy
while sitting up You can eXperience hoW extended periods could be Next time youre at home watching television try lying on your stomach and watching an entire episode of your favorshyite sitcom for the entire half-hour- no breaks no stretching just you and your head tilted upward as if you needed to always see where you were headed You can bet the brothers looked forward to that power increase
The other reason was terrain The Wrights didnt yet have the luxury of a prepared field that was long and free of obstructions The terra firma at Huffman Prairie was once a low swamp and the field was prishymarily filled with hummocks of grass about 6 inches tall A pair of flexshyible spruce skids could ride along the tops of uneven terrain soaking up the shocks and spreading the load along a pair of runners but a pair of wheels would have to be set on axles mounted in some sort of shockshyabsorbing apparatus all of which added you guessed it weight And in case you needed to land in a smaller field a set of wheels might need one more device brakes A pair of wheels of fered little resistance to stopping but a set of skids brought you to a stop much quicker with little chance of nosing over
Eventually the Wrights had the aircraft performance and the fie ld conshyditions that would allow them to dispense with the ungainly launching rail and catapult system but until then they plied the skies of America and Europe with a pair of graceful spruce skids
VI N TAG E AI R PLA N E 13
The Wrights struggled during all of 1904 with controllability issues and fightshying the effectsof what we have come to understand as density aHitude Too often a flight would end with the Flyer I darting into the ground such as this incident at the end of flight 31 on August 16 1904 Orville was the pilot The fellow standshying to the right of the launching rail appears to be Charlie Taylor the Wrights mechanic Flights ending like this prompted the brothers to create a catapuH sysshytem which they started using on September 7 1904 The addition of the catapuH meant that flights could be started at a speed that would allow the Flyer to accelshyerate and the Wrights flight times immediately began to increase
The leaves have fallen but the exciteshyment of being able to fly the Flyer I for over a minute at a time was irresistible for the brothers as they both learned how to control their recalcitrant flying machine and continshyued to refine their deshysign This photograph
of flight 85 was taken on November 16 1904 during a flight in which Orville covshyered 1760 feet in 40-112 seconds
Consistent flight continued to elude them even while they were able to keep the Flyer I in the air for more than five minutes sometimes circling the field four or five times When they concluded the 1904 flying season on December 9 they had plenty of scientific work ahead of them Confident they could solve the problems the following spring was spent trying to sell their flying machine and later building a new airplane At the beginning of the summer of 1905 they stood ready to fly in the air at their will The Flyer 11 would test their resolve
ing flat on his face This position offers a locom otive without any wheels we less resistance to the wind The engine will say but with white wings instead is started and got up to speed The mashy we will further say-a locomotive made chine is held until ready to start by a sort of aluminum Well now imagine that of trap to be sprung when all is ready locomotive with wings that spread 20 then with a tremendous flapping and feet each way coming right toward you snapping of the fo ur-cylin der engine with the tremendous flap of its propelshythe huge machine springs aloft When lers and you have something like what I it tumed that circle and came near the saw The younger brother bade me move starting poin t I was right in front [of] to one side for fear it might come down it and I said then and I believe still suddenly but I tell you friends the senshyit was one of the grandest sights if not sation that one feels in such a crisis is the grandest sight of my li fe Imagine something hard to describe The attenshy
1 4 AUGUST 2 005
dant at one time when the rope came off that started it said he was shakshying from head to foot as if he had a fit of ague His shaking was uncalled for however for the intrepid manager sucshyceeded in righting up his craft and she made one ofher very best flights
Ve ry be st fli ght ind ee d th e 52nd fli ght th e bro th ers m ad e with th e Flyer II was the longes t in te rms o f time a nd d ist a n ce they had ever m ade
In 1904 they made a total of 105 fli ghts most o f them fairly sh or t with limited turns performed within the confines of the fi eld More than once one of the brothers would land before turning any great amount for fear they would fl y outside the boundaries of the roughly lOO-acre Huffm an Prairi e They were still feeling out the amount of turn the machine would tolerate and more than once the turn ended in an unshyintended landing
Friday December 9 saw the end of the 1904 flying season a season of remarkable progress and maddenshying problems The airplan e still was unstable in pitch it still had the odd tendency to slide off to the side in turns and the power available was barely enough to sustain the Flyer in the air They dismantled the Flyer II keeping the hardware engines and propellers but burning the remainshying wood and fabric The in fo rmashytion they had gathered in their fi rst full season of powered flight was put to use as they began construction of the 1905 Flyer III ~
Continued next month
All of the images presented in this article are available as digital downloads from the Library of Congress website Start your search at wwwlocgovrr print cataloghtm
Tap the blue Im ready to search butmiddot ton and when the next page comes up click on the OW hyperlink or scroll to the very bottom of the page The Wright Brothmiddot ers Collection is number 57 Once youre at the search page for the Wright Collecmiddot tion just enter a keyword such as 1904 and a list of images will be presented Have fun There are plenty of interesting images-more than 300 Wright images scanned from their original glass plate negatives are part of the Library of Conshygress collection
its FREE
AVIATION UNLIMITED AGENCY
wwwouoonlinecom
Eugene Geno Breiner Newville PA
_ Graduate of Roosevelt Aviation School Long Islanel NY
_ In 1985 restored Fleet 2 NC8689 manufactured in 1929
_ 1987 Best Open CockpitshyPotomac Antique Aero-Squadron (PAAS) Horn Point MD
_ 1989 Best Antique Sentimental Journey to Cub Haven
_ 1992 Grond Champion shy PAAS
I have enjoyed my aircraft through the years and have
enjoyed working with AUA Inc since 1985 for all my
insurance needs
- Geno Breiner
I middot
AUAs Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums
Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages - 0 hand-propping exclusion
No compone t ~orts endorsements - Discounts for claim-free renewals carrying all risk coverages
The best is affordable Give AUA a call shy
800-727-3823 Fly with the pros fly with AUA Ina
Torquil Normans DH8S Leopard Moth HG FRAUTSCHY
Theres always room for imshyprovement in an airplane and in 1933 Geoffrey de Havilland saw potential in
his companys DH80 Puss Moth It was a great airplane but with a tweak here and an improvement there
The new version would use the higher-horsepower inverted Gypsy Major engine of 130 hp with seating for three people and a spruce and plywood box strucshyture for the fuselage
When first flown by the compashynys founder on May 27 1933 the DH8S Leopard Moth was found to be 9 mph faster that its sibling topshy
16 AUGUST 2005
ping out at about 137 mph while carshyrying three people Pleased with the results de Havilland came to like the airplane so much he ordered one for himself using it for family touring around the United Kingdom and on the continent of Europe in the blissshyful days before the clouds of war beshygan to gather
Interestingly a curious debate over crew placement in Jightplanes was put to rest in part due to the experishyence gained by pilots of the Leopard Moth When first conceived its preshydecessor the Puss Moth had both the passenger and pilot in the same cabin an arrangement that resulted
in a great deal of discussion Should a pilot be in the same cabin where he could be distracted from the rigors of flying the airplane Shouldnt he or she be positioned in a separate comshypartment or cockpit so that his or her full attention could be paid to flying the machine
If the tandem-seated Puss Moth dealt that concept a strong blow the Leopard Moth with its two in the back and pilot up front stomped on it and the side-byshyside DH87 Hornet Moth put it to rest for good The benefits of havshying the passenger inside the cabin where not only his desires could be
JIM KOEPNICK
dealt with but his help could be of great benefit was further enhanced by the passengers accessi bility to flight instruction which could be given by leaning over and speakshying into the pupils ear rather than shouting into the slipstream or givshying convoluted hand Signals
The attractiveness of such an arshyrangement contributed to the Leopshyard Moths popularity with 133 of them being made in the middle 1930s and almost half of them (60) being sold to overseas or continenshytal owners Buyers from as far away as Argentina and Japan ordered Leopard Moths and when World
War II broke out 44 of them were appropriated by the British military for use in communications work
Not surprisingly not all of those 44 DH85s re-entered civilian life after the war many were lost durshying service but better than two dozen were reregistered One of the Leopard Moths to survive the war was originally built for export to the Continent
When first built in 1933 DH85 serial number 7035 was sold to a French owner and it was registered as F-AMXP It sat out the war years in a barn in France and didnt fly again until after Roger Fiennes reshy
covered the airplane in 1990 and brought it to England where Ben and Jan Cooper of the Newberry Aeroplane Co restored it Torquil Norman aircraft collector extraorshydinaire bought the aeroplane from Roger before Rogers disappearance and presumed death in a Tiger Moth during an attempted crossing of the English Channel in the late 1990s
Quite thoroughly restored with an engine overhaul performed by Mike Vaisey of Vintech the Leopard Moth is now registered as G-ACOJ and is kept by Torquil at a small strip called Rendcomb Aerodrome located southeast of Gloucester in the United Kingdom Like Geoffrey de Havilland Torquil fell in love with his Leopard Moth flying as often as he could And like many pilots of old the lovely handling qualities of the DH85 provided the opportunity to fly the aeroshyplane long distances Record-breaking flights from England to Africa and Australia were made in the 1930s and taking inspiration from those intrepid pilots Torquil Norman had Henry Labouchere install a long-range tank under the back seat of the Leopard Moth giving it a 96 US gallon capacity enough to keep the Gypsy Major running for about 11 hours A couple of warmshyup flights to Italy and France gave him the confidence in the aircraft to fly the North Atlantic
A number of you may recall that in 1966 Torquil and Henry Labouchshyere flew a lovely de Havilland Dragon Fly to Oshkosh One of the lessons learned during that flight was that if one engine failed in the Dragon Fly they would wind up in the ocean as it didnt have sufficient perforshymance to maintain altitude on one engine with the other shut down and its fixed-pitch prop presenting itself to the slipstream completely unfeathered
Torquil felt that a single-engine crossing in the Leopard Moth didnt present a significantly greater risk than the flight in the twin-engined Fly so he gathered the equipment
VINTAGE A I RPLANE 17
Torquil Nonnan aircraft collector extraordinaire
18 AUG U S T 2005
Like many of its de Havilland siblings the Leopard Moth features foldable wings which help maximize available storage facilities
necessary for such a long trip and Iceland landing after a 9-l2-hour flew to Wick in far northeastern journey An attempt to fly over the Scotland Donning an exposure suit Greenland ice cap was rebuffed by and departing with a full 96 gallons clouds so a run down the east coast of fuel he pushed off to Reykjavik was made landing in Narsarsuaq at
the southernmost tip of Greenland There he was greeted with beautiful weather with temperatures in the 60s and sunshine
A long run to Goose Bay Labrashydor in Canada gave Torquil a taste of just about every type of weather one can expect to encounter from solid IFR conditions nearly down to the sea to a near gale blowing along the Canadian coast when he
(j was getting ready to land From ~ there he flew down to Sept-lies on g the north shore of the St Lawrence a ____ --u_ ~ Seaway in Quebec where he says
Electricity for the Moth is supplied by this strut-mounted generator which is he enjoyed a marvelous lobster din-driven by a carved impeller You can see the damage done to it by ice and pre- ner Then it was on to the States cipitation encountered on the trans-Atlantic trip making his way to EAA AirVenture
Oshkosh 1999 after a few stops to visit friends along the wayA Hamilton vertical
All in all he didnt feel the airshycard compass (right) craft ever ran up against insurshysupplements the stanshymountable issues during his longdard British compass flight but there were times whenmounted at the bottom the long legs of the Leopard Mothcenter of the instrushywere not contributing to the comshyment panel fort of the pilot Having made the trip in both the Rapide and the Leopard Moth Torquil didnt feel it was likely hed repeat his transshyAtlantic hop but he certainly has created a whole new set of stories to tell his chums at home
VI N TAGE A I RPLANE 19
THE FORGOTTEN PERFORMERS
Bellancas record-making airplanes VIC PIKE
Clarence Chamberlain on his way to Gennany
A sk anyone in a pishylots lounge what airplane Charles Lindbergh flew across the Atlanshy
tic and the reply will be Why a Ryan of course But relatively few current pilots are aware that two weeks after Lindberghs famous flight Clarence Chamberlain and Charles Levine flew a WB-2 Belshylanca named Columbia immediate predecessor to the Bellanca Paceshymakers and Skyrockets from Roosshyevelt Field New York to Eisleben Germany And few pilots know that prior to his involvement with Ryan Lindbergh unsuccessfully neshygotiated with Wright Aeronautical (who commissioned the WB-2) and later with Giuseppe Bellanca at his Columbia Aircraft Co to purchase th e very plane used by Chambershylain and Levine Unfortunately (or fortunately for Ryan) Charles Levine th e financial underwriter of Columbia Aircraft manipulated capriciously to obstruct a sale to the 20 AUGUST 2005
unknown airmail pilot Lindbergh From the mid 1920s through the
early 1930s Bellanca monoplanes routinely set records for distance altitude and endurance that made their superlative performance an expectation Victories at the Nashytional Air Races in both 1925 and 1926 An endurance record of 51 hours and 11 minutes in 1927 and New York to Havana Cuba in 1928 both by the Columbia
Then it was Maine to Spain by the North Star in 1929 At the Nashytional Air Races in Cleveland that year Bellancas took five firsts three seconds two thirds and two fourths in seven events In May 1930 came the non-refueled endurance record of 84 hours and 33 minutes in a Pacemaker powered by a Packard DR-980 radial diesel engine this reshycord was not broken until the 1986 flight of the Voyager
In July 1930 another record New York to Istanbul in the Cape Cod nonstop And still more an altitude record of 30453 feet was
set in 1931 by Bellanca test pilot George Haldeman
1931 also saw an around-theshyworld flight with Clyde Pangborn and Hugh Herndon in Miss Veedol which culminated in a 4558-mile 41-hour and 13-minute leg across the Pacific Ocean from Sabishiro Beach Japan to Wenatchee Washshyington which is a story in itself This record stood until 1947 when it was eclipsed by a uS Air Force 8-29 Miss Veedol was renamed the American Nurse and in 1932 vanshyished on a trans-Atlantic attempt
These are only a few of the acshycomplishments of this Bellanca seshyries and although some of these airshyplanes had modifications such as longer wings the original design was a commercial production aircraft
Diminutive and shy Sicilianshyborn Giuseppe Bellanca had formal education in mathematics and enshygineering and in a partnership of three constructed Italy s first airshyplane in 1909 He immigrated to America in 1911 and soon assemshy
bled a parasol-wing monoplane powered by a three-cylinder 30shyhp Anzani engine After flying this airplane Clarence Chamberlain remarked I was thoroughly conshyvinced that Bellanca not only was a genius but a hero of a rare sort
In 1912 Bellanca established the Bellanca Aeroplane Co conshystructed a second monoplane and opened a flight school One of his students was Fiorello LaGuardia later New Yorks famous mayor In 1916 Bellanca designed the CD and CE biplanes for the Maryland Pressed Steel Co To illustrate his engineering acumen the CE (1917) would cruise at 100 mph on 90 hp while the conshytemporary Curtiss IN-4D Jenny also with 90 hp followed at 65 mph
The CF monoplane first flew on June 8 1922 and was spectacular for its era With an enclosed cabin carrying four passhysengers and powered by a 90-hp 10-cylinder Anshyzani radial (twin rows of five cylinders) the CF cruised at 100 mph for 600 miles and enjoyed an impressive 12-to-1 glide ratio With the CF Bellanca created a signature airfoil fuselage profile that continued into post-war designs
Airmail pilot William C Hopson campaigned the CF in a series of competitions during the summer of 1922 He took first place in every event Hopson observed She was by far the most remarkable plane I had ever flown
Despite the CFs accomplishments there was no market for a $5000 airplane when World War I surplus models were selling for a few hunshydred Fortunately the CF survived has been restored and is now in the National Air and Space Museum
In 1925 Bellanca joined the Wright Aeronautical Corp which put him in close proximity to the new 200-hp J-4 Whirlwind engines This prompted construction of the
conflicts with Wright Aeronautical in Patterson New Jersey he moved to New York and entered the conshytentious partnership with Charles Levine When that unraveled Belshylanca re-established production in a rented warehouse on Staten Island
Bellancas outstanding airplanes enticed the state of Delaware and particularly the du Pont family into courting him to settle there After a temporary operation in Wilmingshyton a factory and airfield were conshystructed at New Castle stability was finally achieved
The rugged construction and prodigious load-carrying capacity
of these unique airplanes disbursed their activities all over the world where they served careers from distinguished air transshyport to bush hack An ulshytimate utilitarian characshyter relegated the grand birds to situations of exshypendability that unforshytunately caused attrition to eliminate alarming numbers of them
Out of the 60 that were built only one airworshythy example of a Paceshymaker CH-300 exists toshy
bull
--=--shy -lt
-shy____ u
all-wood WB-1 followed by the steelshytube fuselage WB-2 using the imshyproved 220-hpJ-5 The WB-1 was deshystroyed in a crash in 1926 and the record-breaking WB-2 Columbia was lost in a hangar fire in 1934
From the WB planes evolved the Pacemaker series first the J-5 Wright powered CH-200 of 1928 then the 300-hp R-975 J-6-9 CH-300 of 1929 (also available with the PampW Wasp Jr) and the R-1340 Wasp CH-400 Skyrocket of 1930 on through the senior Pacemakers and Skyrockets of the later 30s
Giuseppe Bellancas passion was to design and build airplanes with the following parameters Maxishymum safety and the greatest possishyble efficiency as measured by speed load and range His earlier dreams seemed perpetually frustrated after
day NC251M Serial No 154 And even this one is currently undergOing a complete and toshytal rebuild with new fuselage and wings and a target date for compleshytion in the summer of 2005
Throughout the story of this airshyplane is the striking reality of how many people have been involved The core history of an old airplane is inshytriguing but the anecdotal accounts of the people create something inshyfinitely more profound Aviation is a community an extended family so loosely connected that members remain unacquainted But the comshyposite connects lives in ways that are not previously suspected Keep this in mind as you read
NC251M emerged from the Belshylanca factory at New Castle Delashyware on September 171929 to be delivered as the first airplane of In-
VINTAGE AIRPLANE 21
ter-IsIand Airways (now Hawaiian Airshylines) of Honolulu It served primarily with sightseeing flights while Inshyter-Islands passenshyger service evolved around Sikorsky S-3S amphibians
On April IS 1933 NC251M was sold to Mr G Fowble (posshysibly a broker) of San Bernardino California and then resold on April 27 to MacMillan Peshytroleum Corp of Los Angeles Remember MacMillan Ring Free Motor Oil On March 20 1935 it was purchased by Unious Mac McGee (McGee Airways) in Anchorage Alaska to begin 15 years as a bush workhorse On April 20 1935 McGee Airways was sold to Star Air Service in Anchorage which became Star Airlines which became Alaska Star Airlines which became Alaska Airlines in May 1944
Steve Mills chief pilot for Star was flying a sister Pacemaker NC259M when a fatal crash claimed his life in 1936 After usable parts were salshyvaged the remaYJs were burned at the site of the accident In 1995 the curator of the Alaska Aviation Herishytage Museum (and a walking encyshyclopedia of Alaska aviation history) Ted Spencer recovered the parts and stored them at the museum in Anchorage Steves grandson Dave Mills assisted Ted in his efforts
Essentially intact the logs of NC251M depict a rich history of Alaska bush flying in the 1930s and 1940s and reading them is like peering into the Holy Grail Much of the story can only be extraposhylated from the cryptic and frustratshyingly taciturn renderings of bush pilots who flew thousands of hours over geography and in weather that would be considered treacherous to most modern pilots
Ones imagination expands from such tersely penciled comments as 22 AUGUST 2005
PICTORIAL HISTORIES PUB CO
NC251M in 1929
Engine blew up Ship moored at Naknek Rate of climb reads SOO feet down in level flight Windshyshield gives pilot cold shower Turn and bank no good Cant adjust altimeter (Signed Satan) Repaired left wingtip spliced rear spar Rebuilt left elevator
Another entry notes Flew every day from 1-20 to 2-14 With such casualness the suspicion is that unshyderstatement must be intrinsically characteristic of these bush pilots theres no mention of the effort inshyvolved in keeping a 1929 airplane flying every day during the rigors of an Alaskan winter
The logs include entries by many noted Alaska bush pilots a few of which were Kenny Neese Johnny Moore Don Goodman Jack Elshyliot (who onee swooped down and speared a wolf with his ski) and Bill Lund Lund stayed with Alaska Airshylines as its number one pilot and pioneered jet flights into Russia during the 1970s finally retiring in 19S0
Martha Monsen was the Star agent in Naknek during the 1930s and ran a virtual boarding house for the pilots during layovers Several of Monsen s sons became pilots and one Mel Monsen told me of sitting at the supper table as a young lad caught up in the intrigue of endless convershysations about bush flying advenshy
tures Mel Monsen related that when he and his friends played bush pishylot there was alshyways an argument about who would be Kenny Neese
In these early days it was usual for Alaska air sershyvice companies to struggle wi th fishynancial solvency Star was no excepshytion and in June 1939 in exchange for some capital investment the
ownership of its entire fleet was transferred to bankers Thrall and Williams of Minneapolis Minshynesota In contemporary terms these treasures included four CHshy300 Pacemakers three CH-400 Skyrockets two Stinson SM-SAs a Fairchild Pilgrim 100A a Cessna C-34 Airmaster and a Ford 5-AT-C Tri-Motor The arrangement apshyparently worked because by Febshyruary 1940 everything was back in Stars legal possession
In June 1946 Alaska Airlines performed a field conversion from wheels to Edo 4665 floats When completed notification was sent to the CAA with the simple comment that it was similar to Bellanca NC256M Approval was granted
From 1929 NC251M flew with a Wright R-975 J-6-9 of 300 hp reshyplaced or overhauled a number of times but a catastrophic failure in August 1946 prompted Alaska to convert to a PampW R-9S5-AN-3 Navy surplus and freshly overhauled In May 1947 the plane was returned to service
In December 1947 Alaska Airshylines sold NC25 1 M to Eric Shutte (pronounced Shoot-ee) and CV Kay Shutte came to Alaska in the early 1930s as a pilot and mechanic for Vern Gorst founder of Pacific Air Transport Kay had been a partshyner with Shell Simmons in the Panshyhandle Air Transport Co (Pateo)
out of Juneau in the mid 1930s
Shutte and Kay did contract flying for the US Coast Guard and opened a hotel in King Salmon called Nashyknek Sky tel with NC25 1 M providing charter flight sershyvices The business suffered a setback in 1950 when the hotel burned and on a trip south the Bellanca was damshyaged in an accident Kenmore Air 1950s On the float is Bob Munro Walt Winsman mechanic near Prince Rupert and Bill Lund Alaska Airlines pilot on a day off British Columbia
Bob Munro of Kenmore Air Harshybor in Seattle salvaged the plane with the promise that insurance would cover the costs The insurshyance company refused and Munro took possession of the Bellanca as payment After repairs were comshypleted NC25 1 M joined the Kenshymore fleet Currently Kenmore is a world-class floatplane operation holds the type certificate for Edo floats and has developed many STCd modifications for de Havilshyland Beavers and Otters
From 1955 to 1957 Munro leased NC25 1 M to Bob Hall of Kodiak Airways (actually it was sold and repurchased for liability protecshytion) Kodiak ran scheduled mail and passenger service to the five villages and nine canneries on Koshydiak Island The chief pilot was Gil Jarvela and in a conversation with me he related stories that riveted my attention hauling resistant Koshydiak bear cubs in gunny sacks loadshying incredible amounts of freight in NC25 1M and patching holes in the floats with bubble gum and spruce twigs
When the plane was returned to Kenmore Bob Munro commisshysioned Clayton Scott to engineer the installation of Edo 6470 floats to replace the smaller 4665s I had heard of Scott and his legendary cashyreer in aviation that has spanned
more than seven decades and conshyfirmed his existence with Bill Whitshyney Kenmores senior pilot who flies turbine Otter floatplanes
I visited Scott in his large hanshygar on the Renton Municipal Airshyport in Washington state where he conducts business as Jobmaster Co his aircraft modification firm Out front was a beautiful Cessna 195 on floats and inside I found him working on a de Havilla~d DHC-2 floatplane Looking at the man and his environment I immeshydiately realized that this was halshylowed ground
I told him my visit was prompted by an understanding that he had once installed floats on a Bellanca Pacemaker and he replied Yes that was in 1957 We replaced a set of Edo 4665s for some 6470s I can show you the paperwork He stepped to his fi le and without glasses pulled it out
I inquired of Scott how old he was and with a sly smile he said 100 minus three After a period of time during which Scott grashyciously shared with me some of his incredible flying experiences I left this icon so that he could return to working on the Beaver [ felt that I had been in the Notre Dame Catheshydral [Well have more on Clayton Scott in next months issue of Vinshytage Airplane-Ed]
As predictably ocshycurs in the life cycle of utility airplanes NC251M was showshying tatter and wear by the late 1950s the engine found a home on the nose of anshyother ship the wings were pulled and it ended up in the back of Kenmores storage yard In June 1960 Dick Poet of Aumsshyville Oregon purshychased the airframe and floats
Poet was an aerial applicator pilot and with his wife Helen
owned Wilderness Airlines in Bella Coola British Columbia Dicks meshychanic Bob Bohanan completely refurbished the Pacemaker includshying new fabric paint and an overshyhauled R-985 from Wesco Air Service on Boeing Field which returned it to pristine condition
With the rebuild complete on June 25 1962 there was the issue of taking the airplane off the Poets grass strip Straw was spread down the runway to reduce friction and with Dick in the cockpit power was fed to the R-985 Sufficient airshyspeed was achieved but the long floats prevented rotation and takeshyoff was denied Bohanan then conshystructed a two-wheel dolly from an old truck axle and this time Dick lifted off while the dolly burshyied itself in the brush at the end of the field After a short test flight he landed on the Willamette River at Salem Subsequently the Poets applied for Canadian registration (CF-OQK) and flew to Bella Coola British Columbia where the Paceshymaker began charter service with Wilderness Airlines
On June 25 1963 a woman Mattie Jack was attacked and badly mauled by a grizzly bear at Mud Lake east of Bella Coola A call was made to Dick for a rescue flight and he immediately took off with
continued on page 32
VINTAGE A I RPLANE 23
A beautiful day is not complete unless it is seen from the inside of a cockpit The Vintage Aircraft Association is providing you with the opportunity to bring the magic of flight to your home office or hangar Take flight with the 2006 VAA Calendar Free Skies Forever
The gorgeous 17 x 11-inch full-color wall calendar is the perfect gift for yourself or your favorite pilot Each month contains the amazing photography from the Vintage Aircraft Association and captures the spirit of flight
As a commemoration to the great aviators before us the VAA 2006 Calendar Free Skies Forever contains great feats in aviation printed on the exact date of occurrence Dont let this opportunity fly past you Order your 2006 VAA Free Skies Forever Calendar by September 30 2005 Calendars will ship in November for Christmas arrival
Or to order by mail send your checkmoney order to Vintage Aircraft Association 2006 Calendar do Turner Publishing Company bull PO Box 3101 bull Paducah KY 42002-3101
o Please enter my order for __ copies of the Vintage Aircraft Association 2006 Calendar - only $1595 Your Name
o ShippingHandling add $395 for each calendar Address
o Kentucky residents add 6 sales tax City State Zip
TOTAL ENCLOSED $______
Telephone For Office Use Only - VAA2006-A-GW
CkR Amount E-mail address (for order confirmation)
DOUG STEWART
Whetherweather to go or not
There I was driving along the turnpike looking up at a severe clear cerulean sky and rather than findshy
ing myself ecstatic at that beautishyful sight words that cannot be reshypeated in this column were formshying on my lips Gosh darn (it was really a lot stronger said than that) the briefer said VFR not recomshymended and now instead of being up in that sky where I belong I am down here ground bound driving to my destination
I know probably everyone of us has been in this situation pershyhaps more times than we care or choose to remember As the sayshying goes There are old pilots and bold pilots but no old bold pishylots Many of us are aware that most aviation accidents when asshysociated with weather tend to be fatal ones Thus if we are not inshystrument rated and current or flyshying an airplane that is not instrushyment certified we tend to choose alternative means of transporshytation when the briefer tells us VFR is not recommended
But does this always have to be the case Are there any ways to make those VFR trips possible and still remain safe Are there any tools we can use to determine if the forecast is holding true or if it is not For I think we all both male and female would agree that the weather is like the opposite sex-toshytally fickle and unpredictable Lets
take a look at the numerous tools we have for making the gono-go decision relative to the weather
To help determine if the forecast is going to hold true I usually first consult the METARS Check reshyporting stations along your route If you are able get a history showshying the reports over the past three to four hours and see if the reports are corroborating the forecasts (DUATS WSI and Meteorlogix are all great sources for this informashytion) What trend do you see in the reports Is the weather getshyting better or worse or holding the same Is it doing what the TAF and FA said it would
Im also sure to compare the tershyminal forecasts (TAF) with the Area Forecast (FA) The TAF covers only a S-mile radius of the aerodrome whereas the FA covers an entire area Keep in mind that cloud bases in the TAF are AGL (above ground) whereas the cloud bases in the FA are MSL (above sea level)
Next I check the PIREPS (pilot reports) Do they substantiate the briefers warnings When checking PIREPS be sure to take into account where the report was made (threeshydimensionally) when it was made and what type of aircraft the reportshying pilot was flying If a 747 reports light chop along my route I might consider leaving the ropes on my airplane and going to have a frosty one whereas if its a J3 reporting moderate turbulence I might very
well launch on my own flight While we are mentioning PIREPS
lets not forget that (as in all things in life) what goes around comes around If we are seeking PIREPS in helping us to make the gono-go decision we should also consider filing them It takes only a few moshyments to file a PIREP and in doing so you are assisting many other pishylots in their flight planning
These are a few of the tools we can use while still on the ground to determine if the forecast is holdshying true But what about when we are already en route How can we know whether the weather will be as forecast
Obviously if the forecast was for severe clear and there are a lot of clouds forming you do not need to be a rocket scientist or a brain surgeon to know that the forecast is not holding true But there are many other clues that might not be quite as obvious and that should warn us that the briefer might have been wrong
If we realize that we are having to fly a heading other than what we had plotted to track our course or if we are experiencing different ground speeds than what we had exshypected we should understand that there is a good chance that the enshytire forecast might be off After all these forecasts are predicated on the expected movement of fronts and pressure zones When they dont move as anticipated the winds aloft
VINTAGE AIRPLANE 25
will be different thus yielding difshyferent headings and groundspeeds than we had planned
There is something else that can give us a heads-up about the posshysibility of the forecast going south and that is the temperatures aloft Most aircraft have outside air temshyperature gauges (OAT) and these can be very useful tools-ones that many pilots ignore An OAT can be used to corroborate whether the temperatures aloft are as forecast (You do remember that the foreshycast temperatures aloft are included with the winds aloft dont you) This can give us an understanding of whether the fronts are moving at the speed and direction forecast or if they might be moving slower or faster than expected
Keeping track of the temperashytures as you climb can also help you quickly determine if the lapse rate is stable Remembering that the stable lapse rate is ZOC per thousand feet one can make a note of the tempershy
ature on the ground prior to takeoff and then check it as you climb If it is less than ZOC per thousand one of the major ingredients in the proshyduction of thunderstorms is presshyent that being an unstable lapse rate (The other two are moist air and a lifting action of some kind) Thus the OAT can be a useful tool in confirming or refuting the foreshycast of thunderstorms
One could spend a lifetime studyshying the weather and not get any closer to predicting what it might do And I cant do justice to the subshyject in this short article However when it comes to weather I must say that discretion is the better part of valor There are certainly times when the briefer will give the warnshying that VFR is not recommended and the day turns out to be beautishyful But there are also times when your beautiful day turns ugly
Regardless of whether the foreshycast is for good weather or bad be sure to have an alternate plan in
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation
Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these jewels on and bring back the good times New General Aviation Sizes Available
500 x 5 600 X 6 700 X 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
~DESSER(~ 323-721-4900 FAX 323-721 -7888
6900 Acco St Montebello CA 90640 TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106
wwwdessercom
26 AUGUST 2005
place Remember to run the PAVE and CARE checklists that I wrote about in previous articles to help you make the proper decisions relative to the weather Using the tools I have mentioned above will help you in checking the enVironshyment help in understanding the consequences of the hazards asshysociated with some aspects of the weather and aid you in assessing the realities of what the weather is really doing
And when the briefer gives you that dire warning of VFR not recshyommended keep in mind that it is always much better to be on the ground wishing you were up in the air than up in the air wishing you were on the ground He might be wrong and Ive offered some tools to help determine that but he very well might be right
Doug Stewart is the 2004 National CFI of the Year a Master CFI and a DPE He operates DSFI Inc based at the Columbia County Airport (lBl)
TelePhone 800-247-8473 or
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE NEWLY ACQUIRED GARNER P EMMERSON COLLECTION DONATED TO EAA BY BOB HIGHLEY OF LAKELAND FLORIDA
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs to be in no later than September 10 for inclusion in the November 2005 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to mysteryplaneeaaorg Be sure to include your name city and state in the body of your note and put (Month) Mystery Plane in the subject line
MAY S MYSTERY ANSWER as residing in Los Angeles at that time I learned this while roaming on wwwaerofilescom last evening
I already had seen the aircraft in the British magazine Aeroplane Monthly that has the same photo as yours along with some contemshyporary aircraft in an illustrated article in the September 2003 isshysue with the title Call That Safe The caption to the photo reads
In 1933 Carl Hall and Frank Nixon tested this propeller cowlshying at Compton California It was claimed to speed up aeroplanes from 39 to 140 per cent and slow them as much as desired for landshying the innerdeflectors serving
Mays Mystery Plane came to us X12211 seems to have its 95-hp as air brakes from Harold Swanson Cirrus upright four-cylinder en I hope that you have more inshygine
Heres our only letter concerning as it was reported to have in 1 formation about this interesting934 its identity it was reported to have had a Veshy early try at a ducted propeller
lie engine when built in 1931 Jack Erickson The Felio Ranger SP-2 owner Harold G Felio is li State College Pennsylvania sted
VINTAGE AIRPLANE 27
EE BUCK HILBERT
Aeronca C-3 N-13000
Ive been asked many times Why do you hang onto this old airplane
Several reasons Mostly it has a place in more recent historyshynamely the last real Cleveland Air Race held in 1948 And probably another reason is it represents at least to me the memory of the last of the barnstormers
To the best of my knowledge the last time this little C-3 flew was at the 1948 Cleveland Air Races
The airplane belonged to Duke and Martha Hashner the owners of Global Airshows and promoters of the races that year
Duke flew this Aeronca C-3 in a clown act The airplane was painted up with a clown face was all red and white and Ive been told he did a remarkable job of entertainshying the crowd
Duke also flew other aerobatic aircraft in the show while Martha was the wing-walker parachute jumper and ticket seller
Unfortunately this was the same year record-holding entrepreneur Bill Odom crashed a racing P-S 1 into a residential area resulting in his death and other fatalities Beshycause of this accident Duke and Martha were the target of lawsuits that drove Global Airshows and the two of them out of business and into seclusion
Living on the Quietula Farm at Cherry Valley Ohio the coushyple now forced to retire from doshying their air show routines turned Global Airshows into a traveling
28 AUGUST 2005
static display show The 50s saw the advent of the
shopping center Global Airshows would truck its airplanes to the new shopping center parking lots and display them in full air show regashylia Martha and Duke would dress the part entertain the crowds and dreamed of once again being active air show circuit acts
The airplane
belonged to
Duke and Martha
Hashner
Unfortunately Duke suffering from a brain tumor lost the ability to participate and after a long batshytle passed away Martha kept the airplanes now stored at the farm and spent her days tending numershyous pet dogs and cats dreaming of her barnstorming glory days as queen of Global Airshows Martha passed away in the mid-60s
Global Airshows and its derelict aircraft were sold to Bill Ross and me a few months before Martha passed away
The collection consisted of Marshythas Meyers OTW Dukes Waco F and a Porterfield CP-65 All were inshy
tact and complete but each needed restoration Also in the collecshytion were pieces and parts of two Aeronca C-3s a J-2 Piper a Taylorshycraft L-2 and a Fairchild 22 Along with the airplanes came numerous engine parts old tools and propelshylers along with the trailers used to haul the airplanes
What happened to the airshyplanes is the frequently asked question Bill Ross was past presishydent of the EAA Warbirds of Amershyica owned a P-38 Leroy Grumshymans personal F3F and an F6F and had his hand in several entershyprises while involved in Warbirds Right at that time he discovered the Grumman Goose was the best bet in sport flying and his attention was diverted in that direction
The Meyers and the Porterfield were restored by Bill and sold The project Fairchild 22 and J-2 went to a couple of our Vintage members and were restored and are flying The Waco F was sold but never did get flying The two C-3s came to me and eventually were restored One was sold and one for those sentishymental reasons is still in my hanshygar disassembled and awaiting the final engine fix The L-2 had been a gas station ornament for years and when they took it down the guy wielding the cutting torch manshyaged to start a fire that ended any thought of restoration
Bill Ross moved to Nevada after he retired from business and unshyfortunately while returning from one of his business trips he flew
into a cloud that had a rock in it Another reason for hanging on It reminds me of Bill Ross and his contributions to the Warbirds of America being part of EAA
Oh yes we did get the C-3 flyshying but the engine ate itself up afshyter about 4S minutes Time for a different approach
I had a set of floats and rigging and Brian Van Wagnen and I deshycided the little C-3 would be a real hoot to see flying on floats However we wanted a reliable engine and the one we had was mostly junk
Brian tore into it but the crank was beyond repair At great exshypense a new one was made dual ignition heads were installed and a new single-drive dual mag was inshystalled after modifying the tail case It runs but the vibration was bad enough to cause distrust Another disassembly and recheck as well as internal component balance were in the works when tragedy struck
Brian had a hangar fire and lost everything he had in the 70-by-90 hangar and its 24-foot lean-toshyhis Widgeon project the Fleetshywing Seabird two antique Aeronca Chiefs a Piper 180 all his toys shop equipment tools and of course the building
The little C-3 stored in another building was all that was left The floats rigging and all the spare enshygine parts were destroyed in the fire A small loss in comparison to what Brian suffered
With no hangar and no shop the decision was made to disassemshyble NC-13000 and bring it back home and there it sits Every day I walk past it and say to myself You gotta get going But the press of daily living and the episodes weve been through in the past couple of years have stopped all the progress Oh well whats another couple of years After all its been grounded since 1948
Until then it just sits and Im going fishing With that its Over to you
Come or t e weekend BUILD FOR A LIFETIME
HANDS-ON HOMEBUILDER WORKSHOP
SCHEDULE
Aug 26-28 Oshkosh WI
Aug 27-28 Arlington WA
Sept 9-11 Griffin GA (Atlanta Area)
bull Repairman (LSA) Inspection-Airplane
bull RV Assembly
bullTIC Welding
Sept 10-11 Corona CA (LA Area)
bull RV Assembly
Sept 10-11 Lakeland FL (Sun N Fun Campus)
bull RV Assembly
Sept 10-11 Houston TX (Westwood Aviation Institute)
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems
Sept 16-18 Frederick MD bull Repairman (LSA) Inspection-Airplane
Sept 23-25 Denver CO bull Repairman (LSA) Inspection-Airplane (Westwood College)
Oct 1-2 Columbus OH (Columbus State Community College)
KLEINEAA SportAir Sponsors TOOLS
wwwkleintoolscom
WORKSHOPS ___ ~
EA~
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems bull Cas Welding
bullbull amp cafamiddot~middotAir c raft Coatings
_polyfibercom wwwalrcraftsprucecom
1-800-WORKSHOP 1-800-967-~746
wwwsportalrcom
YOU CAN BUILD IT LET EAA TEACH YOU HOW VINTAGE AIRPLANE 29
r ~ __c -lt JMNEwMAN
t The (ollowing list o(coming events is (IIrt1ished to Ollr readers as a matter o( it(orshymation only and does not constitllte approval sponsorship involvement cottrolor direction o(any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 OshkoslI WI 54903-3086 Or e-Illail tl1e information to vintageaircra(teaaorg In(ormation shollld be received (ollr months prior to tile event date
AUGUST 7-Queen City MO-Applegate Airport 18th Annual Washytermelon Fly-In 2 PM til dark Info 660-766-2644
AUGUST 13-Hoquiam WA-Bowerman Field Ercoupe Gathering amp Fly-In All experimental classic and vintage aircraft are welshycome Excellent restaurant on field Info Dick 360-533-5926
AUGUST 19-21-Alliance OH-Barber Airport (201) 7th Annual Ohio Aeronca Aviators Fly-In Join us for a relaxing weekend of fun food friendship and flying Breakfast served by EAA Ch 82 Sat amp Sun 7am-llam Camping on field local lodging and transportation available Forums on Saturday Info Brian 216shy337-5643 or bwmatzllacyahoocom or wwwoaafy-Incom
AUGUST 20--Laurinburg-Maxton NC-Ercoupe Owners Club Aweshysome August Invitational NorthSouth Carolina members and guests Lunch awards Young Eagles Flights Info 336-342shy5629 or bandmannetpath-rc net
AUGUST 20--Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-[n Breakfast Info Tom 740-587-2312 or tmcaiinkcom
WIVI cbullbull___bull
These are the first tools you need to buy when you re~cover your
airplane Anyone who has used them will tell you they re the next best thing to having one of our staff right beside you The VHS tape and the DVD will give you the Big Picture and the manual will walk you step by step through every part of the process Youre never on your own when youre using Poly~Fiber
wwwpolyfibercom e-mail infopolyfibercom
Aircraft Coatings 800-362-3490
AUGUST 20--Niles M[-jerry Tyler Memorial Airport (3TR) VAA Ch 35 Corn and Sausage Roast 11am-3pm Rain date August 20 Donations $5 adults $3 children 12-yrs and under All you can eat Info Len 269-684-6566
SEPTEMBER 3-Marion [N-(MZZ) Flyln Cruiseln Info wwwFiylnCruiseln com
SEPTEMBER 3-Prosser WA-EAA Ch 391 s 22nd Annual Labor Day Weekend Prosser Fly-[n Info 509-735-1664
SEPTEMBER S-U-Galesburg [L-Galesburg Municipal Airport 34h Annual Stearman Fly-[n Technical seminars Aircraft judging and awards Aerobatic formation short-field takeoff spot-landing and flour bombing contests Dawn Patrol lunch-time flyouts pizza party stage show banquet and more Info 309-343-6409 or stearmanstearmanfyin com or wwwstea rmanfyin com
SEPTEMBER U -Mt Morris IL-Ogle County Airport (C55) EAA Ch 682 Fly-In Breakfas t 7am-12pm Info 815-732-7268
SEPTEMBER 16-17-Bartlesville OK-Frank Phillips Field (BVO) 49th Annual Tulsa Regional Fly-In Info wwwtllisafyincom or Charlie Harris at 918-622-8400
SEPTEMBER 17-Poplar Grove IL-Poplar Grove Airport Vintage Wings amp Wheels Museum Salu te to WW II Combat Aviators Military aircraft display and fly-by Interviews with 12 WWII veterans of air combat Info wwwpopiargroveairmotivecommllsellnl
SEPTEMBER 17-1S-Rock Falls IL-Whiteside County Airport (SQI) North Centra l EAA Old Fashioned Fly-In Forums workshops fly-market camping air rally awards food amp exhibitors Info wwwnceaaorg
SEPTEMBER 22-25-St Louis MO-Creve Coeur Airport (lHO) Monocoupe Club Fly-InReunion Info Frank Kerner (314) 277-4306 or monocoupesbcgiobainet or wwwmorlOcollpecom
SEPTEMBER 23-25-Sonoma CA-Sonoma Skypark (OQ9) 23rd Annua l 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 208shy739-3979 or ristpsaoicom
SEPTEMBER 24-Topping VA-Hummel Air Field 10h Annual Car amp Air Event 8am-4pm Featuring ant ique cars and planes plus fire apparatus tractors amp engines and arts amp crafts Info (804) 694-5995 or in(oWingsandwheeislIs or wwwwingsandwheeislIs
SEPTEMBER 24-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-I n Info wwwieebottomcom
OCTOBER 1-2-Midland TX-Midland [nt l Airport FINAshyCAF AIRSHO 2005 will commemorate 60th Anniversary of the end of World War II Info 432-563-1000 x 2231 or pubiicreiationscaf7qorg
OCTOBER 5-9-Tullahoma TN-1932 to 2005-The Tradition Lives Year of the Staggerwing Staggerwing Twin Beech 18 Bonanza Baron Beech owners amp enthusiasts Sponsored by the Staggerwing Museum Foundation Staggerwing Club Twin Beech 18 Society BonanzaBaron Museum Travel Air Division amp Twin Bonanza Assn Info 931-455-1974
REGIONAL FLY-IN SCHEDULE EAA Mid-Eastern Fly-In EAA Southeast August 26-28 2005 Regional Fly-In Marion OH (MN N) October 7-92004
Evergreen AL (GZH) Virginia State EAA Fly-In wwwserfi org October 1-2 2005 Petersburg VA (PTB) Copperstate Regional EAA Fly-In wwwvaeaaorg October 6-92005
Phoenix AZ (A39) wwwcopperstateorg
30 AU G U S T 2005
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 dlie7025IOI om vaaflyboyLwnsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Avc 72 15 East 46th SI Albert Lea MN 56007 Tulsa OK 74147
507-373-1674 918-622-8400 stfles(eskmefiiacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush H ill Road Sherborn MA 01 770
508-65l-7157 SH i Ocomcas t llet
David Bennett PO Box 11 88
ioseville CA 95678 916-645-8370
antiquerireachcul1l
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507-263-24 14
InjbfchldrcOI111tCtcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773-779-2 105
pllOtopiotaoicom
Dave C lark 635 Vestal Lane
Plainfield IN 46 168 317-839-4500
davecpciiquestnet
John S Copeland l A Deacon Street
Northborough MA 0 1532 508-393-4775
copelaml JjllllOcom
Phil Coulson 284 15 Springbrook Dr
Lawton MI 49065 269-624-6490
rcollsonS J6cscom
Roger Gom oll 8891 Airport Rd Box C2
Blaine MN 55449 763-786-J342
pledgedriveIns11com
Dale A Gustafson 7724 Shady Hills Dr
Indianapoli s IN 46278 317-293-4430
dalefayemscom
Jeannie Hill PO Box 328
Ha rva rd IL 60033-0328 8l5-943-7205
dishaoowc et
Espie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-3650
wintisockaoco m
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaoicom
Robert D Rob Lumley 1265 Sout h 124th Sl Brookfield WI 53005
262-782-2633 illmpeniiexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817-491-9 110
sellemorris(~lev I IIet
Dean Richardson 1429 Kings Lynn Rd
Stoughton WI 53589 608-877-8485
daraprilairecom
SH Wes Schmid 2359 Lefeber Ave nue
Wauwatosa WI 532 t 3 414-771- 1545
sllschmicimilwpccom
DIRECTORS EMERITUS
Gene C hase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920-23 1-5002 815-923-459 1
GRCHACllarterHet b7ac1Jc llel
Ronald C Fritz 15401 Sparta AV(
Kent City MI 49330 6 16-678-50 12
rFritzf1athwaywlcom
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873 Web Site wwwvintageaircraftorg and wwwairventllreorg E-Mail vintageaircraftCtieaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)
- Newrenew memberships EAA Divishysions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
-Address changes -Merchandise sales -Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory ___ ___ _ 732-885-6711
Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing920-426-4876 Education __ _ 888-322-3229
- EAA Ai r Academy - EAA Scholarships
Flight Advisors info rmation 920-426-6864 Flight Inst ructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles _ _ _ 877-806-8902
Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan _ 866-647-4322 Term Life and Accidental _ 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 Vintage _ FAX 920-426-6865
- Submitting articlephoto - Advertising information
EAA Aviation Foundat ion Artifact Donations 920-426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Association Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additional $10 annually Junior Membershjp (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
EAA SPORT PILOT Current EAA m embers may add EAA
SPORT PILOT magaZine for an additional $20 per year
EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magaZine not inshyduded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA members may join the
Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not inshyduded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the
International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magazine for an additional $45 per year
EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magaZine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA
Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magashyzine and one year membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a
check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2005 by lhe EM Vintage IgtJrcraft Association All righls reserved
VINlAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage IgtJrcraft Association of the ExperimentallgtJrcraft Association and is published monthly at EM Aviation Ceoter 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vinfageaircrafteaaorg Periodicals Poslage paid al Oshkosh Wisconsin 54901 and al additional mailing oHices POSTshyMASTER Send address changes to Vintage IgtJrplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcretumswdsmailcom FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivet)l of VlNlAGE AIRPLANE to loreign and APO addresses via surtace mail ADVERTISshyING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Readers are encouraged to subm stories and photographs Polky opinions expressed in artk1es are solely those of the authors Responsibility for accuracy in reporting rests entirely wh the contributor No remuneration is made Material should be sent to Edor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 92D-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aeronautica are registered trademarks trademarks and service marks of the EXperimental Aircraft Association Inc The use of these trademarks and service marks without lhe pennission of the ExperimentallgtJrcraft Association Inc is strictly prohibited
VINTAGE AIRPLANE 31
Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no
frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VM
reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1-800-233-6934 e-mail ramremfgaolcom Website wwwramengine com VI NTAG E
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418 wwwlpjetservicescom
Airplane T-Shirts 150 Different Airplanes Available
ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
WE PROBABLY HAVE YOUR AIRPLANE
wwwairplanetshirtscom 1-800-645-7739
Flying wires available 1994 pricing Visit wwwflyingwirescom or call
800-517-9278
ELECTRICAL CONDUIT
ASSEMBliES bull MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made per your specifications
bull Original equipment style Braided Conduits in Aluminum Brass or Stainless Steel
bull We carry a complete line of AN - MS Electrical Fittings Backshell Adapters and Specialty Fittings
bull We also have full machine shop capabilities for any custom applications you may require
bull Rebuild your Warbird back to Original
AIRFLEX INDUSTRIES 2538 SUPPLY STREET POMONA CA 91767
Tel 909-392-8474 AI RFLEXI N D USTRIES COM
THE FORGOTTEN PERFORMERS continued
the Pacemaker in marginal weather Mud Lake is narrow shallow and a half-mile long and Poet dragged it twice and then did a touch-andshygo before setting down for th e pickup Mattie Jack was loaded on and they headed for the hospital at Bella Coola It was dark on arshyrival and although landing in the narrow valley without daylight was seldom attempted Dick executed a safe approach and thwarted a sad ending to Mattie Jacks life
The Pacemakers most serious trauma occurred on July 25 1963 on a takeoff from Nimpo Lake 70 miles east of Bella Coola Loaded with two adults and five children from the Poets extended family and piloted by Helens cousin Bob Stewart a wingtip caught the water in an attempt to un-stick the right float and the plane cartwheeled
The left wing and one float were torn off the fuselage was comshypletely severed immediately behind the cabin and everything came to rest floating inverted All on board
were wearing life jackets and the children were ed uca ted in float flying they tripped their seat belt buckles swam out the open end of the cabin and popped to the surshyface There were no injuries
Bohanan retri eved the engine it was flushed mounted on the nose of a PT-17 Stearman and sold to a dentist Dr William Stone in Sandy Oregon Forty years later the Stearman i s still owned by Stone and the same Wasp Jr is on the nose
The remainder of the Pacemaker stayed on the shore of Nimpo Lake for a year and then was loaded on a farm truck by Dicks son-in-law Alan Hauan and returned to Aumsshyville where it was deposited behind the Poets barn A much more serishyous tragedy occurred a short time later when Dick was involved in the fatal crash of a DHC-2 float Beaver when one wing folded
To be continued in the September isshysue ofVintage Airplane
32 AUGUST 2005
The Wrights struggled during all of 1904 with controllability issues and fightshying the effectsof what we have come to understand as density aHitude Too often a flight would end with the Flyer I darting into the ground such as this incident at the end of flight 31 on August 16 1904 Orville was the pilot The fellow standshying to the right of the launching rail appears to be Charlie Taylor the Wrights mechanic Flights ending like this prompted the brothers to create a catapuH sysshytem which they started using on September 7 1904 The addition of the catapuH meant that flights could be started at a speed that would allow the Flyer to accelshyerate and the Wrights flight times immediately began to increase
The leaves have fallen but the exciteshyment of being able to fly the Flyer I for over a minute at a time was irresistible for the brothers as they both learned how to control their recalcitrant flying machine and continshyued to refine their deshysign This photograph
of flight 85 was taken on November 16 1904 during a flight in which Orville covshyered 1760 feet in 40-112 seconds
Consistent flight continued to elude them even while they were able to keep the Flyer I in the air for more than five minutes sometimes circling the field four or five times When they concluded the 1904 flying season on December 9 they had plenty of scientific work ahead of them Confident they could solve the problems the following spring was spent trying to sell their flying machine and later building a new airplane At the beginning of the summer of 1905 they stood ready to fly in the air at their will The Flyer 11 would test their resolve
ing flat on his face This position offers a locom otive without any wheels we less resistance to the wind The engine will say but with white wings instead is started and got up to speed The mashy we will further say-a locomotive made chine is held until ready to start by a sort of aluminum Well now imagine that of trap to be sprung when all is ready locomotive with wings that spread 20 then with a tremendous flapping and feet each way coming right toward you snapping of the fo ur-cylin der engine with the tremendous flap of its propelshythe huge machine springs aloft When lers and you have something like what I it tumed that circle and came near the saw The younger brother bade me move starting poin t I was right in front [of] to one side for fear it might come down it and I said then and I believe still suddenly but I tell you friends the senshyit was one of the grandest sights if not sation that one feels in such a crisis is the grandest sight of my li fe Imagine something hard to describe The attenshy
1 4 AUGUST 2 005
dant at one time when the rope came off that started it said he was shakshying from head to foot as if he had a fit of ague His shaking was uncalled for however for the intrepid manager sucshyceeded in righting up his craft and she made one ofher very best flights
Ve ry be st fli ght ind ee d th e 52nd fli ght th e bro th ers m ad e with th e Flyer II was the longes t in te rms o f time a nd d ist a n ce they had ever m ade
In 1904 they made a total of 105 fli ghts most o f them fairly sh or t with limited turns performed within the confines of the fi eld More than once one of the brothers would land before turning any great amount for fear they would fl y outside the boundaries of the roughly lOO-acre Huffm an Prairi e They were still feeling out the amount of turn the machine would tolerate and more than once the turn ended in an unshyintended landing
Friday December 9 saw the end of the 1904 flying season a season of remarkable progress and maddenshying problems The airplan e still was unstable in pitch it still had the odd tendency to slide off to the side in turns and the power available was barely enough to sustain the Flyer in the air They dismantled the Flyer II keeping the hardware engines and propellers but burning the remainshying wood and fabric The in fo rmashytion they had gathered in their fi rst full season of powered flight was put to use as they began construction of the 1905 Flyer III ~
Continued next month
All of the images presented in this article are available as digital downloads from the Library of Congress website Start your search at wwwlocgovrr print cataloghtm
Tap the blue Im ready to search butmiddot ton and when the next page comes up click on the OW hyperlink or scroll to the very bottom of the page The Wright Brothmiddot ers Collection is number 57 Once youre at the search page for the Wright Collecmiddot tion just enter a keyword such as 1904 and a list of images will be presented Have fun There are plenty of interesting images-more than 300 Wright images scanned from their original glass plate negatives are part of the Library of Conshygress collection
its FREE
AVIATION UNLIMITED AGENCY
wwwouoonlinecom
Eugene Geno Breiner Newville PA
_ Graduate of Roosevelt Aviation School Long Islanel NY
_ In 1985 restored Fleet 2 NC8689 manufactured in 1929
_ 1987 Best Open CockpitshyPotomac Antique Aero-Squadron (PAAS) Horn Point MD
_ 1989 Best Antique Sentimental Journey to Cub Haven
_ 1992 Grond Champion shy PAAS
I have enjoyed my aircraft through the years and have
enjoyed working with AUA Inc since 1985 for all my
insurance needs
- Geno Breiner
I middot
AUAs Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums
Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages - 0 hand-propping exclusion
No compone t ~orts endorsements - Discounts for claim-free renewals carrying all risk coverages
The best is affordable Give AUA a call shy
800-727-3823 Fly with the pros fly with AUA Ina
Torquil Normans DH8S Leopard Moth HG FRAUTSCHY
Theres always room for imshyprovement in an airplane and in 1933 Geoffrey de Havilland saw potential in
his companys DH80 Puss Moth It was a great airplane but with a tweak here and an improvement there
The new version would use the higher-horsepower inverted Gypsy Major engine of 130 hp with seating for three people and a spruce and plywood box strucshyture for the fuselage
When first flown by the compashynys founder on May 27 1933 the DH8S Leopard Moth was found to be 9 mph faster that its sibling topshy
16 AUGUST 2005
ping out at about 137 mph while carshyrying three people Pleased with the results de Havilland came to like the airplane so much he ordered one for himself using it for family touring around the United Kingdom and on the continent of Europe in the blissshyful days before the clouds of war beshygan to gather
Interestingly a curious debate over crew placement in Jightplanes was put to rest in part due to the experishyence gained by pilots of the Leopard Moth When first conceived its preshydecessor the Puss Moth had both the passenger and pilot in the same cabin an arrangement that resulted
in a great deal of discussion Should a pilot be in the same cabin where he could be distracted from the rigors of flying the airplane Shouldnt he or she be positioned in a separate comshypartment or cockpit so that his or her full attention could be paid to flying the machine
If the tandem-seated Puss Moth dealt that concept a strong blow the Leopard Moth with its two in the back and pilot up front stomped on it and the side-byshyside DH87 Hornet Moth put it to rest for good The benefits of havshying the passenger inside the cabin where not only his desires could be
JIM KOEPNICK
dealt with but his help could be of great benefit was further enhanced by the passengers accessi bility to flight instruction which could be given by leaning over and speakshying into the pupils ear rather than shouting into the slipstream or givshying convoluted hand Signals
The attractiveness of such an arshyrangement contributed to the Leopshyard Moths popularity with 133 of them being made in the middle 1930s and almost half of them (60) being sold to overseas or continenshytal owners Buyers from as far away as Argentina and Japan ordered Leopard Moths and when World
War II broke out 44 of them were appropriated by the British military for use in communications work
Not surprisingly not all of those 44 DH85s re-entered civilian life after the war many were lost durshying service but better than two dozen were reregistered One of the Leopard Moths to survive the war was originally built for export to the Continent
When first built in 1933 DH85 serial number 7035 was sold to a French owner and it was registered as F-AMXP It sat out the war years in a barn in France and didnt fly again until after Roger Fiennes reshy
covered the airplane in 1990 and brought it to England where Ben and Jan Cooper of the Newberry Aeroplane Co restored it Torquil Norman aircraft collector extraorshydinaire bought the aeroplane from Roger before Rogers disappearance and presumed death in a Tiger Moth during an attempted crossing of the English Channel in the late 1990s
Quite thoroughly restored with an engine overhaul performed by Mike Vaisey of Vintech the Leopard Moth is now registered as G-ACOJ and is kept by Torquil at a small strip called Rendcomb Aerodrome located southeast of Gloucester in the United Kingdom Like Geoffrey de Havilland Torquil fell in love with his Leopard Moth flying as often as he could And like many pilots of old the lovely handling qualities of the DH85 provided the opportunity to fly the aeroshyplane long distances Record-breaking flights from England to Africa and Australia were made in the 1930s and taking inspiration from those intrepid pilots Torquil Norman had Henry Labouchere install a long-range tank under the back seat of the Leopard Moth giving it a 96 US gallon capacity enough to keep the Gypsy Major running for about 11 hours A couple of warmshyup flights to Italy and France gave him the confidence in the aircraft to fly the North Atlantic
A number of you may recall that in 1966 Torquil and Henry Labouchshyere flew a lovely de Havilland Dragon Fly to Oshkosh One of the lessons learned during that flight was that if one engine failed in the Dragon Fly they would wind up in the ocean as it didnt have sufficient perforshymance to maintain altitude on one engine with the other shut down and its fixed-pitch prop presenting itself to the slipstream completely unfeathered
Torquil felt that a single-engine crossing in the Leopard Moth didnt present a significantly greater risk than the flight in the twin-engined Fly so he gathered the equipment
VINTAGE A I RPLANE 17
Torquil Nonnan aircraft collector extraordinaire
18 AUG U S T 2005
Like many of its de Havilland siblings the Leopard Moth features foldable wings which help maximize available storage facilities
necessary for such a long trip and Iceland landing after a 9-l2-hour flew to Wick in far northeastern journey An attempt to fly over the Scotland Donning an exposure suit Greenland ice cap was rebuffed by and departing with a full 96 gallons clouds so a run down the east coast of fuel he pushed off to Reykjavik was made landing in Narsarsuaq at
the southernmost tip of Greenland There he was greeted with beautiful weather with temperatures in the 60s and sunshine
A long run to Goose Bay Labrashydor in Canada gave Torquil a taste of just about every type of weather one can expect to encounter from solid IFR conditions nearly down to the sea to a near gale blowing along the Canadian coast when he
(j was getting ready to land From ~ there he flew down to Sept-lies on g the north shore of the St Lawrence a ____ --u_ ~ Seaway in Quebec where he says
Electricity for the Moth is supplied by this strut-mounted generator which is he enjoyed a marvelous lobster din-driven by a carved impeller You can see the damage done to it by ice and pre- ner Then it was on to the States cipitation encountered on the trans-Atlantic trip making his way to EAA AirVenture
Oshkosh 1999 after a few stops to visit friends along the wayA Hamilton vertical
All in all he didnt feel the airshycard compass (right) craft ever ran up against insurshysupplements the stanshymountable issues during his longdard British compass flight but there were times whenmounted at the bottom the long legs of the Leopard Mothcenter of the instrushywere not contributing to the comshyment panel fort of the pilot Having made the trip in both the Rapide and the Leopard Moth Torquil didnt feel it was likely hed repeat his transshyAtlantic hop but he certainly has created a whole new set of stories to tell his chums at home
VI N TAGE A I RPLANE 19
THE FORGOTTEN PERFORMERS
Bellancas record-making airplanes VIC PIKE
Clarence Chamberlain on his way to Gennany
A sk anyone in a pishylots lounge what airplane Charles Lindbergh flew across the Atlanshy
tic and the reply will be Why a Ryan of course But relatively few current pilots are aware that two weeks after Lindberghs famous flight Clarence Chamberlain and Charles Levine flew a WB-2 Belshylanca named Columbia immediate predecessor to the Bellanca Paceshymakers and Skyrockets from Roosshyevelt Field New York to Eisleben Germany And few pilots know that prior to his involvement with Ryan Lindbergh unsuccessfully neshygotiated with Wright Aeronautical (who commissioned the WB-2) and later with Giuseppe Bellanca at his Columbia Aircraft Co to purchase th e very plane used by Chambershylain and Levine Unfortunately (or fortunately for Ryan) Charles Levine th e financial underwriter of Columbia Aircraft manipulated capriciously to obstruct a sale to the 20 AUGUST 2005
unknown airmail pilot Lindbergh From the mid 1920s through the
early 1930s Bellanca monoplanes routinely set records for distance altitude and endurance that made their superlative performance an expectation Victories at the Nashytional Air Races in both 1925 and 1926 An endurance record of 51 hours and 11 minutes in 1927 and New York to Havana Cuba in 1928 both by the Columbia
Then it was Maine to Spain by the North Star in 1929 At the Nashytional Air Races in Cleveland that year Bellancas took five firsts three seconds two thirds and two fourths in seven events In May 1930 came the non-refueled endurance record of 84 hours and 33 minutes in a Pacemaker powered by a Packard DR-980 radial diesel engine this reshycord was not broken until the 1986 flight of the Voyager
In July 1930 another record New York to Istanbul in the Cape Cod nonstop And still more an altitude record of 30453 feet was
set in 1931 by Bellanca test pilot George Haldeman
1931 also saw an around-theshyworld flight with Clyde Pangborn and Hugh Herndon in Miss Veedol which culminated in a 4558-mile 41-hour and 13-minute leg across the Pacific Ocean from Sabishiro Beach Japan to Wenatchee Washshyington which is a story in itself This record stood until 1947 when it was eclipsed by a uS Air Force 8-29 Miss Veedol was renamed the American Nurse and in 1932 vanshyished on a trans-Atlantic attempt
These are only a few of the acshycomplishments of this Bellanca seshyries and although some of these airshyplanes had modifications such as longer wings the original design was a commercial production aircraft
Diminutive and shy Sicilianshyborn Giuseppe Bellanca had formal education in mathematics and enshygineering and in a partnership of three constructed Italy s first airshyplane in 1909 He immigrated to America in 1911 and soon assemshy
bled a parasol-wing monoplane powered by a three-cylinder 30shyhp Anzani engine After flying this airplane Clarence Chamberlain remarked I was thoroughly conshyvinced that Bellanca not only was a genius but a hero of a rare sort
In 1912 Bellanca established the Bellanca Aeroplane Co conshystructed a second monoplane and opened a flight school One of his students was Fiorello LaGuardia later New Yorks famous mayor In 1916 Bellanca designed the CD and CE biplanes for the Maryland Pressed Steel Co To illustrate his engineering acumen the CE (1917) would cruise at 100 mph on 90 hp while the conshytemporary Curtiss IN-4D Jenny also with 90 hp followed at 65 mph
The CF monoplane first flew on June 8 1922 and was spectacular for its era With an enclosed cabin carrying four passhysengers and powered by a 90-hp 10-cylinder Anshyzani radial (twin rows of five cylinders) the CF cruised at 100 mph for 600 miles and enjoyed an impressive 12-to-1 glide ratio With the CF Bellanca created a signature airfoil fuselage profile that continued into post-war designs
Airmail pilot William C Hopson campaigned the CF in a series of competitions during the summer of 1922 He took first place in every event Hopson observed She was by far the most remarkable plane I had ever flown
Despite the CFs accomplishments there was no market for a $5000 airplane when World War I surplus models were selling for a few hunshydred Fortunately the CF survived has been restored and is now in the National Air and Space Museum
In 1925 Bellanca joined the Wright Aeronautical Corp which put him in close proximity to the new 200-hp J-4 Whirlwind engines This prompted construction of the
conflicts with Wright Aeronautical in Patterson New Jersey he moved to New York and entered the conshytentious partnership with Charles Levine When that unraveled Belshylanca re-established production in a rented warehouse on Staten Island
Bellancas outstanding airplanes enticed the state of Delaware and particularly the du Pont family into courting him to settle there After a temporary operation in Wilmingshyton a factory and airfield were conshystructed at New Castle stability was finally achieved
The rugged construction and prodigious load-carrying capacity
of these unique airplanes disbursed their activities all over the world where they served careers from distinguished air transshyport to bush hack An ulshytimate utilitarian characshyter relegated the grand birds to situations of exshypendability that unforshytunately caused attrition to eliminate alarming numbers of them
Out of the 60 that were built only one airworshythy example of a Paceshymaker CH-300 exists toshy
bull
--=--shy -lt
-shy____ u
all-wood WB-1 followed by the steelshytube fuselage WB-2 using the imshyproved 220-hpJ-5 The WB-1 was deshystroyed in a crash in 1926 and the record-breaking WB-2 Columbia was lost in a hangar fire in 1934
From the WB planes evolved the Pacemaker series first the J-5 Wright powered CH-200 of 1928 then the 300-hp R-975 J-6-9 CH-300 of 1929 (also available with the PampW Wasp Jr) and the R-1340 Wasp CH-400 Skyrocket of 1930 on through the senior Pacemakers and Skyrockets of the later 30s
Giuseppe Bellancas passion was to design and build airplanes with the following parameters Maxishymum safety and the greatest possishyble efficiency as measured by speed load and range His earlier dreams seemed perpetually frustrated after
day NC251M Serial No 154 And even this one is currently undergOing a complete and toshytal rebuild with new fuselage and wings and a target date for compleshytion in the summer of 2005
Throughout the story of this airshyplane is the striking reality of how many people have been involved The core history of an old airplane is inshytriguing but the anecdotal accounts of the people create something inshyfinitely more profound Aviation is a community an extended family so loosely connected that members remain unacquainted But the comshyposite connects lives in ways that are not previously suspected Keep this in mind as you read
NC251M emerged from the Belshylanca factory at New Castle Delashyware on September 171929 to be delivered as the first airplane of In-
VINTAGE AIRPLANE 21
ter-IsIand Airways (now Hawaiian Airshylines) of Honolulu It served primarily with sightseeing flights while Inshyter-Islands passenshyger service evolved around Sikorsky S-3S amphibians
On April IS 1933 NC251M was sold to Mr G Fowble (posshysibly a broker) of San Bernardino California and then resold on April 27 to MacMillan Peshytroleum Corp of Los Angeles Remember MacMillan Ring Free Motor Oil On March 20 1935 it was purchased by Unious Mac McGee (McGee Airways) in Anchorage Alaska to begin 15 years as a bush workhorse On April 20 1935 McGee Airways was sold to Star Air Service in Anchorage which became Star Airlines which became Alaska Star Airlines which became Alaska Airlines in May 1944
Steve Mills chief pilot for Star was flying a sister Pacemaker NC259M when a fatal crash claimed his life in 1936 After usable parts were salshyvaged the remaYJs were burned at the site of the accident In 1995 the curator of the Alaska Aviation Herishytage Museum (and a walking encyshyclopedia of Alaska aviation history) Ted Spencer recovered the parts and stored them at the museum in Anchorage Steves grandson Dave Mills assisted Ted in his efforts
Essentially intact the logs of NC251M depict a rich history of Alaska bush flying in the 1930s and 1940s and reading them is like peering into the Holy Grail Much of the story can only be extraposhylated from the cryptic and frustratshyingly taciturn renderings of bush pilots who flew thousands of hours over geography and in weather that would be considered treacherous to most modern pilots
Ones imagination expands from such tersely penciled comments as 22 AUGUST 2005
PICTORIAL HISTORIES PUB CO
NC251M in 1929
Engine blew up Ship moored at Naknek Rate of climb reads SOO feet down in level flight Windshyshield gives pilot cold shower Turn and bank no good Cant adjust altimeter (Signed Satan) Repaired left wingtip spliced rear spar Rebuilt left elevator
Another entry notes Flew every day from 1-20 to 2-14 With such casualness the suspicion is that unshyderstatement must be intrinsically characteristic of these bush pilots theres no mention of the effort inshyvolved in keeping a 1929 airplane flying every day during the rigors of an Alaskan winter
The logs include entries by many noted Alaska bush pilots a few of which were Kenny Neese Johnny Moore Don Goodman Jack Elshyliot (who onee swooped down and speared a wolf with his ski) and Bill Lund Lund stayed with Alaska Airshylines as its number one pilot and pioneered jet flights into Russia during the 1970s finally retiring in 19S0
Martha Monsen was the Star agent in Naknek during the 1930s and ran a virtual boarding house for the pilots during layovers Several of Monsen s sons became pilots and one Mel Monsen told me of sitting at the supper table as a young lad caught up in the intrigue of endless convershysations about bush flying advenshy
tures Mel Monsen related that when he and his friends played bush pishylot there was alshyways an argument about who would be Kenny Neese
In these early days it was usual for Alaska air sershyvice companies to struggle wi th fishynancial solvency Star was no excepshytion and in June 1939 in exchange for some capital investment the
ownership of its entire fleet was transferred to bankers Thrall and Williams of Minneapolis Minshynesota In contemporary terms these treasures included four CHshy300 Pacemakers three CH-400 Skyrockets two Stinson SM-SAs a Fairchild Pilgrim 100A a Cessna C-34 Airmaster and a Ford 5-AT-C Tri-Motor The arrangement apshyparently worked because by Febshyruary 1940 everything was back in Stars legal possession
In June 1946 Alaska Airlines performed a field conversion from wheels to Edo 4665 floats When completed notification was sent to the CAA with the simple comment that it was similar to Bellanca NC256M Approval was granted
From 1929 NC251M flew with a Wright R-975 J-6-9 of 300 hp reshyplaced or overhauled a number of times but a catastrophic failure in August 1946 prompted Alaska to convert to a PampW R-9S5-AN-3 Navy surplus and freshly overhauled In May 1947 the plane was returned to service
In December 1947 Alaska Airshylines sold NC25 1 M to Eric Shutte (pronounced Shoot-ee) and CV Kay Shutte came to Alaska in the early 1930s as a pilot and mechanic for Vern Gorst founder of Pacific Air Transport Kay had been a partshyner with Shell Simmons in the Panshyhandle Air Transport Co (Pateo)
out of Juneau in the mid 1930s
Shutte and Kay did contract flying for the US Coast Guard and opened a hotel in King Salmon called Nashyknek Sky tel with NC25 1 M providing charter flight sershyvices The business suffered a setback in 1950 when the hotel burned and on a trip south the Bellanca was damshyaged in an accident Kenmore Air 1950s On the float is Bob Munro Walt Winsman mechanic near Prince Rupert and Bill Lund Alaska Airlines pilot on a day off British Columbia
Bob Munro of Kenmore Air Harshybor in Seattle salvaged the plane with the promise that insurance would cover the costs The insurshyance company refused and Munro took possession of the Bellanca as payment After repairs were comshypleted NC25 1 M joined the Kenshymore fleet Currently Kenmore is a world-class floatplane operation holds the type certificate for Edo floats and has developed many STCd modifications for de Havilshyland Beavers and Otters
From 1955 to 1957 Munro leased NC25 1 M to Bob Hall of Kodiak Airways (actually it was sold and repurchased for liability protecshytion) Kodiak ran scheduled mail and passenger service to the five villages and nine canneries on Koshydiak Island The chief pilot was Gil Jarvela and in a conversation with me he related stories that riveted my attention hauling resistant Koshydiak bear cubs in gunny sacks loadshying incredible amounts of freight in NC25 1M and patching holes in the floats with bubble gum and spruce twigs
When the plane was returned to Kenmore Bob Munro commisshysioned Clayton Scott to engineer the installation of Edo 6470 floats to replace the smaller 4665s I had heard of Scott and his legendary cashyreer in aviation that has spanned
more than seven decades and conshyfirmed his existence with Bill Whitshyney Kenmores senior pilot who flies turbine Otter floatplanes
I visited Scott in his large hanshygar on the Renton Municipal Airshyport in Washington state where he conducts business as Jobmaster Co his aircraft modification firm Out front was a beautiful Cessna 195 on floats and inside I found him working on a de Havilla~d DHC-2 floatplane Looking at the man and his environment I immeshydiately realized that this was halshylowed ground
I told him my visit was prompted by an understanding that he had once installed floats on a Bellanca Pacemaker and he replied Yes that was in 1957 We replaced a set of Edo 4665s for some 6470s I can show you the paperwork He stepped to his fi le and without glasses pulled it out
I inquired of Scott how old he was and with a sly smile he said 100 minus three After a period of time during which Scott grashyciously shared with me some of his incredible flying experiences I left this icon so that he could return to working on the Beaver [ felt that I had been in the Notre Dame Catheshydral [Well have more on Clayton Scott in next months issue of Vinshytage Airplane-Ed]
As predictably ocshycurs in the life cycle of utility airplanes NC251M was showshying tatter and wear by the late 1950s the engine found a home on the nose of anshyother ship the wings were pulled and it ended up in the back of Kenmores storage yard In June 1960 Dick Poet of Aumsshyville Oregon purshychased the airframe and floats
Poet was an aerial applicator pilot and with his wife Helen
owned Wilderness Airlines in Bella Coola British Columbia Dicks meshychanic Bob Bohanan completely refurbished the Pacemaker includshying new fabric paint and an overshyhauled R-985 from Wesco Air Service on Boeing Field which returned it to pristine condition
With the rebuild complete on June 25 1962 there was the issue of taking the airplane off the Poets grass strip Straw was spread down the runway to reduce friction and with Dick in the cockpit power was fed to the R-985 Sufficient airshyspeed was achieved but the long floats prevented rotation and takeshyoff was denied Bohanan then conshystructed a two-wheel dolly from an old truck axle and this time Dick lifted off while the dolly burshyied itself in the brush at the end of the field After a short test flight he landed on the Willamette River at Salem Subsequently the Poets applied for Canadian registration (CF-OQK) and flew to Bella Coola British Columbia where the Paceshymaker began charter service with Wilderness Airlines
On June 25 1963 a woman Mattie Jack was attacked and badly mauled by a grizzly bear at Mud Lake east of Bella Coola A call was made to Dick for a rescue flight and he immediately took off with
continued on page 32
VINTAGE A I RPLANE 23
A beautiful day is not complete unless it is seen from the inside of a cockpit The Vintage Aircraft Association is providing you with the opportunity to bring the magic of flight to your home office or hangar Take flight with the 2006 VAA Calendar Free Skies Forever
The gorgeous 17 x 11-inch full-color wall calendar is the perfect gift for yourself or your favorite pilot Each month contains the amazing photography from the Vintage Aircraft Association and captures the spirit of flight
As a commemoration to the great aviators before us the VAA 2006 Calendar Free Skies Forever contains great feats in aviation printed on the exact date of occurrence Dont let this opportunity fly past you Order your 2006 VAA Free Skies Forever Calendar by September 30 2005 Calendars will ship in November for Christmas arrival
Or to order by mail send your checkmoney order to Vintage Aircraft Association 2006 Calendar do Turner Publishing Company bull PO Box 3101 bull Paducah KY 42002-3101
o Please enter my order for __ copies of the Vintage Aircraft Association 2006 Calendar - only $1595 Your Name
o ShippingHandling add $395 for each calendar Address
o Kentucky residents add 6 sales tax City State Zip
TOTAL ENCLOSED $______
Telephone For Office Use Only - VAA2006-A-GW
CkR Amount E-mail address (for order confirmation)
DOUG STEWART
Whetherweather to go or not
There I was driving along the turnpike looking up at a severe clear cerulean sky and rather than findshy
ing myself ecstatic at that beautishyful sight words that cannot be reshypeated in this column were formshying on my lips Gosh darn (it was really a lot stronger said than that) the briefer said VFR not recomshymended and now instead of being up in that sky where I belong I am down here ground bound driving to my destination
I know probably everyone of us has been in this situation pershyhaps more times than we care or choose to remember As the sayshying goes There are old pilots and bold pilots but no old bold pishylots Many of us are aware that most aviation accidents when asshysociated with weather tend to be fatal ones Thus if we are not inshystrument rated and current or flyshying an airplane that is not instrushyment certified we tend to choose alternative means of transporshytation when the briefer tells us VFR is not recommended
But does this always have to be the case Are there any ways to make those VFR trips possible and still remain safe Are there any tools we can use to determine if the forecast is holding true or if it is not For I think we all both male and female would agree that the weather is like the opposite sex-toshytally fickle and unpredictable Lets
take a look at the numerous tools we have for making the gono-go decision relative to the weather
To help determine if the forecast is going to hold true I usually first consult the METARS Check reshyporting stations along your route If you are able get a history showshying the reports over the past three to four hours and see if the reports are corroborating the forecasts (DUATS WSI and Meteorlogix are all great sources for this informashytion) What trend do you see in the reports Is the weather getshyting better or worse or holding the same Is it doing what the TAF and FA said it would
Im also sure to compare the tershyminal forecasts (TAF) with the Area Forecast (FA) The TAF covers only a S-mile radius of the aerodrome whereas the FA covers an entire area Keep in mind that cloud bases in the TAF are AGL (above ground) whereas the cloud bases in the FA are MSL (above sea level)
Next I check the PIREPS (pilot reports) Do they substantiate the briefers warnings When checking PIREPS be sure to take into account where the report was made (threeshydimensionally) when it was made and what type of aircraft the reportshying pilot was flying If a 747 reports light chop along my route I might consider leaving the ropes on my airplane and going to have a frosty one whereas if its a J3 reporting moderate turbulence I might very
well launch on my own flight While we are mentioning PIREPS
lets not forget that (as in all things in life) what goes around comes around If we are seeking PIREPS in helping us to make the gono-go decision we should also consider filing them It takes only a few moshyments to file a PIREP and in doing so you are assisting many other pishylots in their flight planning
These are a few of the tools we can use while still on the ground to determine if the forecast is holdshying true But what about when we are already en route How can we know whether the weather will be as forecast
Obviously if the forecast was for severe clear and there are a lot of clouds forming you do not need to be a rocket scientist or a brain surgeon to know that the forecast is not holding true But there are many other clues that might not be quite as obvious and that should warn us that the briefer might have been wrong
If we realize that we are having to fly a heading other than what we had plotted to track our course or if we are experiencing different ground speeds than what we had exshypected we should understand that there is a good chance that the enshytire forecast might be off After all these forecasts are predicated on the expected movement of fronts and pressure zones When they dont move as anticipated the winds aloft
VINTAGE AIRPLANE 25
will be different thus yielding difshyferent headings and groundspeeds than we had planned
There is something else that can give us a heads-up about the posshysibility of the forecast going south and that is the temperatures aloft Most aircraft have outside air temshyperature gauges (OAT) and these can be very useful tools-ones that many pilots ignore An OAT can be used to corroborate whether the temperatures aloft are as forecast (You do remember that the foreshycast temperatures aloft are included with the winds aloft dont you) This can give us an understanding of whether the fronts are moving at the speed and direction forecast or if they might be moving slower or faster than expected
Keeping track of the temperashytures as you climb can also help you quickly determine if the lapse rate is stable Remembering that the stable lapse rate is ZOC per thousand feet one can make a note of the tempershy
ature on the ground prior to takeoff and then check it as you climb If it is less than ZOC per thousand one of the major ingredients in the proshyduction of thunderstorms is presshyent that being an unstable lapse rate (The other two are moist air and a lifting action of some kind) Thus the OAT can be a useful tool in confirming or refuting the foreshycast of thunderstorms
One could spend a lifetime studyshying the weather and not get any closer to predicting what it might do And I cant do justice to the subshyject in this short article However when it comes to weather I must say that discretion is the better part of valor There are certainly times when the briefer will give the warnshying that VFR is not recommended and the day turns out to be beautishyful But there are also times when your beautiful day turns ugly
Regardless of whether the foreshycast is for good weather or bad be sure to have an alternate plan in
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation
Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these jewels on and bring back the good times New General Aviation Sizes Available
500 x 5 600 X 6 700 X 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
~DESSER(~ 323-721-4900 FAX 323-721 -7888
6900 Acco St Montebello CA 90640 TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106
wwwdessercom
26 AUGUST 2005
place Remember to run the PAVE and CARE checklists that I wrote about in previous articles to help you make the proper decisions relative to the weather Using the tools I have mentioned above will help you in checking the enVironshyment help in understanding the consequences of the hazards asshysociated with some aspects of the weather and aid you in assessing the realities of what the weather is really doing
And when the briefer gives you that dire warning of VFR not recshyommended keep in mind that it is always much better to be on the ground wishing you were up in the air than up in the air wishing you were on the ground He might be wrong and Ive offered some tools to help determine that but he very well might be right
Doug Stewart is the 2004 National CFI of the Year a Master CFI and a DPE He operates DSFI Inc based at the Columbia County Airport (lBl)
TelePhone 800-247-8473 or
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE NEWLY ACQUIRED GARNER P EMMERSON COLLECTION DONATED TO EAA BY BOB HIGHLEY OF LAKELAND FLORIDA
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs to be in no later than September 10 for inclusion in the November 2005 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to mysteryplaneeaaorg Be sure to include your name city and state in the body of your note and put (Month) Mystery Plane in the subject line
MAY S MYSTERY ANSWER as residing in Los Angeles at that time I learned this while roaming on wwwaerofilescom last evening
I already had seen the aircraft in the British magazine Aeroplane Monthly that has the same photo as yours along with some contemshyporary aircraft in an illustrated article in the September 2003 isshysue with the title Call That Safe The caption to the photo reads
In 1933 Carl Hall and Frank Nixon tested this propeller cowlshying at Compton California It was claimed to speed up aeroplanes from 39 to 140 per cent and slow them as much as desired for landshying the innerdeflectors serving
Mays Mystery Plane came to us X12211 seems to have its 95-hp as air brakes from Harold Swanson Cirrus upright four-cylinder en I hope that you have more inshygine
Heres our only letter concerning as it was reported to have in 1 formation about this interesting934 its identity it was reported to have had a Veshy early try at a ducted propeller
lie engine when built in 1931 Jack Erickson The Felio Ranger SP-2 owner Harold G Felio is li State College Pennsylvania sted
VINTAGE AIRPLANE 27
EE BUCK HILBERT
Aeronca C-3 N-13000
Ive been asked many times Why do you hang onto this old airplane
Several reasons Mostly it has a place in more recent historyshynamely the last real Cleveland Air Race held in 1948 And probably another reason is it represents at least to me the memory of the last of the barnstormers
To the best of my knowledge the last time this little C-3 flew was at the 1948 Cleveland Air Races
The airplane belonged to Duke and Martha Hashner the owners of Global Airshows and promoters of the races that year
Duke flew this Aeronca C-3 in a clown act The airplane was painted up with a clown face was all red and white and Ive been told he did a remarkable job of entertainshying the crowd
Duke also flew other aerobatic aircraft in the show while Martha was the wing-walker parachute jumper and ticket seller
Unfortunately this was the same year record-holding entrepreneur Bill Odom crashed a racing P-S 1 into a residential area resulting in his death and other fatalities Beshycause of this accident Duke and Martha were the target of lawsuits that drove Global Airshows and the two of them out of business and into seclusion
Living on the Quietula Farm at Cherry Valley Ohio the coushyple now forced to retire from doshying their air show routines turned Global Airshows into a traveling
28 AUGUST 2005
static display show The 50s saw the advent of the
shopping center Global Airshows would truck its airplanes to the new shopping center parking lots and display them in full air show regashylia Martha and Duke would dress the part entertain the crowds and dreamed of once again being active air show circuit acts
The airplane
belonged to
Duke and Martha
Hashner
Unfortunately Duke suffering from a brain tumor lost the ability to participate and after a long batshytle passed away Martha kept the airplanes now stored at the farm and spent her days tending numershyous pet dogs and cats dreaming of her barnstorming glory days as queen of Global Airshows Martha passed away in the mid-60s
Global Airshows and its derelict aircraft were sold to Bill Ross and me a few months before Martha passed away
The collection consisted of Marshythas Meyers OTW Dukes Waco F and a Porterfield CP-65 All were inshy
tact and complete but each needed restoration Also in the collecshytion were pieces and parts of two Aeronca C-3s a J-2 Piper a Taylorshycraft L-2 and a Fairchild 22 Along with the airplanes came numerous engine parts old tools and propelshylers along with the trailers used to haul the airplanes
What happened to the airshyplanes is the frequently asked question Bill Ross was past presishydent of the EAA Warbirds of Amershyica owned a P-38 Leroy Grumshymans personal F3F and an F6F and had his hand in several entershyprises while involved in Warbirds Right at that time he discovered the Grumman Goose was the best bet in sport flying and his attention was diverted in that direction
The Meyers and the Porterfield were restored by Bill and sold The project Fairchild 22 and J-2 went to a couple of our Vintage members and were restored and are flying The Waco F was sold but never did get flying The two C-3s came to me and eventually were restored One was sold and one for those sentishymental reasons is still in my hanshygar disassembled and awaiting the final engine fix The L-2 had been a gas station ornament for years and when they took it down the guy wielding the cutting torch manshyaged to start a fire that ended any thought of restoration
Bill Ross moved to Nevada after he retired from business and unshyfortunately while returning from one of his business trips he flew
into a cloud that had a rock in it Another reason for hanging on It reminds me of Bill Ross and his contributions to the Warbirds of America being part of EAA
Oh yes we did get the C-3 flyshying but the engine ate itself up afshyter about 4S minutes Time for a different approach
I had a set of floats and rigging and Brian Van Wagnen and I deshycided the little C-3 would be a real hoot to see flying on floats However we wanted a reliable engine and the one we had was mostly junk
Brian tore into it but the crank was beyond repair At great exshypense a new one was made dual ignition heads were installed and a new single-drive dual mag was inshystalled after modifying the tail case It runs but the vibration was bad enough to cause distrust Another disassembly and recheck as well as internal component balance were in the works when tragedy struck
Brian had a hangar fire and lost everything he had in the 70-by-90 hangar and its 24-foot lean-toshyhis Widgeon project the Fleetshywing Seabird two antique Aeronca Chiefs a Piper 180 all his toys shop equipment tools and of course the building
The little C-3 stored in another building was all that was left The floats rigging and all the spare enshygine parts were destroyed in the fire A small loss in comparison to what Brian suffered
With no hangar and no shop the decision was made to disassemshyble NC-13000 and bring it back home and there it sits Every day I walk past it and say to myself You gotta get going But the press of daily living and the episodes weve been through in the past couple of years have stopped all the progress Oh well whats another couple of years After all its been grounded since 1948
Until then it just sits and Im going fishing With that its Over to you
Come or t e weekend BUILD FOR A LIFETIME
HANDS-ON HOMEBUILDER WORKSHOP
SCHEDULE
Aug 26-28 Oshkosh WI
Aug 27-28 Arlington WA
Sept 9-11 Griffin GA (Atlanta Area)
bull Repairman (LSA) Inspection-Airplane
bull RV Assembly
bullTIC Welding
Sept 10-11 Corona CA (LA Area)
bull RV Assembly
Sept 10-11 Lakeland FL (Sun N Fun Campus)
bull RV Assembly
Sept 10-11 Houston TX (Westwood Aviation Institute)
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems
Sept 16-18 Frederick MD bull Repairman (LSA) Inspection-Airplane
Sept 23-25 Denver CO bull Repairman (LSA) Inspection-Airplane (Westwood College)
Oct 1-2 Columbus OH (Columbus State Community College)
KLEINEAA SportAir Sponsors TOOLS
wwwkleintoolscom
WORKSHOPS ___ ~
EA~
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems bull Cas Welding
bullbull amp cafamiddot~middotAir c raft Coatings
_polyfibercom wwwalrcraftsprucecom
1-800-WORKSHOP 1-800-967-~746
wwwsportalrcom
YOU CAN BUILD IT LET EAA TEACH YOU HOW VINTAGE AIRPLANE 29
r ~ __c -lt JMNEwMAN
t The (ollowing list o(coming events is (IIrt1ished to Ollr readers as a matter o( it(orshymation only and does not constitllte approval sponsorship involvement cottrolor direction o(any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 OshkoslI WI 54903-3086 Or e-Illail tl1e information to vintageaircra(teaaorg In(ormation shollld be received (ollr months prior to tile event date
AUGUST 7-Queen City MO-Applegate Airport 18th Annual Washytermelon Fly-In 2 PM til dark Info 660-766-2644
AUGUST 13-Hoquiam WA-Bowerman Field Ercoupe Gathering amp Fly-In All experimental classic and vintage aircraft are welshycome Excellent restaurant on field Info Dick 360-533-5926
AUGUST 19-21-Alliance OH-Barber Airport (201) 7th Annual Ohio Aeronca Aviators Fly-In Join us for a relaxing weekend of fun food friendship and flying Breakfast served by EAA Ch 82 Sat amp Sun 7am-llam Camping on field local lodging and transportation available Forums on Saturday Info Brian 216shy337-5643 or bwmatzllacyahoocom or wwwoaafy-Incom
AUGUST 20--Laurinburg-Maxton NC-Ercoupe Owners Club Aweshysome August Invitational NorthSouth Carolina members and guests Lunch awards Young Eagles Flights Info 336-342shy5629 or bandmannetpath-rc net
AUGUST 20--Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-[n Breakfast Info Tom 740-587-2312 or tmcaiinkcom
WIVI cbullbull___bull
These are the first tools you need to buy when you re~cover your
airplane Anyone who has used them will tell you they re the next best thing to having one of our staff right beside you The VHS tape and the DVD will give you the Big Picture and the manual will walk you step by step through every part of the process Youre never on your own when youre using Poly~Fiber
wwwpolyfibercom e-mail infopolyfibercom
Aircraft Coatings 800-362-3490
AUGUST 20--Niles M[-jerry Tyler Memorial Airport (3TR) VAA Ch 35 Corn and Sausage Roast 11am-3pm Rain date August 20 Donations $5 adults $3 children 12-yrs and under All you can eat Info Len 269-684-6566
SEPTEMBER 3-Marion [N-(MZZ) Flyln Cruiseln Info wwwFiylnCruiseln com
SEPTEMBER 3-Prosser WA-EAA Ch 391 s 22nd Annual Labor Day Weekend Prosser Fly-[n Info 509-735-1664
SEPTEMBER S-U-Galesburg [L-Galesburg Municipal Airport 34h Annual Stearman Fly-[n Technical seminars Aircraft judging and awards Aerobatic formation short-field takeoff spot-landing and flour bombing contests Dawn Patrol lunch-time flyouts pizza party stage show banquet and more Info 309-343-6409 or stearmanstearmanfyin com or wwwstea rmanfyin com
SEPTEMBER U -Mt Morris IL-Ogle County Airport (C55) EAA Ch 682 Fly-In Breakfas t 7am-12pm Info 815-732-7268
SEPTEMBER 16-17-Bartlesville OK-Frank Phillips Field (BVO) 49th Annual Tulsa Regional Fly-In Info wwwtllisafyincom or Charlie Harris at 918-622-8400
SEPTEMBER 17-Poplar Grove IL-Poplar Grove Airport Vintage Wings amp Wheels Museum Salu te to WW II Combat Aviators Military aircraft display and fly-by Interviews with 12 WWII veterans of air combat Info wwwpopiargroveairmotivecommllsellnl
SEPTEMBER 17-1S-Rock Falls IL-Whiteside County Airport (SQI) North Centra l EAA Old Fashioned Fly-In Forums workshops fly-market camping air rally awards food amp exhibitors Info wwwnceaaorg
SEPTEMBER 22-25-St Louis MO-Creve Coeur Airport (lHO) Monocoupe Club Fly-InReunion Info Frank Kerner (314) 277-4306 or monocoupesbcgiobainet or wwwmorlOcollpecom
SEPTEMBER 23-25-Sonoma CA-Sonoma Skypark (OQ9) 23rd Annua l 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 208shy739-3979 or ristpsaoicom
SEPTEMBER 24-Topping VA-Hummel Air Field 10h Annual Car amp Air Event 8am-4pm Featuring ant ique cars and planes plus fire apparatus tractors amp engines and arts amp crafts Info (804) 694-5995 or in(oWingsandwheeislIs or wwwwingsandwheeislIs
SEPTEMBER 24-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-I n Info wwwieebottomcom
OCTOBER 1-2-Midland TX-Midland [nt l Airport FINAshyCAF AIRSHO 2005 will commemorate 60th Anniversary of the end of World War II Info 432-563-1000 x 2231 or pubiicreiationscaf7qorg
OCTOBER 5-9-Tullahoma TN-1932 to 2005-The Tradition Lives Year of the Staggerwing Staggerwing Twin Beech 18 Bonanza Baron Beech owners amp enthusiasts Sponsored by the Staggerwing Museum Foundation Staggerwing Club Twin Beech 18 Society BonanzaBaron Museum Travel Air Division amp Twin Bonanza Assn Info 931-455-1974
REGIONAL FLY-IN SCHEDULE EAA Mid-Eastern Fly-In EAA Southeast August 26-28 2005 Regional Fly-In Marion OH (MN N) October 7-92004
Evergreen AL (GZH) Virginia State EAA Fly-In wwwserfi org October 1-2 2005 Petersburg VA (PTB) Copperstate Regional EAA Fly-In wwwvaeaaorg October 6-92005
Phoenix AZ (A39) wwwcopperstateorg
30 AU G U S T 2005
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 dlie7025IOI om vaaflyboyLwnsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Avc 72 15 East 46th SI Albert Lea MN 56007 Tulsa OK 74147
507-373-1674 918-622-8400 stfles(eskmefiiacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush H ill Road Sherborn MA 01 770
508-65l-7157 SH i Ocomcas t llet
David Bennett PO Box 11 88
ioseville CA 95678 916-645-8370
antiquerireachcul1l
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507-263-24 14
InjbfchldrcOI111tCtcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773-779-2 105
pllOtopiotaoicom
Dave C lark 635 Vestal Lane
Plainfield IN 46 168 317-839-4500
davecpciiquestnet
John S Copeland l A Deacon Street
Northborough MA 0 1532 508-393-4775
copelaml JjllllOcom
Phil Coulson 284 15 Springbrook Dr
Lawton MI 49065 269-624-6490
rcollsonS J6cscom
Roger Gom oll 8891 Airport Rd Box C2
Blaine MN 55449 763-786-J342
pledgedriveIns11com
Dale A Gustafson 7724 Shady Hills Dr
Indianapoli s IN 46278 317-293-4430
dalefayemscom
Jeannie Hill PO Box 328
Ha rva rd IL 60033-0328 8l5-943-7205
dishaoowc et
Espie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-3650
wintisockaoco m
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaoicom
Robert D Rob Lumley 1265 Sout h 124th Sl Brookfield WI 53005
262-782-2633 illmpeniiexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817-491-9 110
sellemorris(~lev I IIet
Dean Richardson 1429 Kings Lynn Rd
Stoughton WI 53589 608-877-8485
daraprilairecom
SH Wes Schmid 2359 Lefeber Ave nue
Wauwatosa WI 532 t 3 414-771- 1545
sllschmicimilwpccom
DIRECTORS EMERITUS
Gene C hase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920-23 1-5002 815-923-459 1
GRCHACllarterHet b7ac1Jc llel
Ronald C Fritz 15401 Sparta AV(
Kent City MI 49330 6 16-678-50 12
rFritzf1athwaywlcom
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873 Web Site wwwvintageaircraftorg and wwwairventllreorg E-Mail vintageaircraftCtieaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)
- Newrenew memberships EAA Divishysions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
-Address changes -Merchandise sales -Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory ___ ___ _ 732-885-6711
Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing920-426-4876 Education __ _ 888-322-3229
- EAA Ai r Academy - EAA Scholarships
Flight Advisors info rmation 920-426-6864 Flight Inst ructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles _ _ _ 877-806-8902
Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan _ 866-647-4322 Term Life and Accidental _ 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 Vintage _ FAX 920-426-6865
- Submitting articlephoto - Advertising information
EAA Aviation Foundat ion Artifact Donations 920-426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Association Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additional $10 annually Junior Membershjp (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
EAA SPORT PILOT Current EAA m embers may add EAA
SPORT PILOT magaZine for an additional $20 per year
EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magaZine not inshyduded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA members may join the
Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not inshyduded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the
International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magazine for an additional $45 per year
EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magaZine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA
Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magashyzine and one year membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a
check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2005 by lhe EM Vintage IgtJrcraft Association All righls reserved
VINlAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage IgtJrcraft Association of the ExperimentallgtJrcraft Association and is published monthly at EM Aviation Ceoter 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vinfageaircrafteaaorg Periodicals Poslage paid al Oshkosh Wisconsin 54901 and al additional mailing oHices POSTshyMASTER Send address changes to Vintage IgtJrplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcretumswdsmailcom FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivet)l of VlNlAGE AIRPLANE to loreign and APO addresses via surtace mail ADVERTISshyING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Readers are encouraged to subm stories and photographs Polky opinions expressed in artk1es are solely those of the authors Responsibility for accuracy in reporting rests entirely wh the contributor No remuneration is made Material should be sent to Edor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 92D-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aeronautica are registered trademarks trademarks and service marks of the EXperimental Aircraft Association Inc The use of these trademarks and service marks without lhe pennission of the ExperimentallgtJrcraft Association Inc is strictly prohibited
VINTAGE AIRPLANE 31
Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no
frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VM
reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1-800-233-6934 e-mail ramremfgaolcom Website wwwramengine com VI NTAG E
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418 wwwlpjetservicescom
Airplane T-Shirts 150 Different Airplanes Available
ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
WE PROBABLY HAVE YOUR AIRPLANE
wwwairplanetshirtscom 1-800-645-7739
Flying wires available 1994 pricing Visit wwwflyingwirescom or call
800-517-9278
ELECTRICAL CONDUIT
ASSEMBliES bull MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made per your specifications
bull Original equipment style Braided Conduits in Aluminum Brass or Stainless Steel
bull We carry a complete line of AN - MS Electrical Fittings Backshell Adapters and Specialty Fittings
bull We also have full machine shop capabilities for any custom applications you may require
bull Rebuild your Warbird back to Original
AIRFLEX INDUSTRIES 2538 SUPPLY STREET POMONA CA 91767
Tel 909-392-8474 AI RFLEXI N D USTRIES COM
THE FORGOTTEN PERFORMERS continued
the Pacemaker in marginal weather Mud Lake is narrow shallow and a half-mile long and Poet dragged it twice and then did a touch-andshygo before setting down for th e pickup Mattie Jack was loaded on and they headed for the hospital at Bella Coola It was dark on arshyrival and although landing in the narrow valley without daylight was seldom attempted Dick executed a safe approach and thwarted a sad ending to Mattie Jacks life
The Pacemakers most serious trauma occurred on July 25 1963 on a takeoff from Nimpo Lake 70 miles east of Bella Coola Loaded with two adults and five children from the Poets extended family and piloted by Helens cousin Bob Stewart a wingtip caught the water in an attempt to un-stick the right float and the plane cartwheeled
The left wing and one float were torn off the fuselage was comshypletely severed immediately behind the cabin and everything came to rest floating inverted All on board
were wearing life jackets and the children were ed uca ted in float flying they tripped their seat belt buckles swam out the open end of the cabin and popped to the surshyface There were no injuries
Bohanan retri eved the engine it was flushed mounted on the nose of a PT-17 Stearman and sold to a dentist Dr William Stone in Sandy Oregon Forty years later the Stearman i s still owned by Stone and the same Wasp Jr is on the nose
The remainder of the Pacemaker stayed on the shore of Nimpo Lake for a year and then was loaded on a farm truck by Dicks son-in-law Alan Hauan and returned to Aumsshyville where it was deposited behind the Poets barn A much more serishyous tragedy occurred a short time later when Dick was involved in the fatal crash of a DHC-2 float Beaver when one wing folded
To be continued in the September isshysue ofVintage Airplane
32 AUGUST 2005
its FREE
AVIATION UNLIMITED AGENCY
wwwouoonlinecom
Eugene Geno Breiner Newville PA
_ Graduate of Roosevelt Aviation School Long Islanel NY
_ In 1985 restored Fleet 2 NC8689 manufactured in 1929
_ 1987 Best Open CockpitshyPotomac Antique Aero-Squadron (PAAS) Horn Point MD
_ 1989 Best Antique Sentimental Journey to Cub Haven
_ 1992 Grond Champion shy PAAS
I have enjoyed my aircraft through the years and have
enjoyed working with AUA Inc since 1985 for all my
insurance needs
- Geno Breiner
I middot
AUAs Exclusive EAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums
Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages - 0 hand-propping exclusion
No compone t ~orts endorsements - Discounts for claim-free renewals carrying all risk coverages
The best is affordable Give AUA a call shy
800-727-3823 Fly with the pros fly with AUA Ina
Torquil Normans DH8S Leopard Moth HG FRAUTSCHY
Theres always room for imshyprovement in an airplane and in 1933 Geoffrey de Havilland saw potential in
his companys DH80 Puss Moth It was a great airplane but with a tweak here and an improvement there
The new version would use the higher-horsepower inverted Gypsy Major engine of 130 hp with seating for three people and a spruce and plywood box strucshyture for the fuselage
When first flown by the compashynys founder on May 27 1933 the DH8S Leopard Moth was found to be 9 mph faster that its sibling topshy
16 AUGUST 2005
ping out at about 137 mph while carshyrying three people Pleased with the results de Havilland came to like the airplane so much he ordered one for himself using it for family touring around the United Kingdom and on the continent of Europe in the blissshyful days before the clouds of war beshygan to gather
Interestingly a curious debate over crew placement in Jightplanes was put to rest in part due to the experishyence gained by pilots of the Leopard Moth When first conceived its preshydecessor the Puss Moth had both the passenger and pilot in the same cabin an arrangement that resulted
in a great deal of discussion Should a pilot be in the same cabin where he could be distracted from the rigors of flying the airplane Shouldnt he or she be positioned in a separate comshypartment or cockpit so that his or her full attention could be paid to flying the machine
If the tandem-seated Puss Moth dealt that concept a strong blow the Leopard Moth with its two in the back and pilot up front stomped on it and the side-byshyside DH87 Hornet Moth put it to rest for good The benefits of havshying the passenger inside the cabin where not only his desires could be
JIM KOEPNICK
dealt with but his help could be of great benefit was further enhanced by the passengers accessi bility to flight instruction which could be given by leaning over and speakshying into the pupils ear rather than shouting into the slipstream or givshying convoluted hand Signals
The attractiveness of such an arshyrangement contributed to the Leopshyard Moths popularity with 133 of them being made in the middle 1930s and almost half of them (60) being sold to overseas or continenshytal owners Buyers from as far away as Argentina and Japan ordered Leopard Moths and when World
War II broke out 44 of them were appropriated by the British military for use in communications work
Not surprisingly not all of those 44 DH85s re-entered civilian life after the war many were lost durshying service but better than two dozen were reregistered One of the Leopard Moths to survive the war was originally built for export to the Continent
When first built in 1933 DH85 serial number 7035 was sold to a French owner and it was registered as F-AMXP It sat out the war years in a barn in France and didnt fly again until after Roger Fiennes reshy
covered the airplane in 1990 and brought it to England where Ben and Jan Cooper of the Newberry Aeroplane Co restored it Torquil Norman aircraft collector extraorshydinaire bought the aeroplane from Roger before Rogers disappearance and presumed death in a Tiger Moth during an attempted crossing of the English Channel in the late 1990s
Quite thoroughly restored with an engine overhaul performed by Mike Vaisey of Vintech the Leopard Moth is now registered as G-ACOJ and is kept by Torquil at a small strip called Rendcomb Aerodrome located southeast of Gloucester in the United Kingdom Like Geoffrey de Havilland Torquil fell in love with his Leopard Moth flying as often as he could And like many pilots of old the lovely handling qualities of the DH85 provided the opportunity to fly the aeroshyplane long distances Record-breaking flights from England to Africa and Australia were made in the 1930s and taking inspiration from those intrepid pilots Torquil Norman had Henry Labouchere install a long-range tank under the back seat of the Leopard Moth giving it a 96 US gallon capacity enough to keep the Gypsy Major running for about 11 hours A couple of warmshyup flights to Italy and France gave him the confidence in the aircraft to fly the North Atlantic
A number of you may recall that in 1966 Torquil and Henry Labouchshyere flew a lovely de Havilland Dragon Fly to Oshkosh One of the lessons learned during that flight was that if one engine failed in the Dragon Fly they would wind up in the ocean as it didnt have sufficient perforshymance to maintain altitude on one engine with the other shut down and its fixed-pitch prop presenting itself to the slipstream completely unfeathered
Torquil felt that a single-engine crossing in the Leopard Moth didnt present a significantly greater risk than the flight in the twin-engined Fly so he gathered the equipment
VINTAGE A I RPLANE 17
Torquil Nonnan aircraft collector extraordinaire
18 AUG U S T 2005
Like many of its de Havilland siblings the Leopard Moth features foldable wings which help maximize available storage facilities
necessary for such a long trip and Iceland landing after a 9-l2-hour flew to Wick in far northeastern journey An attempt to fly over the Scotland Donning an exposure suit Greenland ice cap was rebuffed by and departing with a full 96 gallons clouds so a run down the east coast of fuel he pushed off to Reykjavik was made landing in Narsarsuaq at
the southernmost tip of Greenland There he was greeted with beautiful weather with temperatures in the 60s and sunshine
A long run to Goose Bay Labrashydor in Canada gave Torquil a taste of just about every type of weather one can expect to encounter from solid IFR conditions nearly down to the sea to a near gale blowing along the Canadian coast when he
(j was getting ready to land From ~ there he flew down to Sept-lies on g the north shore of the St Lawrence a ____ --u_ ~ Seaway in Quebec where he says
Electricity for the Moth is supplied by this strut-mounted generator which is he enjoyed a marvelous lobster din-driven by a carved impeller You can see the damage done to it by ice and pre- ner Then it was on to the States cipitation encountered on the trans-Atlantic trip making his way to EAA AirVenture
Oshkosh 1999 after a few stops to visit friends along the wayA Hamilton vertical
All in all he didnt feel the airshycard compass (right) craft ever ran up against insurshysupplements the stanshymountable issues during his longdard British compass flight but there were times whenmounted at the bottom the long legs of the Leopard Mothcenter of the instrushywere not contributing to the comshyment panel fort of the pilot Having made the trip in both the Rapide and the Leopard Moth Torquil didnt feel it was likely hed repeat his transshyAtlantic hop but he certainly has created a whole new set of stories to tell his chums at home
VI N TAGE A I RPLANE 19
THE FORGOTTEN PERFORMERS
Bellancas record-making airplanes VIC PIKE
Clarence Chamberlain on his way to Gennany
A sk anyone in a pishylots lounge what airplane Charles Lindbergh flew across the Atlanshy
tic and the reply will be Why a Ryan of course But relatively few current pilots are aware that two weeks after Lindberghs famous flight Clarence Chamberlain and Charles Levine flew a WB-2 Belshylanca named Columbia immediate predecessor to the Bellanca Paceshymakers and Skyrockets from Roosshyevelt Field New York to Eisleben Germany And few pilots know that prior to his involvement with Ryan Lindbergh unsuccessfully neshygotiated with Wright Aeronautical (who commissioned the WB-2) and later with Giuseppe Bellanca at his Columbia Aircraft Co to purchase th e very plane used by Chambershylain and Levine Unfortunately (or fortunately for Ryan) Charles Levine th e financial underwriter of Columbia Aircraft manipulated capriciously to obstruct a sale to the 20 AUGUST 2005
unknown airmail pilot Lindbergh From the mid 1920s through the
early 1930s Bellanca monoplanes routinely set records for distance altitude and endurance that made their superlative performance an expectation Victories at the Nashytional Air Races in both 1925 and 1926 An endurance record of 51 hours and 11 minutes in 1927 and New York to Havana Cuba in 1928 both by the Columbia
Then it was Maine to Spain by the North Star in 1929 At the Nashytional Air Races in Cleveland that year Bellancas took five firsts three seconds two thirds and two fourths in seven events In May 1930 came the non-refueled endurance record of 84 hours and 33 minutes in a Pacemaker powered by a Packard DR-980 radial diesel engine this reshycord was not broken until the 1986 flight of the Voyager
In July 1930 another record New York to Istanbul in the Cape Cod nonstop And still more an altitude record of 30453 feet was
set in 1931 by Bellanca test pilot George Haldeman
1931 also saw an around-theshyworld flight with Clyde Pangborn and Hugh Herndon in Miss Veedol which culminated in a 4558-mile 41-hour and 13-minute leg across the Pacific Ocean from Sabishiro Beach Japan to Wenatchee Washshyington which is a story in itself This record stood until 1947 when it was eclipsed by a uS Air Force 8-29 Miss Veedol was renamed the American Nurse and in 1932 vanshyished on a trans-Atlantic attempt
These are only a few of the acshycomplishments of this Bellanca seshyries and although some of these airshyplanes had modifications such as longer wings the original design was a commercial production aircraft
Diminutive and shy Sicilianshyborn Giuseppe Bellanca had formal education in mathematics and enshygineering and in a partnership of three constructed Italy s first airshyplane in 1909 He immigrated to America in 1911 and soon assemshy
bled a parasol-wing monoplane powered by a three-cylinder 30shyhp Anzani engine After flying this airplane Clarence Chamberlain remarked I was thoroughly conshyvinced that Bellanca not only was a genius but a hero of a rare sort
In 1912 Bellanca established the Bellanca Aeroplane Co conshystructed a second monoplane and opened a flight school One of his students was Fiorello LaGuardia later New Yorks famous mayor In 1916 Bellanca designed the CD and CE biplanes for the Maryland Pressed Steel Co To illustrate his engineering acumen the CE (1917) would cruise at 100 mph on 90 hp while the conshytemporary Curtiss IN-4D Jenny also with 90 hp followed at 65 mph
The CF monoplane first flew on June 8 1922 and was spectacular for its era With an enclosed cabin carrying four passhysengers and powered by a 90-hp 10-cylinder Anshyzani radial (twin rows of five cylinders) the CF cruised at 100 mph for 600 miles and enjoyed an impressive 12-to-1 glide ratio With the CF Bellanca created a signature airfoil fuselage profile that continued into post-war designs
Airmail pilot William C Hopson campaigned the CF in a series of competitions during the summer of 1922 He took first place in every event Hopson observed She was by far the most remarkable plane I had ever flown
Despite the CFs accomplishments there was no market for a $5000 airplane when World War I surplus models were selling for a few hunshydred Fortunately the CF survived has been restored and is now in the National Air and Space Museum
In 1925 Bellanca joined the Wright Aeronautical Corp which put him in close proximity to the new 200-hp J-4 Whirlwind engines This prompted construction of the
conflicts with Wright Aeronautical in Patterson New Jersey he moved to New York and entered the conshytentious partnership with Charles Levine When that unraveled Belshylanca re-established production in a rented warehouse on Staten Island
Bellancas outstanding airplanes enticed the state of Delaware and particularly the du Pont family into courting him to settle there After a temporary operation in Wilmingshyton a factory and airfield were conshystructed at New Castle stability was finally achieved
The rugged construction and prodigious load-carrying capacity
of these unique airplanes disbursed their activities all over the world where they served careers from distinguished air transshyport to bush hack An ulshytimate utilitarian characshyter relegated the grand birds to situations of exshypendability that unforshytunately caused attrition to eliminate alarming numbers of them
Out of the 60 that were built only one airworshythy example of a Paceshymaker CH-300 exists toshy
bull
--=--shy -lt
-shy____ u
all-wood WB-1 followed by the steelshytube fuselage WB-2 using the imshyproved 220-hpJ-5 The WB-1 was deshystroyed in a crash in 1926 and the record-breaking WB-2 Columbia was lost in a hangar fire in 1934
From the WB planes evolved the Pacemaker series first the J-5 Wright powered CH-200 of 1928 then the 300-hp R-975 J-6-9 CH-300 of 1929 (also available with the PampW Wasp Jr) and the R-1340 Wasp CH-400 Skyrocket of 1930 on through the senior Pacemakers and Skyrockets of the later 30s
Giuseppe Bellancas passion was to design and build airplanes with the following parameters Maxishymum safety and the greatest possishyble efficiency as measured by speed load and range His earlier dreams seemed perpetually frustrated after
day NC251M Serial No 154 And even this one is currently undergOing a complete and toshytal rebuild with new fuselage and wings and a target date for compleshytion in the summer of 2005
Throughout the story of this airshyplane is the striking reality of how many people have been involved The core history of an old airplane is inshytriguing but the anecdotal accounts of the people create something inshyfinitely more profound Aviation is a community an extended family so loosely connected that members remain unacquainted But the comshyposite connects lives in ways that are not previously suspected Keep this in mind as you read
NC251M emerged from the Belshylanca factory at New Castle Delashyware on September 171929 to be delivered as the first airplane of In-
VINTAGE AIRPLANE 21
ter-IsIand Airways (now Hawaiian Airshylines) of Honolulu It served primarily with sightseeing flights while Inshyter-Islands passenshyger service evolved around Sikorsky S-3S amphibians
On April IS 1933 NC251M was sold to Mr G Fowble (posshysibly a broker) of San Bernardino California and then resold on April 27 to MacMillan Peshytroleum Corp of Los Angeles Remember MacMillan Ring Free Motor Oil On March 20 1935 it was purchased by Unious Mac McGee (McGee Airways) in Anchorage Alaska to begin 15 years as a bush workhorse On April 20 1935 McGee Airways was sold to Star Air Service in Anchorage which became Star Airlines which became Alaska Star Airlines which became Alaska Airlines in May 1944
Steve Mills chief pilot for Star was flying a sister Pacemaker NC259M when a fatal crash claimed his life in 1936 After usable parts were salshyvaged the remaYJs were burned at the site of the accident In 1995 the curator of the Alaska Aviation Herishytage Museum (and a walking encyshyclopedia of Alaska aviation history) Ted Spencer recovered the parts and stored them at the museum in Anchorage Steves grandson Dave Mills assisted Ted in his efforts
Essentially intact the logs of NC251M depict a rich history of Alaska bush flying in the 1930s and 1940s and reading them is like peering into the Holy Grail Much of the story can only be extraposhylated from the cryptic and frustratshyingly taciturn renderings of bush pilots who flew thousands of hours over geography and in weather that would be considered treacherous to most modern pilots
Ones imagination expands from such tersely penciled comments as 22 AUGUST 2005
PICTORIAL HISTORIES PUB CO
NC251M in 1929
Engine blew up Ship moored at Naknek Rate of climb reads SOO feet down in level flight Windshyshield gives pilot cold shower Turn and bank no good Cant adjust altimeter (Signed Satan) Repaired left wingtip spliced rear spar Rebuilt left elevator
Another entry notes Flew every day from 1-20 to 2-14 With such casualness the suspicion is that unshyderstatement must be intrinsically characteristic of these bush pilots theres no mention of the effort inshyvolved in keeping a 1929 airplane flying every day during the rigors of an Alaskan winter
The logs include entries by many noted Alaska bush pilots a few of which were Kenny Neese Johnny Moore Don Goodman Jack Elshyliot (who onee swooped down and speared a wolf with his ski) and Bill Lund Lund stayed with Alaska Airshylines as its number one pilot and pioneered jet flights into Russia during the 1970s finally retiring in 19S0
Martha Monsen was the Star agent in Naknek during the 1930s and ran a virtual boarding house for the pilots during layovers Several of Monsen s sons became pilots and one Mel Monsen told me of sitting at the supper table as a young lad caught up in the intrigue of endless convershysations about bush flying advenshy
tures Mel Monsen related that when he and his friends played bush pishylot there was alshyways an argument about who would be Kenny Neese
In these early days it was usual for Alaska air sershyvice companies to struggle wi th fishynancial solvency Star was no excepshytion and in June 1939 in exchange for some capital investment the
ownership of its entire fleet was transferred to bankers Thrall and Williams of Minneapolis Minshynesota In contemporary terms these treasures included four CHshy300 Pacemakers three CH-400 Skyrockets two Stinson SM-SAs a Fairchild Pilgrim 100A a Cessna C-34 Airmaster and a Ford 5-AT-C Tri-Motor The arrangement apshyparently worked because by Febshyruary 1940 everything was back in Stars legal possession
In June 1946 Alaska Airlines performed a field conversion from wheels to Edo 4665 floats When completed notification was sent to the CAA with the simple comment that it was similar to Bellanca NC256M Approval was granted
From 1929 NC251M flew with a Wright R-975 J-6-9 of 300 hp reshyplaced or overhauled a number of times but a catastrophic failure in August 1946 prompted Alaska to convert to a PampW R-9S5-AN-3 Navy surplus and freshly overhauled In May 1947 the plane was returned to service
In December 1947 Alaska Airshylines sold NC25 1 M to Eric Shutte (pronounced Shoot-ee) and CV Kay Shutte came to Alaska in the early 1930s as a pilot and mechanic for Vern Gorst founder of Pacific Air Transport Kay had been a partshyner with Shell Simmons in the Panshyhandle Air Transport Co (Pateo)
out of Juneau in the mid 1930s
Shutte and Kay did contract flying for the US Coast Guard and opened a hotel in King Salmon called Nashyknek Sky tel with NC25 1 M providing charter flight sershyvices The business suffered a setback in 1950 when the hotel burned and on a trip south the Bellanca was damshyaged in an accident Kenmore Air 1950s On the float is Bob Munro Walt Winsman mechanic near Prince Rupert and Bill Lund Alaska Airlines pilot on a day off British Columbia
Bob Munro of Kenmore Air Harshybor in Seattle salvaged the plane with the promise that insurance would cover the costs The insurshyance company refused and Munro took possession of the Bellanca as payment After repairs were comshypleted NC25 1 M joined the Kenshymore fleet Currently Kenmore is a world-class floatplane operation holds the type certificate for Edo floats and has developed many STCd modifications for de Havilshyland Beavers and Otters
From 1955 to 1957 Munro leased NC25 1 M to Bob Hall of Kodiak Airways (actually it was sold and repurchased for liability protecshytion) Kodiak ran scheduled mail and passenger service to the five villages and nine canneries on Koshydiak Island The chief pilot was Gil Jarvela and in a conversation with me he related stories that riveted my attention hauling resistant Koshydiak bear cubs in gunny sacks loadshying incredible amounts of freight in NC25 1M and patching holes in the floats with bubble gum and spruce twigs
When the plane was returned to Kenmore Bob Munro commisshysioned Clayton Scott to engineer the installation of Edo 6470 floats to replace the smaller 4665s I had heard of Scott and his legendary cashyreer in aviation that has spanned
more than seven decades and conshyfirmed his existence with Bill Whitshyney Kenmores senior pilot who flies turbine Otter floatplanes
I visited Scott in his large hanshygar on the Renton Municipal Airshyport in Washington state where he conducts business as Jobmaster Co his aircraft modification firm Out front was a beautiful Cessna 195 on floats and inside I found him working on a de Havilla~d DHC-2 floatplane Looking at the man and his environment I immeshydiately realized that this was halshylowed ground
I told him my visit was prompted by an understanding that he had once installed floats on a Bellanca Pacemaker and he replied Yes that was in 1957 We replaced a set of Edo 4665s for some 6470s I can show you the paperwork He stepped to his fi le and without glasses pulled it out
I inquired of Scott how old he was and with a sly smile he said 100 minus three After a period of time during which Scott grashyciously shared with me some of his incredible flying experiences I left this icon so that he could return to working on the Beaver [ felt that I had been in the Notre Dame Catheshydral [Well have more on Clayton Scott in next months issue of Vinshytage Airplane-Ed]
As predictably ocshycurs in the life cycle of utility airplanes NC251M was showshying tatter and wear by the late 1950s the engine found a home on the nose of anshyother ship the wings were pulled and it ended up in the back of Kenmores storage yard In June 1960 Dick Poet of Aumsshyville Oregon purshychased the airframe and floats
Poet was an aerial applicator pilot and with his wife Helen
owned Wilderness Airlines in Bella Coola British Columbia Dicks meshychanic Bob Bohanan completely refurbished the Pacemaker includshying new fabric paint and an overshyhauled R-985 from Wesco Air Service on Boeing Field which returned it to pristine condition
With the rebuild complete on June 25 1962 there was the issue of taking the airplane off the Poets grass strip Straw was spread down the runway to reduce friction and with Dick in the cockpit power was fed to the R-985 Sufficient airshyspeed was achieved but the long floats prevented rotation and takeshyoff was denied Bohanan then conshystructed a two-wheel dolly from an old truck axle and this time Dick lifted off while the dolly burshyied itself in the brush at the end of the field After a short test flight he landed on the Willamette River at Salem Subsequently the Poets applied for Canadian registration (CF-OQK) and flew to Bella Coola British Columbia where the Paceshymaker began charter service with Wilderness Airlines
On June 25 1963 a woman Mattie Jack was attacked and badly mauled by a grizzly bear at Mud Lake east of Bella Coola A call was made to Dick for a rescue flight and he immediately took off with
continued on page 32
VINTAGE A I RPLANE 23
A beautiful day is not complete unless it is seen from the inside of a cockpit The Vintage Aircraft Association is providing you with the opportunity to bring the magic of flight to your home office or hangar Take flight with the 2006 VAA Calendar Free Skies Forever
The gorgeous 17 x 11-inch full-color wall calendar is the perfect gift for yourself or your favorite pilot Each month contains the amazing photography from the Vintage Aircraft Association and captures the spirit of flight
As a commemoration to the great aviators before us the VAA 2006 Calendar Free Skies Forever contains great feats in aviation printed on the exact date of occurrence Dont let this opportunity fly past you Order your 2006 VAA Free Skies Forever Calendar by September 30 2005 Calendars will ship in November for Christmas arrival
Or to order by mail send your checkmoney order to Vintage Aircraft Association 2006 Calendar do Turner Publishing Company bull PO Box 3101 bull Paducah KY 42002-3101
o Please enter my order for __ copies of the Vintage Aircraft Association 2006 Calendar - only $1595 Your Name
o ShippingHandling add $395 for each calendar Address
o Kentucky residents add 6 sales tax City State Zip
TOTAL ENCLOSED $______
Telephone For Office Use Only - VAA2006-A-GW
CkR Amount E-mail address (for order confirmation)
DOUG STEWART
Whetherweather to go or not
There I was driving along the turnpike looking up at a severe clear cerulean sky and rather than findshy
ing myself ecstatic at that beautishyful sight words that cannot be reshypeated in this column were formshying on my lips Gosh darn (it was really a lot stronger said than that) the briefer said VFR not recomshymended and now instead of being up in that sky where I belong I am down here ground bound driving to my destination
I know probably everyone of us has been in this situation pershyhaps more times than we care or choose to remember As the sayshying goes There are old pilots and bold pilots but no old bold pishylots Many of us are aware that most aviation accidents when asshysociated with weather tend to be fatal ones Thus if we are not inshystrument rated and current or flyshying an airplane that is not instrushyment certified we tend to choose alternative means of transporshytation when the briefer tells us VFR is not recommended
But does this always have to be the case Are there any ways to make those VFR trips possible and still remain safe Are there any tools we can use to determine if the forecast is holding true or if it is not For I think we all both male and female would agree that the weather is like the opposite sex-toshytally fickle and unpredictable Lets
take a look at the numerous tools we have for making the gono-go decision relative to the weather
To help determine if the forecast is going to hold true I usually first consult the METARS Check reshyporting stations along your route If you are able get a history showshying the reports over the past three to four hours and see if the reports are corroborating the forecasts (DUATS WSI and Meteorlogix are all great sources for this informashytion) What trend do you see in the reports Is the weather getshyting better or worse or holding the same Is it doing what the TAF and FA said it would
Im also sure to compare the tershyminal forecasts (TAF) with the Area Forecast (FA) The TAF covers only a S-mile radius of the aerodrome whereas the FA covers an entire area Keep in mind that cloud bases in the TAF are AGL (above ground) whereas the cloud bases in the FA are MSL (above sea level)
Next I check the PIREPS (pilot reports) Do they substantiate the briefers warnings When checking PIREPS be sure to take into account where the report was made (threeshydimensionally) when it was made and what type of aircraft the reportshying pilot was flying If a 747 reports light chop along my route I might consider leaving the ropes on my airplane and going to have a frosty one whereas if its a J3 reporting moderate turbulence I might very
well launch on my own flight While we are mentioning PIREPS
lets not forget that (as in all things in life) what goes around comes around If we are seeking PIREPS in helping us to make the gono-go decision we should also consider filing them It takes only a few moshyments to file a PIREP and in doing so you are assisting many other pishylots in their flight planning
These are a few of the tools we can use while still on the ground to determine if the forecast is holdshying true But what about when we are already en route How can we know whether the weather will be as forecast
Obviously if the forecast was for severe clear and there are a lot of clouds forming you do not need to be a rocket scientist or a brain surgeon to know that the forecast is not holding true But there are many other clues that might not be quite as obvious and that should warn us that the briefer might have been wrong
If we realize that we are having to fly a heading other than what we had plotted to track our course or if we are experiencing different ground speeds than what we had exshypected we should understand that there is a good chance that the enshytire forecast might be off After all these forecasts are predicated on the expected movement of fronts and pressure zones When they dont move as anticipated the winds aloft
VINTAGE AIRPLANE 25
will be different thus yielding difshyferent headings and groundspeeds than we had planned
There is something else that can give us a heads-up about the posshysibility of the forecast going south and that is the temperatures aloft Most aircraft have outside air temshyperature gauges (OAT) and these can be very useful tools-ones that many pilots ignore An OAT can be used to corroborate whether the temperatures aloft are as forecast (You do remember that the foreshycast temperatures aloft are included with the winds aloft dont you) This can give us an understanding of whether the fronts are moving at the speed and direction forecast or if they might be moving slower or faster than expected
Keeping track of the temperashytures as you climb can also help you quickly determine if the lapse rate is stable Remembering that the stable lapse rate is ZOC per thousand feet one can make a note of the tempershy
ature on the ground prior to takeoff and then check it as you climb If it is less than ZOC per thousand one of the major ingredients in the proshyduction of thunderstorms is presshyent that being an unstable lapse rate (The other two are moist air and a lifting action of some kind) Thus the OAT can be a useful tool in confirming or refuting the foreshycast of thunderstorms
One could spend a lifetime studyshying the weather and not get any closer to predicting what it might do And I cant do justice to the subshyject in this short article However when it comes to weather I must say that discretion is the better part of valor There are certainly times when the briefer will give the warnshying that VFR is not recommended and the day turns out to be beautishyful But there are also times when your beautiful day turns ugly
Regardless of whether the foreshycast is for good weather or bad be sure to have an alternate plan in
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation
Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these jewels on and bring back the good times New General Aviation Sizes Available
500 x 5 600 X 6 700 X 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
~DESSER(~ 323-721-4900 FAX 323-721 -7888
6900 Acco St Montebello CA 90640 TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106
wwwdessercom
26 AUGUST 2005
place Remember to run the PAVE and CARE checklists that I wrote about in previous articles to help you make the proper decisions relative to the weather Using the tools I have mentioned above will help you in checking the enVironshyment help in understanding the consequences of the hazards asshysociated with some aspects of the weather and aid you in assessing the realities of what the weather is really doing
And when the briefer gives you that dire warning of VFR not recshyommended keep in mind that it is always much better to be on the ground wishing you were up in the air than up in the air wishing you were on the ground He might be wrong and Ive offered some tools to help determine that but he very well might be right
Doug Stewart is the 2004 National CFI of the Year a Master CFI and a DPE He operates DSFI Inc based at the Columbia County Airport (lBl)
TelePhone 800-247-8473 or
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE NEWLY ACQUIRED GARNER P EMMERSON COLLECTION DONATED TO EAA BY BOB HIGHLEY OF LAKELAND FLORIDA
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs to be in no later than September 10 for inclusion in the November 2005 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to mysteryplaneeaaorg Be sure to include your name city and state in the body of your note and put (Month) Mystery Plane in the subject line
MAY S MYSTERY ANSWER as residing in Los Angeles at that time I learned this while roaming on wwwaerofilescom last evening
I already had seen the aircraft in the British magazine Aeroplane Monthly that has the same photo as yours along with some contemshyporary aircraft in an illustrated article in the September 2003 isshysue with the title Call That Safe The caption to the photo reads
In 1933 Carl Hall and Frank Nixon tested this propeller cowlshying at Compton California It was claimed to speed up aeroplanes from 39 to 140 per cent and slow them as much as desired for landshying the innerdeflectors serving
Mays Mystery Plane came to us X12211 seems to have its 95-hp as air brakes from Harold Swanson Cirrus upright four-cylinder en I hope that you have more inshygine
Heres our only letter concerning as it was reported to have in 1 formation about this interesting934 its identity it was reported to have had a Veshy early try at a ducted propeller
lie engine when built in 1931 Jack Erickson The Felio Ranger SP-2 owner Harold G Felio is li State College Pennsylvania sted
VINTAGE AIRPLANE 27
EE BUCK HILBERT
Aeronca C-3 N-13000
Ive been asked many times Why do you hang onto this old airplane
Several reasons Mostly it has a place in more recent historyshynamely the last real Cleveland Air Race held in 1948 And probably another reason is it represents at least to me the memory of the last of the barnstormers
To the best of my knowledge the last time this little C-3 flew was at the 1948 Cleveland Air Races
The airplane belonged to Duke and Martha Hashner the owners of Global Airshows and promoters of the races that year
Duke flew this Aeronca C-3 in a clown act The airplane was painted up with a clown face was all red and white and Ive been told he did a remarkable job of entertainshying the crowd
Duke also flew other aerobatic aircraft in the show while Martha was the wing-walker parachute jumper and ticket seller
Unfortunately this was the same year record-holding entrepreneur Bill Odom crashed a racing P-S 1 into a residential area resulting in his death and other fatalities Beshycause of this accident Duke and Martha were the target of lawsuits that drove Global Airshows and the two of them out of business and into seclusion
Living on the Quietula Farm at Cherry Valley Ohio the coushyple now forced to retire from doshying their air show routines turned Global Airshows into a traveling
28 AUGUST 2005
static display show The 50s saw the advent of the
shopping center Global Airshows would truck its airplanes to the new shopping center parking lots and display them in full air show regashylia Martha and Duke would dress the part entertain the crowds and dreamed of once again being active air show circuit acts
The airplane
belonged to
Duke and Martha
Hashner
Unfortunately Duke suffering from a brain tumor lost the ability to participate and after a long batshytle passed away Martha kept the airplanes now stored at the farm and spent her days tending numershyous pet dogs and cats dreaming of her barnstorming glory days as queen of Global Airshows Martha passed away in the mid-60s
Global Airshows and its derelict aircraft were sold to Bill Ross and me a few months before Martha passed away
The collection consisted of Marshythas Meyers OTW Dukes Waco F and a Porterfield CP-65 All were inshy
tact and complete but each needed restoration Also in the collecshytion were pieces and parts of two Aeronca C-3s a J-2 Piper a Taylorshycraft L-2 and a Fairchild 22 Along with the airplanes came numerous engine parts old tools and propelshylers along with the trailers used to haul the airplanes
What happened to the airshyplanes is the frequently asked question Bill Ross was past presishydent of the EAA Warbirds of Amershyica owned a P-38 Leroy Grumshymans personal F3F and an F6F and had his hand in several entershyprises while involved in Warbirds Right at that time he discovered the Grumman Goose was the best bet in sport flying and his attention was diverted in that direction
The Meyers and the Porterfield were restored by Bill and sold The project Fairchild 22 and J-2 went to a couple of our Vintage members and were restored and are flying The Waco F was sold but never did get flying The two C-3s came to me and eventually were restored One was sold and one for those sentishymental reasons is still in my hanshygar disassembled and awaiting the final engine fix The L-2 had been a gas station ornament for years and when they took it down the guy wielding the cutting torch manshyaged to start a fire that ended any thought of restoration
Bill Ross moved to Nevada after he retired from business and unshyfortunately while returning from one of his business trips he flew
into a cloud that had a rock in it Another reason for hanging on It reminds me of Bill Ross and his contributions to the Warbirds of America being part of EAA
Oh yes we did get the C-3 flyshying but the engine ate itself up afshyter about 4S minutes Time for a different approach
I had a set of floats and rigging and Brian Van Wagnen and I deshycided the little C-3 would be a real hoot to see flying on floats However we wanted a reliable engine and the one we had was mostly junk
Brian tore into it but the crank was beyond repair At great exshypense a new one was made dual ignition heads were installed and a new single-drive dual mag was inshystalled after modifying the tail case It runs but the vibration was bad enough to cause distrust Another disassembly and recheck as well as internal component balance were in the works when tragedy struck
Brian had a hangar fire and lost everything he had in the 70-by-90 hangar and its 24-foot lean-toshyhis Widgeon project the Fleetshywing Seabird two antique Aeronca Chiefs a Piper 180 all his toys shop equipment tools and of course the building
The little C-3 stored in another building was all that was left The floats rigging and all the spare enshygine parts were destroyed in the fire A small loss in comparison to what Brian suffered
With no hangar and no shop the decision was made to disassemshyble NC-13000 and bring it back home and there it sits Every day I walk past it and say to myself You gotta get going But the press of daily living and the episodes weve been through in the past couple of years have stopped all the progress Oh well whats another couple of years After all its been grounded since 1948
Until then it just sits and Im going fishing With that its Over to you
Come or t e weekend BUILD FOR A LIFETIME
HANDS-ON HOMEBUILDER WORKSHOP
SCHEDULE
Aug 26-28 Oshkosh WI
Aug 27-28 Arlington WA
Sept 9-11 Griffin GA (Atlanta Area)
bull Repairman (LSA) Inspection-Airplane
bull RV Assembly
bullTIC Welding
Sept 10-11 Corona CA (LA Area)
bull RV Assembly
Sept 10-11 Lakeland FL (Sun N Fun Campus)
bull RV Assembly
Sept 10-11 Houston TX (Westwood Aviation Institute)
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems
Sept 16-18 Frederick MD bull Repairman (LSA) Inspection-Airplane
Sept 23-25 Denver CO bull Repairman (LSA) Inspection-Airplane (Westwood College)
Oct 1-2 Columbus OH (Columbus State Community College)
KLEINEAA SportAir Sponsors TOOLS
wwwkleintoolscom
WORKSHOPS ___ ~
EA~
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems bull Cas Welding
bullbull amp cafamiddot~middotAir c raft Coatings
_polyfibercom wwwalrcraftsprucecom
1-800-WORKSHOP 1-800-967-~746
wwwsportalrcom
YOU CAN BUILD IT LET EAA TEACH YOU HOW VINTAGE AIRPLANE 29
r ~ __c -lt JMNEwMAN
t The (ollowing list o(coming events is (IIrt1ished to Ollr readers as a matter o( it(orshymation only and does not constitllte approval sponsorship involvement cottrolor direction o(any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 OshkoslI WI 54903-3086 Or e-Illail tl1e information to vintageaircra(teaaorg In(ormation shollld be received (ollr months prior to tile event date
AUGUST 7-Queen City MO-Applegate Airport 18th Annual Washytermelon Fly-In 2 PM til dark Info 660-766-2644
AUGUST 13-Hoquiam WA-Bowerman Field Ercoupe Gathering amp Fly-In All experimental classic and vintage aircraft are welshycome Excellent restaurant on field Info Dick 360-533-5926
AUGUST 19-21-Alliance OH-Barber Airport (201) 7th Annual Ohio Aeronca Aviators Fly-In Join us for a relaxing weekend of fun food friendship and flying Breakfast served by EAA Ch 82 Sat amp Sun 7am-llam Camping on field local lodging and transportation available Forums on Saturday Info Brian 216shy337-5643 or bwmatzllacyahoocom or wwwoaafy-Incom
AUGUST 20--Laurinburg-Maxton NC-Ercoupe Owners Club Aweshysome August Invitational NorthSouth Carolina members and guests Lunch awards Young Eagles Flights Info 336-342shy5629 or bandmannetpath-rc net
AUGUST 20--Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-[n Breakfast Info Tom 740-587-2312 or tmcaiinkcom
WIVI cbullbull___bull
These are the first tools you need to buy when you re~cover your
airplane Anyone who has used them will tell you they re the next best thing to having one of our staff right beside you The VHS tape and the DVD will give you the Big Picture and the manual will walk you step by step through every part of the process Youre never on your own when youre using Poly~Fiber
wwwpolyfibercom e-mail infopolyfibercom
Aircraft Coatings 800-362-3490
AUGUST 20--Niles M[-jerry Tyler Memorial Airport (3TR) VAA Ch 35 Corn and Sausage Roast 11am-3pm Rain date August 20 Donations $5 adults $3 children 12-yrs and under All you can eat Info Len 269-684-6566
SEPTEMBER 3-Marion [N-(MZZ) Flyln Cruiseln Info wwwFiylnCruiseln com
SEPTEMBER 3-Prosser WA-EAA Ch 391 s 22nd Annual Labor Day Weekend Prosser Fly-[n Info 509-735-1664
SEPTEMBER S-U-Galesburg [L-Galesburg Municipal Airport 34h Annual Stearman Fly-[n Technical seminars Aircraft judging and awards Aerobatic formation short-field takeoff spot-landing and flour bombing contests Dawn Patrol lunch-time flyouts pizza party stage show banquet and more Info 309-343-6409 or stearmanstearmanfyin com or wwwstea rmanfyin com
SEPTEMBER U -Mt Morris IL-Ogle County Airport (C55) EAA Ch 682 Fly-In Breakfas t 7am-12pm Info 815-732-7268
SEPTEMBER 16-17-Bartlesville OK-Frank Phillips Field (BVO) 49th Annual Tulsa Regional Fly-In Info wwwtllisafyincom or Charlie Harris at 918-622-8400
SEPTEMBER 17-Poplar Grove IL-Poplar Grove Airport Vintage Wings amp Wheels Museum Salu te to WW II Combat Aviators Military aircraft display and fly-by Interviews with 12 WWII veterans of air combat Info wwwpopiargroveairmotivecommllsellnl
SEPTEMBER 17-1S-Rock Falls IL-Whiteside County Airport (SQI) North Centra l EAA Old Fashioned Fly-In Forums workshops fly-market camping air rally awards food amp exhibitors Info wwwnceaaorg
SEPTEMBER 22-25-St Louis MO-Creve Coeur Airport (lHO) Monocoupe Club Fly-InReunion Info Frank Kerner (314) 277-4306 or monocoupesbcgiobainet or wwwmorlOcollpecom
SEPTEMBER 23-25-Sonoma CA-Sonoma Skypark (OQ9) 23rd Annua l 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 208shy739-3979 or ristpsaoicom
SEPTEMBER 24-Topping VA-Hummel Air Field 10h Annual Car amp Air Event 8am-4pm Featuring ant ique cars and planes plus fire apparatus tractors amp engines and arts amp crafts Info (804) 694-5995 or in(oWingsandwheeislIs or wwwwingsandwheeislIs
SEPTEMBER 24-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-I n Info wwwieebottomcom
OCTOBER 1-2-Midland TX-Midland [nt l Airport FINAshyCAF AIRSHO 2005 will commemorate 60th Anniversary of the end of World War II Info 432-563-1000 x 2231 or pubiicreiationscaf7qorg
OCTOBER 5-9-Tullahoma TN-1932 to 2005-The Tradition Lives Year of the Staggerwing Staggerwing Twin Beech 18 Bonanza Baron Beech owners amp enthusiasts Sponsored by the Staggerwing Museum Foundation Staggerwing Club Twin Beech 18 Society BonanzaBaron Museum Travel Air Division amp Twin Bonanza Assn Info 931-455-1974
REGIONAL FLY-IN SCHEDULE EAA Mid-Eastern Fly-In EAA Southeast August 26-28 2005 Regional Fly-In Marion OH (MN N) October 7-92004
Evergreen AL (GZH) Virginia State EAA Fly-In wwwserfi org October 1-2 2005 Petersburg VA (PTB) Copperstate Regional EAA Fly-In wwwvaeaaorg October 6-92005
Phoenix AZ (A39) wwwcopperstateorg
30 AU G U S T 2005
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 dlie7025IOI om vaaflyboyLwnsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Avc 72 15 East 46th SI Albert Lea MN 56007 Tulsa OK 74147
507-373-1674 918-622-8400 stfles(eskmefiiacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush H ill Road Sherborn MA 01 770
508-65l-7157 SH i Ocomcas t llet
David Bennett PO Box 11 88
ioseville CA 95678 916-645-8370
antiquerireachcul1l
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507-263-24 14
InjbfchldrcOI111tCtcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773-779-2 105
pllOtopiotaoicom
Dave C lark 635 Vestal Lane
Plainfield IN 46 168 317-839-4500
davecpciiquestnet
John S Copeland l A Deacon Street
Northborough MA 0 1532 508-393-4775
copelaml JjllllOcom
Phil Coulson 284 15 Springbrook Dr
Lawton MI 49065 269-624-6490
rcollsonS J6cscom
Roger Gom oll 8891 Airport Rd Box C2
Blaine MN 55449 763-786-J342
pledgedriveIns11com
Dale A Gustafson 7724 Shady Hills Dr
Indianapoli s IN 46278 317-293-4430
dalefayemscom
Jeannie Hill PO Box 328
Ha rva rd IL 60033-0328 8l5-943-7205
dishaoowc et
Espie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-3650
wintisockaoco m
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaoicom
Robert D Rob Lumley 1265 Sout h 124th Sl Brookfield WI 53005
262-782-2633 illmpeniiexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817-491-9 110
sellemorris(~lev I IIet
Dean Richardson 1429 Kings Lynn Rd
Stoughton WI 53589 608-877-8485
daraprilairecom
SH Wes Schmid 2359 Lefeber Ave nue
Wauwatosa WI 532 t 3 414-771- 1545
sllschmicimilwpccom
DIRECTORS EMERITUS
Gene C hase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920-23 1-5002 815-923-459 1
GRCHACllarterHet b7ac1Jc llel
Ronald C Fritz 15401 Sparta AV(
Kent City MI 49330 6 16-678-50 12
rFritzf1athwaywlcom
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873 Web Site wwwvintageaircraftorg and wwwairventllreorg E-Mail vintageaircraftCtieaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)
- Newrenew memberships EAA Divishysions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
-Address changes -Merchandise sales -Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory ___ ___ _ 732-885-6711
Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing920-426-4876 Education __ _ 888-322-3229
- EAA Ai r Academy - EAA Scholarships
Flight Advisors info rmation 920-426-6864 Flight Inst ructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles _ _ _ 877-806-8902
Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan _ 866-647-4322 Term Life and Accidental _ 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 Vintage _ FAX 920-426-6865
- Submitting articlephoto - Advertising information
EAA Aviation Foundat ion Artifact Donations 920-426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Association Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additional $10 annually Junior Membershjp (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
EAA SPORT PILOT Current EAA m embers may add EAA
SPORT PILOT magaZine for an additional $20 per year
EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magaZine not inshyduded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA members may join the
Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not inshyduded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the
International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magazine for an additional $45 per year
EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magaZine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA
Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magashyzine and one year membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a
check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2005 by lhe EM Vintage IgtJrcraft Association All righls reserved
VINlAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage IgtJrcraft Association of the ExperimentallgtJrcraft Association and is published monthly at EM Aviation Ceoter 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vinfageaircrafteaaorg Periodicals Poslage paid al Oshkosh Wisconsin 54901 and al additional mailing oHices POSTshyMASTER Send address changes to Vintage IgtJrplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcretumswdsmailcom FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivet)l of VlNlAGE AIRPLANE to loreign and APO addresses via surtace mail ADVERTISshyING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Readers are encouraged to subm stories and photographs Polky opinions expressed in artk1es are solely those of the authors Responsibility for accuracy in reporting rests entirely wh the contributor No remuneration is made Material should be sent to Edor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 92D-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aeronautica are registered trademarks trademarks and service marks of the EXperimental Aircraft Association Inc The use of these trademarks and service marks without lhe pennission of the ExperimentallgtJrcraft Association Inc is strictly prohibited
VINTAGE AIRPLANE 31
Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no
frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VM
reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1-800-233-6934 e-mail ramremfgaolcom Website wwwramengine com VI NTAG E
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418 wwwlpjetservicescom
Airplane T-Shirts 150 Different Airplanes Available
ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
WE PROBABLY HAVE YOUR AIRPLANE
wwwairplanetshirtscom 1-800-645-7739
Flying wires available 1994 pricing Visit wwwflyingwirescom or call
800-517-9278
ELECTRICAL CONDUIT
ASSEMBliES bull MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made per your specifications
bull Original equipment style Braided Conduits in Aluminum Brass or Stainless Steel
bull We carry a complete line of AN - MS Electrical Fittings Backshell Adapters and Specialty Fittings
bull We also have full machine shop capabilities for any custom applications you may require
bull Rebuild your Warbird back to Original
AIRFLEX INDUSTRIES 2538 SUPPLY STREET POMONA CA 91767
Tel 909-392-8474 AI RFLEXI N D USTRIES COM
THE FORGOTTEN PERFORMERS continued
the Pacemaker in marginal weather Mud Lake is narrow shallow and a half-mile long and Poet dragged it twice and then did a touch-andshygo before setting down for th e pickup Mattie Jack was loaded on and they headed for the hospital at Bella Coola It was dark on arshyrival and although landing in the narrow valley without daylight was seldom attempted Dick executed a safe approach and thwarted a sad ending to Mattie Jacks life
The Pacemakers most serious trauma occurred on July 25 1963 on a takeoff from Nimpo Lake 70 miles east of Bella Coola Loaded with two adults and five children from the Poets extended family and piloted by Helens cousin Bob Stewart a wingtip caught the water in an attempt to un-stick the right float and the plane cartwheeled
The left wing and one float were torn off the fuselage was comshypletely severed immediately behind the cabin and everything came to rest floating inverted All on board
were wearing life jackets and the children were ed uca ted in float flying they tripped their seat belt buckles swam out the open end of the cabin and popped to the surshyface There were no injuries
Bohanan retri eved the engine it was flushed mounted on the nose of a PT-17 Stearman and sold to a dentist Dr William Stone in Sandy Oregon Forty years later the Stearman i s still owned by Stone and the same Wasp Jr is on the nose
The remainder of the Pacemaker stayed on the shore of Nimpo Lake for a year and then was loaded on a farm truck by Dicks son-in-law Alan Hauan and returned to Aumsshyville where it was deposited behind the Poets barn A much more serishyous tragedy occurred a short time later when Dick was involved in the fatal crash of a DHC-2 float Beaver when one wing folded
To be continued in the September isshysue ofVintage Airplane
32 AUGUST 2005
Torquil Normans DH8S Leopard Moth HG FRAUTSCHY
Theres always room for imshyprovement in an airplane and in 1933 Geoffrey de Havilland saw potential in
his companys DH80 Puss Moth It was a great airplane but with a tweak here and an improvement there
The new version would use the higher-horsepower inverted Gypsy Major engine of 130 hp with seating for three people and a spruce and plywood box strucshyture for the fuselage
When first flown by the compashynys founder on May 27 1933 the DH8S Leopard Moth was found to be 9 mph faster that its sibling topshy
16 AUGUST 2005
ping out at about 137 mph while carshyrying three people Pleased with the results de Havilland came to like the airplane so much he ordered one for himself using it for family touring around the United Kingdom and on the continent of Europe in the blissshyful days before the clouds of war beshygan to gather
Interestingly a curious debate over crew placement in Jightplanes was put to rest in part due to the experishyence gained by pilots of the Leopard Moth When first conceived its preshydecessor the Puss Moth had both the passenger and pilot in the same cabin an arrangement that resulted
in a great deal of discussion Should a pilot be in the same cabin where he could be distracted from the rigors of flying the airplane Shouldnt he or she be positioned in a separate comshypartment or cockpit so that his or her full attention could be paid to flying the machine
If the tandem-seated Puss Moth dealt that concept a strong blow the Leopard Moth with its two in the back and pilot up front stomped on it and the side-byshyside DH87 Hornet Moth put it to rest for good The benefits of havshying the passenger inside the cabin where not only his desires could be
JIM KOEPNICK
dealt with but his help could be of great benefit was further enhanced by the passengers accessi bility to flight instruction which could be given by leaning over and speakshying into the pupils ear rather than shouting into the slipstream or givshying convoluted hand Signals
The attractiveness of such an arshyrangement contributed to the Leopshyard Moths popularity with 133 of them being made in the middle 1930s and almost half of them (60) being sold to overseas or continenshytal owners Buyers from as far away as Argentina and Japan ordered Leopard Moths and when World
War II broke out 44 of them were appropriated by the British military for use in communications work
Not surprisingly not all of those 44 DH85s re-entered civilian life after the war many were lost durshying service but better than two dozen were reregistered One of the Leopard Moths to survive the war was originally built for export to the Continent
When first built in 1933 DH85 serial number 7035 was sold to a French owner and it was registered as F-AMXP It sat out the war years in a barn in France and didnt fly again until after Roger Fiennes reshy
covered the airplane in 1990 and brought it to England where Ben and Jan Cooper of the Newberry Aeroplane Co restored it Torquil Norman aircraft collector extraorshydinaire bought the aeroplane from Roger before Rogers disappearance and presumed death in a Tiger Moth during an attempted crossing of the English Channel in the late 1990s
Quite thoroughly restored with an engine overhaul performed by Mike Vaisey of Vintech the Leopard Moth is now registered as G-ACOJ and is kept by Torquil at a small strip called Rendcomb Aerodrome located southeast of Gloucester in the United Kingdom Like Geoffrey de Havilland Torquil fell in love with his Leopard Moth flying as often as he could And like many pilots of old the lovely handling qualities of the DH85 provided the opportunity to fly the aeroshyplane long distances Record-breaking flights from England to Africa and Australia were made in the 1930s and taking inspiration from those intrepid pilots Torquil Norman had Henry Labouchere install a long-range tank under the back seat of the Leopard Moth giving it a 96 US gallon capacity enough to keep the Gypsy Major running for about 11 hours A couple of warmshyup flights to Italy and France gave him the confidence in the aircraft to fly the North Atlantic
A number of you may recall that in 1966 Torquil and Henry Labouchshyere flew a lovely de Havilland Dragon Fly to Oshkosh One of the lessons learned during that flight was that if one engine failed in the Dragon Fly they would wind up in the ocean as it didnt have sufficient perforshymance to maintain altitude on one engine with the other shut down and its fixed-pitch prop presenting itself to the slipstream completely unfeathered
Torquil felt that a single-engine crossing in the Leopard Moth didnt present a significantly greater risk than the flight in the twin-engined Fly so he gathered the equipment
VINTAGE A I RPLANE 17
Torquil Nonnan aircraft collector extraordinaire
18 AUG U S T 2005
Like many of its de Havilland siblings the Leopard Moth features foldable wings which help maximize available storage facilities
necessary for such a long trip and Iceland landing after a 9-l2-hour flew to Wick in far northeastern journey An attempt to fly over the Scotland Donning an exposure suit Greenland ice cap was rebuffed by and departing with a full 96 gallons clouds so a run down the east coast of fuel he pushed off to Reykjavik was made landing in Narsarsuaq at
the southernmost tip of Greenland There he was greeted with beautiful weather with temperatures in the 60s and sunshine
A long run to Goose Bay Labrashydor in Canada gave Torquil a taste of just about every type of weather one can expect to encounter from solid IFR conditions nearly down to the sea to a near gale blowing along the Canadian coast when he
(j was getting ready to land From ~ there he flew down to Sept-lies on g the north shore of the St Lawrence a ____ --u_ ~ Seaway in Quebec where he says
Electricity for the Moth is supplied by this strut-mounted generator which is he enjoyed a marvelous lobster din-driven by a carved impeller You can see the damage done to it by ice and pre- ner Then it was on to the States cipitation encountered on the trans-Atlantic trip making his way to EAA AirVenture
Oshkosh 1999 after a few stops to visit friends along the wayA Hamilton vertical
All in all he didnt feel the airshycard compass (right) craft ever ran up against insurshysupplements the stanshymountable issues during his longdard British compass flight but there were times whenmounted at the bottom the long legs of the Leopard Mothcenter of the instrushywere not contributing to the comshyment panel fort of the pilot Having made the trip in both the Rapide and the Leopard Moth Torquil didnt feel it was likely hed repeat his transshyAtlantic hop but he certainly has created a whole new set of stories to tell his chums at home
VI N TAGE A I RPLANE 19
THE FORGOTTEN PERFORMERS
Bellancas record-making airplanes VIC PIKE
Clarence Chamberlain on his way to Gennany
A sk anyone in a pishylots lounge what airplane Charles Lindbergh flew across the Atlanshy
tic and the reply will be Why a Ryan of course But relatively few current pilots are aware that two weeks after Lindberghs famous flight Clarence Chamberlain and Charles Levine flew a WB-2 Belshylanca named Columbia immediate predecessor to the Bellanca Paceshymakers and Skyrockets from Roosshyevelt Field New York to Eisleben Germany And few pilots know that prior to his involvement with Ryan Lindbergh unsuccessfully neshygotiated with Wright Aeronautical (who commissioned the WB-2) and later with Giuseppe Bellanca at his Columbia Aircraft Co to purchase th e very plane used by Chambershylain and Levine Unfortunately (or fortunately for Ryan) Charles Levine th e financial underwriter of Columbia Aircraft manipulated capriciously to obstruct a sale to the 20 AUGUST 2005
unknown airmail pilot Lindbergh From the mid 1920s through the
early 1930s Bellanca monoplanes routinely set records for distance altitude and endurance that made their superlative performance an expectation Victories at the Nashytional Air Races in both 1925 and 1926 An endurance record of 51 hours and 11 minutes in 1927 and New York to Havana Cuba in 1928 both by the Columbia
Then it was Maine to Spain by the North Star in 1929 At the Nashytional Air Races in Cleveland that year Bellancas took five firsts three seconds two thirds and two fourths in seven events In May 1930 came the non-refueled endurance record of 84 hours and 33 minutes in a Pacemaker powered by a Packard DR-980 radial diesel engine this reshycord was not broken until the 1986 flight of the Voyager
In July 1930 another record New York to Istanbul in the Cape Cod nonstop And still more an altitude record of 30453 feet was
set in 1931 by Bellanca test pilot George Haldeman
1931 also saw an around-theshyworld flight with Clyde Pangborn and Hugh Herndon in Miss Veedol which culminated in a 4558-mile 41-hour and 13-minute leg across the Pacific Ocean from Sabishiro Beach Japan to Wenatchee Washshyington which is a story in itself This record stood until 1947 when it was eclipsed by a uS Air Force 8-29 Miss Veedol was renamed the American Nurse and in 1932 vanshyished on a trans-Atlantic attempt
These are only a few of the acshycomplishments of this Bellanca seshyries and although some of these airshyplanes had modifications such as longer wings the original design was a commercial production aircraft
Diminutive and shy Sicilianshyborn Giuseppe Bellanca had formal education in mathematics and enshygineering and in a partnership of three constructed Italy s first airshyplane in 1909 He immigrated to America in 1911 and soon assemshy
bled a parasol-wing monoplane powered by a three-cylinder 30shyhp Anzani engine After flying this airplane Clarence Chamberlain remarked I was thoroughly conshyvinced that Bellanca not only was a genius but a hero of a rare sort
In 1912 Bellanca established the Bellanca Aeroplane Co conshystructed a second monoplane and opened a flight school One of his students was Fiorello LaGuardia later New Yorks famous mayor In 1916 Bellanca designed the CD and CE biplanes for the Maryland Pressed Steel Co To illustrate his engineering acumen the CE (1917) would cruise at 100 mph on 90 hp while the conshytemporary Curtiss IN-4D Jenny also with 90 hp followed at 65 mph
The CF monoplane first flew on June 8 1922 and was spectacular for its era With an enclosed cabin carrying four passhysengers and powered by a 90-hp 10-cylinder Anshyzani radial (twin rows of five cylinders) the CF cruised at 100 mph for 600 miles and enjoyed an impressive 12-to-1 glide ratio With the CF Bellanca created a signature airfoil fuselage profile that continued into post-war designs
Airmail pilot William C Hopson campaigned the CF in a series of competitions during the summer of 1922 He took first place in every event Hopson observed She was by far the most remarkable plane I had ever flown
Despite the CFs accomplishments there was no market for a $5000 airplane when World War I surplus models were selling for a few hunshydred Fortunately the CF survived has been restored and is now in the National Air and Space Museum
In 1925 Bellanca joined the Wright Aeronautical Corp which put him in close proximity to the new 200-hp J-4 Whirlwind engines This prompted construction of the
conflicts with Wright Aeronautical in Patterson New Jersey he moved to New York and entered the conshytentious partnership with Charles Levine When that unraveled Belshylanca re-established production in a rented warehouse on Staten Island
Bellancas outstanding airplanes enticed the state of Delaware and particularly the du Pont family into courting him to settle there After a temporary operation in Wilmingshyton a factory and airfield were conshystructed at New Castle stability was finally achieved
The rugged construction and prodigious load-carrying capacity
of these unique airplanes disbursed their activities all over the world where they served careers from distinguished air transshyport to bush hack An ulshytimate utilitarian characshyter relegated the grand birds to situations of exshypendability that unforshytunately caused attrition to eliminate alarming numbers of them
Out of the 60 that were built only one airworshythy example of a Paceshymaker CH-300 exists toshy
bull
--=--shy -lt
-shy____ u
all-wood WB-1 followed by the steelshytube fuselage WB-2 using the imshyproved 220-hpJ-5 The WB-1 was deshystroyed in a crash in 1926 and the record-breaking WB-2 Columbia was lost in a hangar fire in 1934
From the WB planes evolved the Pacemaker series first the J-5 Wright powered CH-200 of 1928 then the 300-hp R-975 J-6-9 CH-300 of 1929 (also available with the PampW Wasp Jr) and the R-1340 Wasp CH-400 Skyrocket of 1930 on through the senior Pacemakers and Skyrockets of the later 30s
Giuseppe Bellancas passion was to design and build airplanes with the following parameters Maxishymum safety and the greatest possishyble efficiency as measured by speed load and range His earlier dreams seemed perpetually frustrated after
day NC251M Serial No 154 And even this one is currently undergOing a complete and toshytal rebuild with new fuselage and wings and a target date for compleshytion in the summer of 2005
Throughout the story of this airshyplane is the striking reality of how many people have been involved The core history of an old airplane is inshytriguing but the anecdotal accounts of the people create something inshyfinitely more profound Aviation is a community an extended family so loosely connected that members remain unacquainted But the comshyposite connects lives in ways that are not previously suspected Keep this in mind as you read
NC251M emerged from the Belshylanca factory at New Castle Delashyware on September 171929 to be delivered as the first airplane of In-
VINTAGE AIRPLANE 21
ter-IsIand Airways (now Hawaiian Airshylines) of Honolulu It served primarily with sightseeing flights while Inshyter-Islands passenshyger service evolved around Sikorsky S-3S amphibians
On April IS 1933 NC251M was sold to Mr G Fowble (posshysibly a broker) of San Bernardino California and then resold on April 27 to MacMillan Peshytroleum Corp of Los Angeles Remember MacMillan Ring Free Motor Oil On March 20 1935 it was purchased by Unious Mac McGee (McGee Airways) in Anchorage Alaska to begin 15 years as a bush workhorse On April 20 1935 McGee Airways was sold to Star Air Service in Anchorage which became Star Airlines which became Alaska Star Airlines which became Alaska Airlines in May 1944
Steve Mills chief pilot for Star was flying a sister Pacemaker NC259M when a fatal crash claimed his life in 1936 After usable parts were salshyvaged the remaYJs were burned at the site of the accident In 1995 the curator of the Alaska Aviation Herishytage Museum (and a walking encyshyclopedia of Alaska aviation history) Ted Spencer recovered the parts and stored them at the museum in Anchorage Steves grandson Dave Mills assisted Ted in his efforts
Essentially intact the logs of NC251M depict a rich history of Alaska bush flying in the 1930s and 1940s and reading them is like peering into the Holy Grail Much of the story can only be extraposhylated from the cryptic and frustratshyingly taciturn renderings of bush pilots who flew thousands of hours over geography and in weather that would be considered treacherous to most modern pilots
Ones imagination expands from such tersely penciled comments as 22 AUGUST 2005
PICTORIAL HISTORIES PUB CO
NC251M in 1929
Engine blew up Ship moored at Naknek Rate of climb reads SOO feet down in level flight Windshyshield gives pilot cold shower Turn and bank no good Cant adjust altimeter (Signed Satan) Repaired left wingtip spliced rear spar Rebuilt left elevator
Another entry notes Flew every day from 1-20 to 2-14 With such casualness the suspicion is that unshyderstatement must be intrinsically characteristic of these bush pilots theres no mention of the effort inshyvolved in keeping a 1929 airplane flying every day during the rigors of an Alaskan winter
The logs include entries by many noted Alaska bush pilots a few of which were Kenny Neese Johnny Moore Don Goodman Jack Elshyliot (who onee swooped down and speared a wolf with his ski) and Bill Lund Lund stayed with Alaska Airshylines as its number one pilot and pioneered jet flights into Russia during the 1970s finally retiring in 19S0
Martha Monsen was the Star agent in Naknek during the 1930s and ran a virtual boarding house for the pilots during layovers Several of Monsen s sons became pilots and one Mel Monsen told me of sitting at the supper table as a young lad caught up in the intrigue of endless convershysations about bush flying advenshy
tures Mel Monsen related that when he and his friends played bush pishylot there was alshyways an argument about who would be Kenny Neese
In these early days it was usual for Alaska air sershyvice companies to struggle wi th fishynancial solvency Star was no excepshytion and in June 1939 in exchange for some capital investment the
ownership of its entire fleet was transferred to bankers Thrall and Williams of Minneapolis Minshynesota In contemporary terms these treasures included four CHshy300 Pacemakers three CH-400 Skyrockets two Stinson SM-SAs a Fairchild Pilgrim 100A a Cessna C-34 Airmaster and a Ford 5-AT-C Tri-Motor The arrangement apshyparently worked because by Febshyruary 1940 everything was back in Stars legal possession
In June 1946 Alaska Airlines performed a field conversion from wheels to Edo 4665 floats When completed notification was sent to the CAA with the simple comment that it was similar to Bellanca NC256M Approval was granted
From 1929 NC251M flew with a Wright R-975 J-6-9 of 300 hp reshyplaced or overhauled a number of times but a catastrophic failure in August 1946 prompted Alaska to convert to a PampW R-9S5-AN-3 Navy surplus and freshly overhauled In May 1947 the plane was returned to service
In December 1947 Alaska Airshylines sold NC25 1 M to Eric Shutte (pronounced Shoot-ee) and CV Kay Shutte came to Alaska in the early 1930s as a pilot and mechanic for Vern Gorst founder of Pacific Air Transport Kay had been a partshyner with Shell Simmons in the Panshyhandle Air Transport Co (Pateo)
out of Juneau in the mid 1930s
Shutte and Kay did contract flying for the US Coast Guard and opened a hotel in King Salmon called Nashyknek Sky tel with NC25 1 M providing charter flight sershyvices The business suffered a setback in 1950 when the hotel burned and on a trip south the Bellanca was damshyaged in an accident Kenmore Air 1950s On the float is Bob Munro Walt Winsman mechanic near Prince Rupert and Bill Lund Alaska Airlines pilot on a day off British Columbia
Bob Munro of Kenmore Air Harshybor in Seattle salvaged the plane with the promise that insurance would cover the costs The insurshyance company refused and Munro took possession of the Bellanca as payment After repairs were comshypleted NC25 1 M joined the Kenshymore fleet Currently Kenmore is a world-class floatplane operation holds the type certificate for Edo floats and has developed many STCd modifications for de Havilshyland Beavers and Otters
From 1955 to 1957 Munro leased NC25 1 M to Bob Hall of Kodiak Airways (actually it was sold and repurchased for liability protecshytion) Kodiak ran scheduled mail and passenger service to the five villages and nine canneries on Koshydiak Island The chief pilot was Gil Jarvela and in a conversation with me he related stories that riveted my attention hauling resistant Koshydiak bear cubs in gunny sacks loadshying incredible amounts of freight in NC25 1M and patching holes in the floats with bubble gum and spruce twigs
When the plane was returned to Kenmore Bob Munro commisshysioned Clayton Scott to engineer the installation of Edo 6470 floats to replace the smaller 4665s I had heard of Scott and his legendary cashyreer in aviation that has spanned
more than seven decades and conshyfirmed his existence with Bill Whitshyney Kenmores senior pilot who flies turbine Otter floatplanes
I visited Scott in his large hanshygar on the Renton Municipal Airshyport in Washington state where he conducts business as Jobmaster Co his aircraft modification firm Out front was a beautiful Cessna 195 on floats and inside I found him working on a de Havilla~d DHC-2 floatplane Looking at the man and his environment I immeshydiately realized that this was halshylowed ground
I told him my visit was prompted by an understanding that he had once installed floats on a Bellanca Pacemaker and he replied Yes that was in 1957 We replaced a set of Edo 4665s for some 6470s I can show you the paperwork He stepped to his fi le and without glasses pulled it out
I inquired of Scott how old he was and with a sly smile he said 100 minus three After a period of time during which Scott grashyciously shared with me some of his incredible flying experiences I left this icon so that he could return to working on the Beaver [ felt that I had been in the Notre Dame Catheshydral [Well have more on Clayton Scott in next months issue of Vinshytage Airplane-Ed]
As predictably ocshycurs in the life cycle of utility airplanes NC251M was showshying tatter and wear by the late 1950s the engine found a home on the nose of anshyother ship the wings were pulled and it ended up in the back of Kenmores storage yard In June 1960 Dick Poet of Aumsshyville Oregon purshychased the airframe and floats
Poet was an aerial applicator pilot and with his wife Helen
owned Wilderness Airlines in Bella Coola British Columbia Dicks meshychanic Bob Bohanan completely refurbished the Pacemaker includshying new fabric paint and an overshyhauled R-985 from Wesco Air Service on Boeing Field which returned it to pristine condition
With the rebuild complete on June 25 1962 there was the issue of taking the airplane off the Poets grass strip Straw was spread down the runway to reduce friction and with Dick in the cockpit power was fed to the R-985 Sufficient airshyspeed was achieved but the long floats prevented rotation and takeshyoff was denied Bohanan then conshystructed a two-wheel dolly from an old truck axle and this time Dick lifted off while the dolly burshyied itself in the brush at the end of the field After a short test flight he landed on the Willamette River at Salem Subsequently the Poets applied for Canadian registration (CF-OQK) and flew to Bella Coola British Columbia where the Paceshymaker began charter service with Wilderness Airlines
On June 25 1963 a woman Mattie Jack was attacked and badly mauled by a grizzly bear at Mud Lake east of Bella Coola A call was made to Dick for a rescue flight and he immediately took off with
continued on page 32
VINTAGE A I RPLANE 23
A beautiful day is not complete unless it is seen from the inside of a cockpit The Vintage Aircraft Association is providing you with the opportunity to bring the magic of flight to your home office or hangar Take flight with the 2006 VAA Calendar Free Skies Forever
The gorgeous 17 x 11-inch full-color wall calendar is the perfect gift for yourself or your favorite pilot Each month contains the amazing photography from the Vintage Aircraft Association and captures the spirit of flight
As a commemoration to the great aviators before us the VAA 2006 Calendar Free Skies Forever contains great feats in aviation printed on the exact date of occurrence Dont let this opportunity fly past you Order your 2006 VAA Free Skies Forever Calendar by September 30 2005 Calendars will ship in November for Christmas arrival
Or to order by mail send your checkmoney order to Vintage Aircraft Association 2006 Calendar do Turner Publishing Company bull PO Box 3101 bull Paducah KY 42002-3101
o Please enter my order for __ copies of the Vintage Aircraft Association 2006 Calendar - only $1595 Your Name
o ShippingHandling add $395 for each calendar Address
o Kentucky residents add 6 sales tax City State Zip
TOTAL ENCLOSED $______
Telephone For Office Use Only - VAA2006-A-GW
CkR Amount E-mail address (for order confirmation)
DOUG STEWART
Whetherweather to go or not
There I was driving along the turnpike looking up at a severe clear cerulean sky and rather than findshy
ing myself ecstatic at that beautishyful sight words that cannot be reshypeated in this column were formshying on my lips Gosh darn (it was really a lot stronger said than that) the briefer said VFR not recomshymended and now instead of being up in that sky where I belong I am down here ground bound driving to my destination
I know probably everyone of us has been in this situation pershyhaps more times than we care or choose to remember As the sayshying goes There are old pilots and bold pilots but no old bold pishylots Many of us are aware that most aviation accidents when asshysociated with weather tend to be fatal ones Thus if we are not inshystrument rated and current or flyshying an airplane that is not instrushyment certified we tend to choose alternative means of transporshytation when the briefer tells us VFR is not recommended
But does this always have to be the case Are there any ways to make those VFR trips possible and still remain safe Are there any tools we can use to determine if the forecast is holding true or if it is not For I think we all both male and female would agree that the weather is like the opposite sex-toshytally fickle and unpredictable Lets
take a look at the numerous tools we have for making the gono-go decision relative to the weather
To help determine if the forecast is going to hold true I usually first consult the METARS Check reshyporting stations along your route If you are able get a history showshying the reports over the past three to four hours and see if the reports are corroborating the forecasts (DUATS WSI and Meteorlogix are all great sources for this informashytion) What trend do you see in the reports Is the weather getshyting better or worse or holding the same Is it doing what the TAF and FA said it would
Im also sure to compare the tershyminal forecasts (TAF) with the Area Forecast (FA) The TAF covers only a S-mile radius of the aerodrome whereas the FA covers an entire area Keep in mind that cloud bases in the TAF are AGL (above ground) whereas the cloud bases in the FA are MSL (above sea level)
Next I check the PIREPS (pilot reports) Do they substantiate the briefers warnings When checking PIREPS be sure to take into account where the report was made (threeshydimensionally) when it was made and what type of aircraft the reportshying pilot was flying If a 747 reports light chop along my route I might consider leaving the ropes on my airplane and going to have a frosty one whereas if its a J3 reporting moderate turbulence I might very
well launch on my own flight While we are mentioning PIREPS
lets not forget that (as in all things in life) what goes around comes around If we are seeking PIREPS in helping us to make the gono-go decision we should also consider filing them It takes only a few moshyments to file a PIREP and in doing so you are assisting many other pishylots in their flight planning
These are a few of the tools we can use while still on the ground to determine if the forecast is holdshying true But what about when we are already en route How can we know whether the weather will be as forecast
Obviously if the forecast was for severe clear and there are a lot of clouds forming you do not need to be a rocket scientist or a brain surgeon to know that the forecast is not holding true But there are many other clues that might not be quite as obvious and that should warn us that the briefer might have been wrong
If we realize that we are having to fly a heading other than what we had plotted to track our course or if we are experiencing different ground speeds than what we had exshypected we should understand that there is a good chance that the enshytire forecast might be off After all these forecasts are predicated on the expected movement of fronts and pressure zones When they dont move as anticipated the winds aloft
VINTAGE AIRPLANE 25
will be different thus yielding difshyferent headings and groundspeeds than we had planned
There is something else that can give us a heads-up about the posshysibility of the forecast going south and that is the temperatures aloft Most aircraft have outside air temshyperature gauges (OAT) and these can be very useful tools-ones that many pilots ignore An OAT can be used to corroborate whether the temperatures aloft are as forecast (You do remember that the foreshycast temperatures aloft are included with the winds aloft dont you) This can give us an understanding of whether the fronts are moving at the speed and direction forecast or if they might be moving slower or faster than expected
Keeping track of the temperashytures as you climb can also help you quickly determine if the lapse rate is stable Remembering that the stable lapse rate is ZOC per thousand feet one can make a note of the tempershy
ature on the ground prior to takeoff and then check it as you climb If it is less than ZOC per thousand one of the major ingredients in the proshyduction of thunderstorms is presshyent that being an unstable lapse rate (The other two are moist air and a lifting action of some kind) Thus the OAT can be a useful tool in confirming or refuting the foreshycast of thunderstorms
One could spend a lifetime studyshying the weather and not get any closer to predicting what it might do And I cant do justice to the subshyject in this short article However when it comes to weather I must say that discretion is the better part of valor There are certainly times when the briefer will give the warnshying that VFR is not recommended and the day turns out to be beautishyful But there are also times when your beautiful day turns ugly
Regardless of whether the foreshycast is for good weather or bad be sure to have an alternate plan in
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation
Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these jewels on and bring back the good times New General Aviation Sizes Available
500 x 5 600 X 6 700 X 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
~DESSER(~ 323-721-4900 FAX 323-721 -7888
6900 Acco St Montebello CA 90640 TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106
wwwdessercom
26 AUGUST 2005
place Remember to run the PAVE and CARE checklists that I wrote about in previous articles to help you make the proper decisions relative to the weather Using the tools I have mentioned above will help you in checking the enVironshyment help in understanding the consequences of the hazards asshysociated with some aspects of the weather and aid you in assessing the realities of what the weather is really doing
And when the briefer gives you that dire warning of VFR not recshyommended keep in mind that it is always much better to be on the ground wishing you were up in the air than up in the air wishing you were on the ground He might be wrong and Ive offered some tools to help determine that but he very well might be right
Doug Stewart is the 2004 National CFI of the Year a Master CFI and a DPE He operates DSFI Inc based at the Columbia County Airport (lBl)
TelePhone 800-247-8473 or
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE NEWLY ACQUIRED GARNER P EMMERSON COLLECTION DONATED TO EAA BY BOB HIGHLEY OF LAKELAND FLORIDA
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs to be in no later than September 10 for inclusion in the November 2005 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to mysteryplaneeaaorg Be sure to include your name city and state in the body of your note and put (Month) Mystery Plane in the subject line
MAY S MYSTERY ANSWER as residing in Los Angeles at that time I learned this while roaming on wwwaerofilescom last evening
I already had seen the aircraft in the British magazine Aeroplane Monthly that has the same photo as yours along with some contemshyporary aircraft in an illustrated article in the September 2003 isshysue with the title Call That Safe The caption to the photo reads
In 1933 Carl Hall and Frank Nixon tested this propeller cowlshying at Compton California It was claimed to speed up aeroplanes from 39 to 140 per cent and slow them as much as desired for landshying the innerdeflectors serving
Mays Mystery Plane came to us X12211 seems to have its 95-hp as air brakes from Harold Swanson Cirrus upright four-cylinder en I hope that you have more inshygine
Heres our only letter concerning as it was reported to have in 1 formation about this interesting934 its identity it was reported to have had a Veshy early try at a ducted propeller
lie engine when built in 1931 Jack Erickson The Felio Ranger SP-2 owner Harold G Felio is li State College Pennsylvania sted
VINTAGE AIRPLANE 27
EE BUCK HILBERT
Aeronca C-3 N-13000
Ive been asked many times Why do you hang onto this old airplane
Several reasons Mostly it has a place in more recent historyshynamely the last real Cleveland Air Race held in 1948 And probably another reason is it represents at least to me the memory of the last of the barnstormers
To the best of my knowledge the last time this little C-3 flew was at the 1948 Cleveland Air Races
The airplane belonged to Duke and Martha Hashner the owners of Global Airshows and promoters of the races that year
Duke flew this Aeronca C-3 in a clown act The airplane was painted up with a clown face was all red and white and Ive been told he did a remarkable job of entertainshying the crowd
Duke also flew other aerobatic aircraft in the show while Martha was the wing-walker parachute jumper and ticket seller
Unfortunately this was the same year record-holding entrepreneur Bill Odom crashed a racing P-S 1 into a residential area resulting in his death and other fatalities Beshycause of this accident Duke and Martha were the target of lawsuits that drove Global Airshows and the two of them out of business and into seclusion
Living on the Quietula Farm at Cherry Valley Ohio the coushyple now forced to retire from doshying their air show routines turned Global Airshows into a traveling
28 AUGUST 2005
static display show The 50s saw the advent of the
shopping center Global Airshows would truck its airplanes to the new shopping center parking lots and display them in full air show regashylia Martha and Duke would dress the part entertain the crowds and dreamed of once again being active air show circuit acts
The airplane
belonged to
Duke and Martha
Hashner
Unfortunately Duke suffering from a brain tumor lost the ability to participate and after a long batshytle passed away Martha kept the airplanes now stored at the farm and spent her days tending numershyous pet dogs and cats dreaming of her barnstorming glory days as queen of Global Airshows Martha passed away in the mid-60s
Global Airshows and its derelict aircraft were sold to Bill Ross and me a few months before Martha passed away
The collection consisted of Marshythas Meyers OTW Dukes Waco F and a Porterfield CP-65 All were inshy
tact and complete but each needed restoration Also in the collecshytion were pieces and parts of two Aeronca C-3s a J-2 Piper a Taylorshycraft L-2 and a Fairchild 22 Along with the airplanes came numerous engine parts old tools and propelshylers along with the trailers used to haul the airplanes
What happened to the airshyplanes is the frequently asked question Bill Ross was past presishydent of the EAA Warbirds of Amershyica owned a P-38 Leroy Grumshymans personal F3F and an F6F and had his hand in several entershyprises while involved in Warbirds Right at that time he discovered the Grumman Goose was the best bet in sport flying and his attention was diverted in that direction
The Meyers and the Porterfield were restored by Bill and sold The project Fairchild 22 and J-2 went to a couple of our Vintage members and were restored and are flying The Waco F was sold but never did get flying The two C-3s came to me and eventually were restored One was sold and one for those sentishymental reasons is still in my hanshygar disassembled and awaiting the final engine fix The L-2 had been a gas station ornament for years and when they took it down the guy wielding the cutting torch manshyaged to start a fire that ended any thought of restoration
Bill Ross moved to Nevada after he retired from business and unshyfortunately while returning from one of his business trips he flew
into a cloud that had a rock in it Another reason for hanging on It reminds me of Bill Ross and his contributions to the Warbirds of America being part of EAA
Oh yes we did get the C-3 flyshying but the engine ate itself up afshyter about 4S minutes Time for a different approach
I had a set of floats and rigging and Brian Van Wagnen and I deshycided the little C-3 would be a real hoot to see flying on floats However we wanted a reliable engine and the one we had was mostly junk
Brian tore into it but the crank was beyond repair At great exshypense a new one was made dual ignition heads were installed and a new single-drive dual mag was inshystalled after modifying the tail case It runs but the vibration was bad enough to cause distrust Another disassembly and recheck as well as internal component balance were in the works when tragedy struck
Brian had a hangar fire and lost everything he had in the 70-by-90 hangar and its 24-foot lean-toshyhis Widgeon project the Fleetshywing Seabird two antique Aeronca Chiefs a Piper 180 all his toys shop equipment tools and of course the building
The little C-3 stored in another building was all that was left The floats rigging and all the spare enshygine parts were destroyed in the fire A small loss in comparison to what Brian suffered
With no hangar and no shop the decision was made to disassemshyble NC-13000 and bring it back home and there it sits Every day I walk past it and say to myself You gotta get going But the press of daily living and the episodes weve been through in the past couple of years have stopped all the progress Oh well whats another couple of years After all its been grounded since 1948
Until then it just sits and Im going fishing With that its Over to you
Come or t e weekend BUILD FOR A LIFETIME
HANDS-ON HOMEBUILDER WORKSHOP
SCHEDULE
Aug 26-28 Oshkosh WI
Aug 27-28 Arlington WA
Sept 9-11 Griffin GA (Atlanta Area)
bull Repairman (LSA) Inspection-Airplane
bull RV Assembly
bullTIC Welding
Sept 10-11 Corona CA (LA Area)
bull RV Assembly
Sept 10-11 Lakeland FL (Sun N Fun Campus)
bull RV Assembly
Sept 10-11 Houston TX (Westwood Aviation Institute)
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems
Sept 16-18 Frederick MD bull Repairman (LSA) Inspection-Airplane
Sept 23-25 Denver CO bull Repairman (LSA) Inspection-Airplane (Westwood College)
Oct 1-2 Columbus OH (Columbus State Community College)
KLEINEAA SportAir Sponsors TOOLS
wwwkleintoolscom
WORKSHOPS ___ ~
EA~
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems bull Cas Welding
bullbull amp cafamiddot~middotAir c raft Coatings
_polyfibercom wwwalrcraftsprucecom
1-800-WORKSHOP 1-800-967-~746
wwwsportalrcom
YOU CAN BUILD IT LET EAA TEACH YOU HOW VINTAGE AIRPLANE 29
r ~ __c -lt JMNEwMAN
t The (ollowing list o(coming events is (IIrt1ished to Ollr readers as a matter o( it(orshymation only and does not constitllte approval sponsorship involvement cottrolor direction o(any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 OshkoslI WI 54903-3086 Or e-Illail tl1e information to vintageaircra(teaaorg In(ormation shollld be received (ollr months prior to tile event date
AUGUST 7-Queen City MO-Applegate Airport 18th Annual Washytermelon Fly-In 2 PM til dark Info 660-766-2644
AUGUST 13-Hoquiam WA-Bowerman Field Ercoupe Gathering amp Fly-In All experimental classic and vintage aircraft are welshycome Excellent restaurant on field Info Dick 360-533-5926
AUGUST 19-21-Alliance OH-Barber Airport (201) 7th Annual Ohio Aeronca Aviators Fly-In Join us for a relaxing weekend of fun food friendship and flying Breakfast served by EAA Ch 82 Sat amp Sun 7am-llam Camping on field local lodging and transportation available Forums on Saturday Info Brian 216shy337-5643 or bwmatzllacyahoocom or wwwoaafy-Incom
AUGUST 20--Laurinburg-Maxton NC-Ercoupe Owners Club Aweshysome August Invitational NorthSouth Carolina members and guests Lunch awards Young Eagles Flights Info 336-342shy5629 or bandmannetpath-rc net
AUGUST 20--Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-[n Breakfast Info Tom 740-587-2312 or tmcaiinkcom
WIVI cbullbull___bull
These are the first tools you need to buy when you re~cover your
airplane Anyone who has used them will tell you they re the next best thing to having one of our staff right beside you The VHS tape and the DVD will give you the Big Picture and the manual will walk you step by step through every part of the process Youre never on your own when youre using Poly~Fiber
wwwpolyfibercom e-mail infopolyfibercom
Aircraft Coatings 800-362-3490
AUGUST 20--Niles M[-jerry Tyler Memorial Airport (3TR) VAA Ch 35 Corn and Sausage Roast 11am-3pm Rain date August 20 Donations $5 adults $3 children 12-yrs and under All you can eat Info Len 269-684-6566
SEPTEMBER 3-Marion [N-(MZZ) Flyln Cruiseln Info wwwFiylnCruiseln com
SEPTEMBER 3-Prosser WA-EAA Ch 391 s 22nd Annual Labor Day Weekend Prosser Fly-[n Info 509-735-1664
SEPTEMBER S-U-Galesburg [L-Galesburg Municipal Airport 34h Annual Stearman Fly-[n Technical seminars Aircraft judging and awards Aerobatic formation short-field takeoff spot-landing and flour bombing contests Dawn Patrol lunch-time flyouts pizza party stage show banquet and more Info 309-343-6409 or stearmanstearmanfyin com or wwwstea rmanfyin com
SEPTEMBER U -Mt Morris IL-Ogle County Airport (C55) EAA Ch 682 Fly-In Breakfas t 7am-12pm Info 815-732-7268
SEPTEMBER 16-17-Bartlesville OK-Frank Phillips Field (BVO) 49th Annual Tulsa Regional Fly-In Info wwwtllisafyincom or Charlie Harris at 918-622-8400
SEPTEMBER 17-Poplar Grove IL-Poplar Grove Airport Vintage Wings amp Wheels Museum Salu te to WW II Combat Aviators Military aircraft display and fly-by Interviews with 12 WWII veterans of air combat Info wwwpopiargroveairmotivecommllsellnl
SEPTEMBER 17-1S-Rock Falls IL-Whiteside County Airport (SQI) North Centra l EAA Old Fashioned Fly-In Forums workshops fly-market camping air rally awards food amp exhibitors Info wwwnceaaorg
SEPTEMBER 22-25-St Louis MO-Creve Coeur Airport (lHO) Monocoupe Club Fly-InReunion Info Frank Kerner (314) 277-4306 or monocoupesbcgiobainet or wwwmorlOcollpecom
SEPTEMBER 23-25-Sonoma CA-Sonoma Skypark (OQ9) 23rd Annua l 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 208shy739-3979 or ristpsaoicom
SEPTEMBER 24-Topping VA-Hummel Air Field 10h Annual Car amp Air Event 8am-4pm Featuring ant ique cars and planes plus fire apparatus tractors amp engines and arts amp crafts Info (804) 694-5995 or in(oWingsandwheeislIs or wwwwingsandwheeislIs
SEPTEMBER 24-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-I n Info wwwieebottomcom
OCTOBER 1-2-Midland TX-Midland [nt l Airport FINAshyCAF AIRSHO 2005 will commemorate 60th Anniversary of the end of World War II Info 432-563-1000 x 2231 or pubiicreiationscaf7qorg
OCTOBER 5-9-Tullahoma TN-1932 to 2005-The Tradition Lives Year of the Staggerwing Staggerwing Twin Beech 18 Bonanza Baron Beech owners amp enthusiasts Sponsored by the Staggerwing Museum Foundation Staggerwing Club Twin Beech 18 Society BonanzaBaron Museum Travel Air Division amp Twin Bonanza Assn Info 931-455-1974
REGIONAL FLY-IN SCHEDULE EAA Mid-Eastern Fly-In EAA Southeast August 26-28 2005 Regional Fly-In Marion OH (MN N) October 7-92004
Evergreen AL (GZH) Virginia State EAA Fly-In wwwserfi org October 1-2 2005 Petersburg VA (PTB) Copperstate Regional EAA Fly-In wwwvaeaaorg October 6-92005
Phoenix AZ (A39) wwwcopperstateorg
30 AU G U S T 2005
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 dlie7025IOI om vaaflyboyLwnsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Avc 72 15 East 46th SI Albert Lea MN 56007 Tulsa OK 74147
507-373-1674 918-622-8400 stfles(eskmefiiacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush H ill Road Sherborn MA 01 770
508-65l-7157 SH i Ocomcas t llet
David Bennett PO Box 11 88
ioseville CA 95678 916-645-8370
antiquerireachcul1l
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507-263-24 14
InjbfchldrcOI111tCtcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773-779-2 105
pllOtopiotaoicom
Dave C lark 635 Vestal Lane
Plainfield IN 46 168 317-839-4500
davecpciiquestnet
John S Copeland l A Deacon Street
Northborough MA 0 1532 508-393-4775
copelaml JjllllOcom
Phil Coulson 284 15 Springbrook Dr
Lawton MI 49065 269-624-6490
rcollsonS J6cscom
Roger Gom oll 8891 Airport Rd Box C2
Blaine MN 55449 763-786-J342
pledgedriveIns11com
Dale A Gustafson 7724 Shady Hills Dr
Indianapoli s IN 46278 317-293-4430
dalefayemscom
Jeannie Hill PO Box 328
Ha rva rd IL 60033-0328 8l5-943-7205
dishaoowc et
Espie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-3650
wintisockaoco m
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaoicom
Robert D Rob Lumley 1265 Sout h 124th Sl Brookfield WI 53005
262-782-2633 illmpeniiexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817-491-9 110
sellemorris(~lev I IIet
Dean Richardson 1429 Kings Lynn Rd
Stoughton WI 53589 608-877-8485
daraprilairecom
SH Wes Schmid 2359 Lefeber Ave nue
Wauwatosa WI 532 t 3 414-771- 1545
sllschmicimilwpccom
DIRECTORS EMERITUS
Gene C hase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920-23 1-5002 815-923-459 1
GRCHACllarterHet b7ac1Jc llel
Ronald C Fritz 15401 Sparta AV(
Kent City MI 49330 6 16-678-50 12
rFritzf1athwaywlcom
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873 Web Site wwwvintageaircraftorg and wwwairventllreorg E-Mail vintageaircraftCtieaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)
- Newrenew memberships EAA Divishysions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
-Address changes -Merchandise sales -Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory ___ ___ _ 732-885-6711
Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing920-426-4876 Education __ _ 888-322-3229
- EAA Ai r Academy - EAA Scholarships
Flight Advisors info rmation 920-426-6864 Flight Inst ructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles _ _ _ 877-806-8902
Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan _ 866-647-4322 Term Life and Accidental _ 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 Vintage _ FAX 920-426-6865
- Submitting articlephoto - Advertising information
EAA Aviation Foundat ion Artifact Donations 920-426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Association Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additional $10 annually Junior Membershjp (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
EAA SPORT PILOT Current EAA m embers may add EAA
SPORT PILOT magaZine for an additional $20 per year
EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magaZine not inshyduded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA members may join the
Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not inshyduded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the
International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magazine for an additional $45 per year
EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magaZine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA
Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magashyzine and one year membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a
check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2005 by lhe EM Vintage IgtJrcraft Association All righls reserved
VINlAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage IgtJrcraft Association of the ExperimentallgtJrcraft Association and is published monthly at EM Aviation Ceoter 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vinfageaircrafteaaorg Periodicals Poslage paid al Oshkosh Wisconsin 54901 and al additional mailing oHices POSTshyMASTER Send address changes to Vintage IgtJrplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcretumswdsmailcom FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivet)l of VlNlAGE AIRPLANE to loreign and APO addresses via surtace mail ADVERTISshyING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Readers are encouraged to subm stories and photographs Polky opinions expressed in artk1es are solely those of the authors Responsibility for accuracy in reporting rests entirely wh the contributor No remuneration is made Material should be sent to Edor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 92D-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aeronautica are registered trademarks trademarks and service marks of the EXperimental Aircraft Association Inc The use of these trademarks and service marks without lhe pennission of the ExperimentallgtJrcraft Association Inc is strictly prohibited
VINTAGE AIRPLANE 31
Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no
frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VM
reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1-800-233-6934 e-mail ramremfgaolcom Website wwwramengine com VI NTAG E
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418 wwwlpjetservicescom
Airplane T-Shirts 150 Different Airplanes Available
ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
WE PROBABLY HAVE YOUR AIRPLANE
wwwairplanetshirtscom 1-800-645-7739
Flying wires available 1994 pricing Visit wwwflyingwirescom or call
800-517-9278
ELECTRICAL CONDUIT
ASSEMBliES bull MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made per your specifications
bull Original equipment style Braided Conduits in Aluminum Brass or Stainless Steel
bull We carry a complete line of AN - MS Electrical Fittings Backshell Adapters and Specialty Fittings
bull We also have full machine shop capabilities for any custom applications you may require
bull Rebuild your Warbird back to Original
AIRFLEX INDUSTRIES 2538 SUPPLY STREET POMONA CA 91767
Tel 909-392-8474 AI RFLEXI N D USTRIES COM
THE FORGOTTEN PERFORMERS continued
the Pacemaker in marginal weather Mud Lake is narrow shallow and a half-mile long and Poet dragged it twice and then did a touch-andshygo before setting down for th e pickup Mattie Jack was loaded on and they headed for the hospital at Bella Coola It was dark on arshyrival and although landing in the narrow valley without daylight was seldom attempted Dick executed a safe approach and thwarted a sad ending to Mattie Jacks life
The Pacemakers most serious trauma occurred on July 25 1963 on a takeoff from Nimpo Lake 70 miles east of Bella Coola Loaded with two adults and five children from the Poets extended family and piloted by Helens cousin Bob Stewart a wingtip caught the water in an attempt to un-stick the right float and the plane cartwheeled
The left wing and one float were torn off the fuselage was comshypletely severed immediately behind the cabin and everything came to rest floating inverted All on board
were wearing life jackets and the children were ed uca ted in float flying they tripped their seat belt buckles swam out the open end of the cabin and popped to the surshyface There were no injuries
Bohanan retri eved the engine it was flushed mounted on the nose of a PT-17 Stearman and sold to a dentist Dr William Stone in Sandy Oregon Forty years later the Stearman i s still owned by Stone and the same Wasp Jr is on the nose
The remainder of the Pacemaker stayed on the shore of Nimpo Lake for a year and then was loaded on a farm truck by Dicks son-in-law Alan Hauan and returned to Aumsshyville where it was deposited behind the Poets barn A much more serishyous tragedy occurred a short time later when Dick was involved in the fatal crash of a DHC-2 float Beaver when one wing folded
To be continued in the September isshysue ofVintage Airplane
32 AUGUST 2005
JIM KOEPNICK
dealt with but his help could be of great benefit was further enhanced by the passengers accessi bility to flight instruction which could be given by leaning over and speakshying into the pupils ear rather than shouting into the slipstream or givshying convoluted hand Signals
The attractiveness of such an arshyrangement contributed to the Leopshyard Moths popularity with 133 of them being made in the middle 1930s and almost half of them (60) being sold to overseas or continenshytal owners Buyers from as far away as Argentina and Japan ordered Leopard Moths and when World
War II broke out 44 of them were appropriated by the British military for use in communications work
Not surprisingly not all of those 44 DH85s re-entered civilian life after the war many were lost durshying service but better than two dozen were reregistered One of the Leopard Moths to survive the war was originally built for export to the Continent
When first built in 1933 DH85 serial number 7035 was sold to a French owner and it was registered as F-AMXP It sat out the war years in a barn in France and didnt fly again until after Roger Fiennes reshy
covered the airplane in 1990 and brought it to England where Ben and Jan Cooper of the Newberry Aeroplane Co restored it Torquil Norman aircraft collector extraorshydinaire bought the aeroplane from Roger before Rogers disappearance and presumed death in a Tiger Moth during an attempted crossing of the English Channel in the late 1990s
Quite thoroughly restored with an engine overhaul performed by Mike Vaisey of Vintech the Leopard Moth is now registered as G-ACOJ and is kept by Torquil at a small strip called Rendcomb Aerodrome located southeast of Gloucester in the United Kingdom Like Geoffrey de Havilland Torquil fell in love with his Leopard Moth flying as often as he could And like many pilots of old the lovely handling qualities of the DH85 provided the opportunity to fly the aeroshyplane long distances Record-breaking flights from England to Africa and Australia were made in the 1930s and taking inspiration from those intrepid pilots Torquil Norman had Henry Labouchere install a long-range tank under the back seat of the Leopard Moth giving it a 96 US gallon capacity enough to keep the Gypsy Major running for about 11 hours A couple of warmshyup flights to Italy and France gave him the confidence in the aircraft to fly the North Atlantic
A number of you may recall that in 1966 Torquil and Henry Labouchshyere flew a lovely de Havilland Dragon Fly to Oshkosh One of the lessons learned during that flight was that if one engine failed in the Dragon Fly they would wind up in the ocean as it didnt have sufficient perforshymance to maintain altitude on one engine with the other shut down and its fixed-pitch prop presenting itself to the slipstream completely unfeathered
Torquil felt that a single-engine crossing in the Leopard Moth didnt present a significantly greater risk than the flight in the twin-engined Fly so he gathered the equipment
VINTAGE A I RPLANE 17
Torquil Nonnan aircraft collector extraordinaire
18 AUG U S T 2005
Like many of its de Havilland siblings the Leopard Moth features foldable wings which help maximize available storage facilities
necessary for such a long trip and Iceland landing after a 9-l2-hour flew to Wick in far northeastern journey An attempt to fly over the Scotland Donning an exposure suit Greenland ice cap was rebuffed by and departing with a full 96 gallons clouds so a run down the east coast of fuel he pushed off to Reykjavik was made landing in Narsarsuaq at
the southernmost tip of Greenland There he was greeted with beautiful weather with temperatures in the 60s and sunshine
A long run to Goose Bay Labrashydor in Canada gave Torquil a taste of just about every type of weather one can expect to encounter from solid IFR conditions nearly down to the sea to a near gale blowing along the Canadian coast when he
(j was getting ready to land From ~ there he flew down to Sept-lies on g the north shore of the St Lawrence a ____ --u_ ~ Seaway in Quebec where he says
Electricity for the Moth is supplied by this strut-mounted generator which is he enjoyed a marvelous lobster din-driven by a carved impeller You can see the damage done to it by ice and pre- ner Then it was on to the States cipitation encountered on the trans-Atlantic trip making his way to EAA AirVenture
Oshkosh 1999 after a few stops to visit friends along the wayA Hamilton vertical
All in all he didnt feel the airshycard compass (right) craft ever ran up against insurshysupplements the stanshymountable issues during his longdard British compass flight but there were times whenmounted at the bottom the long legs of the Leopard Mothcenter of the instrushywere not contributing to the comshyment panel fort of the pilot Having made the trip in both the Rapide and the Leopard Moth Torquil didnt feel it was likely hed repeat his transshyAtlantic hop but he certainly has created a whole new set of stories to tell his chums at home
VI N TAGE A I RPLANE 19
THE FORGOTTEN PERFORMERS
Bellancas record-making airplanes VIC PIKE
Clarence Chamberlain on his way to Gennany
A sk anyone in a pishylots lounge what airplane Charles Lindbergh flew across the Atlanshy
tic and the reply will be Why a Ryan of course But relatively few current pilots are aware that two weeks after Lindberghs famous flight Clarence Chamberlain and Charles Levine flew a WB-2 Belshylanca named Columbia immediate predecessor to the Bellanca Paceshymakers and Skyrockets from Roosshyevelt Field New York to Eisleben Germany And few pilots know that prior to his involvement with Ryan Lindbergh unsuccessfully neshygotiated with Wright Aeronautical (who commissioned the WB-2) and later with Giuseppe Bellanca at his Columbia Aircraft Co to purchase th e very plane used by Chambershylain and Levine Unfortunately (or fortunately for Ryan) Charles Levine th e financial underwriter of Columbia Aircraft manipulated capriciously to obstruct a sale to the 20 AUGUST 2005
unknown airmail pilot Lindbergh From the mid 1920s through the
early 1930s Bellanca monoplanes routinely set records for distance altitude and endurance that made their superlative performance an expectation Victories at the Nashytional Air Races in both 1925 and 1926 An endurance record of 51 hours and 11 minutes in 1927 and New York to Havana Cuba in 1928 both by the Columbia
Then it was Maine to Spain by the North Star in 1929 At the Nashytional Air Races in Cleveland that year Bellancas took five firsts three seconds two thirds and two fourths in seven events In May 1930 came the non-refueled endurance record of 84 hours and 33 minutes in a Pacemaker powered by a Packard DR-980 radial diesel engine this reshycord was not broken until the 1986 flight of the Voyager
In July 1930 another record New York to Istanbul in the Cape Cod nonstop And still more an altitude record of 30453 feet was
set in 1931 by Bellanca test pilot George Haldeman
1931 also saw an around-theshyworld flight with Clyde Pangborn and Hugh Herndon in Miss Veedol which culminated in a 4558-mile 41-hour and 13-minute leg across the Pacific Ocean from Sabishiro Beach Japan to Wenatchee Washshyington which is a story in itself This record stood until 1947 when it was eclipsed by a uS Air Force 8-29 Miss Veedol was renamed the American Nurse and in 1932 vanshyished on a trans-Atlantic attempt
These are only a few of the acshycomplishments of this Bellanca seshyries and although some of these airshyplanes had modifications such as longer wings the original design was a commercial production aircraft
Diminutive and shy Sicilianshyborn Giuseppe Bellanca had formal education in mathematics and enshygineering and in a partnership of three constructed Italy s first airshyplane in 1909 He immigrated to America in 1911 and soon assemshy
bled a parasol-wing monoplane powered by a three-cylinder 30shyhp Anzani engine After flying this airplane Clarence Chamberlain remarked I was thoroughly conshyvinced that Bellanca not only was a genius but a hero of a rare sort
In 1912 Bellanca established the Bellanca Aeroplane Co conshystructed a second monoplane and opened a flight school One of his students was Fiorello LaGuardia later New Yorks famous mayor In 1916 Bellanca designed the CD and CE biplanes for the Maryland Pressed Steel Co To illustrate his engineering acumen the CE (1917) would cruise at 100 mph on 90 hp while the conshytemporary Curtiss IN-4D Jenny also with 90 hp followed at 65 mph
The CF monoplane first flew on June 8 1922 and was spectacular for its era With an enclosed cabin carrying four passhysengers and powered by a 90-hp 10-cylinder Anshyzani radial (twin rows of five cylinders) the CF cruised at 100 mph for 600 miles and enjoyed an impressive 12-to-1 glide ratio With the CF Bellanca created a signature airfoil fuselage profile that continued into post-war designs
Airmail pilot William C Hopson campaigned the CF in a series of competitions during the summer of 1922 He took first place in every event Hopson observed She was by far the most remarkable plane I had ever flown
Despite the CFs accomplishments there was no market for a $5000 airplane when World War I surplus models were selling for a few hunshydred Fortunately the CF survived has been restored and is now in the National Air and Space Museum
In 1925 Bellanca joined the Wright Aeronautical Corp which put him in close proximity to the new 200-hp J-4 Whirlwind engines This prompted construction of the
conflicts with Wright Aeronautical in Patterson New Jersey he moved to New York and entered the conshytentious partnership with Charles Levine When that unraveled Belshylanca re-established production in a rented warehouse on Staten Island
Bellancas outstanding airplanes enticed the state of Delaware and particularly the du Pont family into courting him to settle there After a temporary operation in Wilmingshyton a factory and airfield were conshystructed at New Castle stability was finally achieved
The rugged construction and prodigious load-carrying capacity
of these unique airplanes disbursed their activities all over the world where they served careers from distinguished air transshyport to bush hack An ulshytimate utilitarian characshyter relegated the grand birds to situations of exshypendability that unforshytunately caused attrition to eliminate alarming numbers of them
Out of the 60 that were built only one airworshythy example of a Paceshymaker CH-300 exists toshy
bull
--=--shy -lt
-shy____ u
all-wood WB-1 followed by the steelshytube fuselage WB-2 using the imshyproved 220-hpJ-5 The WB-1 was deshystroyed in a crash in 1926 and the record-breaking WB-2 Columbia was lost in a hangar fire in 1934
From the WB planes evolved the Pacemaker series first the J-5 Wright powered CH-200 of 1928 then the 300-hp R-975 J-6-9 CH-300 of 1929 (also available with the PampW Wasp Jr) and the R-1340 Wasp CH-400 Skyrocket of 1930 on through the senior Pacemakers and Skyrockets of the later 30s
Giuseppe Bellancas passion was to design and build airplanes with the following parameters Maxishymum safety and the greatest possishyble efficiency as measured by speed load and range His earlier dreams seemed perpetually frustrated after
day NC251M Serial No 154 And even this one is currently undergOing a complete and toshytal rebuild with new fuselage and wings and a target date for compleshytion in the summer of 2005
Throughout the story of this airshyplane is the striking reality of how many people have been involved The core history of an old airplane is inshytriguing but the anecdotal accounts of the people create something inshyfinitely more profound Aviation is a community an extended family so loosely connected that members remain unacquainted But the comshyposite connects lives in ways that are not previously suspected Keep this in mind as you read
NC251M emerged from the Belshylanca factory at New Castle Delashyware on September 171929 to be delivered as the first airplane of In-
VINTAGE AIRPLANE 21
ter-IsIand Airways (now Hawaiian Airshylines) of Honolulu It served primarily with sightseeing flights while Inshyter-Islands passenshyger service evolved around Sikorsky S-3S amphibians
On April IS 1933 NC251M was sold to Mr G Fowble (posshysibly a broker) of San Bernardino California and then resold on April 27 to MacMillan Peshytroleum Corp of Los Angeles Remember MacMillan Ring Free Motor Oil On March 20 1935 it was purchased by Unious Mac McGee (McGee Airways) in Anchorage Alaska to begin 15 years as a bush workhorse On April 20 1935 McGee Airways was sold to Star Air Service in Anchorage which became Star Airlines which became Alaska Star Airlines which became Alaska Airlines in May 1944
Steve Mills chief pilot for Star was flying a sister Pacemaker NC259M when a fatal crash claimed his life in 1936 After usable parts were salshyvaged the remaYJs were burned at the site of the accident In 1995 the curator of the Alaska Aviation Herishytage Museum (and a walking encyshyclopedia of Alaska aviation history) Ted Spencer recovered the parts and stored them at the museum in Anchorage Steves grandson Dave Mills assisted Ted in his efforts
Essentially intact the logs of NC251M depict a rich history of Alaska bush flying in the 1930s and 1940s and reading them is like peering into the Holy Grail Much of the story can only be extraposhylated from the cryptic and frustratshyingly taciturn renderings of bush pilots who flew thousands of hours over geography and in weather that would be considered treacherous to most modern pilots
Ones imagination expands from such tersely penciled comments as 22 AUGUST 2005
PICTORIAL HISTORIES PUB CO
NC251M in 1929
Engine blew up Ship moored at Naknek Rate of climb reads SOO feet down in level flight Windshyshield gives pilot cold shower Turn and bank no good Cant adjust altimeter (Signed Satan) Repaired left wingtip spliced rear spar Rebuilt left elevator
Another entry notes Flew every day from 1-20 to 2-14 With such casualness the suspicion is that unshyderstatement must be intrinsically characteristic of these bush pilots theres no mention of the effort inshyvolved in keeping a 1929 airplane flying every day during the rigors of an Alaskan winter
The logs include entries by many noted Alaska bush pilots a few of which were Kenny Neese Johnny Moore Don Goodman Jack Elshyliot (who onee swooped down and speared a wolf with his ski) and Bill Lund Lund stayed with Alaska Airshylines as its number one pilot and pioneered jet flights into Russia during the 1970s finally retiring in 19S0
Martha Monsen was the Star agent in Naknek during the 1930s and ran a virtual boarding house for the pilots during layovers Several of Monsen s sons became pilots and one Mel Monsen told me of sitting at the supper table as a young lad caught up in the intrigue of endless convershysations about bush flying advenshy
tures Mel Monsen related that when he and his friends played bush pishylot there was alshyways an argument about who would be Kenny Neese
In these early days it was usual for Alaska air sershyvice companies to struggle wi th fishynancial solvency Star was no excepshytion and in June 1939 in exchange for some capital investment the
ownership of its entire fleet was transferred to bankers Thrall and Williams of Minneapolis Minshynesota In contemporary terms these treasures included four CHshy300 Pacemakers three CH-400 Skyrockets two Stinson SM-SAs a Fairchild Pilgrim 100A a Cessna C-34 Airmaster and a Ford 5-AT-C Tri-Motor The arrangement apshyparently worked because by Febshyruary 1940 everything was back in Stars legal possession
In June 1946 Alaska Airlines performed a field conversion from wheels to Edo 4665 floats When completed notification was sent to the CAA with the simple comment that it was similar to Bellanca NC256M Approval was granted
From 1929 NC251M flew with a Wright R-975 J-6-9 of 300 hp reshyplaced or overhauled a number of times but a catastrophic failure in August 1946 prompted Alaska to convert to a PampW R-9S5-AN-3 Navy surplus and freshly overhauled In May 1947 the plane was returned to service
In December 1947 Alaska Airshylines sold NC25 1 M to Eric Shutte (pronounced Shoot-ee) and CV Kay Shutte came to Alaska in the early 1930s as a pilot and mechanic for Vern Gorst founder of Pacific Air Transport Kay had been a partshyner with Shell Simmons in the Panshyhandle Air Transport Co (Pateo)
out of Juneau in the mid 1930s
Shutte and Kay did contract flying for the US Coast Guard and opened a hotel in King Salmon called Nashyknek Sky tel with NC25 1 M providing charter flight sershyvices The business suffered a setback in 1950 when the hotel burned and on a trip south the Bellanca was damshyaged in an accident Kenmore Air 1950s On the float is Bob Munro Walt Winsman mechanic near Prince Rupert and Bill Lund Alaska Airlines pilot on a day off British Columbia
Bob Munro of Kenmore Air Harshybor in Seattle salvaged the plane with the promise that insurance would cover the costs The insurshyance company refused and Munro took possession of the Bellanca as payment After repairs were comshypleted NC25 1 M joined the Kenshymore fleet Currently Kenmore is a world-class floatplane operation holds the type certificate for Edo floats and has developed many STCd modifications for de Havilshyland Beavers and Otters
From 1955 to 1957 Munro leased NC25 1 M to Bob Hall of Kodiak Airways (actually it was sold and repurchased for liability protecshytion) Kodiak ran scheduled mail and passenger service to the five villages and nine canneries on Koshydiak Island The chief pilot was Gil Jarvela and in a conversation with me he related stories that riveted my attention hauling resistant Koshydiak bear cubs in gunny sacks loadshying incredible amounts of freight in NC25 1M and patching holes in the floats with bubble gum and spruce twigs
When the plane was returned to Kenmore Bob Munro commisshysioned Clayton Scott to engineer the installation of Edo 6470 floats to replace the smaller 4665s I had heard of Scott and his legendary cashyreer in aviation that has spanned
more than seven decades and conshyfirmed his existence with Bill Whitshyney Kenmores senior pilot who flies turbine Otter floatplanes
I visited Scott in his large hanshygar on the Renton Municipal Airshyport in Washington state where he conducts business as Jobmaster Co his aircraft modification firm Out front was a beautiful Cessna 195 on floats and inside I found him working on a de Havilla~d DHC-2 floatplane Looking at the man and his environment I immeshydiately realized that this was halshylowed ground
I told him my visit was prompted by an understanding that he had once installed floats on a Bellanca Pacemaker and he replied Yes that was in 1957 We replaced a set of Edo 4665s for some 6470s I can show you the paperwork He stepped to his fi le and without glasses pulled it out
I inquired of Scott how old he was and with a sly smile he said 100 minus three After a period of time during which Scott grashyciously shared with me some of his incredible flying experiences I left this icon so that he could return to working on the Beaver [ felt that I had been in the Notre Dame Catheshydral [Well have more on Clayton Scott in next months issue of Vinshytage Airplane-Ed]
As predictably ocshycurs in the life cycle of utility airplanes NC251M was showshying tatter and wear by the late 1950s the engine found a home on the nose of anshyother ship the wings were pulled and it ended up in the back of Kenmores storage yard In June 1960 Dick Poet of Aumsshyville Oregon purshychased the airframe and floats
Poet was an aerial applicator pilot and with his wife Helen
owned Wilderness Airlines in Bella Coola British Columbia Dicks meshychanic Bob Bohanan completely refurbished the Pacemaker includshying new fabric paint and an overshyhauled R-985 from Wesco Air Service on Boeing Field which returned it to pristine condition
With the rebuild complete on June 25 1962 there was the issue of taking the airplane off the Poets grass strip Straw was spread down the runway to reduce friction and with Dick in the cockpit power was fed to the R-985 Sufficient airshyspeed was achieved but the long floats prevented rotation and takeshyoff was denied Bohanan then conshystructed a two-wheel dolly from an old truck axle and this time Dick lifted off while the dolly burshyied itself in the brush at the end of the field After a short test flight he landed on the Willamette River at Salem Subsequently the Poets applied for Canadian registration (CF-OQK) and flew to Bella Coola British Columbia where the Paceshymaker began charter service with Wilderness Airlines
On June 25 1963 a woman Mattie Jack was attacked and badly mauled by a grizzly bear at Mud Lake east of Bella Coola A call was made to Dick for a rescue flight and he immediately took off with
continued on page 32
VINTAGE A I RPLANE 23
A beautiful day is not complete unless it is seen from the inside of a cockpit The Vintage Aircraft Association is providing you with the opportunity to bring the magic of flight to your home office or hangar Take flight with the 2006 VAA Calendar Free Skies Forever
The gorgeous 17 x 11-inch full-color wall calendar is the perfect gift for yourself or your favorite pilot Each month contains the amazing photography from the Vintage Aircraft Association and captures the spirit of flight
As a commemoration to the great aviators before us the VAA 2006 Calendar Free Skies Forever contains great feats in aviation printed on the exact date of occurrence Dont let this opportunity fly past you Order your 2006 VAA Free Skies Forever Calendar by September 30 2005 Calendars will ship in November for Christmas arrival
Or to order by mail send your checkmoney order to Vintage Aircraft Association 2006 Calendar do Turner Publishing Company bull PO Box 3101 bull Paducah KY 42002-3101
o Please enter my order for __ copies of the Vintage Aircraft Association 2006 Calendar - only $1595 Your Name
o ShippingHandling add $395 for each calendar Address
o Kentucky residents add 6 sales tax City State Zip
TOTAL ENCLOSED $______
Telephone For Office Use Only - VAA2006-A-GW
CkR Amount E-mail address (for order confirmation)
DOUG STEWART
Whetherweather to go or not
There I was driving along the turnpike looking up at a severe clear cerulean sky and rather than findshy
ing myself ecstatic at that beautishyful sight words that cannot be reshypeated in this column were formshying on my lips Gosh darn (it was really a lot stronger said than that) the briefer said VFR not recomshymended and now instead of being up in that sky where I belong I am down here ground bound driving to my destination
I know probably everyone of us has been in this situation pershyhaps more times than we care or choose to remember As the sayshying goes There are old pilots and bold pilots but no old bold pishylots Many of us are aware that most aviation accidents when asshysociated with weather tend to be fatal ones Thus if we are not inshystrument rated and current or flyshying an airplane that is not instrushyment certified we tend to choose alternative means of transporshytation when the briefer tells us VFR is not recommended
But does this always have to be the case Are there any ways to make those VFR trips possible and still remain safe Are there any tools we can use to determine if the forecast is holding true or if it is not For I think we all both male and female would agree that the weather is like the opposite sex-toshytally fickle and unpredictable Lets
take a look at the numerous tools we have for making the gono-go decision relative to the weather
To help determine if the forecast is going to hold true I usually first consult the METARS Check reshyporting stations along your route If you are able get a history showshying the reports over the past three to four hours and see if the reports are corroborating the forecasts (DUATS WSI and Meteorlogix are all great sources for this informashytion) What trend do you see in the reports Is the weather getshyting better or worse or holding the same Is it doing what the TAF and FA said it would
Im also sure to compare the tershyminal forecasts (TAF) with the Area Forecast (FA) The TAF covers only a S-mile radius of the aerodrome whereas the FA covers an entire area Keep in mind that cloud bases in the TAF are AGL (above ground) whereas the cloud bases in the FA are MSL (above sea level)
Next I check the PIREPS (pilot reports) Do they substantiate the briefers warnings When checking PIREPS be sure to take into account where the report was made (threeshydimensionally) when it was made and what type of aircraft the reportshying pilot was flying If a 747 reports light chop along my route I might consider leaving the ropes on my airplane and going to have a frosty one whereas if its a J3 reporting moderate turbulence I might very
well launch on my own flight While we are mentioning PIREPS
lets not forget that (as in all things in life) what goes around comes around If we are seeking PIREPS in helping us to make the gono-go decision we should also consider filing them It takes only a few moshyments to file a PIREP and in doing so you are assisting many other pishylots in their flight planning
These are a few of the tools we can use while still on the ground to determine if the forecast is holdshying true But what about when we are already en route How can we know whether the weather will be as forecast
Obviously if the forecast was for severe clear and there are a lot of clouds forming you do not need to be a rocket scientist or a brain surgeon to know that the forecast is not holding true But there are many other clues that might not be quite as obvious and that should warn us that the briefer might have been wrong
If we realize that we are having to fly a heading other than what we had plotted to track our course or if we are experiencing different ground speeds than what we had exshypected we should understand that there is a good chance that the enshytire forecast might be off After all these forecasts are predicated on the expected movement of fronts and pressure zones When they dont move as anticipated the winds aloft
VINTAGE AIRPLANE 25
will be different thus yielding difshyferent headings and groundspeeds than we had planned
There is something else that can give us a heads-up about the posshysibility of the forecast going south and that is the temperatures aloft Most aircraft have outside air temshyperature gauges (OAT) and these can be very useful tools-ones that many pilots ignore An OAT can be used to corroborate whether the temperatures aloft are as forecast (You do remember that the foreshycast temperatures aloft are included with the winds aloft dont you) This can give us an understanding of whether the fronts are moving at the speed and direction forecast or if they might be moving slower or faster than expected
Keeping track of the temperashytures as you climb can also help you quickly determine if the lapse rate is stable Remembering that the stable lapse rate is ZOC per thousand feet one can make a note of the tempershy
ature on the ground prior to takeoff and then check it as you climb If it is less than ZOC per thousand one of the major ingredients in the proshyduction of thunderstorms is presshyent that being an unstable lapse rate (The other two are moist air and a lifting action of some kind) Thus the OAT can be a useful tool in confirming or refuting the foreshycast of thunderstorms
One could spend a lifetime studyshying the weather and not get any closer to predicting what it might do And I cant do justice to the subshyject in this short article However when it comes to weather I must say that discretion is the better part of valor There are certainly times when the briefer will give the warnshying that VFR is not recommended and the day turns out to be beautishyful But there are also times when your beautiful day turns ugly
Regardless of whether the foreshycast is for good weather or bad be sure to have an alternate plan in
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation
Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these jewels on and bring back the good times New General Aviation Sizes Available
500 x 5 600 X 6 700 X 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
~DESSER(~ 323-721-4900 FAX 323-721 -7888
6900 Acco St Montebello CA 90640 TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106
wwwdessercom
26 AUGUST 2005
place Remember to run the PAVE and CARE checklists that I wrote about in previous articles to help you make the proper decisions relative to the weather Using the tools I have mentioned above will help you in checking the enVironshyment help in understanding the consequences of the hazards asshysociated with some aspects of the weather and aid you in assessing the realities of what the weather is really doing
And when the briefer gives you that dire warning of VFR not recshyommended keep in mind that it is always much better to be on the ground wishing you were up in the air than up in the air wishing you were on the ground He might be wrong and Ive offered some tools to help determine that but he very well might be right
Doug Stewart is the 2004 National CFI of the Year a Master CFI and a DPE He operates DSFI Inc based at the Columbia County Airport (lBl)
TelePhone 800-247-8473 or
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE NEWLY ACQUIRED GARNER P EMMERSON COLLECTION DONATED TO EAA BY BOB HIGHLEY OF LAKELAND FLORIDA
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs to be in no later than September 10 for inclusion in the November 2005 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to mysteryplaneeaaorg Be sure to include your name city and state in the body of your note and put (Month) Mystery Plane in the subject line
MAY S MYSTERY ANSWER as residing in Los Angeles at that time I learned this while roaming on wwwaerofilescom last evening
I already had seen the aircraft in the British magazine Aeroplane Monthly that has the same photo as yours along with some contemshyporary aircraft in an illustrated article in the September 2003 isshysue with the title Call That Safe The caption to the photo reads
In 1933 Carl Hall and Frank Nixon tested this propeller cowlshying at Compton California It was claimed to speed up aeroplanes from 39 to 140 per cent and slow them as much as desired for landshying the innerdeflectors serving
Mays Mystery Plane came to us X12211 seems to have its 95-hp as air brakes from Harold Swanson Cirrus upright four-cylinder en I hope that you have more inshygine
Heres our only letter concerning as it was reported to have in 1 formation about this interesting934 its identity it was reported to have had a Veshy early try at a ducted propeller
lie engine when built in 1931 Jack Erickson The Felio Ranger SP-2 owner Harold G Felio is li State College Pennsylvania sted
VINTAGE AIRPLANE 27
EE BUCK HILBERT
Aeronca C-3 N-13000
Ive been asked many times Why do you hang onto this old airplane
Several reasons Mostly it has a place in more recent historyshynamely the last real Cleveland Air Race held in 1948 And probably another reason is it represents at least to me the memory of the last of the barnstormers
To the best of my knowledge the last time this little C-3 flew was at the 1948 Cleveland Air Races
The airplane belonged to Duke and Martha Hashner the owners of Global Airshows and promoters of the races that year
Duke flew this Aeronca C-3 in a clown act The airplane was painted up with a clown face was all red and white and Ive been told he did a remarkable job of entertainshying the crowd
Duke also flew other aerobatic aircraft in the show while Martha was the wing-walker parachute jumper and ticket seller
Unfortunately this was the same year record-holding entrepreneur Bill Odom crashed a racing P-S 1 into a residential area resulting in his death and other fatalities Beshycause of this accident Duke and Martha were the target of lawsuits that drove Global Airshows and the two of them out of business and into seclusion
Living on the Quietula Farm at Cherry Valley Ohio the coushyple now forced to retire from doshying their air show routines turned Global Airshows into a traveling
28 AUGUST 2005
static display show The 50s saw the advent of the
shopping center Global Airshows would truck its airplanes to the new shopping center parking lots and display them in full air show regashylia Martha and Duke would dress the part entertain the crowds and dreamed of once again being active air show circuit acts
The airplane
belonged to
Duke and Martha
Hashner
Unfortunately Duke suffering from a brain tumor lost the ability to participate and after a long batshytle passed away Martha kept the airplanes now stored at the farm and spent her days tending numershyous pet dogs and cats dreaming of her barnstorming glory days as queen of Global Airshows Martha passed away in the mid-60s
Global Airshows and its derelict aircraft were sold to Bill Ross and me a few months before Martha passed away
The collection consisted of Marshythas Meyers OTW Dukes Waco F and a Porterfield CP-65 All were inshy
tact and complete but each needed restoration Also in the collecshytion were pieces and parts of two Aeronca C-3s a J-2 Piper a Taylorshycraft L-2 and a Fairchild 22 Along with the airplanes came numerous engine parts old tools and propelshylers along with the trailers used to haul the airplanes
What happened to the airshyplanes is the frequently asked question Bill Ross was past presishydent of the EAA Warbirds of Amershyica owned a P-38 Leroy Grumshymans personal F3F and an F6F and had his hand in several entershyprises while involved in Warbirds Right at that time he discovered the Grumman Goose was the best bet in sport flying and his attention was diverted in that direction
The Meyers and the Porterfield were restored by Bill and sold The project Fairchild 22 and J-2 went to a couple of our Vintage members and were restored and are flying The Waco F was sold but never did get flying The two C-3s came to me and eventually were restored One was sold and one for those sentishymental reasons is still in my hanshygar disassembled and awaiting the final engine fix The L-2 had been a gas station ornament for years and when they took it down the guy wielding the cutting torch manshyaged to start a fire that ended any thought of restoration
Bill Ross moved to Nevada after he retired from business and unshyfortunately while returning from one of his business trips he flew
into a cloud that had a rock in it Another reason for hanging on It reminds me of Bill Ross and his contributions to the Warbirds of America being part of EAA
Oh yes we did get the C-3 flyshying but the engine ate itself up afshyter about 4S minutes Time for a different approach
I had a set of floats and rigging and Brian Van Wagnen and I deshycided the little C-3 would be a real hoot to see flying on floats However we wanted a reliable engine and the one we had was mostly junk
Brian tore into it but the crank was beyond repair At great exshypense a new one was made dual ignition heads were installed and a new single-drive dual mag was inshystalled after modifying the tail case It runs but the vibration was bad enough to cause distrust Another disassembly and recheck as well as internal component balance were in the works when tragedy struck
Brian had a hangar fire and lost everything he had in the 70-by-90 hangar and its 24-foot lean-toshyhis Widgeon project the Fleetshywing Seabird two antique Aeronca Chiefs a Piper 180 all his toys shop equipment tools and of course the building
The little C-3 stored in another building was all that was left The floats rigging and all the spare enshygine parts were destroyed in the fire A small loss in comparison to what Brian suffered
With no hangar and no shop the decision was made to disassemshyble NC-13000 and bring it back home and there it sits Every day I walk past it and say to myself You gotta get going But the press of daily living and the episodes weve been through in the past couple of years have stopped all the progress Oh well whats another couple of years After all its been grounded since 1948
Until then it just sits and Im going fishing With that its Over to you
Come or t e weekend BUILD FOR A LIFETIME
HANDS-ON HOMEBUILDER WORKSHOP
SCHEDULE
Aug 26-28 Oshkosh WI
Aug 27-28 Arlington WA
Sept 9-11 Griffin GA (Atlanta Area)
bull Repairman (LSA) Inspection-Airplane
bull RV Assembly
bullTIC Welding
Sept 10-11 Corona CA (LA Area)
bull RV Assembly
Sept 10-11 Lakeland FL (Sun N Fun Campus)
bull RV Assembly
Sept 10-11 Houston TX (Westwood Aviation Institute)
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems
Sept 16-18 Frederick MD bull Repairman (LSA) Inspection-Airplane
Sept 23-25 Denver CO bull Repairman (LSA) Inspection-Airplane (Westwood College)
Oct 1-2 Columbus OH (Columbus State Community College)
KLEINEAA SportAir Sponsors TOOLS
wwwkleintoolscom
WORKSHOPS ___ ~
EA~
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems bull Cas Welding
bullbull amp cafamiddot~middotAir c raft Coatings
_polyfibercom wwwalrcraftsprucecom
1-800-WORKSHOP 1-800-967-~746
wwwsportalrcom
YOU CAN BUILD IT LET EAA TEACH YOU HOW VINTAGE AIRPLANE 29
r ~ __c -lt JMNEwMAN
t The (ollowing list o(coming events is (IIrt1ished to Ollr readers as a matter o( it(orshymation only and does not constitllte approval sponsorship involvement cottrolor direction o(any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 OshkoslI WI 54903-3086 Or e-Illail tl1e information to vintageaircra(teaaorg In(ormation shollld be received (ollr months prior to tile event date
AUGUST 7-Queen City MO-Applegate Airport 18th Annual Washytermelon Fly-In 2 PM til dark Info 660-766-2644
AUGUST 13-Hoquiam WA-Bowerman Field Ercoupe Gathering amp Fly-In All experimental classic and vintage aircraft are welshycome Excellent restaurant on field Info Dick 360-533-5926
AUGUST 19-21-Alliance OH-Barber Airport (201) 7th Annual Ohio Aeronca Aviators Fly-In Join us for a relaxing weekend of fun food friendship and flying Breakfast served by EAA Ch 82 Sat amp Sun 7am-llam Camping on field local lodging and transportation available Forums on Saturday Info Brian 216shy337-5643 or bwmatzllacyahoocom or wwwoaafy-Incom
AUGUST 20--Laurinburg-Maxton NC-Ercoupe Owners Club Aweshysome August Invitational NorthSouth Carolina members and guests Lunch awards Young Eagles Flights Info 336-342shy5629 or bandmannetpath-rc net
AUGUST 20--Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-[n Breakfast Info Tom 740-587-2312 or tmcaiinkcom
WIVI cbullbull___bull
These are the first tools you need to buy when you re~cover your
airplane Anyone who has used them will tell you they re the next best thing to having one of our staff right beside you The VHS tape and the DVD will give you the Big Picture and the manual will walk you step by step through every part of the process Youre never on your own when youre using Poly~Fiber
wwwpolyfibercom e-mail infopolyfibercom
Aircraft Coatings 800-362-3490
AUGUST 20--Niles M[-jerry Tyler Memorial Airport (3TR) VAA Ch 35 Corn and Sausage Roast 11am-3pm Rain date August 20 Donations $5 adults $3 children 12-yrs and under All you can eat Info Len 269-684-6566
SEPTEMBER 3-Marion [N-(MZZ) Flyln Cruiseln Info wwwFiylnCruiseln com
SEPTEMBER 3-Prosser WA-EAA Ch 391 s 22nd Annual Labor Day Weekend Prosser Fly-[n Info 509-735-1664
SEPTEMBER S-U-Galesburg [L-Galesburg Municipal Airport 34h Annual Stearman Fly-[n Technical seminars Aircraft judging and awards Aerobatic formation short-field takeoff spot-landing and flour bombing contests Dawn Patrol lunch-time flyouts pizza party stage show banquet and more Info 309-343-6409 or stearmanstearmanfyin com or wwwstea rmanfyin com
SEPTEMBER U -Mt Morris IL-Ogle County Airport (C55) EAA Ch 682 Fly-In Breakfas t 7am-12pm Info 815-732-7268
SEPTEMBER 16-17-Bartlesville OK-Frank Phillips Field (BVO) 49th Annual Tulsa Regional Fly-In Info wwwtllisafyincom or Charlie Harris at 918-622-8400
SEPTEMBER 17-Poplar Grove IL-Poplar Grove Airport Vintage Wings amp Wheels Museum Salu te to WW II Combat Aviators Military aircraft display and fly-by Interviews with 12 WWII veterans of air combat Info wwwpopiargroveairmotivecommllsellnl
SEPTEMBER 17-1S-Rock Falls IL-Whiteside County Airport (SQI) North Centra l EAA Old Fashioned Fly-In Forums workshops fly-market camping air rally awards food amp exhibitors Info wwwnceaaorg
SEPTEMBER 22-25-St Louis MO-Creve Coeur Airport (lHO) Monocoupe Club Fly-InReunion Info Frank Kerner (314) 277-4306 or monocoupesbcgiobainet or wwwmorlOcollpecom
SEPTEMBER 23-25-Sonoma CA-Sonoma Skypark (OQ9) 23rd Annua l 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 208shy739-3979 or ristpsaoicom
SEPTEMBER 24-Topping VA-Hummel Air Field 10h Annual Car amp Air Event 8am-4pm Featuring ant ique cars and planes plus fire apparatus tractors amp engines and arts amp crafts Info (804) 694-5995 or in(oWingsandwheeislIs or wwwwingsandwheeislIs
SEPTEMBER 24-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-I n Info wwwieebottomcom
OCTOBER 1-2-Midland TX-Midland [nt l Airport FINAshyCAF AIRSHO 2005 will commemorate 60th Anniversary of the end of World War II Info 432-563-1000 x 2231 or pubiicreiationscaf7qorg
OCTOBER 5-9-Tullahoma TN-1932 to 2005-The Tradition Lives Year of the Staggerwing Staggerwing Twin Beech 18 Bonanza Baron Beech owners amp enthusiasts Sponsored by the Staggerwing Museum Foundation Staggerwing Club Twin Beech 18 Society BonanzaBaron Museum Travel Air Division amp Twin Bonanza Assn Info 931-455-1974
REGIONAL FLY-IN SCHEDULE EAA Mid-Eastern Fly-In EAA Southeast August 26-28 2005 Regional Fly-In Marion OH (MN N) October 7-92004
Evergreen AL (GZH) Virginia State EAA Fly-In wwwserfi org October 1-2 2005 Petersburg VA (PTB) Copperstate Regional EAA Fly-In wwwvaeaaorg October 6-92005
Phoenix AZ (A39) wwwcopperstateorg
30 AU G U S T 2005
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 dlie7025IOI om vaaflyboyLwnsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Avc 72 15 East 46th SI Albert Lea MN 56007 Tulsa OK 74147
507-373-1674 918-622-8400 stfles(eskmefiiacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush H ill Road Sherborn MA 01 770
508-65l-7157 SH i Ocomcas t llet
David Bennett PO Box 11 88
ioseville CA 95678 916-645-8370
antiquerireachcul1l
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507-263-24 14
InjbfchldrcOI111tCtcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773-779-2 105
pllOtopiotaoicom
Dave C lark 635 Vestal Lane
Plainfield IN 46 168 317-839-4500
davecpciiquestnet
John S Copeland l A Deacon Street
Northborough MA 0 1532 508-393-4775
copelaml JjllllOcom
Phil Coulson 284 15 Springbrook Dr
Lawton MI 49065 269-624-6490
rcollsonS J6cscom
Roger Gom oll 8891 Airport Rd Box C2
Blaine MN 55449 763-786-J342
pledgedriveIns11com
Dale A Gustafson 7724 Shady Hills Dr
Indianapoli s IN 46278 317-293-4430
dalefayemscom
Jeannie Hill PO Box 328
Ha rva rd IL 60033-0328 8l5-943-7205
dishaoowc et
Espie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-3650
wintisockaoco m
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaoicom
Robert D Rob Lumley 1265 Sout h 124th Sl Brookfield WI 53005
262-782-2633 illmpeniiexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817-491-9 110
sellemorris(~lev I IIet
Dean Richardson 1429 Kings Lynn Rd
Stoughton WI 53589 608-877-8485
daraprilairecom
SH Wes Schmid 2359 Lefeber Ave nue
Wauwatosa WI 532 t 3 414-771- 1545
sllschmicimilwpccom
DIRECTORS EMERITUS
Gene C hase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920-23 1-5002 815-923-459 1
GRCHACllarterHet b7ac1Jc llel
Ronald C Fritz 15401 Sparta AV(
Kent City MI 49330 6 16-678-50 12
rFritzf1athwaywlcom
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873 Web Site wwwvintageaircraftorg and wwwairventllreorg E-Mail vintageaircraftCtieaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)
- Newrenew memberships EAA Divishysions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
-Address changes -Merchandise sales -Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory ___ ___ _ 732-885-6711
Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing920-426-4876 Education __ _ 888-322-3229
- EAA Ai r Academy - EAA Scholarships
Flight Advisors info rmation 920-426-6864 Flight Inst ructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles _ _ _ 877-806-8902
Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan _ 866-647-4322 Term Life and Accidental _ 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 Vintage _ FAX 920-426-6865
- Submitting articlephoto - Advertising information
EAA Aviation Foundat ion Artifact Donations 920-426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Association Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additional $10 annually Junior Membershjp (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
EAA SPORT PILOT Current EAA m embers may add EAA
SPORT PILOT magaZine for an additional $20 per year
EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magaZine not inshyduded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA members may join the
Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not inshyduded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the
International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magazine for an additional $45 per year
EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magaZine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA
Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magashyzine and one year membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a
check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2005 by lhe EM Vintage IgtJrcraft Association All righls reserved
VINlAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage IgtJrcraft Association of the ExperimentallgtJrcraft Association and is published monthly at EM Aviation Ceoter 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vinfageaircrafteaaorg Periodicals Poslage paid al Oshkosh Wisconsin 54901 and al additional mailing oHices POSTshyMASTER Send address changes to Vintage IgtJrplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcretumswdsmailcom FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivet)l of VlNlAGE AIRPLANE to loreign and APO addresses via surtace mail ADVERTISshyING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Readers are encouraged to subm stories and photographs Polky opinions expressed in artk1es are solely those of the authors Responsibility for accuracy in reporting rests entirely wh the contributor No remuneration is made Material should be sent to Edor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 92D-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aeronautica are registered trademarks trademarks and service marks of the EXperimental Aircraft Association Inc The use of these trademarks and service marks without lhe pennission of the ExperimentallgtJrcraft Association Inc is strictly prohibited
VINTAGE AIRPLANE 31
Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no
frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VM
reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1-800-233-6934 e-mail ramremfgaolcom Website wwwramengine com VI NTAG E
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418 wwwlpjetservicescom
Airplane T-Shirts 150 Different Airplanes Available
ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
WE PROBABLY HAVE YOUR AIRPLANE
wwwairplanetshirtscom 1-800-645-7739
Flying wires available 1994 pricing Visit wwwflyingwirescom or call
800-517-9278
ELECTRICAL CONDUIT
ASSEMBliES bull MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made per your specifications
bull Original equipment style Braided Conduits in Aluminum Brass or Stainless Steel
bull We carry a complete line of AN - MS Electrical Fittings Backshell Adapters and Specialty Fittings
bull We also have full machine shop capabilities for any custom applications you may require
bull Rebuild your Warbird back to Original
AIRFLEX INDUSTRIES 2538 SUPPLY STREET POMONA CA 91767
Tel 909-392-8474 AI RFLEXI N D USTRIES COM
THE FORGOTTEN PERFORMERS continued
the Pacemaker in marginal weather Mud Lake is narrow shallow and a half-mile long and Poet dragged it twice and then did a touch-andshygo before setting down for th e pickup Mattie Jack was loaded on and they headed for the hospital at Bella Coola It was dark on arshyrival and although landing in the narrow valley without daylight was seldom attempted Dick executed a safe approach and thwarted a sad ending to Mattie Jacks life
The Pacemakers most serious trauma occurred on July 25 1963 on a takeoff from Nimpo Lake 70 miles east of Bella Coola Loaded with two adults and five children from the Poets extended family and piloted by Helens cousin Bob Stewart a wingtip caught the water in an attempt to un-stick the right float and the plane cartwheeled
The left wing and one float were torn off the fuselage was comshypletely severed immediately behind the cabin and everything came to rest floating inverted All on board
were wearing life jackets and the children were ed uca ted in float flying they tripped their seat belt buckles swam out the open end of the cabin and popped to the surshyface There were no injuries
Bohanan retri eved the engine it was flushed mounted on the nose of a PT-17 Stearman and sold to a dentist Dr William Stone in Sandy Oregon Forty years later the Stearman i s still owned by Stone and the same Wasp Jr is on the nose
The remainder of the Pacemaker stayed on the shore of Nimpo Lake for a year and then was loaded on a farm truck by Dicks son-in-law Alan Hauan and returned to Aumsshyville where it was deposited behind the Poets barn A much more serishyous tragedy occurred a short time later when Dick was involved in the fatal crash of a DHC-2 float Beaver when one wing folded
To be continued in the September isshysue ofVintage Airplane
32 AUGUST 2005
Torquil Nonnan aircraft collector extraordinaire
18 AUG U S T 2005
Like many of its de Havilland siblings the Leopard Moth features foldable wings which help maximize available storage facilities
necessary for such a long trip and Iceland landing after a 9-l2-hour flew to Wick in far northeastern journey An attempt to fly over the Scotland Donning an exposure suit Greenland ice cap was rebuffed by and departing with a full 96 gallons clouds so a run down the east coast of fuel he pushed off to Reykjavik was made landing in Narsarsuaq at
the southernmost tip of Greenland There he was greeted with beautiful weather with temperatures in the 60s and sunshine
A long run to Goose Bay Labrashydor in Canada gave Torquil a taste of just about every type of weather one can expect to encounter from solid IFR conditions nearly down to the sea to a near gale blowing along the Canadian coast when he
(j was getting ready to land From ~ there he flew down to Sept-lies on g the north shore of the St Lawrence a ____ --u_ ~ Seaway in Quebec where he says
Electricity for the Moth is supplied by this strut-mounted generator which is he enjoyed a marvelous lobster din-driven by a carved impeller You can see the damage done to it by ice and pre- ner Then it was on to the States cipitation encountered on the trans-Atlantic trip making his way to EAA AirVenture
Oshkosh 1999 after a few stops to visit friends along the wayA Hamilton vertical
All in all he didnt feel the airshycard compass (right) craft ever ran up against insurshysupplements the stanshymountable issues during his longdard British compass flight but there were times whenmounted at the bottom the long legs of the Leopard Mothcenter of the instrushywere not contributing to the comshyment panel fort of the pilot Having made the trip in both the Rapide and the Leopard Moth Torquil didnt feel it was likely hed repeat his transshyAtlantic hop but he certainly has created a whole new set of stories to tell his chums at home
VI N TAGE A I RPLANE 19
THE FORGOTTEN PERFORMERS
Bellancas record-making airplanes VIC PIKE
Clarence Chamberlain on his way to Gennany
A sk anyone in a pishylots lounge what airplane Charles Lindbergh flew across the Atlanshy
tic and the reply will be Why a Ryan of course But relatively few current pilots are aware that two weeks after Lindberghs famous flight Clarence Chamberlain and Charles Levine flew a WB-2 Belshylanca named Columbia immediate predecessor to the Bellanca Paceshymakers and Skyrockets from Roosshyevelt Field New York to Eisleben Germany And few pilots know that prior to his involvement with Ryan Lindbergh unsuccessfully neshygotiated with Wright Aeronautical (who commissioned the WB-2) and later with Giuseppe Bellanca at his Columbia Aircraft Co to purchase th e very plane used by Chambershylain and Levine Unfortunately (or fortunately for Ryan) Charles Levine th e financial underwriter of Columbia Aircraft manipulated capriciously to obstruct a sale to the 20 AUGUST 2005
unknown airmail pilot Lindbergh From the mid 1920s through the
early 1930s Bellanca monoplanes routinely set records for distance altitude and endurance that made their superlative performance an expectation Victories at the Nashytional Air Races in both 1925 and 1926 An endurance record of 51 hours and 11 minutes in 1927 and New York to Havana Cuba in 1928 both by the Columbia
Then it was Maine to Spain by the North Star in 1929 At the Nashytional Air Races in Cleveland that year Bellancas took five firsts three seconds two thirds and two fourths in seven events In May 1930 came the non-refueled endurance record of 84 hours and 33 minutes in a Pacemaker powered by a Packard DR-980 radial diesel engine this reshycord was not broken until the 1986 flight of the Voyager
In July 1930 another record New York to Istanbul in the Cape Cod nonstop And still more an altitude record of 30453 feet was
set in 1931 by Bellanca test pilot George Haldeman
1931 also saw an around-theshyworld flight with Clyde Pangborn and Hugh Herndon in Miss Veedol which culminated in a 4558-mile 41-hour and 13-minute leg across the Pacific Ocean from Sabishiro Beach Japan to Wenatchee Washshyington which is a story in itself This record stood until 1947 when it was eclipsed by a uS Air Force 8-29 Miss Veedol was renamed the American Nurse and in 1932 vanshyished on a trans-Atlantic attempt
These are only a few of the acshycomplishments of this Bellanca seshyries and although some of these airshyplanes had modifications such as longer wings the original design was a commercial production aircraft
Diminutive and shy Sicilianshyborn Giuseppe Bellanca had formal education in mathematics and enshygineering and in a partnership of three constructed Italy s first airshyplane in 1909 He immigrated to America in 1911 and soon assemshy
bled a parasol-wing monoplane powered by a three-cylinder 30shyhp Anzani engine After flying this airplane Clarence Chamberlain remarked I was thoroughly conshyvinced that Bellanca not only was a genius but a hero of a rare sort
In 1912 Bellanca established the Bellanca Aeroplane Co conshystructed a second monoplane and opened a flight school One of his students was Fiorello LaGuardia later New Yorks famous mayor In 1916 Bellanca designed the CD and CE biplanes for the Maryland Pressed Steel Co To illustrate his engineering acumen the CE (1917) would cruise at 100 mph on 90 hp while the conshytemporary Curtiss IN-4D Jenny also with 90 hp followed at 65 mph
The CF monoplane first flew on June 8 1922 and was spectacular for its era With an enclosed cabin carrying four passhysengers and powered by a 90-hp 10-cylinder Anshyzani radial (twin rows of five cylinders) the CF cruised at 100 mph for 600 miles and enjoyed an impressive 12-to-1 glide ratio With the CF Bellanca created a signature airfoil fuselage profile that continued into post-war designs
Airmail pilot William C Hopson campaigned the CF in a series of competitions during the summer of 1922 He took first place in every event Hopson observed She was by far the most remarkable plane I had ever flown
Despite the CFs accomplishments there was no market for a $5000 airplane when World War I surplus models were selling for a few hunshydred Fortunately the CF survived has been restored and is now in the National Air and Space Museum
In 1925 Bellanca joined the Wright Aeronautical Corp which put him in close proximity to the new 200-hp J-4 Whirlwind engines This prompted construction of the
conflicts with Wright Aeronautical in Patterson New Jersey he moved to New York and entered the conshytentious partnership with Charles Levine When that unraveled Belshylanca re-established production in a rented warehouse on Staten Island
Bellancas outstanding airplanes enticed the state of Delaware and particularly the du Pont family into courting him to settle there After a temporary operation in Wilmingshyton a factory and airfield were conshystructed at New Castle stability was finally achieved
The rugged construction and prodigious load-carrying capacity
of these unique airplanes disbursed their activities all over the world where they served careers from distinguished air transshyport to bush hack An ulshytimate utilitarian characshyter relegated the grand birds to situations of exshypendability that unforshytunately caused attrition to eliminate alarming numbers of them
Out of the 60 that were built only one airworshythy example of a Paceshymaker CH-300 exists toshy
bull
--=--shy -lt
-shy____ u
all-wood WB-1 followed by the steelshytube fuselage WB-2 using the imshyproved 220-hpJ-5 The WB-1 was deshystroyed in a crash in 1926 and the record-breaking WB-2 Columbia was lost in a hangar fire in 1934
From the WB planes evolved the Pacemaker series first the J-5 Wright powered CH-200 of 1928 then the 300-hp R-975 J-6-9 CH-300 of 1929 (also available with the PampW Wasp Jr) and the R-1340 Wasp CH-400 Skyrocket of 1930 on through the senior Pacemakers and Skyrockets of the later 30s
Giuseppe Bellancas passion was to design and build airplanes with the following parameters Maxishymum safety and the greatest possishyble efficiency as measured by speed load and range His earlier dreams seemed perpetually frustrated after
day NC251M Serial No 154 And even this one is currently undergOing a complete and toshytal rebuild with new fuselage and wings and a target date for compleshytion in the summer of 2005
Throughout the story of this airshyplane is the striking reality of how many people have been involved The core history of an old airplane is inshytriguing but the anecdotal accounts of the people create something inshyfinitely more profound Aviation is a community an extended family so loosely connected that members remain unacquainted But the comshyposite connects lives in ways that are not previously suspected Keep this in mind as you read
NC251M emerged from the Belshylanca factory at New Castle Delashyware on September 171929 to be delivered as the first airplane of In-
VINTAGE AIRPLANE 21
ter-IsIand Airways (now Hawaiian Airshylines) of Honolulu It served primarily with sightseeing flights while Inshyter-Islands passenshyger service evolved around Sikorsky S-3S amphibians
On April IS 1933 NC251M was sold to Mr G Fowble (posshysibly a broker) of San Bernardino California and then resold on April 27 to MacMillan Peshytroleum Corp of Los Angeles Remember MacMillan Ring Free Motor Oil On March 20 1935 it was purchased by Unious Mac McGee (McGee Airways) in Anchorage Alaska to begin 15 years as a bush workhorse On April 20 1935 McGee Airways was sold to Star Air Service in Anchorage which became Star Airlines which became Alaska Star Airlines which became Alaska Airlines in May 1944
Steve Mills chief pilot for Star was flying a sister Pacemaker NC259M when a fatal crash claimed his life in 1936 After usable parts were salshyvaged the remaYJs were burned at the site of the accident In 1995 the curator of the Alaska Aviation Herishytage Museum (and a walking encyshyclopedia of Alaska aviation history) Ted Spencer recovered the parts and stored them at the museum in Anchorage Steves grandson Dave Mills assisted Ted in his efforts
Essentially intact the logs of NC251M depict a rich history of Alaska bush flying in the 1930s and 1940s and reading them is like peering into the Holy Grail Much of the story can only be extraposhylated from the cryptic and frustratshyingly taciturn renderings of bush pilots who flew thousands of hours over geography and in weather that would be considered treacherous to most modern pilots
Ones imagination expands from such tersely penciled comments as 22 AUGUST 2005
PICTORIAL HISTORIES PUB CO
NC251M in 1929
Engine blew up Ship moored at Naknek Rate of climb reads SOO feet down in level flight Windshyshield gives pilot cold shower Turn and bank no good Cant adjust altimeter (Signed Satan) Repaired left wingtip spliced rear spar Rebuilt left elevator
Another entry notes Flew every day from 1-20 to 2-14 With such casualness the suspicion is that unshyderstatement must be intrinsically characteristic of these bush pilots theres no mention of the effort inshyvolved in keeping a 1929 airplane flying every day during the rigors of an Alaskan winter
The logs include entries by many noted Alaska bush pilots a few of which were Kenny Neese Johnny Moore Don Goodman Jack Elshyliot (who onee swooped down and speared a wolf with his ski) and Bill Lund Lund stayed with Alaska Airshylines as its number one pilot and pioneered jet flights into Russia during the 1970s finally retiring in 19S0
Martha Monsen was the Star agent in Naknek during the 1930s and ran a virtual boarding house for the pilots during layovers Several of Monsen s sons became pilots and one Mel Monsen told me of sitting at the supper table as a young lad caught up in the intrigue of endless convershysations about bush flying advenshy
tures Mel Monsen related that when he and his friends played bush pishylot there was alshyways an argument about who would be Kenny Neese
In these early days it was usual for Alaska air sershyvice companies to struggle wi th fishynancial solvency Star was no excepshytion and in June 1939 in exchange for some capital investment the
ownership of its entire fleet was transferred to bankers Thrall and Williams of Minneapolis Minshynesota In contemporary terms these treasures included four CHshy300 Pacemakers three CH-400 Skyrockets two Stinson SM-SAs a Fairchild Pilgrim 100A a Cessna C-34 Airmaster and a Ford 5-AT-C Tri-Motor The arrangement apshyparently worked because by Febshyruary 1940 everything was back in Stars legal possession
In June 1946 Alaska Airlines performed a field conversion from wheels to Edo 4665 floats When completed notification was sent to the CAA with the simple comment that it was similar to Bellanca NC256M Approval was granted
From 1929 NC251M flew with a Wright R-975 J-6-9 of 300 hp reshyplaced or overhauled a number of times but a catastrophic failure in August 1946 prompted Alaska to convert to a PampW R-9S5-AN-3 Navy surplus and freshly overhauled In May 1947 the plane was returned to service
In December 1947 Alaska Airshylines sold NC25 1 M to Eric Shutte (pronounced Shoot-ee) and CV Kay Shutte came to Alaska in the early 1930s as a pilot and mechanic for Vern Gorst founder of Pacific Air Transport Kay had been a partshyner with Shell Simmons in the Panshyhandle Air Transport Co (Pateo)
out of Juneau in the mid 1930s
Shutte and Kay did contract flying for the US Coast Guard and opened a hotel in King Salmon called Nashyknek Sky tel with NC25 1 M providing charter flight sershyvices The business suffered a setback in 1950 when the hotel burned and on a trip south the Bellanca was damshyaged in an accident Kenmore Air 1950s On the float is Bob Munro Walt Winsman mechanic near Prince Rupert and Bill Lund Alaska Airlines pilot on a day off British Columbia
Bob Munro of Kenmore Air Harshybor in Seattle salvaged the plane with the promise that insurance would cover the costs The insurshyance company refused and Munro took possession of the Bellanca as payment After repairs were comshypleted NC25 1 M joined the Kenshymore fleet Currently Kenmore is a world-class floatplane operation holds the type certificate for Edo floats and has developed many STCd modifications for de Havilshyland Beavers and Otters
From 1955 to 1957 Munro leased NC25 1 M to Bob Hall of Kodiak Airways (actually it was sold and repurchased for liability protecshytion) Kodiak ran scheduled mail and passenger service to the five villages and nine canneries on Koshydiak Island The chief pilot was Gil Jarvela and in a conversation with me he related stories that riveted my attention hauling resistant Koshydiak bear cubs in gunny sacks loadshying incredible amounts of freight in NC25 1M and patching holes in the floats with bubble gum and spruce twigs
When the plane was returned to Kenmore Bob Munro commisshysioned Clayton Scott to engineer the installation of Edo 6470 floats to replace the smaller 4665s I had heard of Scott and his legendary cashyreer in aviation that has spanned
more than seven decades and conshyfirmed his existence with Bill Whitshyney Kenmores senior pilot who flies turbine Otter floatplanes
I visited Scott in his large hanshygar on the Renton Municipal Airshyport in Washington state where he conducts business as Jobmaster Co his aircraft modification firm Out front was a beautiful Cessna 195 on floats and inside I found him working on a de Havilla~d DHC-2 floatplane Looking at the man and his environment I immeshydiately realized that this was halshylowed ground
I told him my visit was prompted by an understanding that he had once installed floats on a Bellanca Pacemaker and he replied Yes that was in 1957 We replaced a set of Edo 4665s for some 6470s I can show you the paperwork He stepped to his fi le and without glasses pulled it out
I inquired of Scott how old he was and with a sly smile he said 100 minus three After a period of time during which Scott grashyciously shared with me some of his incredible flying experiences I left this icon so that he could return to working on the Beaver [ felt that I had been in the Notre Dame Catheshydral [Well have more on Clayton Scott in next months issue of Vinshytage Airplane-Ed]
As predictably ocshycurs in the life cycle of utility airplanes NC251M was showshying tatter and wear by the late 1950s the engine found a home on the nose of anshyother ship the wings were pulled and it ended up in the back of Kenmores storage yard In June 1960 Dick Poet of Aumsshyville Oregon purshychased the airframe and floats
Poet was an aerial applicator pilot and with his wife Helen
owned Wilderness Airlines in Bella Coola British Columbia Dicks meshychanic Bob Bohanan completely refurbished the Pacemaker includshying new fabric paint and an overshyhauled R-985 from Wesco Air Service on Boeing Field which returned it to pristine condition
With the rebuild complete on June 25 1962 there was the issue of taking the airplane off the Poets grass strip Straw was spread down the runway to reduce friction and with Dick in the cockpit power was fed to the R-985 Sufficient airshyspeed was achieved but the long floats prevented rotation and takeshyoff was denied Bohanan then conshystructed a two-wheel dolly from an old truck axle and this time Dick lifted off while the dolly burshyied itself in the brush at the end of the field After a short test flight he landed on the Willamette River at Salem Subsequently the Poets applied for Canadian registration (CF-OQK) and flew to Bella Coola British Columbia where the Paceshymaker began charter service with Wilderness Airlines
On June 25 1963 a woman Mattie Jack was attacked and badly mauled by a grizzly bear at Mud Lake east of Bella Coola A call was made to Dick for a rescue flight and he immediately took off with
continued on page 32
VINTAGE A I RPLANE 23
A beautiful day is not complete unless it is seen from the inside of a cockpit The Vintage Aircraft Association is providing you with the opportunity to bring the magic of flight to your home office or hangar Take flight with the 2006 VAA Calendar Free Skies Forever
The gorgeous 17 x 11-inch full-color wall calendar is the perfect gift for yourself or your favorite pilot Each month contains the amazing photography from the Vintage Aircraft Association and captures the spirit of flight
As a commemoration to the great aviators before us the VAA 2006 Calendar Free Skies Forever contains great feats in aviation printed on the exact date of occurrence Dont let this opportunity fly past you Order your 2006 VAA Free Skies Forever Calendar by September 30 2005 Calendars will ship in November for Christmas arrival
Or to order by mail send your checkmoney order to Vintage Aircraft Association 2006 Calendar do Turner Publishing Company bull PO Box 3101 bull Paducah KY 42002-3101
o Please enter my order for __ copies of the Vintage Aircraft Association 2006 Calendar - only $1595 Your Name
o ShippingHandling add $395 for each calendar Address
o Kentucky residents add 6 sales tax City State Zip
TOTAL ENCLOSED $______
Telephone For Office Use Only - VAA2006-A-GW
CkR Amount E-mail address (for order confirmation)
DOUG STEWART
Whetherweather to go or not
There I was driving along the turnpike looking up at a severe clear cerulean sky and rather than findshy
ing myself ecstatic at that beautishyful sight words that cannot be reshypeated in this column were formshying on my lips Gosh darn (it was really a lot stronger said than that) the briefer said VFR not recomshymended and now instead of being up in that sky where I belong I am down here ground bound driving to my destination
I know probably everyone of us has been in this situation pershyhaps more times than we care or choose to remember As the sayshying goes There are old pilots and bold pilots but no old bold pishylots Many of us are aware that most aviation accidents when asshysociated with weather tend to be fatal ones Thus if we are not inshystrument rated and current or flyshying an airplane that is not instrushyment certified we tend to choose alternative means of transporshytation when the briefer tells us VFR is not recommended
But does this always have to be the case Are there any ways to make those VFR trips possible and still remain safe Are there any tools we can use to determine if the forecast is holding true or if it is not For I think we all both male and female would agree that the weather is like the opposite sex-toshytally fickle and unpredictable Lets
take a look at the numerous tools we have for making the gono-go decision relative to the weather
To help determine if the forecast is going to hold true I usually first consult the METARS Check reshyporting stations along your route If you are able get a history showshying the reports over the past three to four hours and see if the reports are corroborating the forecasts (DUATS WSI and Meteorlogix are all great sources for this informashytion) What trend do you see in the reports Is the weather getshyting better or worse or holding the same Is it doing what the TAF and FA said it would
Im also sure to compare the tershyminal forecasts (TAF) with the Area Forecast (FA) The TAF covers only a S-mile radius of the aerodrome whereas the FA covers an entire area Keep in mind that cloud bases in the TAF are AGL (above ground) whereas the cloud bases in the FA are MSL (above sea level)
Next I check the PIREPS (pilot reports) Do they substantiate the briefers warnings When checking PIREPS be sure to take into account where the report was made (threeshydimensionally) when it was made and what type of aircraft the reportshying pilot was flying If a 747 reports light chop along my route I might consider leaving the ropes on my airplane and going to have a frosty one whereas if its a J3 reporting moderate turbulence I might very
well launch on my own flight While we are mentioning PIREPS
lets not forget that (as in all things in life) what goes around comes around If we are seeking PIREPS in helping us to make the gono-go decision we should also consider filing them It takes only a few moshyments to file a PIREP and in doing so you are assisting many other pishylots in their flight planning
These are a few of the tools we can use while still on the ground to determine if the forecast is holdshying true But what about when we are already en route How can we know whether the weather will be as forecast
Obviously if the forecast was for severe clear and there are a lot of clouds forming you do not need to be a rocket scientist or a brain surgeon to know that the forecast is not holding true But there are many other clues that might not be quite as obvious and that should warn us that the briefer might have been wrong
If we realize that we are having to fly a heading other than what we had plotted to track our course or if we are experiencing different ground speeds than what we had exshypected we should understand that there is a good chance that the enshytire forecast might be off After all these forecasts are predicated on the expected movement of fronts and pressure zones When they dont move as anticipated the winds aloft
VINTAGE AIRPLANE 25
will be different thus yielding difshyferent headings and groundspeeds than we had planned
There is something else that can give us a heads-up about the posshysibility of the forecast going south and that is the temperatures aloft Most aircraft have outside air temshyperature gauges (OAT) and these can be very useful tools-ones that many pilots ignore An OAT can be used to corroborate whether the temperatures aloft are as forecast (You do remember that the foreshycast temperatures aloft are included with the winds aloft dont you) This can give us an understanding of whether the fronts are moving at the speed and direction forecast or if they might be moving slower or faster than expected
Keeping track of the temperashytures as you climb can also help you quickly determine if the lapse rate is stable Remembering that the stable lapse rate is ZOC per thousand feet one can make a note of the tempershy
ature on the ground prior to takeoff and then check it as you climb If it is less than ZOC per thousand one of the major ingredients in the proshyduction of thunderstorms is presshyent that being an unstable lapse rate (The other two are moist air and a lifting action of some kind) Thus the OAT can be a useful tool in confirming or refuting the foreshycast of thunderstorms
One could spend a lifetime studyshying the weather and not get any closer to predicting what it might do And I cant do justice to the subshyject in this short article However when it comes to weather I must say that discretion is the better part of valor There are certainly times when the briefer will give the warnshying that VFR is not recommended and the day turns out to be beautishyful But there are also times when your beautiful day turns ugly
Regardless of whether the foreshycast is for good weather or bad be sure to have an alternate plan in
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation
Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these jewels on and bring back the good times New General Aviation Sizes Available
500 x 5 600 X 6 700 X 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
~DESSER(~ 323-721-4900 FAX 323-721 -7888
6900 Acco St Montebello CA 90640 TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106
wwwdessercom
26 AUGUST 2005
place Remember to run the PAVE and CARE checklists that I wrote about in previous articles to help you make the proper decisions relative to the weather Using the tools I have mentioned above will help you in checking the enVironshyment help in understanding the consequences of the hazards asshysociated with some aspects of the weather and aid you in assessing the realities of what the weather is really doing
And when the briefer gives you that dire warning of VFR not recshyommended keep in mind that it is always much better to be on the ground wishing you were up in the air than up in the air wishing you were on the ground He might be wrong and Ive offered some tools to help determine that but he very well might be right
Doug Stewart is the 2004 National CFI of the Year a Master CFI and a DPE He operates DSFI Inc based at the Columbia County Airport (lBl)
TelePhone 800-247-8473 or
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE NEWLY ACQUIRED GARNER P EMMERSON COLLECTION DONATED TO EAA BY BOB HIGHLEY OF LAKELAND FLORIDA
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs to be in no later than September 10 for inclusion in the November 2005 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to mysteryplaneeaaorg Be sure to include your name city and state in the body of your note and put (Month) Mystery Plane in the subject line
MAY S MYSTERY ANSWER as residing in Los Angeles at that time I learned this while roaming on wwwaerofilescom last evening
I already had seen the aircraft in the British magazine Aeroplane Monthly that has the same photo as yours along with some contemshyporary aircraft in an illustrated article in the September 2003 isshysue with the title Call That Safe The caption to the photo reads
In 1933 Carl Hall and Frank Nixon tested this propeller cowlshying at Compton California It was claimed to speed up aeroplanes from 39 to 140 per cent and slow them as much as desired for landshying the innerdeflectors serving
Mays Mystery Plane came to us X12211 seems to have its 95-hp as air brakes from Harold Swanson Cirrus upright four-cylinder en I hope that you have more inshygine
Heres our only letter concerning as it was reported to have in 1 formation about this interesting934 its identity it was reported to have had a Veshy early try at a ducted propeller
lie engine when built in 1931 Jack Erickson The Felio Ranger SP-2 owner Harold G Felio is li State College Pennsylvania sted
VINTAGE AIRPLANE 27
EE BUCK HILBERT
Aeronca C-3 N-13000
Ive been asked many times Why do you hang onto this old airplane
Several reasons Mostly it has a place in more recent historyshynamely the last real Cleveland Air Race held in 1948 And probably another reason is it represents at least to me the memory of the last of the barnstormers
To the best of my knowledge the last time this little C-3 flew was at the 1948 Cleveland Air Races
The airplane belonged to Duke and Martha Hashner the owners of Global Airshows and promoters of the races that year
Duke flew this Aeronca C-3 in a clown act The airplane was painted up with a clown face was all red and white and Ive been told he did a remarkable job of entertainshying the crowd
Duke also flew other aerobatic aircraft in the show while Martha was the wing-walker parachute jumper and ticket seller
Unfortunately this was the same year record-holding entrepreneur Bill Odom crashed a racing P-S 1 into a residential area resulting in his death and other fatalities Beshycause of this accident Duke and Martha were the target of lawsuits that drove Global Airshows and the two of them out of business and into seclusion
Living on the Quietula Farm at Cherry Valley Ohio the coushyple now forced to retire from doshying their air show routines turned Global Airshows into a traveling
28 AUGUST 2005
static display show The 50s saw the advent of the
shopping center Global Airshows would truck its airplanes to the new shopping center parking lots and display them in full air show regashylia Martha and Duke would dress the part entertain the crowds and dreamed of once again being active air show circuit acts
The airplane
belonged to
Duke and Martha
Hashner
Unfortunately Duke suffering from a brain tumor lost the ability to participate and after a long batshytle passed away Martha kept the airplanes now stored at the farm and spent her days tending numershyous pet dogs and cats dreaming of her barnstorming glory days as queen of Global Airshows Martha passed away in the mid-60s
Global Airshows and its derelict aircraft were sold to Bill Ross and me a few months before Martha passed away
The collection consisted of Marshythas Meyers OTW Dukes Waco F and a Porterfield CP-65 All were inshy
tact and complete but each needed restoration Also in the collecshytion were pieces and parts of two Aeronca C-3s a J-2 Piper a Taylorshycraft L-2 and a Fairchild 22 Along with the airplanes came numerous engine parts old tools and propelshylers along with the trailers used to haul the airplanes
What happened to the airshyplanes is the frequently asked question Bill Ross was past presishydent of the EAA Warbirds of Amershyica owned a P-38 Leroy Grumshymans personal F3F and an F6F and had his hand in several entershyprises while involved in Warbirds Right at that time he discovered the Grumman Goose was the best bet in sport flying and his attention was diverted in that direction
The Meyers and the Porterfield were restored by Bill and sold The project Fairchild 22 and J-2 went to a couple of our Vintage members and were restored and are flying The Waco F was sold but never did get flying The two C-3s came to me and eventually were restored One was sold and one for those sentishymental reasons is still in my hanshygar disassembled and awaiting the final engine fix The L-2 had been a gas station ornament for years and when they took it down the guy wielding the cutting torch manshyaged to start a fire that ended any thought of restoration
Bill Ross moved to Nevada after he retired from business and unshyfortunately while returning from one of his business trips he flew
into a cloud that had a rock in it Another reason for hanging on It reminds me of Bill Ross and his contributions to the Warbirds of America being part of EAA
Oh yes we did get the C-3 flyshying but the engine ate itself up afshyter about 4S minutes Time for a different approach
I had a set of floats and rigging and Brian Van Wagnen and I deshycided the little C-3 would be a real hoot to see flying on floats However we wanted a reliable engine and the one we had was mostly junk
Brian tore into it but the crank was beyond repair At great exshypense a new one was made dual ignition heads were installed and a new single-drive dual mag was inshystalled after modifying the tail case It runs but the vibration was bad enough to cause distrust Another disassembly and recheck as well as internal component balance were in the works when tragedy struck
Brian had a hangar fire and lost everything he had in the 70-by-90 hangar and its 24-foot lean-toshyhis Widgeon project the Fleetshywing Seabird two antique Aeronca Chiefs a Piper 180 all his toys shop equipment tools and of course the building
The little C-3 stored in another building was all that was left The floats rigging and all the spare enshygine parts were destroyed in the fire A small loss in comparison to what Brian suffered
With no hangar and no shop the decision was made to disassemshyble NC-13000 and bring it back home and there it sits Every day I walk past it and say to myself You gotta get going But the press of daily living and the episodes weve been through in the past couple of years have stopped all the progress Oh well whats another couple of years After all its been grounded since 1948
Until then it just sits and Im going fishing With that its Over to you
Come or t e weekend BUILD FOR A LIFETIME
HANDS-ON HOMEBUILDER WORKSHOP
SCHEDULE
Aug 26-28 Oshkosh WI
Aug 27-28 Arlington WA
Sept 9-11 Griffin GA (Atlanta Area)
bull Repairman (LSA) Inspection-Airplane
bull RV Assembly
bullTIC Welding
Sept 10-11 Corona CA (LA Area)
bull RV Assembly
Sept 10-11 Lakeland FL (Sun N Fun Campus)
bull RV Assembly
Sept 10-11 Houston TX (Westwood Aviation Institute)
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems
Sept 16-18 Frederick MD bull Repairman (LSA) Inspection-Airplane
Sept 23-25 Denver CO bull Repairman (LSA) Inspection-Airplane (Westwood College)
Oct 1-2 Columbus OH (Columbus State Community College)
KLEINEAA SportAir Sponsors TOOLS
wwwkleintoolscom
WORKSHOPS ___ ~
EA~
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems bull Cas Welding
bullbull amp cafamiddot~middotAir c raft Coatings
_polyfibercom wwwalrcraftsprucecom
1-800-WORKSHOP 1-800-967-~746
wwwsportalrcom
YOU CAN BUILD IT LET EAA TEACH YOU HOW VINTAGE AIRPLANE 29
r ~ __c -lt JMNEwMAN
t The (ollowing list o(coming events is (IIrt1ished to Ollr readers as a matter o( it(orshymation only and does not constitllte approval sponsorship involvement cottrolor direction o(any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 OshkoslI WI 54903-3086 Or e-Illail tl1e information to vintageaircra(teaaorg In(ormation shollld be received (ollr months prior to tile event date
AUGUST 7-Queen City MO-Applegate Airport 18th Annual Washytermelon Fly-In 2 PM til dark Info 660-766-2644
AUGUST 13-Hoquiam WA-Bowerman Field Ercoupe Gathering amp Fly-In All experimental classic and vintage aircraft are welshycome Excellent restaurant on field Info Dick 360-533-5926
AUGUST 19-21-Alliance OH-Barber Airport (201) 7th Annual Ohio Aeronca Aviators Fly-In Join us for a relaxing weekend of fun food friendship and flying Breakfast served by EAA Ch 82 Sat amp Sun 7am-llam Camping on field local lodging and transportation available Forums on Saturday Info Brian 216shy337-5643 or bwmatzllacyahoocom or wwwoaafy-Incom
AUGUST 20--Laurinburg-Maxton NC-Ercoupe Owners Club Aweshysome August Invitational NorthSouth Carolina members and guests Lunch awards Young Eagles Flights Info 336-342shy5629 or bandmannetpath-rc net
AUGUST 20--Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-[n Breakfast Info Tom 740-587-2312 or tmcaiinkcom
WIVI cbullbull___bull
These are the first tools you need to buy when you re~cover your
airplane Anyone who has used them will tell you they re the next best thing to having one of our staff right beside you The VHS tape and the DVD will give you the Big Picture and the manual will walk you step by step through every part of the process Youre never on your own when youre using Poly~Fiber
wwwpolyfibercom e-mail infopolyfibercom
Aircraft Coatings 800-362-3490
AUGUST 20--Niles M[-jerry Tyler Memorial Airport (3TR) VAA Ch 35 Corn and Sausage Roast 11am-3pm Rain date August 20 Donations $5 adults $3 children 12-yrs and under All you can eat Info Len 269-684-6566
SEPTEMBER 3-Marion [N-(MZZ) Flyln Cruiseln Info wwwFiylnCruiseln com
SEPTEMBER 3-Prosser WA-EAA Ch 391 s 22nd Annual Labor Day Weekend Prosser Fly-[n Info 509-735-1664
SEPTEMBER S-U-Galesburg [L-Galesburg Municipal Airport 34h Annual Stearman Fly-[n Technical seminars Aircraft judging and awards Aerobatic formation short-field takeoff spot-landing and flour bombing contests Dawn Patrol lunch-time flyouts pizza party stage show banquet and more Info 309-343-6409 or stearmanstearmanfyin com or wwwstea rmanfyin com
SEPTEMBER U -Mt Morris IL-Ogle County Airport (C55) EAA Ch 682 Fly-In Breakfas t 7am-12pm Info 815-732-7268
SEPTEMBER 16-17-Bartlesville OK-Frank Phillips Field (BVO) 49th Annual Tulsa Regional Fly-In Info wwwtllisafyincom or Charlie Harris at 918-622-8400
SEPTEMBER 17-Poplar Grove IL-Poplar Grove Airport Vintage Wings amp Wheels Museum Salu te to WW II Combat Aviators Military aircraft display and fly-by Interviews with 12 WWII veterans of air combat Info wwwpopiargroveairmotivecommllsellnl
SEPTEMBER 17-1S-Rock Falls IL-Whiteside County Airport (SQI) North Centra l EAA Old Fashioned Fly-In Forums workshops fly-market camping air rally awards food amp exhibitors Info wwwnceaaorg
SEPTEMBER 22-25-St Louis MO-Creve Coeur Airport (lHO) Monocoupe Club Fly-InReunion Info Frank Kerner (314) 277-4306 or monocoupesbcgiobainet or wwwmorlOcollpecom
SEPTEMBER 23-25-Sonoma CA-Sonoma Skypark (OQ9) 23rd Annua l 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 208shy739-3979 or ristpsaoicom
SEPTEMBER 24-Topping VA-Hummel Air Field 10h Annual Car amp Air Event 8am-4pm Featuring ant ique cars and planes plus fire apparatus tractors amp engines and arts amp crafts Info (804) 694-5995 or in(oWingsandwheeislIs or wwwwingsandwheeislIs
SEPTEMBER 24-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-I n Info wwwieebottomcom
OCTOBER 1-2-Midland TX-Midland [nt l Airport FINAshyCAF AIRSHO 2005 will commemorate 60th Anniversary of the end of World War II Info 432-563-1000 x 2231 or pubiicreiationscaf7qorg
OCTOBER 5-9-Tullahoma TN-1932 to 2005-The Tradition Lives Year of the Staggerwing Staggerwing Twin Beech 18 Bonanza Baron Beech owners amp enthusiasts Sponsored by the Staggerwing Museum Foundation Staggerwing Club Twin Beech 18 Society BonanzaBaron Museum Travel Air Division amp Twin Bonanza Assn Info 931-455-1974
REGIONAL FLY-IN SCHEDULE EAA Mid-Eastern Fly-In EAA Southeast August 26-28 2005 Regional Fly-In Marion OH (MN N) October 7-92004
Evergreen AL (GZH) Virginia State EAA Fly-In wwwserfi org October 1-2 2005 Petersburg VA (PTB) Copperstate Regional EAA Fly-In wwwvaeaaorg October 6-92005
Phoenix AZ (A39) wwwcopperstateorg
30 AU G U S T 2005
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 dlie7025IOI om vaaflyboyLwnsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Avc 72 15 East 46th SI Albert Lea MN 56007 Tulsa OK 74147
507-373-1674 918-622-8400 stfles(eskmefiiacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush H ill Road Sherborn MA 01 770
508-65l-7157 SH i Ocomcas t llet
David Bennett PO Box 11 88
ioseville CA 95678 916-645-8370
antiquerireachcul1l
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507-263-24 14
InjbfchldrcOI111tCtcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773-779-2 105
pllOtopiotaoicom
Dave C lark 635 Vestal Lane
Plainfield IN 46 168 317-839-4500
davecpciiquestnet
John S Copeland l A Deacon Street
Northborough MA 0 1532 508-393-4775
copelaml JjllllOcom
Phil Coulson 284 15 Springbrook Dr
Lawton MI 49065 269-624-6490
rcollsonS J6cscom
Roger Gom oll 8891 Airport Rd Box C2
Blaine MN 55449 763-786-J342
pledgedriveIns11com
Dale A Gustafson 7724 Shady Hills Dr
Indianapoli s IN 46278 317-293-4430
dalefayemscom
Jeannie Hill PO Box 328
Ha rva rd IL 60033-0328 8l5-943-7205
dishaoowc et
Espie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-3650
wintisockaoco m
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaoicom
Robert D Rob Lumley 1265 Sout h 124th Sl Brookfield WI 53005
262-782-2633 illmpeniiexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817-491-9 110
sellemorris(~lev I IIet
Dean Richardson 1429 Kings Lynn Rd
Stoughton WI 53589 608-877-8485
daraprilairecom
SH Wes Schmid 2359 Lefeber Ave nue
Wauwatosa WI 532 t 3 414-771- 1545
sllschmicimilwpccom
DIRECTORS EMERITUS
Gene C hase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920-23 1-5002 815-923-459 1
GRCHACllarterHet b7ac1Jc llel
Ronald C Fritz 15401 Sparta AV(
Kent City MI 49330 6 16-678-50 12
rFritzf1athwaywlcom
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873 Web Site wwwvintageaircraftorg and wwwairventllreorg E-Mail vintageaircraftCtieaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)
- Newrenew memberships EAA Divishysions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
-Address changes -Merchandise sales -Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory ___ ___ _ 732-885-6711
Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing920-426-4876 Education __ _ 888-322-3229
- EAA Ai r Academy - EAA Scholarships
Flight Advisors info rmation 920-426-6864 Flight Inst ructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles _ _ _ 877-806-8902
Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan _ 866-647-4322 Term Life and Accidental _ 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 Vintage _ FAX 920-426-6865
- Submitting articlephoto - Advertising information
EAA Aviation Foundat ion Artifact Donations 920-426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Association Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additional $10 annually Junior Membershjp (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
EAA SPORT PILOT Current EAA m embers may add EAA
SPORT PILOT magaZine for an additional $20 per year
EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magaZine not inshyduded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA members may join the
Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not inshyduded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the
International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magazine for an additional $45 per year
EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magaZine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA
Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magashyzine and one year membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a
check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2005 by lhe EM Vintage IgtJrcraft Association All righls reserved
VINlAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage IgtJrcraft Association of the ExperimentallgtJrcraft Association and is published monthly at EM Aviation Ceoter 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vinfageaircrafteaaorg Periodicals Poslage paid al Oshkosh Wisconsin 54901 and al additional mailing oHices POSTshyMASTER Send address changes to Vintage IgtJrplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcretumswdsmailcom FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivet)l of VlNlAGE AIRPLANE to loreign and APO addresses via surtace mail ADVERTISshyING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Readers are encouraged to subm stories and photographs Polky opinions expressed in artk1es are solely those of the authors Responsibility for accuracy in reporting rests entirely wh the contributor No remuneration is made Material should be sent to Edor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 92D-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aeronautica are registered trademarks trademarks and service marks of the EXperimental Aircraft Association Inc The use of these trademarks and service marks without lhe pennission of the ExperimentallgtJrcraft Association Inc is strictly prohibited
VINTAGE AIRPLANE 31
Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no
frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VM
reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1-800-233-6934 e-mail ramremfgaolcom Website wwwramengine com VI NTAG E
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418 wwwlpjetservicescom
Airplane T-Shirts 150 Different Airplanes Available
ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
WE PROBABLY HAVE YOUR AIRPLANE
wwwairplanetshirtscom 1-800-645-7739
Flying wires available 1994 pricing Visit wwwflyingwirescom or call
800-517-9278
ELECTRICAL CONDUIT
ASSEMBliES bull MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made per your specifications
bull Original equipment style Braided Conduits in Aluminum Brass or Stainless Steel
bull We carry a complete line of AN - MS Electrical Fittings Backshell Adapters and Specialty Fittings
bull We also have full machine shop capabilities for any custom applications you may require
bull Rebuild your Warbird back to Original
AIRFLEX INDUSTRIES 2538 SUPPLY STREET POMONA CA 91767
Tel 909-392-8474 AI RFLEXI N D USTRIES COM
THE FORGOTTEN PERFORMERS continued
the Pacemaker in marginal weather Mud Lake is narrow shallow and a half-mile long and Poet dragged it twice and then did a touch-andshygo before setting down for th e pickup Mattie Jack was loaded on and they headed for the hospital at Bella Coola It was dark on arshyrival and although landing in the narrow valley without daylight was seldom attempted Dick executed a safe approach and thwarted a sad ending to Mattie Jacks life
The Pacemakers most serious trauma occurred on July 25 1963 on a takeoff from Nimpo Lake 70 miles east of Bella Coola Loaded with two adults and five children from the Poets extended family and piloted by Helens cousin Bob Stewart a wingtip caught the water in an attempt to un-stick the right float and the plane cartwheeled
The left wing and one float were torn off the fuselage was comshypletely severed immediately behind the cabin and everything came to rest floating inverted All on board
were wearing life jackets and the children were ed uca ted in float flying they tripped their seat belt buckles swam out the open end of the cabin and popped to the surshyface There were no injuries
Bohanan retri eved the engine it was flushed mounted on the nose of a PT-17 Stearman and sold to a dentist Dr William Stone in Sandy Oregon Forty years later the Stearman i s still owned by Stone and the same Wasp Jr is on the nose
The remainder of the Pacemaker stayed on the shore of Nimpo Lake for a year and then was loaded on a farm truck by Dicks son-in-law Alan Hauan and returned to Aumsshyville where it was deposited behind the Poets barn A much more serishyous tragedy occurred a short time later when Dick was involved in the fatal crash of a DHC-2 float Beaver when one wing folded
To be continued in the September isshysue ofVintage Airplane
32 AUGUST 2005
the southernmost tip of Greenland There he was greeted with beautiful weather with temperatures in the 60s and sunshine
A long run to Goose Bay Labrashydor in Canada gave Torquil a taste of just about every type of weather one can expect to encounter from solid IFR conditions nearly down to the sea to a near gale blowing along the Canadian coast when he
(j was getting ready to land From ~ there he flew down to Sept-lies on g the north shore of the St Lawrence a ____ --u_ ~ Seaway in Quebec where he says
Electricity for the Moth is supplied by this strut-mounted generator which is he enjoyed a marvelous lobster din-driven by a carved impeller You can see the damage done to it by ice and pre- ner Then it was on to the States cipitation encountered on the trans-Atlantic trip making his way to EAA AirVenture
Oshkosh 1999 after a few stops to visit friends along the wayA Hamilton vertical
All in all he didnt feel the airshycard compass (right) craft ever ran up against insurshysupplements the stanshymountable issues during his longdard British compass flight but there were times whenmounted at the bottom the long legs of the Leopard Mothcenter of the instrushywere not contributing to the comshyment panel fort of the pilot Having made the trip in both the Rapide and the Leopard Moth Torquil didnt feel it was likely hed repeat his transshyAtlantic hop but he certainly has created a whole new set of stories to tell his chums at home
VI N TAGE A I RPLANE 19
THE FORGOTTEN PERFORMERS
Bellancas record-making airplanes VIC PIKE
Clarence Chamberlain on his way to Gennany
A sk anyone in a pishylots lounge what airplane Charles Lindbergh flew across the Atlanshy
tic and the reply will be Why a Ryan of course But relatively few current pilots are aware that two weeks after Lindberghs famous flight Clarence Chamberlain and Charles Levine flew a WB-2 Belshylanca named Columbia immediate predecessor to the Bellanca Paceshymakers and Skyrockets from Roosshyevelt Field New York to Eisleben Germany And few pilots know that prior to his involvement with Ryan Lindbergh unsuccessfully neshygotiated with Wright Aeronautical (who commissioned the WB-2) and later with Giuseppe Bellanca at his Columbia Aircraft Co to purchase th e very plane used by Chambershylain and Levine Unfortunately (or fortunately for Ryan) Charles Levine th e financial underwriter of Columbia Aircraft manipulated capriciously to obstruct a sale to the 20 AUGUST 2005
unknown airmail pilot Lindbergh From the mid 1920s through the
early 1930s Bellanca monoplanes routinely set records for distance altitude and endurance that made their superlative performance an expectation Victories at the Nashytional Air Races in both 1925 and 1926 An endurance record of 51 hours and 11 minutes in 1927 and New York to Havana Cuba in 1928 both by the Columbia
Then it was Maine to Spain by the North Star in 1929 At the Nashytional Air Races in Cleveland that year Bellancas took five firsts three seconds two thirds and two fourths in seven events In May 1930 came the non-refueled endurance record of 84 hours and 33 minutes in a Pacemaker powered by a Packard DR-980 radial diesel engine this reshycord was not broken until the 1986 flight of the Voyager
In July 1930 another record New York to Istanbul in the Cape Cod nonstop And still more an altitude record of 30453 feet was
set in 1931 by Bellanca test pilot George Haldeman
1931 also saw an around-theshyworld flight with Clyde Pangborn and Hugh Herndon in Miss Veedol which culminated in a 4558-mile 41-hour and 13-minute leg across the Pacific Ocean from Sabishiro Beach Japan to Wenatchee Washshyington which is a story in itself This record stood until 1947 when it was eclipsed by a uS Air Force 8-29 Miss Veedol was renamed the American Nurse and in 1932 vanshyished on a trans-Atlantic attempt
These are only a few of the acshycomplishments of this Bellanca seshyries and although some of these airshyplanes had modifications such as longer wings the original design was a commercial production aircraft
Diminutive and shy Sicilianshyborn Giuseppe Bellanca had formal education in mathematics and enshygineering and in a partnership of three constructed Italy s first airshyplane in 1909 He immigrated to America in 1911 and soon assemshy
bled a parasol-wing monoplane powered by a three-cylinder 30shyhp Anzani engine After flying this airplane Clarence Chamberlain remarked I was thoroughly conshyvinced that Bellanca not only was a genius but a hero of a rare sort
In 1912 Bellanca established the Bellanca Aeroplane Co conshystructed a second monoplane and opened a flight school One of his students was Fiorello LaGuardia later New Yorks famous mayor In 1916 Bellanca designed the CD and CE biplanes for the Maryland Pressed Steel Co To illustrate his engineering acumen the CE (1917) would cruise at 100 mph on 90 hp while the conshytemporary Curtiss IN-4D Jenny also with 90 hp followed at 65 mph
The CF monoplane first flew on June 8 1922 and was spectacular for its era With an enclosed cabin carrying four passhysengers and powered by a 90-hp 10-cylinder Anshyzani radial (twin rows of five cylinders) the CF cruised at 100 mph for 600 miles and enjoyed an impressive 12-to-1 glide ratio With the CF Bellanca created a signature airfoil fuselage profile that continued into post-war designs
Airmail pilot William C Hopson campaigned the CF in a series of competitions during the summer of 1922 He took first place in every event Hopson observed She was by far the most remarkable plane I had ever flown
Despite the CFs accomplishments there was no market for a $5000 airplane when World War I surplus models were selling for a few hunshydred Fortunately the CF survived has been restored and is now in the National Air and Space Museum
In 1925 Bellanca joined the Wright Aeronautical Corp which put him in close proximity to the new 200-hp J-4 Whirlwind engines This prompted construction of the
conflicts with Wright Aeronautical in Patterson New Jersey he moved to New York and entered the conshytentious partnership with Charles Levine When that unraveled Belshylanca re-established production in a rented warehouse on Staten Island
Bellancas outstanding airplanes enticed the state of Delaware and particularly the du Pont family into courting him to settle there After a temporary operation in Wilmingshyton a factory and airfield were conshystructed at New Castle stability was finally achieved
The rugged construction and prodigious load-carrying capacity
of these unique airplanes disbursed their activities all over the world where they served careers from distinguished air transshyport to bush hack An ulshytimate utilitarian characshyter relegated the grand birds to situations of exshypendability that unforshytunately caused attrition to eliminate alarming numbers of them
Out of the 60 that were built only one airworshythy example of a Paceshymaker CH-300 exists toshy
bull
--=--shy -lt
-shy____ u
all-wood WB-1 followed by the steelshytube fuselage WB-2 using the imshyproved 220-hpJ-5 The WB-1 was deshystroyed in a crash in 1926 and the record-breaking WB-2 Columbia was lost in a hangar fire in 1934
From the WB planes evolved the Pacemaker series first the J-5 Wright powered CH-200 of 1928 then the 300-hp R-975 J-6-9 CH-300 of 1929 (also available with the PampW Wasp Jr) and the R-1340 Wasp CH-400 Skyrocket of 1930 on through the senior Pacemakers and Skyrockets of the later 30s
Giuseppe Bellancas passion was to design and build airplanes with the following parameters Maxishymum safety and the greatest possishyble efficiency as measured by speed load and range His earlier dreams seemed perpetually frustrated after
day NC251M Serial No 154 And even this one is currently undergOing a complete and toshytal rebuild with new fuselage and wings and a target date for compleshytion in the summer of 2005
Throughout the story of this airshyplane is the striking reality of how many people have been involved The core history of an old airplane is inshytriguing but the anecdotal accounts of the people create something inshyfinitely more profound Aviation is a community an extended family so loosely connected that members remain unacquainted But the comshyposite connects lives in ways that are not previously suspected Keep this in mind as you read
NC251M emerged from the Belshylanca factory at New Castle Delashyware on September 171929 to be delivered as the first airplane of In-
VINTAGE AIRPLANE 21
ter-IsIand Airways (now Hawaiian Airshylines) of Honolulu It served primarily with sightseeing flights while Inshyter-Islands passenshyger service evolved around Sikorsky S-3S amphibians
On April IS 1933 NC251M was sold to Mr G Fowble (posshysibly a broker) of San Bernardino California and then resold on April 27 to MacMillan Peshytroleum Corp of Los Angeles Remember MacMillan Ring Free Motor Oil On March 20 1935 it was purchased by Unious Mac McGee (McGee Airways) in Anchorage Alaska to begin 15 years as a bush workhorse On April 20 1935 McGee Airways was sold to Star Air Service in Anchorage which became Star Airlines which became Alaska Star Airlines which became Alaska Airlines in May 1944
Steve Mills chief pilot for Star was flying a sister Pacemaker NC259M when a fatal crash claimed his life in 1936 After usable parts were salshyvaged the remaYJs were burned at the site of the accident In 1995 the curator of the Alaska Aviation Herishytage Museum (and a walking encyshyclopedia of Alaska aviation history) Ted Spencer recovered the parts and stored them at the museum in Anchorage Steves grandson Dave Mills assisted Ted in his efforts
Essentially intact the logs of NC251M depict a rich history of Alaska bush flying in the 1930s and 1940s and reading them is like peering into the Holy Grail Much of the story can only be extraposhylated from the cryptic and frustratshyingly taciturn renderings of bush pilots who flew thousands of hours over geography and in weather that would be considered treacherous to most modern pilots
Ones imagination expands from such tersely penciled comments as 22 AUGUST 2005
PICTORIAL HISTORIES PUB CO
NC251M in 1929
Engine blew up Ship moored at Naknek Rate of climb reads SOO feet down in level flight Windshyshield gives pilot cold shower Turn and bank no good Cant adjust altimeter (Signed Satan) Repaired left wingtip spliced rear spar Rebuilt left elevator
Another entry notes Flew every day from 1-20 to 2-14 With such casualness the suspicion is that unshyderstatement must be intrinsically characteristic of these bush pilots theres no mention of the effort inshyvolved in keeping a 1929 airplane flying every day during the rigors of an Alaskan winter
The logs include entries by many noted Alaska bush pilots a few of which were Kenny Neese Johnny Moore Don Goodman Jack Elshyliot (who onee swooped down and speared a wolf with his ski) and Bill Lund Lund stayed with Alaska Airshylines as its number one pilot and pioneered jet flights into Russia during the 1970s finally retiring in 19S0
Martha Monsen was the Star agent in Naknek during the 1930s and ran a virtual boarding house for the pilots during layovers Several of Monsen s sons became pilots and one Mel Monsen told me of sitting at the supper table as a young lad caught up in the intrigue of endless convershysations about bush flying advenshy
tures Mel Monsen related that when he and his friends played bush pishylot there was alshyways an argument about who would be Kenny Neese
In these early days it was usual for Alaska air sershyvice companies to struggle wi th fishynancial solvency Star was no excepshytion and in June 1939 in exchange for some capital investment the
ownership of its entire fleet was transferred to bankers Thrall and Williams of Minneapolis Minshynesota In contemporary terms these treasures included four CHshy300 Pacemakers three CH-400 Skyrockets two Stinson SM-SAs a Fairchild Pilgrim 100A a Cessna C-34 Airmaster and a Ford 5-AT-C Tri-Motor The arrangement apshyparently worked because by Febshyruary 1940 everything was back in Stars legal possession
In June 1946 Alaska Airlines performed a field conversion from wheels to Edo 4665 floats When completed notification was sent to the CAA with the simple comment that it was similar to Bellanca NC256M Approval was granted
From 1929 NC251M flew with a Wright R-975 J-6-9 of 300 hp reshyplaced or overhauled a number of times but a catastrophic failure in August 1946 prompted Alaska to convert to a PampW R-9S5-AN-3 Navy surplus and freshly overhauled In May 1947 the plane was returned to service
In December 1947 Alaska Airshylines sold NC25 1 M to Eric Shutte (pronounced Shoot-ee) and CV Kay Shutte came to Alaska in the early 1930s as a pilot and mechanic for Vern Gorst founder of Pacific Air Transport Kay had been a partshyner with Shell Simmons in the Panshyhandle Air Transport Co (Pateo)
out of Juneau in the mid 1930s
Shutte and Kay did contract flying for the US Coast Guard and opened a hotel in King Salmon called Nashyknek Sky tel with NC25 1 M providing charter flight sershyvices The business suffered a setback in 1950 when the hotel burned and on a trip south the Bellanca was damshyaged in an accident Kenmore Air 1950s On the float is Bob Munro Walt Winsman mechanic near Prince Rupert and Bill Lund Alaska Airlines pilot on a day off British Columbia
Bob Munro of Kenmore Air Harshybor in Seattle salvaged the plane with the promise that insurance would cover the costs The insurshyance company refused and Munro took possession of the Bellanca as payment After repairs were comshypleted NC25 1 M joined the Kenshymore fleet Currently Kenmore is a world-class floatplane operation holds the type certificate for Edo floats and has developed many STCd modifications for de Havilshyland Beavers and Otters
From 1955 to 1957 Munro leased NC25 1 M to Bob Hall of Kodiak Airways (actually it was sold and repurchased for liability protecshytion) Kodiak ran scheduled mail and passenger service to the five villages and nine canneries on Koshydiak Island The chief pilot was Gil Jarvela and in a conversation with me he related stories that riveted my attention hauling resistant Koshydiak bear cubs in gunny sacks loadshying incredible amounts of freight in NC25 1M and patching holes in the floats with bubble gum and spruce twigs
When the plane was returned to Kenmore Bob Munro commisshysioned Clayton Scott to engineer the installation of Edo 6470 floats to replace the smaller 4665s I had heard of Scott and his legendary cashyreer in aviation that has spanned
more than seven decades and conshyfirmed his existence with Bill Whitshyney Kenmores senior pilot who flies turbine Otter floatplanes
I visited Scott in his large hanshygar on the Renton Municipal Airshyport in Washington state where he conducts business as Jobmaster Co his aircraft modification firm Out front was a beautiful Cessna 195 on floats and inside I found him working on a de Havilla~d DHC-2 floatplane Looking at the man and his environment I immeshydiately realized that this was halshylowed ground
I told him my visit was prompted by an understanding that he had once installed floats on a Bellanca Pacemaker and he replied Yes that was in 1957 We replaced a set of Edo 4665s for some 6470s I can show you the paperwork He stepped to his fi le and without glasses pulled it out
I inquired of Scott how old he was and with a sly smile he said 100 minus three After a period of time during which Scott grashyciously shared with me some of his incredible flying experiences I left this icon so that he could return to working on the Beaver [ felt that I had been in the Notre Dame Catheshydral [Well have more on Clayton Scott in next months issue of Vinshytage Airplane-Ed]
As predictably ocshycurs in the life cycle of utility airplanes NC251M was showshying tatter and wear by the late 1950s the engine found a home on the nose of anshyother ship the wings were pulled and it ended up in the back of Kenmores storage yard In June 1960 Dick Poet of Aumsshyville Oregon purshychased the airframe and floats
Poet was an aerial applicator pilot and with his wife Helen
owned Wilderness Airlines in Bella Coola British Columbia Dicks meshychanic Bob Bohanan completely refurbished the Pacemaker includshying new fabric paint and an overshyhauled R-985 from Wesco Air Service on Boeing Field which returned it to pristine condition
With the rebuild complete on June 25 1962 there was the issue of taking the airplane off the Poets grass strip Straw was spread down the runway to reduce friction and with Dick in the cockpit power was fed to the R-985 Sufficient airshyspeed was achieved but the long floats prevented rotation and takeshyoff was denied Bohanan then conshystructed a two-wheel dolly from an old truck axle and this time Dick lifted off while the dolly burshyied itself in the brush at the end of the field After a short test flight he landed on the Willamette River at Salem Subsequently the Poets applied for Canadian registration (CF-OQK) and flew to Bella Coola British Columbia where the Paceshymaker began charter service with Wilderness Airlines
On June 25 1963 a woman Mattie Jack was attacked and badly mauled by a grizzly bear at Mud Lake east of Bella Coola A call was made to Dick for a rescue flight and he immediately took off with
continued on page 32
VINTAGE A I RPLANE 23
A beautiful day is not complete unless it is seen from the inside of a cockpit The Vintage Aircraft Association is providing you with the opportunity to bring the magic of flight to your home office or hangar Take flight with the 2006 VAA Calendar Free Skies Forever
The gorgeous 17 x 11-inch full-color wall calendar is the perfect gift for yourself or your favorite pilot Each month contains the amazing photography from the Vintage Aircraft Association and captures the spirit of flight
As a commemoration to the great aviators before us the VAA 2006 Calendar Free Skies Forever contains great feats in aviation printed on the exact date of occurrence Dont let this opportunity fly past you Order your 2006 VAA Free Skies Forever Calendar by September 30 2005 Calendars will ship in November for Christmas arrival
Or to order by mail send your checkmoney order to Vintage Aircraft Association 2006 Calendar do Turner Publishing Company bull PO Box 3101 bull Paducah KY 42002-3101
o Please enter my order for __ copies of the Vintage Aircraft Association 2006 Calendar - only $1595 Your Name
o ShippingHandling add $395 for each calendar Address
o Kentucky residents add 6 sales tax City State Zip
TOTAL ENCLOSED $______
Telephone For Office Use Only - VAA2006-A-GW
CkR Amount E-mail address (for order confirmation)
DOUG STEWART
Whetherweather to go or not
There I was driving along the turnpike looking up at a severe clear cerulean sky and rather than findshy
ing myself ecstatic at that beautishyful sight words that cannot be reshypeated in this column were formshying on my lips Gosh darn (it was really a lot stronger said than that) the briefer said VFR not recomshymended and now instead of being up in that sky where I belong I am down here ground bound driving to my destination
I know probably everyone of us has been in this situation pershyhaps more times than we care or choose to remember As the sayshying goes There are old pilots and bold pilots but no old bold pishylots Many of us are aware that most aviation accidents when asshysociated with weather tend to be fatal ones Thus if we are not inshystrument rated and current or flyshying an airplane that is not instrushyment certified we tend to choose alternative means of transporshytation when the briefer tells us VFR is not recommended
But does this always have to be the case Are there any ways to make those VFR trips possible and still remain safe Are there any tools we can use to determine if the forecast is holding true or if it is not For I think we all both male and female would agree that the weather is like the opposite sex-toshytally fickle and unpredictable Lets
take a look at the numerous tools we have for making the gono-go decision relative to the weather
To help determine if the forecast is going to hold true I usually first consult the METARS Check reshyporting stations along your route If you are able get a history showshying the reports over the past three to four hours and see if the reports are corroborating the forecasts (DUATS WSI and Meteorlogix are all great sources for this informashytion) What trend do you see in the reports Is the weather getshyting better or worse or holding the same Is it doing what the TAF and FA said it would
Im also sure to compare the tershyminal forecasts (TAF) with the Area Forecast (FA) The TAF covers only a S-mile radius of the aerodrome whereas the FA covers an entire area Keep in mind that cloud bases in the TAF are AGL (above ground) whereas the cloud bases in the FA are MSL (above sea level)
Next I check the PIREPS (pilot reports) Do they substantiate the briefers warnings When checking PIREPS be sure to take into account where the report was made (threeshydimensionally) when it was made and what type of aircraft the reportshying pilot was flying If a 747 reports light chop along my route I might consider leaving the ropes on my airplane and going to have a frosty one whereas if its a J3 reporting moderate turbulence I might very
well launch on my own flight While we are mentioning PIREPS
lets not forget that (as in all things in life) what goes around comes around If we are seeking PIREPS in helping us to make the gono-go decision we should also consider filing them It takes only a few moshyments to file a PIREP and in doing so you are assisting many other pishylots in their flight planning
These are a few of the tools we can use while still on the ground to determine if the forecast is holdshying true But what about when we are already en route How can we know whether the weather will be as forecast
Obviously if the forecast was for severe clear and there are a lot of clouds forming you do not need to be a rocket scientist or a brain surgeon to know that the forecast is not holding true But there are many other clues that might not be quite as obvious and that should warn us that the briefer might have been wrong
If we realize that we are having to fly a heading other than what we had plotted to track our course or if we are experiencing different ground speeds than what we had exshypected we should understand that there is a good chance that the enshytire forecast might be off After all these forecasts are predicated on the expected movement of fronts and pressure zones When they dont move as anticipated the winds aloft
VINTAGE AIRPLANE 25
will be different thus yielding difshyferent headings and groundspeeds than we had planned
There is something else that can give us a heads-up about the posshysibility of the forecast going south and that is the temperatures aloft Most aircraft have outside air temshyperature gauges (OAT) and these can be very useful tools-ones that many pilots ignore An OAT can be used to corroborate whether the temperatures aloft are as forecast (You do remember that the foreshycast temperatures aloft are included with the winds aloft dont you) This can give us an understanding of whether the fronts are moving at the speed and direction forecast or if they might be moving slower or faster than expected
Keeping track of the temperashytures as you climb can also help you quickly determine if the lapse rate is stable Remembering that the stable lapse rate is ZOC per thousand feet one can make a note of the tempershy
ature on the ground prior to takeoff and then check it as you climb If it is less than ZOC per thousand one of the major ingredients in the proshyduction of thunderstorms is presshyent that being an unstable lapse rate (The other two are moist air and a lifting action of some kind) Thus the OAT can be a useful tool in confirming or refuting the foreshycast of thunderstorms
One could spend a lifetime studyshying the weather and not get any closer to predicting what it might do And I cant do justice to the subshyject in this short article However when it comes to weather I must say that discretion is the better part of valor There are certainly times when the briefer will give the warnshying that VFR is not recommended and the day turns out to be beautishyful But there are also times when your beautiful day turns ugly
Regardless of whether the foreshycast is for good weather or bad be sure to have an alternate plan in
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation
Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these jewels on and bring back the good times New General Aviation Sizes Available
500 x 5 600 X 6 700 X 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
~DESSER(~ 323-721-4900 FAX 323-721 -7888
6900 Acco St Montebello CA 90640 TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106
wwwdessercom
26 AUGUST 2005
place Remember to run the PAVE and CARE checklists that I wrote about in previous articles to help you make the proper decisions relative to the weather Using the tools I have mentioned above will help you in checking the enVironshyment help in understanding the consequences of the hazards asshysociated with some aspects of the weather and aid you in assessing the realities of what the weather is really doing
And when the briefer gives you that dire warning of VFR not recshyommended keep in mind that it is always much better to be on the ground wishing you were up in the air than up in the air wishing you were on the ground He might be wrong and Ive offered some tools to help determine that but he very well might be right
Doug Stewart is the 2004 National CFI of the Year a Master CFI and a DPE He operates DSFI Inc based at the Columbia County Airport (lBl)
TelePhone 800-247-8473 or
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE NEWLY ACQUIRED GARNER P EMMERSON COLLECTION DONATED TO EAA BY BOB HIGHLEY OF LAKELAND FLORIDA
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs to be in no later than September 10 for inclusion in the November 2005 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to mysteryplaneeaaorg Be sure to include your name city and state in the body of your note and put (Month) Mystery Plane in the subject line
MAY S MYSTERY ANSWER as residing in Los Angeles at that time I learned this while roaming on wwwaerofilescom last evening
I already had seen the aircraft in the British magazine Aeroplane Monthly that has the same photo as yours along with some contemshyporary aircraft in an illustrated article in the September 2003 isshysue with the title Call That Safe The caption to the photo reads
In 1933 Carl Hall and Frank Nixon tested this propeller cowlshying at Compton California It was claimed to speed up aeroplanes from 39 to 140 per cent and slow them as much as desired for landshying the innerdeflectors serving
Mays Mystery Plane came to us X12211 seems to have its 95-hp as air brakes from Harold Swanson Cirrus upright four-cylinder en I hope that you have more inshygine
Heres our only letter concerning as it was reported to have in 1 formation about this interesting934 its identity it was reported to have had a Veshy early try at a ducted propeller
lie engine when built in 1931 Jack Erickson The Felio Ranger SP-2 owner Harold G Felio is li State College Pennsylvania sted
VINTAGE AIRPLANE 27
EE BUCK HILBERT
Aeronca C-3 N-13000
Ive been asked many times Why do you hang onto this old airplane
Several reasons Mostly it has a place in more recent historyshynamely the last real Cleveland Air Race held in 1948 And probably another reason is it represents at least to me the memory of the last of the barnstormers
To the best of my knowledge the last time this little C-3 flew was at the 1948 Cleveland Air Races
The airplane belonged to Duke and Martha Hashner the owners of Global Airshows and promoters of the races that year
Duke flew this Aeronca C-3 in a clown act The airplane was painted up with a clown face was all red and white and Ive been told he did a remarkable job of entertainshying the crowd
Duke also flew other aerobatic aircraft in the show while Martha was the wing-walker parachute jumper and ticket seller
Unfortunately this was the same year record-holding entrepreneur Bill Odom crashed a racing P-S 1 into a residential area resulting in his death and other fatalities Beshycause of this accident Duke and Martha were the target of lawsuits that drove Global Airshows and the two of them out of business and into seclusion
Living on the Quietula Farm at Cherry Valley Ohio the coushyple now forced to retire from doshying their air show routines turned Global Airshows into a traveling
28 AUGUST 2005
static display show The 50s saw the advent of the
shopping center Global Airshows would truck its airplanes to the new shopping center parking lots and display them in full air show regashylia Martha and Duke would dress the part entertain the crowds and dreamed of once again being active air show circuit acts
The airplane
belonged to
Duke and Martha
Hashner
Unfortunately Duke suffering from a brain tumor lost the ability to participate and after a long batshytle passed away Martha kept the airplanes now stored at the farm and spent her days tending numershyous pet dogs and cats dreaming of her barnstorming glory days as queen of Global Airshows Martha passed away in the mid-60s
Global Airshows and its derelict aircraft were sold to Bill Ross and me a few months before Martha passed away
The collection consisted of Marshythas Meyers OTW Dukes Waco F and a Porterfield CP-65 All were inshy
tact and complete but each needed restoration Also in the collecshytion were pieces and parts of two Aeronca C-3s a J-2 Piper a Taylorshycraft L-2 and a Fairchild 22 Along with the airplanes came numerous engine parts old tools and propelshylers along with the trailers used to haul the airplanes
What happened to the airshyplanes is the frequently asked question Bill Ross was past presishydent of the EAA Warbirds of Amershyica owned a P-38 Leroy Grumshymans personal F3F and an F6F and had his hand in several entershyprises while involved in Warbirds Right at that time he discovered the Grumman Goose was the best bet in sport flying and his attention was diverted in that direction
The Meyers and the Porterfield were restored by Bill and sold The project Fairchild 22 and J-2 went to a couple of our Vintage members and were restored and are flying The Waco F was sold but never did get flying The two C-3s came to me and eventually were restored One was sold and one for those sentishymental reasons is still in my hanshygar disassembled and awaiting the final engine fix The L-2 had been a gas station ornament for years and when they took it down the guy wielding the cutting torch manshyaged to start a fire that ended any thought of restoration
Bill Ross moved to Nevada after he retired from business and unshyfortunately while returning from one of his business trips he flew
into a cloud that had a rock in it Another reason for hanging on It reminds me of Bill Ross and his contributions to the Warbirds of America being part of EAA
Oh yes we did get the C-3 flyshying but the engine ate itself up afshyter about 4S minutes Time for a different approach
I had a set of floats and rigging and Brian Van Wagnen and I deshycided the little C-3 would be a real hoot to see flying on floats However we wanted a reliable engine and the one we had was mostly junk
Brian tore into it but the crank was beyond repair At great exshypense a new one was made dual ignition heads were installed and a new single-drive dual mag was inshystalled after modifying the tail case It runs but the vibration was bad enough to cause distrust Another disassembly and recheck as well as internal component balance were in the works when tragedy struck
Brian had a hangar fire and lost everything he had in the 70-by-90 hangar and its 24-foot lean-toshyhis Widgeon project the Fleetshywing Seabird two antique Aeronca Chiefs a Piper 180 all his toys shop equipment tools and of course the building
The little C-3 stored in another building was all that was left The floats rigging and all the spare enshygine parts were destroyed in the fire A small loss in comparison to what Brian suffered
With no hangar and no shop the decision was made to disassemshyble NC-13000 and bring it back home and there it sits Every day I walk past it and say to myself You gotta get going But the press of daily living and the episodes weve been through in the past couple of years have stopped all the progress Oh well whats another couple of years After all its been grounded since 1948
Until then it just sits and Im going fishing With that its Over to you
Come or t e weekend BUILD FOR A LIFETIME
HANDS-ON HOMEBUILDER WORKSHOP
SCHEDULE
Aug 26-28 Oshkosh WI
Aug 27-28 Arlington WA
Sept 9-11 Griffin GA (Atlanta Area)
bull Repairman (LSA) Inspection-Airplane
bull RV Assembly
bullTIC Welding
Sept 10-11 Corona CA (LA Area)
bull RV Assembly
Sept 10-11 Lakeland FL (Sun N Fun Campus)
bull RV Assembly
Sept 10-11 Houston TX (Westwood Aviation Institute)
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems
Sept 16-18 Frederick MD bull Repairman (LSA) Inspection-Airplane
Sept 23-25 Denver CO bull Repairman (LSA) Inspection-Airplane (Westwood College)
Oct 1-2 Columbus OH (Columbus State Community College)
KLEINEAA SportAir Sponsors TOOLS
wwwkleintoolscom
WORKSHOPS ___ ~
EA~
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems bull Cas Welding
bullbull amp cafamiddot~middotAir c raft Coatings
_polyfibercom wwwalrcraftsprucecom
1-800-WORKSHOP 1-800-967-~746
wwwsportalrcom
YOU CAN BUILD IT LET EAA TEACH YOU HOW VINTAGE AIRPLANE 29
r ~ __c -lt JMNEwMAN
t The (ollowing list o(coming events is (IIrt1ished to Ollr readers as a matter o( it(orshymation only and does not constitllte approval sponsorship involvement cottrolor direction o(any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 OshkoslI WI 54903-3086 Or e-Illail tl1e information to vintageaircra(teaaorg In(ormation shollld be received (ollr months prior to tile event date
AUGUST 7-Queen City MO-Applegate Airport 18th Annual Washytermelon Fly-In 2 PM til dark Info 660-766-2644
AUGUST 13-Hoquiam WA-Bowerman Field Ercoupe Gathering amp Fly-In All experimental classic and vintage aircraft are welshycome Excellent restaurant on field Info Dick 360-533-5926
AUGUST 19-21-Alliance OH-Barber Airport (201) 7th Annual Ohio Aeronca Aviators Fly-In Join us for a relaxing weekend of fun food friendship and flying Breakfast served by EAA Ch 82 Sat amp Sun 7am-llam Camping on field local lodging and transportation available Forums on Saturday Info Brian 216shy337-5643 or bwmatzllacyahoocom or wwwoaafy-Incom
AUGUST 20--Laurinburg-Maxton NC-Ercoupe Owners Club Aweshysome August Invitational NorthSouth Carolina members and guests Lunch awards Young Eagles Flights Info 336-342shy5629 or bandmannetpath-rc net
AUGUST 20--Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-[n Breakfast Info Tom 740-587-2312 or tmcaiinkcom
WIVI cbullbull___bull
These are the first tools you need to buy when you re~cover your
airplane Anyone who has used them will tell you they re the next best thing to having one of our staff right beside you The VHS tape and the DVD will give you the Big Picture and the manual will walk you step by step through every part of the process Youre never on your own when youre using Poly~Fiber
wwwpolyfibercom e-mail infopolyfibercom
Aircraft Coatings 800-362-3490
AUGUST 20--Niles M[-jerry Tyler Memorial Airport (3TR) VAA Ch 35 Corn and Sausage Roast 11am-3pm Rain date August 20 Donations $5 adults $3 children 12-yrs and under All you can eat Info Len 269-684-6566
SEPTEMBER 3-Marion [N-(MZZ) Flyln Cruiseln Info wwwFiylnCruiseln com
SEPTEMBER 3-Prosser WA-EAA Ch 391 s 22nd Annual Labor Day Weekend Prosser Fly-[n Info 509-735-1664
SEPTEMBER S-U-Galesburg [L-Galesburg Municipal Airport 34h Annual Stearman Fly-[n Technical seminars Aircraft judging and awards Aerobatic formation short-field takeoff spot-landing and flour bombing contests Dawn Patrol lunch-time flyouts pizza party stage show banquet and more Info 309-343-6409 or stearmanstearmanfyin com or wwwstea rmanfyin com
SEPTEMBER U -Mt Morris IL-Ogle County Airport (C55) EAA Ch 682 Fly-In Breakfas t 7am-12pm Info 815-732-7268
SEPTEMBER 16-17-Bartlesville OK-Frank Phillips Field (BVO) 49th Annual Tulsa Regional Fly-In Info wwwtllisafyincom or Charlie Harris at 918-622-8400
SEPTEMBER 17-Poplar Grove IL-Poplar Grove Airport Vintage Wings amp Wheels Museum Salu te to WW II Combat Aviators Military aircraft display and fly-by Interviews with 12 WWII veterans of air combat Info wwwpopiargroveairmotivecommllsellnl
SEPTEMBER 17-1S-Rock Falls IL-Whiteside County Airport (SQI) North Centra l EAA Old Fashioned Fly-In Forums workshops fly-market camping air rally awards food amp exhibitors Info wwwnceaaorg
SEPTEMBER 22-25-St Louis MO-Creve Coeur Airport (lHO) Monocoupe Club Fly-InReunion Info Frank Kerner (314) 277-4306 or monocoupesbcgiobainet or wwwmorlOcollpecom
SEPTEMBER 23-25-Sonoma CA-Sonoma Skypark (OQ9) 23rd Annua l 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 208shy739-3979 or ristpsaoicom
SEPTEMBER 24-Topping VA-Hummel Air Field 10h Annual Car amp Air Event 8am-4pm Featuring ant ique cars and planes plus fire apparatus tractors amp engines and arts amp crafts Info (804) 694-5995 or in(oWingsandwheeislIs or wwwwingsandwheeislIs
SEPTEMBER 24-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-I n Info wwwieebottomcom
OCTOBER 1-2-Midland TX-Midland [nt l Airport FINAshyCAF AIRSHO 2005 will commemorate 60th Anniversary of the end of World War II Info 432-563-1000 x 2231 or pubiicreiationscaf7qorg
OCTOBER 5-9-Tullahoma TN-1932 to 2005-The Tradition Lives Year of the Staggerwing Staggerwing Twin Beech 18 Bonanza Baron Beech owners amp enthusiasts Sponsored by the Staggerwing Museum Foundation Staggerwing Club Twin Beech 18 Society BonanzaBaron Museum Travel Air Division amp Twin Bonanza Assn Info 931-455-1974
REGIONAL FLY-IN SCHEDULE EAA Mid-Eastern Fly-In EAA Southeast August 26-28 2005 Regional Fly-In Marion OH (MN N) October 7-92004
Evergreen AL (GZH) Virginia State EAA Fly-In wwwserfi org October 1-2 2005 Petersburg VA (PTB) Copperstate Regional EAA Fly-In wwwvaeaaorg October 6-92005
Phoenix AZ (A39) wwwcopperstateorg
30 AU G U S T 2005
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 dlie7025IOI om vaaflyboyLwnsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Avc 72 15 East 46th SI Albert Lea MN 56007 Tulsa OK 74147
507-373-1674 918-622-8400 stfles(eskmefiiacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush H ill Road Sherborn MA 01 770
508-65l-7157 SH i Ocomcas t llet
David Bennett PO Box 11 88
ioseville CA 95678 916-645-8370
antiquerireachcul1l
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507-263-24 14
InjbfchldrcOI111tCtcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773-779-2 105
pllOtopiotaoicom
Dave C lark 635 Vestal Lane
Plainfield IN 46 168 317-839-4500
davecpciiquestnet
John S Copeland l A Deacon Street
Northborough MA 0 1532 508-393-4775
copelaml JjllllOcom
Phil Coulson 284 15 Springbrook Dr
Lawton MI 49065 269-624-6490
rcollsonS J6cscom
Roger Gom oll 8891 Airport Rd Box C2
Blaine MN 55449 763-786-J342
pledgedriveIns11com
Dale A Gustafson 7724 Shady Hills Dr
Indianapoli s IN 46278 317-293-4430
dalefayemscom
Jeannie Hill PO Box 328
Ha rva rd IL 60033-0328 8l5-943-7205
dishaoowc et
Espie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-3650
wintisockaoco m
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaoicom
Robert D Rob Lumley 1265 Sout h 124th Sl Brookfield WI 53005
262-782-2633 illmpeniiexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817-491-9 110
sellemorris(~lev I IIet
Dean Richardson 1429 Kings Lynn Rd
Stoughton WI 53589 608-877-8485
daraprilairecom
SH Wes Schmid 2359 Lefeber Ave nue
Wauwatosa WI 532 t 3 414-771- 1545
sllschmicimilwpccom
DIRECTORS EMERITUS
Gene C hase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920-23 1-5002 815-923-459 1
GRCHACllarterHet b7ac1Jc llel
Ronald C Fritz 15401 Sparta AV(
Kent City MI 49330 6 16-678-50 12
rFritzf1athwaywlcom
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873 Web Site wwwvintageaircraftorg and wwwairventllreorg E-Mail vintageaircraftCtieaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)
- Newrenew memberships EAA Divishysions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
-Address changes -Merchandise sales -Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory ___ ___ _ 732-885-6711
Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing920-426-4876 Education __ _ 888-322-3229
- EAA Ai r Academy - EAA Scholarships
Flight Advisors info rmation 920-426-6864 Flight Inst ructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles _ _ _ 877-806-8902
Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan _ 866-647-4322 Term Life and Accidental _ 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 Vintage _ FAX 920-426-6865
- Submitting articlephoto - Advertising information
EAA Aviation Foundat ion Artifact Donations 920-426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Association Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additional $10 annually Junior Membershjp (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
EAA SPORT PILOT Current EAA m embers may add EAA
SPORT PILOT magaZine for an additional $20 per year
EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magaZine not inshyduded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA members may join the
Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not inshyduded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the
International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magazine for an additional $45 per year
EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magaZine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA
Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magashyzine and one year membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a
check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2005 by lhe EM Vintage IgtJrcraft Association All righls reserved
VINlAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage IgtJrcraft Association of the ExperimentallgtJrcraft Association and is published monthly at EM Aviation Ceoter 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vinfageaircrafteaaorg Periodicals Poslage paid al Oshkosh Wisconsin 54901 and al additional mailing oHices POSTshyMASTER Send address changes to Vintage IgtJrplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcretumswdsmailcom FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivet)l of VlNlAGE AIRPLANE to loreign and APO addresses via surtace mail ADVERTISshyING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Readers are encouraged to subm stories and photographs Polky opinions expressed in artk1es are solely those of the authors Responsibility for accuracy in reporting rests entirely wh the contributor No remuneration is made Material should be sent to Edor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 92D-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aeronautica are registered trademarks trademarks and service marks of the EXperimental Aircraft Association Inc The use of these trademarks and service marks without lhe pennission of the ExperimentallgtJrcraft Association Inc is strictly prohibited
VINTAGE AIRPLANE 31
Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no
frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VM
reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1-800-233-6934 e-mail ramremfgaolcom Website wwwramengine com VI NTAG E
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418 wwwlpjetservicescom
Airplane T-Shirts 150 Different Airplanes Available
ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
WE PROBABLY HAVE YOUR AIRPLANE
wwwairplanetshirtscom 1-800-645-7739
Flying wires available 1994 pricing Visit wwwflyingwirescom or call
800-517-9278
ELECTRICAL CONDUIT
ASSEMBliES bull MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made per your specifications
bull Original equipment style Braided Conduits in Aluminum Brass or Stainless Steel
bull We carry a complete line of AN - MS Electrical Fittings Backshell Adapters and Specialty Fittings
bull We also have full machine shop capabilities for any custom applications you may require
bull Rebuild your Warbird back to Original
AIRFLEX INDUSTRIES 2538 SUPPLY STREET POMONA CA 91767
Tel 909-392-8474 AI RFLEXI N D USTRIES COM
THE FORGOTTEN PERFORMERS continued
the Pacemaker in marginal weather Mud Lake is narrow shallow and a half-mile long and Poet dragged it twice and then did a touch-andshygo before setting down for th e pickup Mattie Jack was loaded on and they headed for the hospital at Bella Coola It was dark on arshyrival and although landing in the narrow valley without daylight was seldom attempted Dick executed a safe approach and thwarted a sad ending to Mattie Jacks life
The Pacemakers most serious trauma occurred on July 25 1963 on a takeoff from Nimpo Lake 70 miles east of Bella Coola Loaded with two adults and five children from the Poets extended family and piloted by Helens cousin Bob Stewart a wingtip caught the water in an attempt to un-stick the right float and the plane cartwheeled
The left wing and one float were torn off the fuselage was comshypletely severed immediately behind the cabin and everything came to rest floating inverted All on board
were wearing life jackets and the children were ed uca ted in float flying they tripped their seat belt buckles swam out the open end of the cabin and popped to the surshyface There were no injuries
Bohanan retri eved the engine it was flushed mounted on the nose of a PT-17 Stearman and sold to a dentist Dr William Stone in Sandy Oregon Forty years later the Stearman i s still owned by Stone and the same Wasp Jr is on the nose
The remainder of the Pacemaker stayed on the shore of Nimpo Lake for a year and then was loaded on a farm truck by Dicks son-in-law Alan Hauan and returned to Aumsshyville where it was deposited behind the Poets barn A much more serishyous tragedy occurred a short time later when Dick was involved in the fatal crash of a DHC-2 float Beaver when one wing folded
To be continued in the September isshysue ofVintage Airplane
32 AUGUST 2005
THE FORGOTTEN PERFORMERS
Bellancas record-making airplanes VIC PIKE
Clarence Chamberlain on his way to Gennany
A sk anyone in a pishylots lounge what airplane Charles Lindbergh flew across the Atlanshy
tic and the reply will be Why a Ryan of course But relatively few current pilots are aware that two weeks after Lindberghs famous flight Clarence Chamberlain and Charles Levine flew a WB-2 Belshylanca named Columbia immediate predecessor to the Bellanca Paceshymakers and Skyrockets from Roosshyevelt Field New York to Eisleben Germany And few pilots know that prior to his involvement with Ryan Lindbergh unsuccessfully neshygotiated with Wright Aeronautical (who commissioned the WB-2) and later with Giuseppe Bellanca at his Columbia Aircraft Co to purchase th e very plane used by Chambershylain and Levine Unfortunately (or fortunately for Ryan) Charles Levine th e financial underwriter of Columbia Aircraft manipulated capriciously to obstruct a sale to the 20 AUGUST 2005
unknown airmail pilot Lindbergh From the mid 1920s through the
early 1930s Bellanca monoplanes routinely set records for distance altitude and endurance that made their superlative performance an expectation Victories at the Nashytional Air Races in both 1925 and 1926 An endurance record of 51 hours and 11 minutes in 1927 and New York to Havana Cuba in 1928 both by the Columbia
Then it was Maine to Spain by the North Star in 1929 At the Nashytional Air Races in Cleveland that year Bellancas took five firsts three seconds two thirds and two fourths in seven events In May 1930 came the non-refueled endurance record of 84 hours and 33 minutes in a Pacemaker powered by a Packard DR-980 radial diesel engine this reshycord was not broken until the 1986 flight of the Voyager
In July 1930 another record New York to Istanbul in the Cape Cod nonstop And still more an altitude record of 30453 feet was
set in 1931 by Bellanca test pilot George Haldeman
1931 also saw an around-theshyworld flight with Clyde Pangborn and Hugh Herndon in Miss Veedol which culminated in a 4558-mile 41-hour and 13-minute leg across the Pacific Ocean from Sabishiro Beach Japan to Wenatchee Washshyington which is a story in itself This record stood until 1947 when it was eclipsed by a uS Air Force 8-29 Miss Veedol was renamed the American Nurse and in 1932 vanshyished on a trans-Atlantic attempt
These are only a few of the acshycomplishments of this Bellanca seshyries and although some of these airshyplanes had modifications such as longer wings the original design was a commercial production aircraft
Diminutive and shy Sicilianshyborn Giuseppe Bellanca had formal education in mathematics and enshygineering and in a partnership of three constructed Italy s first airshyplane in 1909 He immigrated to America in 1911 and soon assemshy
bled a parasol-wing monoplane powered by a three-cylinder 30shyhp Anzani engine After flying this airplane Clarence Chamberlain remarked I was thoroughly conshyvinced that Bellanca not only was a genius but a hero of a rare sort
In 1912 Bellanca established the Bellanca Aeroplane Co conshystructed a second monoplane and opened a flight school One of his students was Fiorello LaGuardia later New Yorks famous mayor In 1916 Bellanca designed the CD and CE biplanes for the Maryland Pressed Steel Co To illustrate his engineering acumen the CE (1917) would cruise at 100 mph on 90 hp while the conshytemporary Curtiss IN-4D Jenny also with 90 hp followed at 65 mph
The CF monoplane first flew on June 8 1922 and was spectacular for its era With an enclosed cabin carrying four passhysengers and powered by a 90-hp 10-cylinder Anshyzani radial (twin rows of five cylinders) the CF cruised at 100 mph for 600 miles and enjoyed an impressive 12-to-1 glide ratio With the CF Bellanca created a signature airfoil fuselage profile that continued into post-war designs
Airmail pilot William C Hopson campaigned the CF in a series of competitions during the summer of 1922 He took first place in every event Hopson observed She was by far the most remarkable plane I had ever flown
Despite the CFs accomplishments there was no market for a $5000 airplane when World War I surplus models were selling for a few hunshydred Fortunately the CF survived has been restored and is now in the National Air and Space Museum
In 1925 Bellanca joined the Wright Aeronautical Corp which put him in close proximity to the new 200-hp J-4 Whirlwind engines This prompted construction of the
conflicts with Wright Aeronautical in Patterson New Jersey he moved to New York and entered the conshytentious partnership with Charles Levine When that unraveled Belshylanca re-established production in a rented warehouse on Staten Island
Bellancas outstanding airplanes enticed the state of Delaware and particularly the du Pont family into courting him to settle there After a temporary operation in Wilmingshyton a factory and airfield were conshystructed at New Castle stability was finally achieved
The rugged construction and prodigious load-carrying capacity
of these unique airplanes disbursed their activities all over the world where they served careers from distinguished air transshyport to bush hack An ulshytimate utilitarian characshyter relegated the grand birds to situations of exshypendability that unforshytunately caused attrition to eliminate alarming numbers of them
Out of the 60 that were built only one airworshythy example of a Paceshymaker CH-300 exists toshy
bull
--=--shy -lt
-shy____ u
all-wood WB-1 followed by the steelshytube fuselage WB-2 using the imshyproved 220-hpJ-5 The WB-1 was deshystroyed in a crash in 1926 and the record-breaking WB-2 Columbia was lost in a hangar fire in 1934
From the WB planes evolved the Pacemaker series first the J-5 Wright powered CH-200 of 1928 then the 300-hp R-975 J-6-9 CH-300 of 1929 (also available with the PampW Wasp Jr) and the R-1340 Wasp CH-400 Skyrocket of 1930 on through the senior Pacemakers and Skyrockets of the later 30s
Giuseppe Bellancas passion was to design and build airplanes with the following parameters Maxishymum safety and the greatest possishyble efficiency as measured by speed load and range His earlier dreams seemed perpetually frustrated after
day NC251M Serial No 154 And even this one is currently undergOing a complete and toshytal rebuild with new fuselage and wings and a target date for compleshytion in the summer of 2005
Throughout the story of this airshyplane is the striking reality of how many people have been involved The core history of an old airplane is inshytriguing but the anecdotal accounts of the people create something inshyfinitely more profound Aviation is a community an extended family so loosely connected that members remain unacquainted But the comshyposite connects lives in ways that are not previously suspected Keep this in mind as you read
NC251M emerged from the Belshylanca factory at New Castle Delashyware on September 171929 to be delivered as the first airplane of In-
VINTAGE AIRPLANE 21
ter-IsIand Airways (now Hawaiian Airshylines) of Honolulu It served primarily with sightseeing flights while Inshyter-Islands passenshyger service evolved around Sikorsky S-3S amphibians
On April IS 1933 NC251M was sold to Mr G Fowble (posshysibly a broker) of San Bernardino California and then resold on April 27 to MacMillan Peshytroleum Corp of Los Angeles Remember MacMillan Ring Free Motor Oil On March 20 1935 it was purchased by Unious Mac McGee (McGee Airways) in Anchorage Alaska to begin 15 years as a bush workhorse On April 20 1935 McGee Airways was sold to Star Air Service in Anchorage which became Star Airlines which became Alaska Star Airlines which became Alaska Airlines in May 1944
Steve Mills chief pilot for Star was flying a sister Pacemaker NC259M when a fatal crash claimed his life in 1936 After usable parts were salshyvaged the remaYJs were burned at the site of the accident In 1995 the curator of the Alaska Aviation Herishytage Museum (and a walking encyshyclopedia of Alaska aviation history) Ted Spencer recovered the parts and stored them at the museum in Anchorage Steves grandson Dave Mills assisted Ted in his efforts
Essentially intact the logs of NC251M depict a rich history of Alaska bush flying in the 1930s and 1940s and reading them is like peering into the Holy Grail Much of the story can only be extraposhylated from the cryptic and frustratshyingly taciturn renderings of bush pilots who flew thousands of hours over geography and in weather that would be considered treacherous to most modern pilots
Ones imagination expands from such tersely penciled comments as 22 AUGUST 2005
PICTORIAL HISTORIES PUB CO
NC251M in 1929
Engine blew up Ship moored at Naknek Rate of climb reads SOO feet down in level flight Windshyshield gives pilot cold shower Turn and bank no good Cant adjust altimeter (Signed Satan) Repaired left wingtip spliced rear spar Rebuilt left elevator
Another entry notes Flew every day from 1-20 to 2-14 With such casualness the suspicion is that unshyderstatement must be intrinsically characteristic of these bush pilots theres no mention of the effort inshyvolved in keeping a 1929 airplane flying every day during the rigors of an Alaskan winter
The logs include entries by many noted Alaska bush pilots a few of which were Kenny Neese Johnny Moore Don Goodman Jack Elshyliot (who onee swooped down and speared a wolf with his ski) and Bill Lund Lund stayed with Alaska Airshylines as its number one pilot and pioneered jet flights into Russia during the 1970s finally retiring in 19S0
Martha Monsen was the Star agent in Naknek during the 1930s and ran a virtual boarding house for the pilots during layovers Several of Monsen s sons became pilots and one Mel Monsen told me of sitting at the supper table as a young lad caught up in the intrigue of endless convershysations about bush flying advenshy
tures Mel Monsen related that when he and his friends played bush pishylot there was alshyways an argument about who would be Kenny Neese
In these early days it was usual for Alaska air sershyvice companies to struggle wi th fishynancial solvency Star was no excepshytion and in June 1939 in exchange for some capital investment the
ownership of its entire fleet was transferred to bankers Thrall and Williams of Minneapolis Minshynesota In contemporary terms these treasures included four CHshy300 Pacemakers three CH-400 Skyrockets two Stinson SM-SAs a Fairchild Pilgrim 100A a Cessna C-34 Airmaster and a Ford 5-AT-C Tri-Motor The arrangement apshyparently worked because by Febshyruary 1940 everything was back in Stars legal possession
In June 1946 Alaska Airlines performed a field conversion from wheels to Edo 4665 floats When completed notification was sent to the CAA with the simple comment that it was similar to Bellanca NC256M Approval was granted
From 1929 NC251M flew with a Wright R-975 J-6-9 of 300 hp reshyplaced or overhauled a number of times but a catastrophic failure in August 1946 prompted Alaska to convert to a PampW R-9S5-AN-3 Navy surplus and freshly overhauled In May 1947 the plane was returned to service
In December 1947 Alaska Airshylines sold NC25 1 M to Eric Shutte (pronounced Shoot-ee) and CV Kay Shutte came to Alaska in the early 1930s as a pilot and mechanic for Vern Gorst founder of Pacific Air Transport Kay had been a partshyner with Shell Simmons in the Panshyhandle Air Transport Co (Pateo)
out of Juneau in the mid 1930s
Shutte and Kay did contract flying for the US Coast Guard and opened a hotel in King Salmon called Nashyknek Sky tel with NC25 1 M providing charter flight sershyvices The business suffered a setback in 1950 when the hotel burned and on a trip south the Bellanca was damshyaged in an accident Kenmore Air 1950s On the float is Bob Munro Walt Winsman mechanic near Prince Rupert and Bill Lund Alaska Airlines pilot on a day off British Columbia
Bob Munro of Kenmore Air Harshybor in Seattle salvaged the plane with the promise that insurance would cover the costs The insurshyance company refused and Munro took possession of the Bellanca as payment After repairs were comshypleted NC25 1 M joined the Kenshymore fleet Currently Kenmore is a world-class floatplane operation holds the type certificate for Edo floats and has developed many STCd modifications for de Havilshyland Beavers and Otters
From 1955 to 1957 Munro leased NC25 1 M to Bob Hall of Kodiak Airways (actually it was sold and repurchased for liability protecshytion) Kodiak ran scheduled mail and passenger service to the five villages and nine canneries on Koshydiak Island The chief pilot was Gil Jarvela and in a conversation with me he related stories that riveted my attention hauling resistant Koshydiak bear cubs in gunny sacks loadshying incredible amounts of freight in NC25 1M and patching holes in the floats with bubble gum and spruce twigs
When the plane was returned to Kenmore Bob Munro commisshysioned Clayton Scott to engineer the installation of Edo 6470 floats to replace the smaller 4665s I had heard of Scott and his legendary cashyreer in aviation that has spanned
more than seven decades and conshyfirmed his existence with Bill Whitshyney Kenmores senior pilot who flies turbine Otter floatplanes
I visited Scott in his large hanshygar on the Renton Municipal Airshyport in Washington state where he conducts business as Jobmaster Co his aircraft modification firm Out front was a beautiful Cessna 195 on floats and inside I found him working on a de Havilla~d DHC-2 floatplane Looking at the man and his environment I immeshydiately realized that this was halshylowed ground
I told him my visit was prompted by an understanding that he had once installed floats on a Bellanca Pacemaker and he replied Yes that was in 1957 We replaced a set of Edo 4665s for some 6470s I can show you the paperwork He stepped to his fi le and without glasses pulled it out
I inquired of Scott how old he was and with a sly smile he said 100 minus three After a period of time during which Scott grashyciously shared with me some of his incredible flying experiences I left this icon so that he could return to working on the Beaver [ felt that I had been in the Notre Dame Catheshydral [Well have more on Clayton Scott in next months issue of Vinshytage Airplane-Ed]
As predictably ocshycurs in the life cycle of utility airplanes NC251M was showshying tatter and wear by the late 1950s the engine found a home on the nose of anshyother ship the wings were pulled and it ended up in the back of Kenmores storage yard In June 1960 Dick Poet of Aumsshyville Oregon purshychased the airframe and floats
Poet was an aerial applicator pilot and with his wife Helen
owned Wilderness Airlines in Bella Coola British Columbia Dicks meshychanic Bob Bohanan completely refurbished the Pacemaker includshying new fabric paint and an overshyhauled R-985 from Wesco Air Service on Boeing Field which returned it to pristine condition
With the rebuild complete on June 25 1962 there was the issue of taking the airplane off the Poets grass strip Straw was spread down the runway to reduce friction and with Dick in the cockpit power was fed to the R-985 Sufficient airshyspeed was achieved but the long floats prevented rotation and takeshyoff was denied Bohanan then conshystructed a two-wheel dolly from an old truck axle and this time Dick lifted off while the dolly burshyied itself in the brush at the end of the field After a short test flight he landed on the Willamette River at Salem Subsequently the Poets applied for Canadian registration (CF-OQK) and flew to Bella Coola British Columbia where the Paceshymaker began charter service with Wilderness Airlines
On June 25 1963 a woman Mattie Jack was attacked and badly mauled by a grizzly bear at Mud Lake east of Bella Coola A call was made to Dick for a rescue flight and he immediately took off with
continued on page 32
VINTAGE A I RPLANE 23
A beautiful day is not complete unless it is seen from the inside of a cockpit The Vintage Aircraft Association is providing you with the opportunity to bring the magic of flight to your home office or hangar Take flight with the 2006 VAA Calendar Free Skies Forever
The gorgeous 17 x 11-inch full-color wall calendar is the perfect gift for yourself or your favorite pilot Each month contains the amazing photography from the Vintage Aircraft Association and captures the spirit of flight
As a commemoration to the great aviators before us the VAA 2006 Calendar Free Skies Forever contains great feats in aviation printed on the exact date of occurrence Dont let this opportunity fly past you Order your 2006 VAA Free Skies Forever Calendar by September 30 2005 Calendars will ship in November for Christmas arrival
Or to order by mail send your checkmoney order to Vintage Aircraft Association 2006 Calendar do Turner Publishing Company bull PO Box 3101 bull Paducah KY 42002-3101
o Please enter my order for __ copies of the Vintage Aircraft Association 2006 Calendar - only $1595 Your Name
o ShippingHandling add $395 for each calendar Address
o Kentucky residents add 6 sales tax City State Zip
TOTAL ENCLOSED $______
Telephone For Office Use Only - VAA2006-A-GW
CkR Amount E-mail address (for order confirmation)
DOUG STEWART
Whetherweather to go or not
There I was driving along the turnpike looking up at a severe clear cerulean sky and rather than findshy
ing myself ecstatic at that beautishyful sight words that cannot be reshypeated in this column were formshying on my lips Gosh darn (it was really a lot stronger said than that) the briefer said VFR not recomshymended and now instead of being up in that sky where I belong I am down here ground bound driving to my destination
I know probably everyone of us has been in this situation pershyhaps more times than we care or choose to remember As the sayshying goes There are old pilots and bold pilots but no old bold pishylots Many of us are aware that most aviation accidents when asshysociated with weather tend to be fatal ones Thus if we are not inshystrument rated and current or flyshying an airplane that is not instrushyment certified we tend to choose alternative means of transporshytation when the briefer tells us VFR is not recommended
But does this always have to be the case Are there any ways to make those VFR trips possible and still remain safe Are there any tools we can use to determine if the forecast is holding true or if it is not For I think we all both male and female would agree that the weather is like the opposite sex-toshytally fickle and unpredictable Lets
take a look at the numerous tools we have for making the gono-go decision relative to the weather
To help determine if the forecast is going to hold true I usually first consult the METARS Check reshyporting stations along your route If you are able get a history showshying the reports over the past three to four hours and see if the reports are corroborating the forecasts (DUATS WSI and Meteorlogix are all great sources for this informashytion) What trend do you see in the reports Is the weather getshyting better or worse or holding the same Is it doing what the TAF and FA said it would
Im also sure to compare the tershyminal forecasts (TAF) with the Area Forecast (FA) The TAF covers only a S-mile radius of the aerodrome whereas the FA covers an entire area Keep in mind that cloud bases in the TAF are AGL (above ground) whereas the cloud bases in the FA are MSL (above sea level)
Next I check the PIREPS (pilot reports) Do they substantiate the briefers warnings When checking PIREPS be sure to take into account where the report was made (threeshydimensionally) when it was made and what type of aircraft the reportshying pilot was flying If a 747 reports light chop along my route I might consider leaving the ropes on my airplane and going to have a frosty one whereas if its a J3 reporting moderate turbulence I might very
well launch on my own flight While we are mentioning PIREPS
lets not forget that (as in all things in life) what goes around comes around If we are seeking PIREPS in helping us to make the gono-go decision we should also consider filing them It takes only a few moshyments to file a PIREP and in doing so you are assisting many other pishylots in their flight planning
These are a few of the tools we can use while still on the ground to determine if the forecast is holdshying true But what about when we are already en route How can we know whether the weather will be as forecast
Obviously if the forecast was for severe clear and there are a lot of clouds forming you do not need to be a rocket scientist or a brain surgeon to know that the forecast is not holding true But there are many other clues that might not be quite as obvious and that should warn us that the briefer might have been wrong
If we realize that we are having to fly a heading other than what we had plotted to track our course or if we are experiencing different ground speeds than what we had exshypected we should understand that there is a good chance that the enshytire forecast might be off After all these forecasts are predicated on the expected movement of fronts and pressure zones When they dont move as anticipated the winds aloft
VINTAGE AIRPLANE 25
will be different thus yielding difshyferent headings and groundspeeds than we had planned
There is something else that can give us a heads-up about the posshysibility of the forecast going south and that is the temperatures aloft Most aircraft have outside air temshyperature gauges (OAT) and these can be very useful tools-ones that many pilots ignore An OAT can be used to corroborate whether the temperatures aloft are as forecast (You do remember that the foreshycast temperatures aloft are included with the winds aloft dont you) This can give us an understanding of whether the fronts are moving at the speed and direction forecast or if they might be moving slower or faster than expected
Keeping track of the temperashytures as you climb can also help you quickly determine if the lapse rate is stable Remembering that the stable lapse rate is ZOC per thousand feet one can make a note of the tempershy
ature on the ground prior to takeoff and then check it as you climb If it is less than ZOC per thousand one of the major ingredients in the proshyduction of thunderstorms is presshyent that being an unstable lapse rate (The other two are moist air and a lifting action of some kind) Thus the OAT can be a useful tool in confirming or refuting the foreshycast of thunderstorms
One could spend a lifetime studyshying the weather and not get any closer to predicting what it might do And I cant do justice to the subshyject in this short article However when it comes to weather I must say that discretion is the better part of valor There are certainly times when the briefer will give the warnshying that VFR is not recommended and the day turns out to be beautishyful But there are also times when your beautiful day turns ugly
Regardless of whether the foreshycast is for good weather or bad be sure to have an alternate plan in
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation
Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these jewels on and bring back the good times New General Aviation Sizes Available
500 x 5 600 X 6 700 X 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
~DESSER(~ 323-721-4900 FAX 323-721 -7888
6900 Acco St Montebello CA 90640 TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106
wwwdessercom
26 AUGUST 2005
place Remember to run the PAVE and CARE checklists that I wrote about in previous articles to help you make the proper decisions relative to the weather Using the tools I have mentioned above will help you in checking the enVironshyment help in understanding the consequences of the hazards asshysociated with some aspects of the weather and aid you in assessing the realities of what the weather is really doing
And when the briefer gives you that dire warning of VFR not recshyommended keep in mind that it is always much better to be on the ground wishing you were up in the air than up in the air wishing you were on the ground He might be wrong and Ive offered some tools to help determine that but he very well might be right
Doug Stewart is the 2004 National CFI of the Year a Master CFI and a DPE He operates DSFI Inc based at the Columbia County Airport (lBl)
TelePhone 800-247-8473 or
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE NEWLY ACQUIRED GARNER P EMMERSON COLLECTION DONATED TO EAA BY BOB HIGHLEY OF LAKELAND FLORIDA
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs to be in no later than September 10 for inclusion in the November 2005 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to mysteryplaneeaaorg Be sure to include your name city and state in the body of your note and put (Month) Mystery Plane in the subject line
MAY S MYSTERY ANSWER as residing in Los Angeles at that time I learned this while roaming on wwwaerofilescom last evening
I already had seen the aircraft in the British magazine Aeroplane Monthly that has the same photo as yours along with some contemshyporary aircraft in an illustrated article in the September 2003 isshysue with the title Call That Safe The caption to the photo reads
In 1933 Carl Hall and Frank Nixon tested this propeller cowlshying at Compton California It was claimed to speed up aeroplanes from 39 to 140 per cent and slow them as much as desired for landshying the innerdeflectors serving
Mays Mystery Plane came to us X12211 seems to have its 95-hp as air brakes from Harold Swanson Cirrus upright four-cylinder en I hope that you have more inshygine
Heres our only letter concerning as it was reported to have in 1 formation about this interesting934 its identity it was reported to have had a Veshy early try at a ducted propeller
lie engine when built in 1931 Jack Erickson The Felio Ranger SP-2 owner Harold G Felio is li State College Pennsylvania sted
VINTAGE AIRPLANE 27
EE BUCK HILBERT
Aeronca C-3 N-13000
Ive been asked many times Why do you hang onto this old airplane
Several reasons Mostly it has a place in more recent historyshynamely the last real Cleveland Air Race held in 1948 And probably another reason is it represents at least to me the memory of the last of the barnstormers
To the best of my knowledge the last time this little C-3 flew was at the 1948 Cleveland Air Races
The airplane belonged to Duke and Martha Hashner the owners of Global Airshows and promoters of the races that year
Duke flew this Aeronca C-3 in a clown act The airplane was painted up with a clown face was all red and white and Ive been told he did a remarkable job of entertainshying the crowd
Duke also flew other aerobatic aircraft in the show while Martha was the wing-walker parachute jumper and ticket seller
Unfortunately this was the same year record-holding entrepreneur Bill Odom crashed a racing P-S 1 into a residential area resulting in his death and other fatalities Beshycause of this accident Duke and Martha were the target of lawsuits that drove Global Airshows and the two of them out of business and into seclusion
Living on the Quietula Farm at Cherry Valley Ohio the coushyple now forced to retire from doshying their air show routines turned Global Airshows into a traveling
28 AUGUST 2005
static display show The 50s saw the advent of the
shopping center Global Airshows would truck its airplanes to the new shopping center parking lots and display them in full air show regashylia Martha and Duke would dress the part entertain the crowds and dreamed of once again being active air show circuit acts
The airplane
belonged to
Duke and Martha
Hashner
Unfortunately Duke suffering from a brain tumor lost the ability to participate and after a long batshytle passed away Martha kept the airplanes now stored at the farm and spent her days tending numershyous pet dogs and cats dreaming of her barnstorming glory days as queen of Global Airshows Martha passed away in the mid-60s
Global Airshows and its derelict aircraft were sold to Bill Ross and me a few months before Martha passed away
The collection consisted of Marshythas Meyers OTW Dukes Waco F and a Porterfield CP-65 All were inshy
tact and complete but each needed restoration Also in the collecshytion were pieces and parts of two Aeronca C-3s a J-2 Piper a Taylorshycraft L-2 and a Fairchild 22 Along with the airplanes came numerous engine parts old tools and propelshylers along with the trailers used to haul the airplanes
What happened to the airshyplanes is the frequently asked question Bill Ross was past presishydent of the EAA Warbirds of Amershyica owned a P-38 Leroy Grumshymans personal F3F and an F6F and had his hand in several entershyprises while involved in Warbirds Right at that time he discovered the Grumman Goose was the best bet in sport flying and his attention was diverted in that direction
The Meyers and the Porterfield were restored by Bill and sold The project Fairchild 22 and J-2 went to a couple of our Vintage members and were restored and are flying The Waco F was sold but never did get flying The two C-3s came to me and eventually were restored One was sold and one for those sentishymental reasons is still in my hanshygar disassembled and awaiting the final engine fix The L-2 had been a gas station ornament for years and when they took it down the guy wielding the cutting torch manshyaged to start a fire that ended any thought of restoration
Bill Ross moved to Nevada after he retired from business and unshyfortunately while returning from one of his business trips he flew
into a cloud that had a rock in it Another reason for hanging on It reminds me of Bill Ross and his contributions to the Warbirds of America being part of EAA
Oh yes we did get the C-3 flyshying but the engine ate itself up afshyter about 4S minutes Time for a different approach
I had a set of floats and rigging and Brian Van Wagnen and I deshycided the little C-3 would be a real hoot to see flying on floats However we wanted a reliable engine and the one we had was mostly junk
Brian tore into it but the crank was beyond repair At great exshypense a new one was made dual ignition heads were installed and a new single-drive dual mag was inshystalled after modifying the tail case It runs but the vibration was bad enough to cause distrust Another disassembly and recheck as well as internal component balance were in the works when tragedy struck
Brian had a hangar fire and lost everything he had in the 70-by-90 hangar and its 24-foot lean-toshyhis Widgeon project the Fleetshywing Seabird two antique Aeronca Chiefs a Piper 180 all his toys shop equipment tools and of course the building
The little C-3 stored in another building was all that was left The floats rigging and all the spare enshygine parts were destroyed in the fire A small loss in comparison to what Brian suffered
With no hangar and no shop the decision was made to disassemshyble NC-13000 and bring it back home and there it sits Every day I walk past it and say to myself You gotta get going But the press of daily living and the episodes weve been through in the past couple of years have stopped all the progress Oh well whats another couple of years After all its been grounded since 1948
Until then it just sits and Im going fishing With that its Over to you
Come or t e weekend BUILD FOR A LIFETIME
HANDS-ON HOMEBUILDER WORKSHOP
SCHEDULE
Aug 26-28 Oshkosh WI
Aug 27-28 Arlington WA
Sept 9-11 Griffin GA (Atlanta Area)
bull Repairman (LSA) Inspection-Airplane
bull RV Assembly
bullTIC Welding
Sept 10-11 Corona CA (LA Area)
bull RV Assembly
Sept 10-11 Lakeland FL (Sun N Fun Campus)
bull RV Assembly
Sept 10-11 Houston TX (Westwood Aviation Institute)
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems
Sept 16-18 Frederick MD bull Repairman (LSA) Inspection-Airplane
Sept 23-25 Denver CO bull Repairman (LSA) Inspection-Airplane (Westwood College)
Oct 1-2 Columbus OH (Columbus State Community College)
KLEINEAA SportAir Sponsors TOOLS
wwwkleintoolscom
WORKSHOPS ___ ~
EA~
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems bull Cas Welding
bullbull amp cafamiddot~middotAir c raft Coatings
_polyfibercom wwwalrcraftsprucecom
1-800-WORKSHOP 1-800-967-~746
wwwsportalrcom
YOU CAN BUILD IT LET EAA TEACH YOU HOW VINTAGE AIRPLANE 29
r ~ __c -lt JMNEwMAN
t The (ollowing list o(coming events is (IIrt1ished to Ollr readers as a matter o( it(orshymation only and does not constitllte approval sponsorship involvement cottrolor direction o(any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 OshkoslI WI 54903-3086 Or e-Illail tl1e information to vintageaircra(teaaorg In(ormation shollld be received (ollr months prior to tile event date
AUGUST 7-Queen City MO-Applegate Airport 18th Annual Washytermelon Fly-In 2 PM til dark Info 660-766-2644
AUGUST 13-Hoquiam WA-Bowerman Field Ercoupe Gathering amp Fly-In All experimental classic and vintage aircraft are welshycome Excellent restaurant on field Info Dick 360-533-5926
AUGUST 19-21-Alliance OH-Barber Airport (201) 7th Annual Ohio Aeronca Aviators Fly-In Join us for a relaxing weekend of fun food friendship and flying Breakfast served by EAA Ch 82 Sat amp Sun 7am-llam Camping on field local lodging and transportation available Forums on Saturday Info Brian 216shy337-5643 or bwmatzllacyahoocom or wwwoaafy-Incom
AUGUST 20--Laurinburg-Maxton NC-Ercoupe Owners Club Aweshysome August Invitational NorthSouth Carolina members and guests Lunch awards Young Eagles Flights Info 336-342shy5629 or bandmannetpath-rc net
AUGUST 20--Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-[n Breakfast Info Tom 740-587-2312 or tmcaiinkcom
WIVI cbullbull___bull
These are the first tools you need to buy when you re~cover your
airplane Anyone who has used them will tell you they re the next best thing to having one of our staff right beside you The VHS tape and the DVD will give you the Big Picture and the manual will walk you step by step through every part of the process Youre never on your own when youre using Poly~Fiber
wwwpolyfibercom e-mail infopolyfibercom
Aircraft Coatings 800-362-3490
AUGUST 20--Niles M[-jerry Tyler Memorial Airport (3TR) VAA Ch 35 Corn and Sausage Roast 11am-3pm Rain date August 20 Donations $5 adults $3 children 12-yrs and under All you can eat Info Len 269-684-6566
SEPTEMBER 3-Marion [N-(MZZ) Flyln Cruiseln Info wwwFiylnCruiseln com
SEPTEMBER 3-Prosser WA-EAA Ch 391 s 22nd Annual Labor Day Weekend Prosser Fly-[n Info 509-735-1664
SEPTEMBER S-U-Galesburg [L-Galesburg Municipal Airport 34h Annual Stearman Fly-[n Technical seminars Aircraft judging and awards Aerobatic formation short-field takeoff spot-landing and flour bombing contests Dawn Patrol lunch-time flyouts pizza party stage show banquet and more Info 309-343-6409 or stearmanstearmanfyin com or wwwstea rmanfyin com
SEPTEMBER U -Mt Morris IL-Ogle County Airport (C55) EAA Ch 682 Fly-In Breakfas t 7am-12pm Info 815-732-7268
SEPTEMBER 16-17-Bartlesville OK-Frank Phillips Field (BVO) 49th Annual Tulsa Regional Fly-In Info wwwtllisafyincom or Charlie Harris at 918-622-8400
SEPTEMBER 17-Poplar Grove IL-Poplar Grove Airport Vintage Wings amp Wheels Museum Salu te to WW II Combat Aviators Military aircraft display and fly-by Interviews with 12 WWII veterans of air combat Info wwwpopiargroveairmotivecommllsellnl
SEPTEMBER 17-1S-Rock Falls IL-Whiteside County Airport (SQI) North Centra l EAA Old Fashioned Fly-In Forums workshops fly-market camping air rally awards food amp exhibitors Info wwwnceaaorg
SEPTEMBER 22-25-St Louis MO-Creve Coeur Airport (lHO) Monocoupe Club Fly-InReunion Info Frank Kerner (314) 277-4306 or monocoupesbcgiobainet or wwwmorlOcollpecom
SEPTEMBER 23-25-Sonoma CA-Sonoma Skypark (OQ9) 23rd Annua l 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 208shy739-3979 or ristpsaoicom
SEPTEMBER 24-Topping VA-Hummel Air Field 10h Annual Car amp Air Event 8am-4pm Featuring ant ique cars and planes plus fire apparatus tractors amp engines and arts amp crafts Info (804) 694-5995 or in(oWingsandwheeislIs or wwwwingsandwheeislIs
SEPTEMBER 24-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-I n Info wwwieebottomcom
OCTOBER 1-2-Midland TX-Midland [nt l Airport FINAshyCAF AIRSHO 2005 will commemorate 60th Anniversary of the end of World War II Info 432-563-1000 x 2231 or pubiicreiationscaf7qorg
OCTOBER 5-9-Tullahoma TN-1932 to 2005-The Tradition Lives Year of the Staggerwing Staggerwing Twin Beech 18 Bonanza Baron Beech owners amp enthusiasts Sponsored by the Staggerwing Museum Foundation Staggerwing Club Twin Beech 18 Society BonanzaBaron Museum Travel Air Division amp Twin Bonanza Assn Info 931-455-1974
REGIONAL FLY-IN SCHEDULE EAA Mid-Eastern Fly-In EAA Southeast August 26-28 2005 Regional Fly-In Marion OH (MN N) October 7-92004
Evergreen AL (GZH) Virginia State EAA Fly-In wwwserfi org October 1-2 2005 Petersburg VA (PTB) Copperstate Regional EAA Fly-In wwwvaeaaorg October 6-92005
Phoenix AZ (A39) wwwcopperstateorg
30 AU G U S T 2005
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 dlie7025IOI om vaaflyboyLwnsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Avc 72 15 East 46th SI Albert Lea MN 56007 Tulsa OK 74147
507-373-1674 918-622-8400 stfles(eskmefiiacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush H ill Road Sherborn MA 01 770
508-65l-7157 SH i Ocomcas t llet
David Bennett PO Box 11 88
ioseville CA 95678 916-645-8370
antiquerireachcul1l
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507-263-24 14
InjbfchldrcOI111tCtcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773-779-2 105
pllOtopiotaoicom
Dave C lark 635 Vestal Lane
Plainfield IN 46 168 317-839-4500
davecpciiquestnet
John S Copeland l A Deacon Street
Northborough MA 0 1532 508-393-4775
copelaml JjllllOcom
Phil Coulson 284 15 Springbrook Dr
Lawton MI 49065 269-624-6490
rcollsonS J6cscom
Roger Gom oll 8891 Airport Rd Box C2
Blaine MN 55449 763-786-J342
pledgedriveIns11com
Dale A Gustafson 7724 Shady Hills Dr
Indianapoli s IN 46278 317-293-4430
dalefayemscom
Jeannie Hill PO Box 328
Ha rva rd IL 60033-0328 8l5-943-7205
dishaoowc et
Espie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-3650
wintisockaoco m
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaoicom
Robert D Rob Lumley 1265 Sout h 124th Sl Brookfield WI 53005
262-782-2633 illmpeniiexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817-491-9 110
sellemorris(~lev I IIet
Dean Richardson 1429 Kings Lynn Rd
Stoughton WI 53589 608-877-8485
daraprilairecom
SH Wes Schmid 2359 Lefeber Ave nue
Wauwatosa WI 532 t 3 414-771- 1545
sllschmicimilwpccom
DIRECTORS EMERITUS
Gene C hase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920-23 1-5002 815-923-459 1
GRCHACllarterHet b7ac1Jc llel
Ronald C Fritz 15401 Sparta AV(
Kent City MI 49330 6 16-678-50 12
rFritzf1athwaywlcom
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873 Web Site wwwvintageaircraftorg and wwwairventllreorg E-Mail vintageaircraftCtieaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)
- Newrenew memberships EAA Divishysions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
-Address changes -Merchandise sales -Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory ___ ___ _ 732-885-6711
Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing920-426-4876 Education __ _ 888-322-3229
- EAA Ai r Academy - EAA Scholarships
Flight Advisors info rmation 920-426-6864 Flight Inst ructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles _ _ _ 877-806-8902
Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan _ 866-647-4322 Term Life and Accidental _ 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 Vintage _ FAX 920-426-6865
- Submitting articlephoto - Advertising information
EAA Aviation Foundat ion Artifact Donations 920-426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Association Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additional $10 annually Junior Membershjp (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
EAA SPORT PILOT Current EAA m embers may add EAA
SPORT PILOT magaZine for an additional $20 per year
EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magaZine not inshyduded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA members may join the
Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not inshyduded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the
International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magazine for an additional $45 per year
EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magaZine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA
Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magashyzine and one year membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a
check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2005 by lhe EM Vintage IgtJrcraft Association All righls reserved
VINlAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage IgtJrcraft Association of the ExperimentallgtJrcraft Association and is published monthly at EM Aviation Ceoter 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vinfageaircrafteaaorg Periodicals Poslage paid al Oshkosh Wisconsin 54901 and al additional mailing oHices POSTshyMASTER Send address changes to Vintage IgtJrplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcretumswdsmailcom FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivet)l of VlNlAGE AIRPLANE to loreign and APO addresses via surtace mail ADVERTISshyING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Readers are encouraged to subm stories and photographs Polky opinions expressed in artk1es are solely those of the authors Responsibility for accuracy in reporting rests entirely wh the contributor No remuneration is made Material should be sent to Edor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 92D-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aeronautica are registered trademarks trademarks and service marks of the EXperimental Aircraft Association Inc The use of these trademarks and service marks without lhe pennission of the ExperimentallgtJrcraft Association Inc is strictly prohibited
VINTAGE AIRPLANE 31
Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no
frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VM
reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1-800-233-6934 e-mail ramremfgaolcom Website wwwramengine com VI NTAG E
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418 wwwlpjetservicescom
Airplane T-Shirts 150 Different Airplanes Available
ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
WE PROBABLY HAVE YOUR AIRPLANE
wwwairplanetshirtscom 1-800-645-7739
Flying wires available 1994 pricing Visit wwwflyingwirescom or call
800-517-9278
ELECTRICAL CONDUIT
ASSEMBliES bull MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made per your specifications
bull Original equipment style Braided Conduits in Aluminum Brass or Stainless Steel
bull We carry a complete line of AN - MS Electrical Fittings Backshell Adapters and Specialty Fittings
bull We also have full machine shop capabilities for any custom applications you may require
bull Rebuild your Warbird back to Original
AIRFLEX INDUSTRIES 2538 SUPPLY STREET POMONA CA 91767
Tel 909-392-8474 AI RFLEXI N D USTRIES COM
THE FORGOTTEN PERFORMERS continued
the Pacemaker in marginal weather Mud Lake is narrow shallow and a half-mile long and Poet dragged it twice and then did a touch-andshygo before setting down for th e pickup Mattie Jack was loaded on and they headed for the hospital at Bella Coola It was dark on arshyrival and although landing in the narrow valley without daylight was seldom attempted Dick executed a safe approach and thwarted a sad ending to Mattie Jacks life
The Pacemakers most serious trauma occurred on July 25 1963 on a takeoff from Nimpo Lake 70 miles east of Bella Coola Loaded with two adults and five children from the Poets extended family and piloted by Helens cousin Bob Stewart a wingtip caught the water in an attempt to un-stick the right float and the plane cartwheeled
The left wing and one float were torn off the fuselage was comshypletely severed immediately behind the cabin and everything came to rest floating inverted All on board
were wearing life jackets and the children were ed uca ted in float flying they tripped their seat belt buckles swam out the open end of the cabin and popped to the surshyface There were no injuries
Bohanan retri eved the engine it was flushed mounted on the nose of a PT-17 Stearman and sold to a dentist Dr William Stone in Sandy Oregon Forty years later the Stearman i s still owned by Stone and the same Wasp Jr is on the nose
The remainder of the Pacemaker stayed on the shore of Nimpo Lake for a year and then was loaded on a farm truck by Dicks son-in-law Alan Hauan and returned to Aumsshyville where it was deposited behind the Poets barn A much more serishyous tragedy occurred a short time later when Dick was involved in the fatal crash of a DHC-2 float Beaver when one wing folded
To be continued in the September isshysue ofVintage Airplane
32 AUGUST 2005
bled a parasol-wing monoplane powered by a three-cylinder 30shyhp Anzani engine After flying this airplane Clarence Chamberlain remarked I was thoroughly conshyvinced that Bellanca not only was a genius but a hero of a rare sort
In 1912 Bellanca established the Bellanca Aeroplane Co conshystructed a second monoplane and opened a flight school One of his students was Fiorello LaGuardia later New Yorks famous mayor In 1916 Bellanca designed the CD and CE biplanes for the Maryland Pressed Steel Co To illustrate his engineering acumen the CE (1917) would cruise at 100 mph on 90 hp while the conshytemporary Curtiss IN-4D Jenny also with 90 hp followed at 65 mph
The CF monoplane first flew on June 8 1922 and was spectacular for its era With an enclosed cabin carrying four passhysengers and powered by a 90-hp 10-cylinder Anshyzani radial (twin rows of five cylinders) the CF cruised at 100 mph for 600 miles and enjoyed an impressive 12-to-1 glide ratio With the CF Bellanca created a signature airfoil fuselage profile that continued into post-war designs
Airmail pilot William C Hopson campaigned the CF in a series of competitions during the summer of 1922 He took first place in every event Hopson observed She was by far the most remarkable plane I had ever flown
Despite the CFs accomplishments there was no market for a $5000 airplane when World War I surplus models were selling for a few hunshydred Fortunately the CF survived has been restored and is now in the National Air and Space Museum
In 1925 Bellanca joined the Wright Aeronautical Corp which put him in close proximity to the new 200-hp J-4 Whirlwind engines This prompted construction of the
conflicts with Wright Aeronautical in Patterson New Jersey he moved to New York and entered the conshytentious partnership with Charles Levine When that unraveled Belshylanca re-established production in a rented warehouse on Staten Island
Bellancas outstanding airplanes enticed the state of Delaware and particularly the du Pont family into courting him to settle there After a temporary operation in Wilmingshyton a factory and airfield were conshystructed at New Castle stability was finally achieved
The rugged construction and prodigious load-carrying capacity
of these unique airplanes disbursed their activities all over the world where they served careers from distinguished air transshyport to bush hack An ulshytimate utilitarian characshyter relegated the grand birds to situations of exshypendability that unforshytunately caused attrition to eliminate alarming numbers of them
Out of the 60 that were built only one airworshythy example of a Paceshymaker CH-300 exists toshy
bull
--=--shy -lt
-shy____ u
all-wood WB-1 followed by the steelshytube fuselage WB-2 using the imshyproved 220-hpJ-5 The WB-1 was deshystroyed in a crash in 1926 and the record-breaking WB-2 Columbia was lost in a hangar fire in 1934
From the WB planes evolved the Pacemaker series first the J-5 Wright powered CH-200 of 1928 then the 300-hp R-975 J-6-9 CH-300 of 1929 (also available with the PampW Wasp Jr) and the R-1340 Wasp CH-400 Skyrocket of 1930 on through the senior Pacemakers and Skyrockets of the later 30s
Giuseppe Bellancas passion was to design and build airplanes with the following parameters Maxishymum safety and the greatest possishyble efficiency as measured by speed load and range His earlier dreams seemed perpetually frustrated after
day NC251M Serial No 154 And even this one is currently undergOing a complete and toshytal rebuild with new fuselage and wings and a target date for compleshytion in the summer of 2005
Throughout the story of this airshyplane is the striking reality of how many people have been involved The core history of an old airplane is inshytriguing but the anecdotal accounts of the people create something inshyfinitely more profound Aviation is a community an extended family so loosely connected that members remain unacquainted But the comshyposite connects lives in ways that are not previously suspected Keep this in mind as you read
NC251M emerged from the Belshylanca factory at New Castle Delashyware on September 171929 to be delivered as the first airplane of In-
VINTAGE AIRPLANE 21
ter-IsIand Airways (now Hawaiian Airshylines) of Honolulu It served primarily with sightseeing flights while Inshyter-Islands passenshyger service evolved around Sikorsky S-3S amphibians
On April IS 1933 NC251M was sold to Mr G Fowble (posshysibly a broker) of San Bernardino California and then resold on April 27 to MacMillan Peshytroleum Corp of Los Angeles Remember MacMillan Ring Free Motor Oil On March 20 1935 it was purchased by Unious Mac McGee (McGee Airways) in Anchorage Alaska to begin 15 years as a bush workhorse On April 20 1935 McGee Airways was sold to Star Air Service in Anchorage which became Star Airlines which became Alaska Star Airlines which became Alaska Airlines in May 1944
Steve Mills chief pilot for Star was flying a sister Pacemaker NC259M when a fatal crash claimed his life in 1936 After usable parts were salshyvaged the remaYJs were burned at the site of the accident In 1995 the curator of the Alaska Aviation Herishytage Museum (and a walking encyshyclopedia of Alaska aviation history) Ted Spencer recovered the parts and stored them at the museum in Anchorage Steves grandson Dave Mills assisted Ted in his efforts
Essentially intact the logs of NC251M depict a rich history of Alaska bush flying in the 1930s and 1940s and reading them is like peering into the Holy Grail Much of the story can only be extraposhylated from the cryptic and frustratshyingly taciturn renderings of bush pilots who flew thousands of hours over geography and in weather that would be considered treacherous to most modern pilots
Ones imagination expands from such tersely penciled comments as 22 AUGUST 2005
PICTORIAL HISTORIES PUB CO
NC251M in 1929
Engine blew up Ship moored at Naknek Rate of climb reads SOO feet down in level flight Windshyshield gives pilot cold shower Turn and bank no good Cant adjust altimeter (Signed Satan) Repaired left wingtip spliced rear spar Rebuilt left elevator
Another entry notes Flew every day from 1-20 to 2-14 With such casualness the suspicion is that unshyderstatement must be intrinsically characteristic of these bush pilots theres no mention of the effort inshyvolved in keeping a 1929 airplane flying every day during the rigors of an Alaskan winter
The logs include entries by many noted Alaska bush pilots a few of which were Kenny Neese Johnny Moore Don Goodman Jack Elshyliot (who onee swooped down and speared a wolf with his ski) and Bill Lund Lund stayed with Alaska Airshylines as its number one pilot and pioneered jet flights into Russia during the 1970s finally retiring in 19S0
Martha Monsen was the Star agent in Naknek during the 1930s and ran a virtual boarding house for the pilots during layovers Several of Monsen s sons became pilots and one Mel Monsen told me of sitting at the supper table as a young lad caught up in the intrigue of endless convershysations about bush flying advenshy
tures Mel Monsen related that when he and his friends played bush pishylot there was alshyways an argument about who would be Kenny Neese
In these early days it was usual for Alaska air sershyvice companies to struggle wi th fishynancial solvency Star was no excepshytion and in June 1939 in exchange for some capital investment the
ownership of its entire fleet was transferred to bankers Thrall and Williams of Minneapolis Minshynesota In contemporary terms these treasures included four CHshy300 Pacemakers three CH-400 Skyrockets two Stinson SM-SAs a Fairchild Pilgrim 100A a Cessna C-34 Airmaster and a Ford 5-AT-C Tri-Motor The arrangement apshyparently worked because by Febshyruary 1940 everything was back in Stars legal possession
In June 1946 Alaska Airlines performed a field conversion from wheels to Edo 4665 floats When completed notification was sent to the CAA with the simple comment that it was similar to Bellanca NC256M Approval was granted
From 1929 NC251M flew with a Wright R-975 J-6-9 of 300 hp reshyplaced or overhauled a number of times but a catastrophic failure in August 1946 prompted Alaska to convert to a PampW R-9S5-AN-3 Navy surplus and freshly overhauled In May 1947 the plane was returned to service
In December 1947 Alaska Airshylines sold NC25 1 M to Eric Shutte (pronounced Shoot-ee) and CV Kay Shutte came to Alaska in the early 1930s as a pilot and mechanic for Vern Gorst founder of Pacific Air Transport Kay had been a partshyner with Shell Simmons in the Panshyhandle Air Transport Co (Pateo)
out of Juneau in the mid 1930s
Shutte and Kay did contract flying for the US Coast Guard and opened a hotel in King Salmon called Nashyknek Sky tel with NC25 1 M providing charter flight sershyvices The business suffered a setback in 1950 when the hotel burned and on a trip south the Bellanca was damshyaged in an accident Kenmore Air 1950s On the float is Bob Munro Walt Winsman mechanic near Prince Rupert and Bill Lund Alaska Airlines pilot on a day off British Columbia
Bob Munro of Kenmore Air Harshybor in Seattle salvaged the plane with the promise that insurance would cover the costs The insurshyance company refused and Munro took possession of the Bellanca as payment After repairs were comshypleted NC25 1 M joined the Kenshymore fleet Currently Kenmore is a world-class floatplane operation holds the type certificate for Edo floats and has developed many STCd modifications for de Havilshyland Beavers and Otters
From 1955 to 1957 Munro leased NC25 1 M to Bob Hall of Kodiak Airways (actually it was sold and repurchased for liability protecshytion) Kodiak ran scheduled mail and passenger service to the five villages and nine canneries on Koshydiak Island The chief pilot was Gil Jarvela and in a conversation with me he related stories that riveted my attention hauling resistant Koshydiak bear cubs in gunny sacks loadshying incredible amounts of freight in NC25 1M and patching holes in the floats with bubble gum and spruce twigs
When the plane was returned to Kenmore Bob Munro commisshysioned Clayton Scott to engineer the installation of Edo 6470 floats to replace the smaller 4665s I had heard of Scott and his legendary cashyreer in aviation that has spanned
more than seven decades and conshyfirmed his existence with Bill Whitshyney Kenmores senior pilot who flies turbine Otter floatplanes
I visited Scott in his large hanshygar on the Renton Municipal Airshyport in Washington state where he conducts business as Jobmaster Co his aircraft modification firm Out front was a beautiful Cessna 195 on floats and inside I found him working on a de Havilla~d DHC-2 floatplane Looking at the man and his environment I immeshydiately realized that this was halshylowed ground
I told him my visit was prompted by an understanding that he had once installed floats on a Bellanca Pacemaker and he replied Yes that was in 1957 We replaced a set of Edo 4665s for some 6470s I can show you the paperwork He stepped to his fi le and without glasses pulled it out
I inquired of Scott how old he was and with a sly smile he said 100 minus three After a period of time during which Scott grashyciously shared with me some of his incredible flying experiences I left this icon so that he could return to working on the Beaver [ felt that I had been in the Notre Dame Catheshydral [Well have more on Clayton Scott in next months issue of Vinshytage Airplane-Ed]
As predictably ocshycurs in the life cycle of utility airplanes NC251M was showshying tatter and wear by the late 1950s the engine found a home on the nose of anshyother ship the wings were pulled and it ended up in the back of Kenmores storage yard In June 1960 Dick Poet of Aumsshyville Oregon purshychased the airframe and floats
Poet was an aerial applicator pilot and with his wife Helen
owned Wilderness Airlines in Bella Coola British Columbia Dicks meshychanic Bob Bohanan completely refurbished the Pacemaker includshying new fabric paint and an overshyhauled R-985 from Wesco Air Service on Boeing Field which returned it to pristine condition
With the rebuild complete on June 25 1962 there was the issue of taking the airplane off the Poets grass strip Straw was spread down the runway to reduce friction and with Dick in the cockpit power was fed to the R-985 Sufficient airshyspeed was achieved but the long floats prevented rotation and takeshyoff was denied Bohanan then conshystructed a two-wheel dolly from an old truck axle and this time Dick lifted off while the dolly burshyied itself in the brush at the end of the field After a short test flight he landed on the Willamette River at Salem Subsequently the Poets applied for Canadian registration (CF-OQK) and flew to Bella Coola British Columbia where the Paceshymaker began charter service with Wilderness Airlines
On June 25 1963 a woman Mattie Jack was attacked and badly mauled by a grizzly bear at Mud Lake east of Bella Coola A call was made to Dick for a rescue flight and he immediately took off with
continued on page 32
VINTAGE A I RPLANE 23
A beautiful day is not complete unless it is seen from the inside of a cockpit The Vintage Aircraft Association is providing you with the opportunity to bring the magic of flight to your home office or hangar Take flight with the 2006 VAA Calendar Free Skies Forever
The gorgeous 17 x 11-inch full-color wall calendar is the perfect gift for yourself or your favorite pilot Each month contains the amazing photography from the Vintage Aircraft Association and captures the spirit of flight
As a commemoration to the great aviators before us the VAA 2006 Calendar Free Skies Forever contains great feats in aviation printed on the exact date of occurrence Dont let this opportunity fly past you Order your 2006 VAA Free Skies Forever Calendar by September 30 2005 Calendars will ship in November for Christmas arrival
Or to order by mail send your checkmoney order to Vintage Aircraft Association 2006 Calendar do Turner Publishing Company bull PO Box 3101 bull Paducah KY 42002-3101
o Please enter my order for __ copies of the Vintage Aircraft Association 2006 Calendar - only $1595 Your Name
o ShippingHandling add $395 for each calendar Address
o Kentucky residents add 6 sales tax City State Zip
TOTAL ENCLOSED $______
Telephone For Office Use Only - VAA2006-A-GW
CkR Amount E-mail address (for order confirmation)
DOUG STEWART
Whetherweather to go or not
There I was driving along the turnpike looking up at a severe clear cerulean sky and rather than findshy
ing myself ecstatic at that beautishyful sight words that cannot be reshypeated in this column were formshying on my lips Gosh darn (it was really a lot stronger said than that) the briefer said VFR not recomshymended and now instead of being up in that sky where I belong I am down here ground bound driving to my destination
I know probably everyone of us has been in this situation pershyhaps more times than we care or choose to remember As the sayshying goes There are old pilots and bold pilots but no old bold pishylots Many of us are aware that most aviation accidents when asshysociated with weather tend to be fatal ones Thus if we are not inshystrument rated and current or flyshying an airplane that is not instrushyment certified we tend to choose alternative means of transporshytation when the briefer tells us VFR is not recommended
But does this always have to be the case Are there any ways to make those VFR trips possible and still remain safe Are there any tools we can use to determine if the forecast is holding true or if it is not For I think we all both male and female would agree that the weather is like the opposite sex-toshytally fickle and unpredictable Lets
take a look at the numerous tools we have for making the gono-go decision relative to the weather
To help determine if the forecast is going to hold true I usually first consult the METARS Check reshyporting stations along your route If you are able get a history showshying the reports over the past three to four hours and see if the reports are corroborating the forecasts (DUATS WSI and Meteorlogix are all great sources for this informashytion) What trend do you see in the reports Is the weather getshyting better or worse or holding the same Is it doing what the TAF and FA said it would
Im also sure to compare the tershyminal forecasts (TAF) with the Area Forecast (FA) The TAF covers only a S-mile radius of the aerodrome whereas the FA covers an entire area Keep in mind that cloud bases in the TAF are AGL (above ground) whereas the cloud bases in the FA are MSL (above sea level)
Next I check the PIREPS (pilot reports) Do they substantiate the briefers warnings When checking PIREPS be sure to take into account where the report was made (threeshydimensionally) when it was made and what type of aircraft the reportshying pilot was flying If a 747 reports light chop along my route I might consider leaving the ropes on my airplane and going to have a frosty one whereas if its a J3 reporting moderate turbulence I might very
well launch on my own flight While we are mentioning PIREPS
lets not forget that (as in all things in life) what goes around comes around If we are seeking PIREPS in helping us to make the gono-go decision we should also consider filing them It takes only a few moshyments to file a PIREP and in doing so you are assisting many other pishylots in their flight planning
These are a few of the tools we can use while still on the ground to determine if the forecast is holdshying true But what about when we are already en route How can we know whether the weather will be as forecast
Obviously if the forecast was for severe clear and there are a lot of clouds forming you do not need to be a rocket scientist or a brain surgeon to know that the forecast is not holding true But there are many other clues that might not be quite as obvious and that should warn us that the briefer might have been wrong
If we realize that we are having to fly a heading other than what we had plotted to track our course or if we are experiencing different ground speeds than what we had exshypected we should understand that there is a good chance that the enshytire forecast might be off After all these forecasts are predicated on the expected movement of fronts and pressure zones When they dont move as anticipated the winds aloft
VINTAGE AIRPLANE 25
will be different thus yielding difshyferent headings and groundspeeds than we had planned
There is something else that can give us a heads-up about the posshysibility of the forecast going south and that is the temperatures aloft Most aircraft have outside air temshyperature gauges (OAT) and these can be very useful tools-ones that many pilots ignore An OAT can be used to corroborate whether the temperatures aloft are as forecast (You do remember that the foreshycast temperatures aloft are included with the winds aloft dont you) This can give us an understanding of whether the fronts are moving at the speed and direction forecast or if they might be moving slower or faster than expected
Keeping track of the temperashytures as you climb can also help you quickly determine if the lapse rate is stable Remembering that the stable lapse rate is ZOC per thousand feet one can make a note of the tempershy
ature on the ground prior to takeoff and then check it as you climb If it is less than ZOC per thousand one of the major ingredients in the proshyduction of thunderstorms is presshyent that being an unstable lapse rate (The other two are moist air and a lifting action of some kind) Thus the OAT can be a useful tool in confirming or refuting the foreshycast of thunderstorms
One could spend a lifetime studyshying the weather and not get any closer to predicting what it might do And I cant do justice to the subshyject in this short article However when it comes to weather I must say that discretion is the better part of valor There are certainly times when the briefer will give the warnshying that VFR is not recommended and the day turns out to be beautishyful But there are also times when your beautiful day turns ugly
Regardless of whether the foreshycast is for good weather or bad be sure to have an alternate plan in
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation
Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these jewels on and bring back the good times New General Aviation Sizes Available
500 x 5 600 X 6 700 X 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
~DESSER(~ 323-721-4900 FAX 323-721 -7888
6900 Acco St Montebello CA 90640 TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106
wwwdessercom
26 AUGUST 2005
place Remember to run the PAVE and CARE checklists that I wrote about in previous articles to help you make the proper decisions relative to the weather Using the tools I have mentioned above will help you in checking the enVironshyment help in understanding the consequences of the hazards asshysociated with some aspects of the weather and aid you in assessing the realities of what the weather is really doing
And when the briefer gives you that dire warning of VFR not recshyommended keep in mind that it is always much better to be on the ground wishing you were up in the air than up in the air wishing you were on the ground He might be wrong and Ive offered some tools to help determine that but he very well might be right
Doug Stewart is the 2004 National CFI of the Year a Master CFI and a DPE He operates DSFI Inc based at the Columbia County Airport (lBl)
TelePhone 800-247-8473 or
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE NEWLY ACQUIRED GARNER P EMMERSON COLLECTION DONATED TO EAA BY BOB HIGHLEY OF LAKELAND FLORIDA
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs to be in no later than September 10 for inclusion in the November 2005 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to mysteryplaneeaaorg Be sure to include your name city and state in the body of your note and put (Month) Mystery Plane in the subject line
MAY S MYSTERY ANSWER as residing in Los Angeles at that time I learned this while roaming on wwwaerofilescom last evening
I already had seen the aircraft in the British magazine Aeroplane Monthly that has the same photo as yours along with some contemshyporary aircraft in an illustrated article in the September 2003 isshysue with the title Call That Safe The caption to the photo reads
In 1933 Carl Hall and Frank Nixon tested this propeller cowlshying at Compton California It was claimed to speed up aeroplanes from 39 to 140 per cent and slow them as much as desired for landshying the innerdeflectors serving
Mays Mystery Plane came to us X12211 seems to have its 95-hp as air brakes from Harold Swanson Cirrus upright four-cylinder en I hope that you have more inshygine
Heres our only letter concerning as it was reported to have in 1 formation about this interesting934 its identity it was reported to have had a Veshy early try at a ducted propeller
lie engine when built in 1931 Jack Erickson The Felio Ranger SP-2 owner Harold G Felio is li State College Pennsylvania sted
VINTAGE AIRPLANE 27
EE BUCK HILBERT
Aeronca C-3 N-13000
Ive been asked many times Why do you hang onto this old airplane
Several reasons Mostly it has a place in more recent historyshynamely the last real Cleveland Air Race held in 1948 And probably another reason is it represents at least to me the memory of the last of the barnstormers
To the best of my knowledge the last time this little C-3 flew was at the 1948 Cleveland Air Races
The airplane belonged to Duke and Martha Hashner the owners of Global Airshows and promoters of the races that year
Duke flew this Aeronca C-3 in a clown act The airplane was painted up with a clown face was all red and white and Ive been told he did a remarkable job of entertainshying the crowd
Duke also flew other aerobatic aircraft in the show while Martha was the wing-walker parachute jumper and ticket seller
Unfortunately this was the same year record-holding entrepreneur Bill Odom crashed a racing P-S 1 into a residential area resulting in his death and other fatalities Beshycause of this accident Duke and Martha were the target of lawsuits that drove Global Airshows and the two of them out of business and into seclusion
Living on the Quietula Farm at Cherry Valley Ohio the coushyple now forced to retire from doshying their air show routines turned Global Airshows into a traveling
28 AUGUST 2005
static display show The 50s saw the advent of the
shopping center Global Airshows would truck its airplanes to the new shopping center parking lots and display them in full air show regashylia Martha and Duke would dress the part entertain the crowds and dreamed of once again being active air show circuit acts
The airplane
belonged to
Duke and Martha
Hashner
Unfortunately Duke suffering from a brain tumor lost the ability to participate and after a long batshytle passed away Martha kept the airplanes now stored at the farm and spent her days tending numershyous pet dogs and cats dreaming of her barnstorming glory days as queen of Global Airshows Martha passed away in the mid-60s
Global Airshows and its derelict aircraft were sold to Bill Ross and me a few months before Martha passed away
The collection consisted of Marshythas Meyers OTW Dukes Waco F and a Porterfield CP-65 All were inshy
tact and complete but each needed restoration Also in the collecshytion were pieces and parts of two Aeronca C-3s a J-2 Piper a Taylorshycraft L-2 and a Fairchild 22 Along with the airplanes came numerous engine parts old tools and propelshylers along with the trailers used to haul the airplanes
What happened to the airshyplanes is the frequently asked question Bill Ross was past presishydent of the EAA Warbirds of Amershyica owned a P-38 Leroy Grumshymans personal F3F and an F6F and had his hand in several entershyprises while involved in Warbirds Right at that time he discovered the Grumman Goose was the best bet in sport flying and his attention was diverted in that direction
The Meyers and the Porterfield were restored by Bill and sold The project Fairchild 22 and J-2 went to a couple of our Vintage members and were restored and are flying The Waco F was sold but never did get flying The two C-3s came to me and eventually were restored One was sold and one for those sentishymental reasons is still in my hanshygar disassembled and awaiting the final engine fix The L-2 had been a gas station ornament for years and when they took it down the guy wielding the cutting torch manshyaged to start a fire that ended any thought of restoration
Bill Ross moved to Nevada after he retired from business and unshyfortunately while returning from one of his business trips he flew
into a cloud that had a rock in it Another reason for hanging on It reminds me of Bill Ross and his contributions to the Warbirds of America being part of EAA
Oh yes we did get the C-3 flyshying but the engine ate itself up afshyter about 4S minutes Time for a different approach
I had a set of floats and rigging and Brian Van Wagnen and I deshycided the little C-3 would be a real hoot to see flying on floats However we wanted a reliable engine and the one we had was mostly junk
Brian tore into it but the crank was beyond repair At great exshypense a new one was made dual ignition heads were installed and a new single-drive dual mag was inshystalled after modifying the tail case It runs but the vibration was bad enough to cause distrust Another disassembly and recheck as well as internal component balance were in the works when tragedy struck
Brian had a hangar fire and lost everything he had in the 70-by-90 hangar and its 24-foot lean-toshyhis Widgeon project the Fleetshywing Seabird two antique Aeronca Chiefs a Piper 180 all his toys shop equipment tools and of course the building
The little C-3 stored in another building was all that was left The floats rigging and all the spare enshygine parts were destroyed in the fire A small loss in comparison to what Brian suffered
With no hangar and no shop the decision was made to disassemshyble NC-13000 and bring it back home and there it sits Every day I walk past it and say to myself You gotta get going But the press of daily living and the episodes weve been through in the past couple of years have stopped all the progress Oh well whats another couple of years After all its been grounded since 1948
Until then it just sits and Im going fishing With that its Over to you
Come or t e weekend BUILD FOR A LIFETIME
HANDS-ON HOMEBUILDER WORKSHOP
SCHEDULE
Aug 26-28 Oshkosh WI
Aug 27-28 Arlington WA
Sept 9-11 Griffin GA (Atlanta Area)
bull Repairman (LSA) Inspection-Airplane
bull RV Assembly
bullTIC Welding
Sept 10-11 Corona CA (LA Area)
bull RV Assembly
Sept 10-11 Lakeland FL (Sun N Fun Campus)
bull RV Assembly
Sept 10-11 Houston TX (Westwood Aviation Institute)
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems
Sept 16-18 Frederick MD bull Repairman (LSA) Inspection-Airplane
Sept 23-25 Denver CO bull Repairman (LSA) Inspection-Airplane (Westwood College)
Oct 1-2 Columbus OH (Columbus State Community College)
KLEINEAA SportAir Sponsors TOOLS
wwwkleintoolscom
WORKSHOPS ___ ~
EA~
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems bull Cas Welding
bullbull amp cafamiddot~middotAir c raft Coatings
_polyfibercom wwwalrcraftsprucecom
1-800-WORKSHOP 1-800-967-~746
wwwsportalrcom
YOU CAN BUILD IT LET EAA TEACH YOU HOW VINTAGE AIRPLANE 29
r ~ __c -lt JMNEwMAN
t The (ollowing list o(coming events is (IIrt1ished to Ollr readers as a matter o( it(orshymation only and does not constitllte approval sponsorship involvement cottrolor direction o(any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 OshkoslI WI 54903-3086 Or e-Illail tl1e information to vintageaircra(teaaorg In(ormation shollld be received (ollr months prior to tile event date
AUGUST 7-Queen City MO-Applegate Airport 18th Annual Washytermelon Fly-In 2 PM til dark Info 660-766-2644
AUGUST 13-Hoquiam WA-Bowerman Field Ercoupe Gathering amp Fly-In All experimental classic and vintage aircraft are welshycome Excellent restaurant on field Info Dick 360-533-5926
AUGUST 19-21-Alliance OH-Barber Airport (201) 7th Annual Ohio Aeronca Aviators Fly-In Join us for a relaxing weekend of fun food friendship and flying Breakfast served by EAA Ch 82 Sat amp Sun 7am-llam Camping on field local lodging and transportation available Forums on Saturday Info Brian 216shy337-5643 or bwmatzllacyahoocom or wwwoaafy-Incom
AUGUST 20--Laurinburg-Maxton NC-Ercoupe Owners Club Aweshysome August Invitational NorthSouth Carolina members and guests Lunch awards Young Eagles Flights Info 336-342shy5629 or bandmannetpath-rc net
AUGUST 20--Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-[n Breakfast Info Tom 740-587-2312 or tmcaiinkcom
WIVI cbullbull___bull
These are the first tools you need to buy when you re~cover your
airplane Anyone who has used them will tell you they re the next best thing to having one of our staff right beside you The VHS tape and the DVD will give you the Big Picture and the manual will walk you step by step through every part of the process Youre never on your own when youre using Poly~Fiber
wwwpolyfibercom e-mail infopolyfibercom
Aircraft Coatings 800-362-3490
AUGUST 20--Niles M[-jerry Tyler Memorial Airport (3TR) VAA Ch 35 Corn and Sausage Roast 11am-3pm Rain date August 20 Donations $5 adults $3 children 12-yrs and under All you can eat Info Len 269-684-6566
SEPTEMBER 3-Marion [N-(MZZ) Flyln Cruiseln Info wwwFiylnCruiseln com
SEPTEMBER 3-Prosser WA-EAA Ch 391 s 22nd Annual Labor Day Weekend Prosser Fly-[n Info 509-735-1664
SEPTEMBER S-U-Galesburg [L-Galesburg Municipal Airport 34h Annual Stearman Fly-[n Technical seminars Aircraft judging and awards Aerobatic formation short-field takeoff spot-landing and flour bombing contests Dawn Patrol lunch-time flyouts pizza party stage show banquet and more Info 309-343-6409 or stearmanstearmanfyin com or wwwstea rmanfyin com
SEPTEMBER U -Mt Morris IL-Ogle County Airport (C55) EAA Ch 682 Fly-In Breakfas t 7am-12pm Info 815-732-7268
SEPTEMBER 16-17-Bartlesville OK-Frank Phillips Field (BVO) 49th Annual Tulsa Regional Fly-In Info wwwtllisafyincom or Charlie Harris at 918-622-8400
SEPTEMBER 17-Poplar Grove IL-Poplar Grove Airport Vintage Wings amp Wheels Museum Salu te to WW II Combat Aviators Military aircraft display and fly-by Interviews with 12 WWII veterans of air combat Info wwwpopiargroveairmotivecommllsellnl
SEPTEMBER 17-1S-Rock Falls IL-Whiteside County Airport (SQI) North Centra l EAA Old Fashioned Fly-In Forums workshops fly-market camping air rally awards food amp exhibitors Info wwwnceaaorg
SEPTEMBER 22-25-St Louis MO-Creve Coeur Airport (lHO) Monocoupe Club Fly-InReunion Info Frank Kerner (314) 277-4306 or monocoupesbcgiobainet or wwwmorlOcollpecom
SEPTEMBER 23-25-Sonoma CA-Sonoma Skypark (OQ9) 23rd Annua l 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 208shy739-3979 or ristpsaoicom
SEPTEMBER 24-Topping VA-Hummel Air Field 10h Annual Car amp Air Event 8am-4pm Featuring ant ique cars and planes plus fire apparatus tractors amp engines and arts amp crafts Info (804) 694-5995 or in(oWingsandwheeislIs or wwwwingsandwheeislIs
SEPTEMBER 24-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-I n Info wwwieebottomcom
OCTOBER 1-2-Midland TX-Midland [nt l Airport FINAshyCAF AIRSHO 2005 will commemorate 60th Anniversary of the end of World War II Info 432-563-1000 x 2231 or pubiicreiationscaf7qorg
OCTOBER 5-9-Tullahoma TN-1932 to 2005-The Tradition Lives Year of the Staggerwing Staggerwing Twin Beech 18 Bonanza Baron Beech owners amp enthusiasts Sponsored by the Staggerwing Museum Foundation Staggerwing Club Twin Beech 18 Society BonanzaBaron Museum Travel Air Division amp Twin Bonanza Assn Info 931-455-1974
REGIONAL FLY-IN SCHEDULE EAA Mid-Eastern Fly-In EAA Southeast August 26-28 2005 Regional Fly-In Marion OH (MN N) October 7-92004
Evergreen AL (GZH) Virginia State EAA Fly-In wwwserfi org October 1-2 2005 Petersburg VA (PTB) Copperstate Regional EAA Fly-In wwwvaeaaorg October 6-92005
Phoenix AZ (A39) wwwcopperstateorg
30 AU G U S T 2005
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 dlie7025IOI om vaaflyboyLwnsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Avc 72 15 East 46th SI Albert Lea MN 56007 Tulsa OK 74147
507-373-1674 918-622-8400 stfles(eskmefiiacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush H ill Road Sherborn MA 01 770
508-65l-7157 SH i Ocomcas t llet
David Bennett PO Box 11 88
ioseville CA 95678 916-645-8370
antiquerireachcul1l
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507-263-24 14
InjbfchldrcOI111tCtcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773-779-2 105
pllOtopiotaoicom
Dave C lark 635 Vestal Lane
Plainfield IN 46 168 317-839-4500
davecpciiquestnet
John S Copeland l A Deacon Street
Northborough MA 0 1532 508-393-4775
copelaml JjllllOcom
Phil Coulson 284 15 Springbrook Dr
Lawton MI 49065 269-624-6490
rcollsonS J6cscom
Roger Gom oll 8891 Airport Rd Box C2
Blaine MN 55449 763-786-J342
pledgedriveIns11com
Dale A Gustafson 7724 Shady Hills Dr
Indianapoli s IN 46278 317-293-4430
dalefayemscom
Jeannie Hill PO Box 328
Ha rva rd IL 60033-0328 8l5-943-7205
dishaoowc et
Espie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-3650
wintisockaoco m
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaoicom
Robert D Rob Lumley 1265 Sout h 124th Sl Brookfield WI 53005
262-782-2633 illmpeniiexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817-491-9 110
sellemorris(~lev I IIet
Dean Richardson 1429 Kings Lynn Rd
Stoughton WI 53589 608-877-8485
daraprilairecom
SH Wes Schmid 2359 Lefeber Ave nue
Wauwatosa WI 532 t 3 414-771- 1545
sllschmicimilwpccom
DIRECTORS EMERITUS
Gene C hase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920-23 1-5002 815-923-459 1
GRCHACllarterHet b7ac1Jc llel
Ronald C Fritz 15401 Sparta AV(
Kent City MI 49330 6 16-678-50 12
rFritzf1athwaywlcom
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873 Web Site wwwvintageaircraftorg and wwwairventllreorg E-Mail vintageaircraftCtieaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)
- Newrenew memberships EAA Divishysions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
-Address changes -Merchandise sales -Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory ___ ___ _ 732-885-6711
Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing920-426-4876 Education __ _ 888-322-3229
- EAA Ai r Academy - EAA Scholarships
Flight Advisors info rmation 920-426-6864 Flight Inst ructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles _ _ _ 877-806-8902
Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan _ 866-647-4322 Term Life and Accidental _ 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 Vintage _ FAX 920-426-6865
- Submitting articlephoto - Advertising information
EAA Aviation Foundat ion Artifact Donations 920-426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Association Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additional $10 annually Junior Membershjp (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
EAA SPORT PILOT Current EAA m embers may add EAA
SPORT PILOT magaZine for an additional $20 per year
EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magaZine not inshyduded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA members may join the
Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not inshyduded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the
International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magazine for an additional $45 per year
EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magaZine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA
Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magashyzine and one year membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a
check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2005 by lhe EM Vintage IgtJrcraft Association All righls reserved
VINlAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage IgtJrcraft Association of the ExperimentallgtJrcraft Association and is published monthly at EM Aviation Ceoter 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vinfageaircrafteaaorg Periodicals Poslage paid al Oshkosh Wisconsin 54901 and al additional mailing oHices POSTshyMASTER Send address changes to Vintage IgtJrplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcretumswdsmailcom FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivet)l of VlNlAGE AIRPLANE to loreign and APO addresses via surtace mail ADVERTISshyING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Readers are encouraged to subm stories and photographs Polky opinions expressed in artk1es are solely those of the authors Responsibility for accuracy in reporting rests entirely wh the contributor No remuneration is made Material should be sent to Edor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 92D-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aeronautica are registered trademarks trademarks and service marks of the EXperimental Aircraft Association Inc The use of these trademarks and service marks without lhe pennission of the ExperimentallgtJrcraft Association Inc is strictly prohibited
VINTAGE AIRPLANE 31
Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no
frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VM
reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1-800-233-6934 e-mail ramremfgaolcom Website wwwramengine com VI NTAG E
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418 wwwlpjetservicescom
Airplane T-Shirts 150 Different Airplanes Available
ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
WE PROBABLY HAVE YOUR AIRPLANE
wwwairplanetshirtscom 1-800-645-7739
Flying wires available 1994 pricing Visit wwwflyingwirescom or call
800-517-9278
ELECTRICAL CONDUIT
ASSEMBliES bull MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made per your specifications
bull Original equipment style Braided Conduits in Aluminum Brass or Stainless Steel
bull We carry a complete line of AN - MS Electrical Fittings Backshell Adapters and Specialty Fittings
bull We also have full machine shop capabilities for any custom applications you may require
bull Rebuild your Warbird back to Original
AIRFLEX INDUSTRIES 2538 SUPPLY STREET POMONA CA 91767
Tel 909-392-8474 AI RFLEXI N D USTRIES COM
THE FORGOTTEN PERFORMERS continued
the Pacemaker in marginal weather Mud Lake is narrow shallow and a half-mile long and Poet dragged it twice and then did a touch-andshygo before setting down for th e pickup Mattie Jack was loaded on and they headed for the hospital at Bella Coola It was dark on arshyrival and although landing in the narrow valley without daylight was seldom attempted Dick executed a safe approach and thwarted a sad ending to Mattie Jacks life
The Pacemakers most serious trauma occurred on July 25 1963 on a takeoff from Nimpo Lake 70 miles east of Bella Coola Loaded with two adults and five children from the Poets extended family and piloted by Helens cousin Bob Stewart a wingtip caught the water in an attempt to un-stick the right float and the plane cartwheeled
The left wing and one float were torn off the fuselage was comshypletely severed immediately behind the cabin and everything came to rest floating inverted All on board
were wearing life jackets and the children were ed uca ted in float flying they tripped their seat belt buckles swam out the open end of the cabin and popped to the surshyface There were no injuries
Bohanan retri eved the engine it was flushed mounted on the nose of a PT-17 Stearman and sold to a dentist Dr William Stone in Sandy Oregon Forty years later the Stearman i s still owned by Stone and the same Wasp Jr is on the nose
The remainder of the Pacemaker stayed on the shore of Nimpo Lake for a year and then was loaded on a farm truck by Dicks son-in-law Alan Hauan and returned to Aumsshyville where it was deposited behind the Poets barn A much more serishyous tragedy occurred a short time later when Dick was involved in the fatal crash of a DHC-2 float Beaver when one wing folded
To be continued in the September isshysue ofVintage Airplane
32 AUGUST 2005
ter-IsIand Airways (now Hawaiian Airshylines) of Honolulu It served primarily with sightseeing flights while Inshyter-Islands passenshyger service evolved around Sikorsky S-3S amphibians
On April IS 1933 NC251M was sold to Mr G Fowble (posshysibly a broker) of San Bernardino California and then resold on April 27 to MacMillan Peshytroleum Corp of Los Angeles Remember MacMillan Ring Free Motor Oil On March 20 1935 it was purchased by Unious Mac McGee (McGee Airways) in Anchorage Alaska to begin 15 years as a bush workhorse On April 20 1935 McGee Airways was sold to Star Air Service in Anchorage which became Star Airlines which became Alaska Star Airlines which became Alaska Airlines in May 1944
Steve Mills chief pilot for Star was flying a sister Pacemaker NC259M when a fatal crash claimed his life in 1936 After usable parts were salshyvaged the remaYJs were burned at the site of the accident In 1995 the curator of the Alaska Aviation Herishytage Museum (and a walking encyshyclopedia of Alaska aviation history) Ted Spencer recovered the parts and stored them at the museum in Anchorage Steves grandson Dave Mills assisted Ted in his efforts
Essentially intact the logs of NC251M depict a rich history of Alaska bush flying in the 1930s and 1940s and reading them is like peering into the Holy Grail Much of the story can only be extraposhylated from the cryptic and frustratshyingly taciturn renderings of bush pilots who flew thousands of hours over geography and in weather that would be considered treacherous to most modern pilots
Ones imagination expands from such tersely penciled comments as 22 AUGUST 2005
PICTORIAL HISTORIES PUB CO
NC251M in 1929
Engine blew up Ship moored at Naknek Rate of climb reads SOO feet down in level flight Windshyshield gives pilot cold shower Turn and bank no good Cant adjust altimeter (Signed Satan) Repaired left wingtip spliced rear spar Rebuilt left elevator
Another entry notes Flew every day from 1-20 to 2-14 With such casualness the suspicion is that unshyderstatement must be intrinsically characteristic of these bush pilots theres no mention of the effort inshyvolved in keeping a 1929 airplane flying every day during the rigors of an Alaskan winter
The logs include entries by many noted Alaska bush pilots a few of which were Kenny Neese Johnny Moore Don Goodman Jack Elshyliot (who onee swooped down and speared a wolf with his ski) and Bill Lund Lund stayed with Alaska Airshylines as its number one pilot and pioneered jet flights into Russia during the 1970s finally retiring in 19S0
Martha Monsen was the Star agent in Naknek during the 1930s and ran a virtual boarding house for the pilots during layovers Several of Monsen s sons became pilots and one Mel Monsen told me of sitting at the supper table as a young lad caught up in the intrigue of endless convershysations about bush flying advenshy
tures Mel Monsen related that when he and his friends played bush pishylot there was alshyways an argument about who would be Kenny Neese
In these early days it was usual for Alaska air sershyvice companies to struggle wi th fishynancial solvency Star was no excepshytion and in June 1939 in exchange for some capital investment the
ownership of its entire fleet was transferred to bankers Thrall and Williams of Minneapolis Minshynesota In contemporary terms these treasures included four CHshy300 Pacemakers three CH-400 Skyrockets two Stinson SM-SAs a Fairchild Pilgrim 100A a Cessna C-34 Airmaster and a Ford 5-AT-C Tri-Motor The arrangement apshyparently worked because by Febshyruary 1940 everything was back in Stars legal possession
In June 1946 Alaska Airlines performed a field conversion from wheels to Edo 4665 floats When completed notification was sent to the CAA with the simple comment that it was similar to Bellanca NC256M Approval was granted
From 1929 NC251M flew with a Wright R-975 J-6-9 of 300 hp reshyplaced or overhauled a number of times but a catastrophic failure in August 1946 prompted Alaska to convert to a PampW R-9S5-AN-3 Navy surplus and freshly overhauled In May 1947 the plane was returned to service
In December 1947 Alaska Airshylines sold NC25 1 M to Eric Shutte (pronounced Shoot-ee) and CV Kay Shutte came to Alaska in the early 1930s as a pilot and mechanic for Vern Gorst founder of Pacific Air Transport Kay had been a partshyner with Shell Simmons in the Panshyhandle Air Transport Co (Pateo)
out of Juneau in the mid 1930s
Shutte and Kay did contract flying for the US Coast Guard and opened a hotel in King Salmon called Nashyknek Sky tel with NC25 1 M providing charter flight sershyvices The business suffered a setback in 1950 when the hotel burned and on a trip south the Bellanca was damshyaged in an accident Kenmore Air 1950s On the float is Bob Munro Walt Winsman mechanic near Prince Rupert and Bill Lund Alaska Airlines pilot on a day off British Columbia
Bob Munro of Kenmore Air Harshybor in Seattle salvaged the plane with the promise that insurance would cover the costs The insurshyance company refused and Munro took possession of the Bellanca as payment After repairs were comshypleted NC25 1 M joined the Kenshymore fleet Currently Kenmore is a world-class floatplane operation holds the type certificate for Edo floats and has developed many STCd modifications for de Havilshyland Beavers and Otters
From 1955 to 1957 Munro leased NC25 1 M to Bob Hall of Kodiak Airways (actually it was sold and repurchased for liability protecshytion) Kodiak ran scheduled mail and passenger service to the five villages and nine canneries on Koshydiak Island The chief pilot was Gil Jarvela and in a conversation with me he related stories that riveted my attention hauling resistant Koshydiak bear cubs in gunny sacks loadshying incredible amounts of freight in NC25 1M and patching holes in the floats with bubble gum and spruce twigs
When the plane was returned to Kenmore Bob Munro commisshysioned Clayton Scott to engineer the installation of Edo 6470 floats to replace the smaller 4665s I had heard of Scott and his legendary cashyreer in aviation that has spanned
more than seven decades and conshyfirmed his existence with Bill Whitshyney Kenmores senior pilot who flies turbine Otter floatplanes
I visited Scott in his large hanshygar on the Renton Municipal Airshyport in Washington state where he conducts business as Jobmaster Co his aircraft modification firm Out front was a beautiful Cessna 195 on floats and inside I found him working on a de Havilla~d DHC-2 floatplane Looking at the man and his environment I immeshydiately realized that this was halshylowed ground
I told him my visit was prompted by an understanding that he had once installed floats on a Bellanca Pacemaker and he replied Yes that was in 1957 We replaced a set of Edo 4665s for some 6470s I can show you the paperwork He stepped to his fi le and without glasses pulled it out
I inquired of Scott how old he was and with a sly smile he said 100 minus three After a period of time during which Scott grashyciously shared with me some of his incredible flying experiences I left this icon so that he could return to working on the Beaver [ felt that I had been in the Notre Dame Catheshydral [Well have more on Clayton Scott in next months issue of Vinshytage Airplane-Ed]
As predictably ocshycurs in the life cycle of utility airplanes NC251M was showshying tatter and wear by the late 1950s the engine found a home on the nose of anshyother ship the wings were pulled and it ended up in the back of Kenmores storage yard In June 1960 Dick Poet of Aumsshyville Oregon purshychased the airframe and floats
Poet was an aerial applicator pilot and with his wife Helen
owned Wilderness Airlines in Bella Coola British Columbia Dicks meshychanic Bob Bohanan completely refurbished the Pacemaker includshying new fabric paint and an overshyhauled R-985 from Wesco Air Service on Boeing Field which returned it to pristine condition
With the rebuild complete on June 25 1962 there was the issue of taking the airplane off the Poets grass strip Straw was spread down the runway to reduce friction and with Dick in the cockpit power was fed to the R-985 Sufficient airshyspeed was achieved but the long floats prevented rotation and takeshyoff was denied Bohanan then conshystructed a two-wheel dolly from an old truck axle and this time Dick lifted off while the dolly burshyied itself in the brush at the end of the field After a short test flight he landed on the Willamette River at Salem Subsequently the Poets applied for Canadian registration (CF-OQK) and flew to Bella Coola British Columbia where the Paceshymaker began charter service with Wilderness Airlines
On June 25 1963 a woman Mattie Jack was attacked and badly mauled by a grizzly bear at Mud Lake east of Bella Coola A call was made to Dick for a rescue flight and he immediately took off with
continued on page 32
VINTAGE A I RPLANE 23
A beautiful day is not complete unless it is seen from the inside of a cockpit The Vintage Aircraft Association is providing you with the opportunity to bring the magic of flight to your home office or hangar Take flight with the 2006 VAA Calendar Free Skies Forever
The gorgeous 17 x 11-inch full-color wall calendar is the perfect gift for yourself or your favorite pilot Each month contains the amazing photography from the Vintage Aircraft Association and captures the spirit of flight
As a commemoration to the great aviators before us the VAA 2006 Calendar Free Skies Forever contains great feats in aviation printed on the exact date of occurrence Dont let this opportunity fly past you Order your 2006 VAA Free Skies Forever Calendar by September 30 2005 Calendars will ship in November for Christmas arrival
Or to order by mail send your checkmoney order to Vintage Aircraft Association 2006 Calendar do Turner Publishing Company bull PO Box 3101 bull Paducah KY 42002-3101
o Please enter my order for __ copies of the Vintage Aircraft Association 2006 Calendar - only $1595 Your Name
o ShippingHandling add $395 for each calendar Address
o Kentucky residents add 6 sales tax City State Zip
TOTAL ENCLOSED $______
Telephone For Office Use Only - VAA2006-A-GW
CkR Amount E-mail address (for order confirmation)
DOUG STEWART
Whetherweather to go or not
There I was driving along the turnpike looking up at a severe clear cerulean sky and rather than findshy
ing myself ecstatic at that beautishyful sight words that cannot be reshypeated in this column were formshying on my lips Gosh darn (it was really a lot stronger said than that) the briefer said VFR not recomshymended and now instead of being up in that sky where I belong I am down here ground bound driving to my destination
I know probably everyone of us has been in this situation pershyhaps more times than we care or choose to remember As the sayshying goes There are old pilots and bold pilots but no old bold pishylots Many of us are aware that most aviation accidents when asshysociated with weather tend to be fatal ones Thus if we are not inshystrument rated and current or flyshying an airplane that is not instrushyment certified we tend to choose alternative means of transporshytation when the briefer tells us VFR is not recommended
But does this always have to be the case Are there any ways to make those VFR trips possible and still remain safe Are there any tools we can use to determine if the forecast is holding true or if it is not For I think we all both male and female would agree that the weather is like the opposite sex-toshytally fickle and unpredictable Lets
take a look at the numerous tools we have for making the gono-go decision relative to the weather
To help determine if the forecast is going to hold true I usually first consult the METARS Check reshyporting stations along your route If you are able get a history showshying the reports over the past three to four hours and see if the reports are corroborating the forecasts (DUATS WSI and Meteorlogix are all great sources for this informashytion) What trend do you see in the reports Is the weather getshyting better or worse or holding the same Is it doing what the TAF and FA said it would
Im also sure to compare the tershyminal forecasts (TAF) with the Area Forecast (FA) The TAF covers only a S-mile radius of the aerodrome whereas the FA covers an entire area Keep in mind that cloud bases in the TAF are AGL (above ground) whereas the cloud bases in the FA are MSL (above sea level)
Next I check the PIREPS (pilot reports) Do they substantiate the briefers warnings When checking PIREPS be sure to take into account where the report was made (threeshydimensionally) when it was made and what type of aircraft the reportshying pilot was flying If a 747 reports light chop along my route I might consider leaving the ropes on my airplane and going to have a frosty one whereas if its a J3 reporting moderate turbulence I might very
well launch on my own flight While we are mentioning PIREPS
lets not forget that (as in all things in life) what goes around comes around If we are seeking PIREPS in helping us to make the gono-go decision we should also consider filing them It takes only a few moshyments to file a PIREP and in doing so you are assisting many other pishylots in their flight planning
These are a few of the tools we can use while still on the ground to determine if the forecast is holdshying true But what about when we are already en route How can we know whether the weather will be as forecast
Obviously if the forecast was for severe clear and there are a lot of clouds forming you do not need to be a rocket scientist or a brain surgeon to know that the forecast is not holding true But there are many other clues that might not be quite as obvious and that should warn us that the briefer might have been wrong
If we realize that we are having to fly a heading other than what we had plotted to track our course or if we are experiencing different ground speeds than what we had exshypected we should understand that there is a good chance that the enshytire forecast might be off After all these forecasts are predicated on the expected movement of fronts and pressure zones When they dont move as anticipated the winds aloft
VINTAGE AIRPLANE 25
will be different thus yielding difshyferent headings and groundspeeds than we had planned
There is something else that can give us a heads-up about the posshysibility of the forecast going south and that is the temperatures aloft Most aircraft have outside air temshyperature gauges (OAT) and these can be very useful tools-ones that many pilots ignore An OAT can be used to corroborate whether the temperatures aloft are as forecast (You do remember that the foreshycast temperatures aloft are included with the winds aloft dont you) This can give us an understanding of whether the fronts are moving at the speed and direction forecast or if they might be moving slower or faster than expected
Keeping track of the temperashytures as you climb can also help you quickly determine if the lapse rate is stable Remembering that the stable lapse rate is ZOC per thousand feet one can make a note of the tempershy
ature on the ground prior to takeoff and then check it as you climb If it is less than ZOC per thousand one of the major ingredients in the proshyduction of thunderstorms is presshyent that being an unstable lapse rate (The other two are moist air and a lifting action of some kind) Thus the OAT can be a useful tool in confirming or refuting the foreshycast of thunderstorms
One could spend a lifetime studyshying the weather and not get any closer to predicting what it might do And I cant do justice to the subshyject in this short article However when it comes to weather I must say that discretion is the better part of valor There are certainly times when the briefer will give the warnshying that VFR is not recommended and the day turns out to be beautishyful But there are also times when your beautiful day turns ugly
Regardless of whether the foreshycast is for good weather or bad be sure to have an alternate plan in
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation
Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these jewels on and bring back the good times New General Aviation Sizes Available
500 x 5 600 X 6 700 X 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
~DESSER(~ 323-721-4900 FAX 323-721 -7888
6900 Acco St Montebello CA 90640 TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106
wwwdessercom
26 AUGUST 2005
place Remember to run the PAVE and CARE checklists that I wrote about in previous articles to help you make the proper decisions relative to the weather Using the tools I have mentioned above will help you in checking the enVironshyment help in understanding the consequences of the hazards asshysociated with some aspects of the weather and aid you in assessing the realities of what the weather is really doing
And when the briefer gives you that dire warning of VFR not recshyommended keep in mind that it is always much better to be on the ground wishing you were up in the air than up in the air wishing you were on the ground He might be wrong and Ive offered some tools to help determine that but he very well might be right
Doug Stewart is the 2004 National CFI of the Year a Master CFI and a DPE He operates DSFI Inc based at the Columbia County Airport (lBl)
TelePhone 800-247-8473 or
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE NEWLY ACQUIRED GARNER P EMMERSON COLLECTION DONATED TO EAA BY BOB HIGHLEY OF LAKELAND FLORIDA
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs to be in no later than September 10 for inclusion in the November 2005 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to mysteryplaneeaaorg Be sure to include your name city and state in the body of your note and put (Month) Mystery Plane in the subject line
MAY S MYSTERY ANSWER as residing in Los Angeles at that time I learned this while roaming on wwwaerofilescom last evening
I already had seen the aircraft in the British magazine Aeroplane Monthly that has the same photo as yours along with some contemshyporary aircraft in an illustrated article in the September 2003 isshysue with the title Call That Safe The caption to the photo reads
In 1933 Carl Hall and Frank Nixon tested this propeller cowlshying at Compton California It was claimed to speed up aeroplanes from 39 to 140 per cent and slow them as much as desired for landshying the innerdeflectors serving
Mays Mystery Plane came to us X12211 seems to have its 95-hp as air brakes from Harold Swanson Cirrus upright four-cylinder en I hope that you have more inshygine
Heres our only letter concerning as it was reported to have in 1 formation about this interesting934 its identity it was reported to have had a Veshy early try at a ducted propeller
lie engine when built in 1931 Jack Erickson The Felio Ranger SP-2 owner Harold G Felio is li State College Pennsylvania sted
VINTAGE AIRPLANE 27
EE BUCK HILBERT
Aeronca C-3 N-13000
Ive been asked many times Why do you hang onto this old airplane
Several reasons Mostly it has a place in more recent historyshynamely the last real Cleveland Air Race held in 1948 And probably another reason is it represents at least to me the memory of the last of the barnstormers
To the best of my knowledge the last time this little C-3 flew was at the 1948 Cleveland Air Races
The airplane belonged to Duke and Martha Hashner the owners of Global Airshows and promoters of the races that year
Duke flew this Aeronca C-3 in a clown act The airplane was painted up with a clown face was all red and white and Ive been told he did a remarkable job of entertainshying the crowd
Duke also flew other aerobatic aircraft in the show while Martha was the wing-walker parachute jumper and ticket seller
Unfortunately this was the same year record-holding entrepreneur Bill Odom crashed a racing P-S 1 into a residential area resulting in his death and other fatalities Beshycause of this accident Duke and Martha were the target of lawsuits that drove Global Airshows and the two of them out of business and into seclusion
Living on the Quietula Farm at Cherry Valley Ohio the coushyple now forced to retire from doshying their air show routines turned Global Airshows into a traveling
28 AUGUST 2005
static display show The 50s saw the advent of the
shopping center Global Airshows would truck its airplanes to the new shopping center parking lots and display them in full air show regashylia Martha and Duke would dress the part entertain the crowds and dreamed of once again being active air show circuit acts
The airplane
belonged to
Duke and Martha
Hashner
Unfortunately Duke suffering from a brain tumor lost the ability to participate and after a long batshytle passed away Martha kept the airplanes now stored at the farm and spent her days tending numershyous pet dogs and cats dreaming of her barnstorming glory days as queen of Global Airshows Martha passed away in the mid-60s
Global Airshows and its derelict aircraft were sold to Bill Ross and me a few months before Martha passed away
The collection consisted of Marshythas Meyers OTW Dukes Waco F and a Porterfield CP-65 All were inshy
tact and complete but each needed restoration Also in the collecshytion were pieces and parts of two Aeronca C-3s a J-2 Piper a Taylorshycraft L-2 and a Fairchild 22 Along with the airplanes came numerous engine parts old tools and propelshylers along with the trailers used to haul the airplanes
What happened to the airshyplanes is the frequently asked question Bill Ross was past presishydent of the EAA Warbirds of Amershyica owned a P-38 Leroy Grumshymans personal F3F and an F6F and had his hand in several entershyprises while involved in Warbirds Right at that time he discovered the Grumman Goose was the best bet in sport flying and his attention was diverted in that direction
The Meyers and the Porterfield were restored by Bill and sold The project Fairchild 22 and J-2 went to a couple of our Vintage members and were restored and are flying The Waco F was sold but never did get flying The two C-3s came to me and eventually were restored One was sold and one for those sentishymental reasons is still in my hanshygar disassembled and awaiting the final engine fix The L-2 had been a gas station ornament for years and when they took it down the guy wielding the cutting torch manshyaged to start a fire that ended any thought of restoration
Bill Ross moved to Nevada after he retired from business and unshyfortunately while returning from one of his business trips he flew
into a cloud that had a rock in it Another reason for hanging on It reminds me of Bill Ross and his contributions to the Warbirds of America being part of EAA
Oh yes we did get the C-3 flyshying but the engine ate itself up afshyter about 4S minutes Time for a different approach
I had a set of floats and rigging and Brian Van Wagnen and I deshycided the little C-3 would be a real hoot to see flying on floats However we wanted a reliable engine and the one we had was mostly junk
Brian tore into it but the crank was beyond repair At great exshypense a new one was made dual ignition heads were installed and a new single-drive dual mag was inshystalled after modifying the tail case It runs but the vibration was bad enough to cause distrust Another disassembly and recheck as well as internal component balance were in the works when tragedy struck
Brian had a hangar fire and lost everything he had in the 70-by-90 hangar and its 24-foot lean-toshyhis Widgeon project the Fleetshywing Seabird two antique Aeronca Chiefs a Piper 180 all his toys shop equipment tools and of course the building
The little C-3 stored in another building was all that was left The floats rigging and all the spare enshygine parts were destroyed in the fire A small loss in comparison to what Brian suffered
With no hangar and no shop the decision was made to disassemshyble NC-13000 and bring it back home and there it sits Every day I walk past it and say to myself You gotta get going But the press of daily living and the episodes weve been through in the past couple of years have stopped all the progress Oh well whats another couple of years After all its been grounded since 1948
Until then it just sits and Im going fishing With that its Over to you
Come or t e weekend BUILD FOR A LIFETIME
HANDS-ON HOMEBUILDER WORKSHOP
SCHEDULE
Aug 26-28 Oshkosh WI
Aug 27-28 Arlington WA
Sept 9-11 Griffin GA (Atlanta Area)
bull Repairman (LSA) Inspection-Airplane
bull RV Assembly
bullTIC Welding
Sept 10-11 Corona CA (LA Area)
bull RV Assembly
Sept 10-11 Lakeland FL (Sun N Fun Campus)
bull RV Assembly
Sept 10-11 Houston TX (Westwood Aviation Institute)
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems
Sept 16-18 Frederick MD bull Repairman (LSA) Inspection-Airplane
Sept 23-25 Denver CO bull Repairman (LSA) Inspection-Airplane (Westwood College)
Oct 1-2 Columbus OH (Columbus State Community College)
KLEINEAA SportAir Sponsors TOOLS
wwwkleintoolscom
WORKSHOPS ___ ~
EA~
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems bull Cas Welding
bullbull amp cafamiddot~middotAir c raft Coatings
_polyfibercom wwwalrcraftsprucecom
1-800-WORKSHOP 1-800-967-~746
wwwsportalrcom
YOU CAN BUILD IT LET EAA TEACH YOU HOW VINTAGE AIRPLANE 29
r ~ __c -lt JMNEwMAN
t The (ollowing list o(coming events is (IIrt1ished to Ollr readers as a matter o( it(orshymation only and does not constitllte approval sponsorship involvement cottrolor direction o(any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 OshkoslI WI 54903-3086 Or e-Illail tl1e information to vintageaircra(teaaorg In(ormation shollld be received (ollr months prior to tile event date
AUGUST 7-Queen City MO-Applegate Airport 18th Annual Washytermelon Fly-In 2 PM til dark Info 660-766-2644
AUGUST 13-Hoquiam WA-Bowerman Field Ercoupe Gathering amp Fly-In All experimental classic and vintage aircraft are welshycome Excellent restaurant on field Info Dick 360-533-5926
AUGUST 19-21-Alliance OH-Barber Airport (201) 7th Annual Ohio Aeronca Aviators Fly-In Join us for a relaxing weekend of fun food friendship and flying Breakfast served by EAA Ch 82 Sat amp Sun 7am-llam Camping on field local lodging and transportation available Forums on Saturday Info Brian 216shy337-5643 or bwmatzllacyahoocom or wwwoaafy-Incom
AUGUST 20--Laurinburg-Maxton NC-Ercoupe Owners Club Aweshysome August Invitational NorthSouth Carolina members and guests Lunch awards Young Eagles Flights Info 336-342shy5629 or bandmannetpath-rc net
AUGUST 20--Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-[n Breakfast Info Tom 740-587-2312 or tmcaiinkcom
WIVI cbullbull___bull
These are the first tools you need to buy when you re~cover your
airplane Anyone who has used them will tell you they re the next best thing to having one of our staff right beside you The VHS tape and the DVD will give you the Big Picture and the manual will walk you step by step through every part of the process Youre never on your own when youre using Poly~Fiber
wwwpolyfibercom e-mail infopolyfibercom
Aircraft Coatings 800-362-3490
AUGUST 20--Niles M[-jerry Tyler Memorial Airport (3TR) VAA Ch 35 Corn and Sausage Roast 11am-3pm Rain date August 20 Donations $5 adults $3 children 12-yrs and under All you can eat Info Len 269-684-6566
SEPTEMBER 3-Marion [N-(MZZ) Flyln Cruiseln Info wwwFiylnCruiseln com
SEPTEMBER 3-Prosser WA-EAA Ch 391 s 22nd Annual Labor Day Weekend Prosser Fly-[n Info 509-735-1664
SEPTEMBER S-U-Galesburg [L-Galesburg Municipal Airport 34h Annual Stearman Fly-[n Technical seminars Aircraft judging and awards Aerobatic formation short-field takeoff spot-landing and flour bombing contests Dawn Patrol lunch-time flyouts pizza party stage show banquet and more Info 309-343-6409 or stearmanstearmanfyin com or wwwstea rmanfyin com
SEPTEMBER U -Mt Morris IL-Ogle County Airport (C55) EAA Ch 682 Fly-In Breakfas t 7am-12pm Info 815-732-7268
SEPTEMBER 16-17-Bartlesville OK-Frank Phillips Field (BVO) 49th Annual Tulsa Regional Fly-In Info wwwtllisafyincom or Charlie Harris at 918-622-8400
SEPTEMBER 17-Poplar Grove IL-Poplar Grove Airport Vintage Wings amp Wheels Museum Salu te to WW II Combat Aviators Military aircraft display and fly-by Interviews with 12 WWII veterans of air combat Info wwwpopiargroveairmotivecommllsellnl
SEPTEMBER 17-1S-Rock Falls IL-Whiteside County Airport (SQI) North Centra l EAA Old Fashioned Fly-In Forums workshops fly-market camping air rally awards food amp exhibitors Info wwwnceaaorg
SEPTEMBER 22-25-St Louis MO-Creve Coeur Airport (lHO) Monocoupe Club Fly-InReunion Info Frank Kerner (314) 277-4306 or monocoupesbcgiobainet or wwwmorlOcollpecom
SEPTEMBER 23-25-Sonoma CA-Sonoma Skypark (OQ9) 23rd Annua l 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 208shy739-3979 or ristpsaoicom
SEPTEMBER 24-Topping VA-Hummel Air Field 10h Annual Car amp Air Event 8am-4pm Featuring ant ique cars and planes plus fire apparatus tractors amp engines and arts amp crafts Info (804) 694-5995 or in(oWingsandwheeislIs or wwwwingsandwheeislIs
SEPTEMBER 24-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-I n Info wwwieebottomcom
OCTOBER 1-2-Midland TX-Midland [nt l Airport FINAshyCAF AIRSHO 2005 will commemorate 60th Anniversary of the end of World War II Info 432-563-1000 x 2231 or pubiicreiationscaf7qorg
OCTOBER 5-9-Tullahoma TN-1932 to 2005-The Tradition Lives Year of the Staggerwing Staggerwing Twin Beech 18 Bonanza Baron Beech owners amp enthusiasts Sponsored by the Staggerwing Museum Foundation Staggerwing Club Twin Beech 18 Society BonanzaBaron Museum Travel Air Division amp Twin Bonanza Assn Info 931-455-1974
REGIONAL FLY-IN SCHEDULE EAA Mid-Eastern Fly-In EAA Southeast August 26-28 2005 Regional Fly-In Marion OH (MN N) October 7-92004
Evergreen AL (GZH) Virginia State EAA Fly-In wwwserfi org October 1-2 2005 Petersburg VA (PTB) Copperstate Regional EAA Fly-In wwwvaeaaorg October 6-92005
Phoenix AZ (A39) wwwcopperstateorg
30 AU G U S T 2005
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 dlie7025IOI om vaaflyboyLwnsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Avc 72 15 East 46th SI Albert Lea MN 56007 Tulsa OK 74147
507-373-1674 918-622-8400 stfles(eskmefiiacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush H ill Road Sherborn MA 01 770
508-65l-7157 SH i Ocomcas t llet
David Bennett PO Box 11 88
ioseville CA 95678 916-645-8370
antiquerireachcul1l
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507-263-24 14
InjbfchldrcOI111tCtcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773-779-2 105
pllOtopiotaoicom
Dave C lark 635 Vestal Lane
Plainfield IN 46 168 317-839-4500
davecpciiquestnet
John S Copeland l A Deacon Street
Northborough MA 0 1532 508-393-4775
copelaml JjllllOcom
Phil Coulson 284 15 Springbrook Dr
Lawton MI 49065 269-624-6490
rcollsonS J6cscom
Roger Gom oll 8891 Airport Rd Box C2
Blaine MN 55449 763-786-J342
pledgedriveIns11com
Dale A Gustafson 7724 Shady Hills Dr
Indianapoli s IN 46278 317-293-4430
dalefayemscom
Jeannie Hill PO Box 328
Ha rva rd IL 60033-0328 8l5-943-7205
dishaoowc et
Espie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-3650
wintisockaoco m
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaoicom
Robert D Rob Lumley 1265 Sout h 124th Sl Brookfield WI 53005
262-782-2633 illmpeniiexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817-491-9 110
sellemorris(~lev I IIet
Dean Richardson 1429 Kings Lynn Rd
Stoughton WI 53589 608-877-8485
daraprilairecom
SH Wes Schmid 2359 Lefeber Ave nue
Wauwatosa WI 532 t 3 414-771- 1545
sllschmicimilwpccom
DIRECTORS EMERITUS
Gene C hase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920-23 1-5002 815-923-459 1
GRCHACllarterHet b7ac1Jc llel
Ronald C Fritz 15401 Sparta AV(
Kent City MI 49330 6 16-678-50 12
rFritzf1athwaywlcom
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873 Web Site wwwvintageaircraftorg and wwwairventllreorg E-Mail vintageaircraftCtieaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)
- Newrenew memberships EAA Divishysions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
-Address changes -Merchandise sales -Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory ___ ___ _ 732-885-6711
Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing920-426-4876 Education __ _ 888-322-3229
- EAA Ai r Academy - EAA Scholarships
Flight Advisors info rmation 920-426-6864 Flight Inst ructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles _ _ _ 877-806-8902
Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan _ 866-647-4322 Term Life and Accidental _ 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 Vintage _ FAX 920-426-6865
- Submitting articlephoto - Advertising information
EAA Aviation Foundat ion Artifact Donations 920-426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Association Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additional $10 annually Junior Membershjp (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
EAA SPORT PILOT Current EAA m embers may add EAA
SPORT PILOT magaZine for an additional $20 per year
EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magaZine not inshyduded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA members may join the
Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not inshyduded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the
International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magazine for an additional $45 per year
EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magaZine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA
Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magashyzine and one year membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a
check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2005 by lhe EM Vintage IgtJrcraft Association All righls reserved
VINlAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage IgtJrcraft Association of the ExperimentallgtJrcraft Association and is published monthly at EM Aviation Ceoter 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vinfageaircrafteaaorg Periodicals Poslage paid al Oshkosh Wisconsin 54901 and al additional mailing oHices POSTshyMASTER Send address changes to Vintage IgtJrplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcretumswdsmailcom FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivet)l of VlNlAGE AIRPLANE to loreign and APO addresses via surtace mail ADVERTISshyING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Readers are encouraged to subm stories and photographs Polky opinions expressed in artk1es are solely those of the authors Responsibility for accuracy in reporting rests entirely wh the contributor No remuneration is made Material should be sent to Edor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 92D-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aeronautica are registered trademarks trademarks and service marks of the EXperimental Aircraft Association Inc The use of these trademarks and service marks without lhe pennission of the ExperimentallgtJrcraft Association Inc is strictly prohibited
VINTAGE AIRPLANE 31
Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no
frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VM
reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1-800-233-6934 e-mail ramremfgaolcom Website wwwramengine com VI NTAG E
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418 wwwlpjetservicescom
Airplane T-Shirts 150 Different Airplanes Available
ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
WE PROBABLY HAVE YOUR AIRPLANE
wwwairplanetshirtscom 1-800-645-7739
Flying wires available 1994 pricing Visit wwwflyingwirescom or call
800-517-9278
ELECTRICAL CONDUIT
ASSEMBliES bull MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made per your specifications
bull Original equipment style Braided Conduits in Aluminum Brass or Stainless Steel
bull We carry a complete line of AN - MS Electrical Fittings Backshell Adapters and Specialty Fittings
bull We also have full machine shop capabilities for any custom applications you may require
bull Rebuild your Warbird back to Original
AIRFLEX INDUSTRIES 2538 SUPPLY STREET POMONA CA 91767
Tel 909-392-8474 AI RFLEXI N D USTRIES COM
THE FORGOTTEN PERFORMERS continued
the Pacemaker in marginal weather Mud Lake is narrow shallow and a half-mile long and Poet dragged it twice and then did a touch-andshygo before setting down for th e pickup Mattie Jack was loaded on and they headed for the hospital at Bella Coola It was dark on arshyrival and although landing in the narrow valley without daylight was seldom attempted Dick executed a safe approach and thwarted a sad ending to Mattie Jacks life
The Pacemakers most serious trauma occurred on July 25 1963 on a takeoff from Nimpo Lake 70 miles east of Bella Coola Loaded with two adults and five children from the Poets extended family and piloted by Helens cousin Bob Stewart a wingtip caught the water in an attempt to un-stick the right float and the plane cartwheeled
The left wing and one float were torn off the fuselage was comshypletely severed immediately behind the cabin and everything came to rest floating inverted All on board
were wearing life jackets and the children were ed uca ted in float flying they tripped their seat belt buckles swam out the open end of the cabin and popped to the surshyface There were no injuries
Bohanan retri eved the engine it was flushed mounted on the nose of a PT-17 Stearman and sold to a dentist Dr William Stone in Sandy Oregon Forty years later the Stearman i s still owned by Stone and the same Wasp Jr is on the nose
The remainder of the Pacemaker stayed on the shore of Nimpo Lake for a year and then was loaded on a farm truck by Dicks son-in-law Alan Hauan and returned to Aumsshyville where it was deposited behind the Poets barn A much more serishyous tragedy occurred a short time later when Dick was involved in the fatal crash of a DHC-2 float Beaver when one wing folded
To be continued in the September isshysue ofVintage Airplane
32 AUGUST 2005
out of Juneau in the mid 1930s
Shutte and Kay did contract flying for the US Coast Guard and opened a hotel in King Salmon called Nashyknek Sky tel with NC25 1 M providing charter flight sershyvices The business suffered a setback in 1950 when the hotel burned and on a trip south the Bellanca was damshyaged in an accident Kenmore Air 1950s On the float is Bob Munro Walt Winsman mechanic near Prince Rupert and Bill Lund Alaska Airlines pilot on a day off British Columbia
Bob Munro of Kenmore Air Harshybor in Seattle salvaged the plane with the promise that insurance would cover the costs The insurshyance company refused and Munro took possession of the Bellanca as payment After repairs were comshypleted NC25 1 M joined the Kenshymore fleet Currently Kenmore is a world-class floatplane operation holds the type certificate for Edo floats and has developed many STCd modifications for de Havilshyland Beavers and Otters
From 1955 to 1957 Munro leased NC25 1 M to Bob Hall of Kodiak Airways (actually it was sold and repurchased for liability protecshytion) Kodiak ran scheduled mail and passenger service to the five villages and nine canneries on Koshydiak Island The chief pilot was Gil Jarvela and in a conversation with me he related stories that riveted my attention hauling resistant Koshydiak bear cubs in gunny sacks loadshying incredible amounts of freight in NC25 1M and patching holes in the floats with bubble gum and spruce twigs
When the plane was returned to Kenmore Bob Munro commisshysioned Clayton Scott to engineer the installation of Edo 6470 floats to replace the smaller 4665s I had heard of Scott and his legendary cashyreer in aviation that has spanned
more than seven decades and conshyfirmed his existence with Bill Whitshyney Kenmores senior pilot who flies turbine Otter floatplanes
I visited Scott in his large hanshygar on the Renton Municipal Airshyport in Washington state where he conducts business as Jobmaster Co his aircraft modification firm Out front was a beautiful Cessna 195 on floats and inside I found him working on a de Havilla~d DHC-2 floatplane Looking at the man and his environment I immeshydiately realized that this was halshylowed ground
I told him my visit was prompted by an understanding that he had once installed floats on a Bellanca Pacemaker and he replied Yes that was in 1957 We replaced a set of Edo 4665s for some 6470s I can show you the paperwork He stepped to his fi le and without glasses pulled it out
I inquired of Scott how old he was and with a sly smile he said 100 minus three After a period of time during which Scott grashyciously shared with me some of his incredible flying experiences I left this icon so that he could return to working on the Beaver [ felt that I had been in the Notre Dame Catheshydral [Well have more on Clayton Scott in next months issue of Vinshytage Airplane-Ed]
As predictably ocshycurs in the life cycle of utility airplanes NC251M was showshying tatter and wear by the late 1950s the engine found a home on the nose of anshyother ship the wings were pulled and it ended up in the back of Kenmores storage yard In June 1960 Dick Poet of Aumsshyville Oregon purshychased the airframe and floats
Poet was an aerial applicator pilot and with his wife Helen
owned Wilderness Airlines in Bella Coola British Columbia Dicks meshychanic Bob Bohanan completely refurbished the Pacemaker includshying new fabric paint and an overshyhauled R-985 from Wesco Air Service on Boeing Field which returned it to pristine condition
With the rebuild complete on June 25 1962 there was the issue of taking the airplane off the Poets grass strip Straw was spread down the runway to reduce friction and with Dick in the cockpit power was fed to the R-985 Sufficient airshyspeed was achieved but the long floats prevented rotation and takeshyoff was denied Bohanan then conshystructed a two-wheel dolly from an old truck axle and this time Dick lifted off while the dolly burshyied itself in the brush at the end of the field After a short test flight he landed on the Willamette River at Salem Subsequently the Poets applied for Canadian registration (CF-OQK) and flew to Bella Coola British Columbia where the Paceshymaker began charter service with Wilderness Airlines
On June 25 1963 a woman Mattie Jack was attacked and badly mauled by a grizzly bear at Mud Lake east of Bella Coola A call was made to Dick for a rescue flight and he immediately took off with
continued on page 32
VINTAGE A I RPLANE 23
A beautiful day is not complete unless it is seen from the inside of a cockpit The Vintage Aircraft Association is providing you with the opportunity to bring the magic of flight to your home office or hangar Take flight with the 2006 VAA Calendar Free Skies Forever
The gorgeous 17 x 11-inch full-color wall calendar is the perfect gift for yourself or your favorite pilot Each month contains the amazing photography from the Vintage Aircraft Association and captures the spirit of flight
As a commemoration to the great aviators before us the VAA 2006 Calendar Free Skies Forever contains great feats in aviation printed on the exact date of occurrence Dont let this opportunity fly past you Order your 2006 VAA Free Skies Forever Calendar by September 30 2005 Calendars will ship in November for Christmas arrival
Or to order by mail send your checkmoney order to Vintage Aircraft Association 2006 Calendar do Turner Publishing Company bull PO Box 3101 bull Paducah KY 42002-3101
o Please enter my order for __ copies of the Vintage Aircraft Association 2006 Calendar - only $1595 Your Name
o ShippingHandling add $395 for each calendar Address
o Kentucky residents add 6 sales tax City State Zip
TOTAL ENCLOSED $______
Telephone For Office Use Only - VAA2006-A-GW
CkR Amount E-mail address (for order confirmation)
DOUG STEWART
Whetherweather to go or not
There I was driving along the turnpike looking up at a severe clear cerulean sky and rather than findshy
ing myself ecstatic at that beautishyful sight words that cannot be reshypeated in this column were formshying on my lips Gosh darn (it was really a lot stronger said than that) the briefer said VFR not recomshymended and now instead of being up in that sky where I belong I am down here ground bound driving to my destination
I know probably everyone of us has been in this situation pershyhaps more times than we care or choose to remember As the sayshying goes There are old pilots and bold pilots but no old bold pishylots Many of us are aware that most aviation accidents when asshysociated with weather tend to be fatal ones Thus if we are not inshystrument rated and current or flyshying an airplane that is not instrushyment certified we tend to choose alternative means of transporshytation when the briefer tells us VFR is not recommended
But does this always have to be the case Are there any ways to make those VFR trips possible and still remain safe Are there any tools we can use to determine if the forecast is holding true or if it is not For I think we all both male and female would agree that the weather is like the opposite sex-toshytally fickle and unpredictable Lets
take a look at the numerous tools we have for making the gono-go decision relative to the weather
To help determine if the forecast is going to hold true I usually first consult the METARS Check reshyporting stations along your route If you are able get a history showshying the reports over the past three to four hours and see if the reports are corroborating the forecasts (DUATS WSI and Meteorlogix are all great sources for this informashytion) What trend do you see in the reports Is the weather getshyting better or worse or holding the same Is it doing what the TAF and FA said it would
Im also sure to compare the tershyminal forecasts (TAF) with the Area Forecast (FA) The TAF covers only a S-mile radius of the aerodrome whereas the FA covers an entire area Keep in mind that cloud bases in the TAF are AGL (above ground) whereas the cloud bases in the FA are MSL (above sea level)
Next I check the PIREPS (pilot reports) Do they substantiate the briefers warnings When checking PIREPS be sure to take into account where the report was made (threeshydimensionally) when it was made and what type of aircraft the reportshying pilot was flying If a 747 reports light chop along my route I might consider leaving the ropes on my airplane and going to have a frosty one whereas if its a J3 reporting moderate turbulence I might very
well launch on my own flight While we are mentioning PIREPS
lets not forget that (as in all things in life) what goes around comes around If we are seeking PIREPS in helping us to make the gono-go decision we should also consider filing them It takes only a few moshyments to file a PIREP and in doing so you are assisting many other pishylots in their flight planning
These are a few of the tools we can use while still on the ground to determine if the forecast is holdshying true But what about when we are already en route How can we know whether the weather will be as forecast
Obviously if the forecast was for severe clear and there are a lot of clouds forming you do not need to be a rocket scientist or a brain surgeon to know that the forecast is not holding true But there are many other clues that might not be quite as obvious and that should warn us that the briefer might have been wrong
If we realize that we are having to fly a heading other than what we had plotted to track our course or if we are experiencing different ground speeds than what we had exshypected we should understand that there is a good chance that the enshytire forecast might be off After all these forecasts are predicated on the expected movement of fronts and pressure zones When they dont move as anticipated the winds aloft
VINTAGE AIRPLANE 25
will be different thus yielding difshyferent headings and groundspeeds than we had planned
There is something else that can give us a heads-up about the posshysibility of the forecast going south and that is the temperatures aloft Most aircraft have outside air temshyperature gauges (OAT) and these can be very useful tools-ones that many pilots ignore An OAT can be used to corroborate whether the temperatures aloft are as forecast (You do remember that the foreshycast temperatures aloft are included with the winds aloft dont you) This can give us an understanding of whether the fronts are moving at the speed and direction forecast or if they might be moving slower or faster than expected
Keeping track of the temperashytures as you climb can also help you quickly determine if the lapse rate is stable Remembering that the stable lapse rate is ZOC per thousand feet one can make a note of the tempershy
ature on the ground prior to takeoff and then check it as you climb If it is less than ZOC per thousand one of the major ingredients in the proshyduction of thunderstorms is presshyent that being an unstable lapse rate (The other two are moist air and a lifting action of some kind) Thus the OAT can be a useful tool in confirming or refuting the foreshycast of thunderstorms
One could spend a lifetime studyshying the weather and not get any closer to predicting what it might do And I cant do justice to the subshyject in this short article However when it comes to weather I must say that discretion is the better part of valor There are certainly times when the briefer will give the warnshying that VFR is not recommended and the day turns out to be beautishyful But there are also times when your beautiful day turns ugly
Regardless of whether the foreshycast is for good weather or bad be sure to have an alternate plan in
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation
Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these jewels on and bring back the good times New General Aviation Sizes Available
500 x 5 600 X 6 700 X 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
~DESSER(~ 323-721-4900 FAX 323-721 -7888
6900 Acco St Montebello CA 90640 TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106
wwwdessercom
26 AUGUST 2005
place Remember to run the PAVE and CARE checklists that I wrote about in previous articles to help you make the proper decisions relative to the weather Using the tools I have mentioned above will help you in checking the enVironshyment help in understanding the consequences of the hazards asshysociated with some aspects of the weather and aid you in assessing the realities of what the weather is really doing
And when the briefer gives you that dire warning of VFR not recshyommended keep in mind that it is always much better to be on the ground wishing you were up in the air than up in the air wishing you were on the ground He might be wrong and Ive offered some tools to help determine that but he very well might be right
Doug Stewart is the 2004 National CFI of the Year a Master CFI and a DPE He operates DSFI Inc based at the Columbia County Airport (lBl)
TelePhone 800-247-8473 or
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE NEWLY ACQUIRED GARNER P EMMERSON COLLECTION DONATED TO EAA BY BOB HIGHLEY OF LAKELAND FLORIDA
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs to be in no later than September 10 for inclusion in the November 2005 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to mysteryplaneeaaorg Be sure to include your name city and state in the body of your note and put (Month) Mystery Plane in the subject line
MAY S MYSTERY ANSWER as residing in Los Angeles at that time I learned this while roaming on wwwaerofilescom last evening
I already had seen the aircraft in the British magazine Aeroplane Monthly that has the same photo as yours along with some contemshyporary aircraft in an illustrated article in the September 2003 isshysue with the title Call That Safe The caption to the photo reads
In 1933 Carl Hall and Frank Nixon tested this propeller cowlshying at Compton California It was claimed to speed up aeroplanes from 39 to 140 per cent and slow them as much as desired for landshying the innerdeflectors serving
Mays Mystery Plane came to us X12211 seems to have its 95-hp as air brakes from Harold Swanson Cirrus upright four-cylinder en I hope that you have more inshygine
Heres our only letter concerning as it was reported to have in 1 formation about this interesting934 its identity it was reported to have had a Veshy early try at a ducted propeller
lie engine when built in 1931 Jack Erickson The Felio Ranger SP-2 owner Harold G Felio is li State College Pennsylvania sted
VINTAGE AIRPLANE 27
EE BUCK HILBERT
Aeronca C-3 N-13000
Ive been asked many times Why do you hang onto this old airplane
Several reasons Mostly it has a place in more recent historyshynamely the last real Cleveland Air Race held in 1948 And probably another reason is it represents at least to me the memory of the last of the barnstormers
To the best of my knowledge the last time this little C-3 flew was at the 1948 Cleveland Air Races
The airplane belonged to Duke and Martha Hashner the owners of Global Airshows and promoters of the races that year
Duke flew this Aeronca C-3 in a clown act The airplane was painted up with a clown face was all red and white and Ive been told he did a remarkable job of entertainshying the crowd
Duke also flew other aerobatic aircraft in the show while Martha was the wing-walker parachute jumper and ticket seller
Unfortunately this was the same year record-holding entrepreneur Bill Odom crashed a racing P-S 1 into a residential area resulting in his death and other fatalities Beshycause of this accident Duke and Martha were the target of lawsuits that drove Global Airshows and the two of them out of business and into seclusion
Living on the Quietula Farm at Cherry Valley Ohio the coushyple now forced to retire from doshying their air show routines turned Global Airshows into a traveling
28 AUGUST 2005
static display show The 50s saw the advent of the
shopping center Global Airshows would truck its airplanes to the new shopping center parking lots and display them in full air show regashylia Martha and Duke would dress the part entertain the crowds and dreamed of once again being active air show circuit acts
The airplane
belonged to
Duke and Martha
Hashner
Unfortunately Duke suffering from a brain tumor lost the ability to participate and after a long batshytle passed away Martha kept the airplanes now stored at the farm and spent her days tending numershyous pet dogs and cats dreaming of her barnstorming glory days as queen of Global Airshows Martha passed away in the mid-60s
Global Airshows and its derelict aircraft were sold to Bill Ross and me a few months before Martha passed away
The collection consisted of Marshythas Meyers OTW Dukes Waco F and a Porterfield CP-65 All were inshy
tact and complete but each needed restoration Also in the collecshytion were pieces and parts of two Aeronca C-3s a J-2 Piper a Taylorshycraft L-2 and a Fairchild 22 Along with the airplanes came numerous engine parts old tools and propelshylers along with the trailers used to haul the airplanes
What happened to the airshyplanes is the frequently asked question Bill Ross was past presishydent of the EAA Warbirds of Amershyica owned a P-38 Leroy Grumshymans personal F3F and an F6F and had his hand in several entershyprises while involved in Warbirds Right at that time he discovered the Grumman Goose was the best bet in sport flying and his attention was diverted in that direction
The Meyers and the Porterfield were restored by Bill and sold The project Fairchild 22 and J-2 went to a couple of our Vintage members and were restored and are flying The Waco F was sold but never did get flying The two C-3s came to me and eventually were restored One was sold and one for those sentishymental reasons is still in my hanshygar disassembled and awaiting the final engine fix The L-2 had been a gas station ornament for years and when they took it down the guy wielding the cutting torch manshyaged to start a fire that ended any thought of restoration
Bill Ross moved to Nevada after he retired from business and unshyfortunately while returning from one of his business trips he flew
into a cloud that had a rock in it Another reason for hanging on It reminds me of Bill Ross and his contributions to the Warbirds of America being part of EAA
Oh yes we did get the C-3 flyshying but the engine ate itself up afshyter about 4S minutes Time for a different approach
I had a set of floats and rigging and Brian Van Wagnen and I deshycided the little C-3 would be a real hoot to see flying on floats However we wanted a reliable engine and the one we had was mostly junk
Brian tore into it but the crank was beyond repair At great exshypense a new one was made dual ignition heads were installed and a new single-drive dual mag was inshystalled after modifying the tail case It runs but the vibration was bad enough to cause distrust Another disassembly and recheck as well as internal component balance were in the works when tragedy struck
Brian had a hangar fire and lost everything he had in the 70-by-90 hangar and its 24-foot lean-toshyhis Widgeon project the Fleetshywing Seabird two antique Aeronca Chiefs a Piper 180 all his toys shop equipment tools and of course the building
The little C-3 stored in another building was all that was left The floats rigging and all the spare enshygine parts were destroyed in the fire A small loss in comparison to what Brian suffered
With no hangar and no shop the decision was made to disassemshyble NC-13000 and bring it back home and there it sits Every day I walk past it and say to myself You gotta get going But the press of daily living and the episodes weve been through in the past couple of years have stopped all the progress Oh well whats another couple of years After all its been grounded since 1948
Until then it just sits and Im going fishing With that its Over to you
Come or t e weekend BUILD FOR A LIFETIME
HANDS-ON HOMEBUILDER WORKSHOP
SCHEDULE
Aug 26-28 Oshkosh WI
Aug 27-28 Arlington WA
Sept 9-11 Griffin GA (Atlanta Area)
bull Repairman (LSA) Inspection-Airplane
bull RV Assembly
bullTIC Welding
Sept 10-11 Corona CA (LA Area)
bull RV Assembly
Sept 10-11 Lakeland FL (Sun N Fun Campus)
bull RV Assembly
Sept 10-11 Houston TX (Westwood Aviation Institute)
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems
Sept 16-18 Frederick MD bull Repairman (LSA) Inspection-Airplane
Sept 23-25 Denver CO bull Repairman (LSA) Inspection-Airplane (Westwood College)
Oct 1-2 Columbus OH (Columbus State Community College)
KLEINEAA SportAir Sponsors TOOLS
wwwkleintoolscom
WORKSHOPS ___ ~
EA~
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems bull Cas Welding
bullbull amp cafamiddot~middotAir c raft Coatings
_polyfibercom wwwalrcraftsprucecom
1-800-WORKSHOP 1-800-967-~746
wwwsportalrcom
YOU CAN BUILD IT LET EAA TEACH YOU HOW VINTAGE AIRPLANE 29
r ~ __c -lt JMNEwMAN
t The (ollowing list o(coming events is (IIrt1ished to Ollr readers as a matter o( it(orshymation only and does not constitllte approval sponsorship involvement cottrolor direction o(any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 OshkoslI WI 54903-3086 Or e-Illail tl1e information to vintageaircra(teaaorg In(ormation shollld be received (ollr months prior to tile event date
AUGUST 7-Queen City MO-Applegate Airport 18th Annual Washytermelon Fly-In 2 PM til dark Info 660-766-2644
AUGUST 13-Hoquiam WA-Bowerman Field Ercoupe Gathering amp Fly-In All experimental classic and vintage aircraft are welshycome Excellent restaurant on field Info Dick 360-533-5926
AUGUST 19-21-Alliance OH-Barber Airport (201) 7th Annual Ohio Aeronca Aviators Fly-In Join us for a relaxing weekend of fun food friendship and flying Breakfast served by EAA Ch 82 Sat amp Sun 7am-llam Camping on field local lodging and transportation available Forums on Saturday Info Brian 216shy337-5643 or bwmatzllacyahoocom or wwwoaafy-Incom
AUGUST 20--Laurinburg-Maxton NC-Ercoupe Owners Club Aweshysome August Invitational NorthSouth Carolina members and guests Lunch awards Young Eagles Flights Info 336-342shy5629 or bandmannetpath-rc net
AUGUST 20--Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-[n Breakfast Info Tom 740-587-2312 or tmcaiinkcom
WIVI cbullbull___bull
These are the first tools you need to buy when you re~cover your
airplane Anyone who has used them will tell you they re the next best thing to having one of our staff right beside you The VHS tape and the DVD will give you the Big Picture and the manual will walk you step by step through every part of the process Youre never on your own when youre using Poly~Fiber
wwwpolyfibercom e-mail infopolyfibercom
Aircraft Coatings 800-362-3490
AUGUST 20--Niles M[-jerry Tyler Memorial Airport (3TR) VAA Ch 35 Corn and Sausage Roast 11am-3pm Rain date August 20 Donations $5 adults $3 children 12-yrs and under All you can eat Info Len 269-684-6566
SEPTEMBER 3-Marion [N-(MZZ) Flyln Cruiseln Info wwwFiylnCruiseln com
SEPTEMBER 3-Prosser WA-EAA Ch 391 s 22nd Annual Labor Day Weekend Prosser Fly-[n Info 509-735-1664
SEPTEMBER S-U-Galesburg [L-Galesburg Municipal Airport 34h Annual Stearman Fly-[n Technical seminars Aircraft judging and awards Aerobatic formation short-field takeoff spot-landing and flour bombing contests Dawn Patrol lunch-time flyouts pizza party stage show banquet and more Info 309-343-6409 or stearmanstearmanfyin com or wwwstea rmanfyin com
SEPTEMBER U -Mt Morris IL-Ogle County Airport (C55) EAA Ch 682 Fly-In Breakfas t 7am-12pm Info 815-732-7268
SEPTEMBER 16-17-Bartlesville OK-Frank Phillips Field (BVO) 49th Annual Tulsa Regional Fly-In Info wwwtllisafyincom or Charlie Harris at 918-622-8400
SEPTEMBER 17-Poplar Grove IL-Poplar Grove Airport Vintage Wings amp Wheels Museum Salu te to WW II Combat Aviators Military aircraft display and fly-by Interviews with 12 WWII veterans of air combat Info wwwpopiargroveairmotivecommllsellnl
SEPTEMBER 17-1S-Rock Falls IL-Whiteside County Airport (SQI) North Centra l EAA Old Fashioned Fly-In Forums workshops fly-market camping air rally awards food amp exhibitors Info wwwnceaaorg
SEPTEMBER 22-25-St Louis MO-Creve Coeur Airport (lHO) Monocoupe Club Fly-InReunion Info Frank Kerner (314) 277-4306 or monocoupesbcgiobainet or wwwmorlOcollpecom
SEPTEMBER 23-25-Sonoma CA-Sonoma Skypark (OQ9) 23rd Annua l 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 208shy739-3979 or ristpsaoicom
SEPTEMBER 24-Topping VA-Hummel Air Field 10h Annual Car amp Air Event 8am-4pm Featuring ant ique cars and planes plus fire apparatus tractors amp engines and arts amp crafts Info (804) 694-5995 or in(oWingsandwheeislIs or wwwwingsandwheeislIs
SEPTEMBER 24-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-I n Info wwwieebottomcom
OCTOBER 1-2-Midland TX-Midland [nt l Airport FINAshyCAF AIRSHO 2005 will commemorate 60th Anniversary of the end of World War II Info 432-563-1000 x 2231 or pubiicreiationscaf7qorg
OCTOBER 5-9-Tullahoma TN-1932 to 2005-The Tradition Lives Year of the Staggerwing Staggerwing Twin Beech 18 Bonanza Baron Beech owners amp enthusiasts Sponsored by the Staggerwing Museum Foundation Staggerwing Club Twin Beech 18 Society BonanzaBaron Museum Travel Air Division amp Twin Bonanza Assn Info 931-455-1974
REGIONAL FLY-IN SCHEDULE EAA Mid-Eastern Fly-In EAA Southeast August 26-28 2005 Regional Fly-In Marion OH (MN N) October 7-92004
Evergreen AL (GZH) Virginia State EAA Fly-In wwwserfi org October 1-2 2005 Petersburg VA (PTB) Copperstate Regional EAA Fly-In wwwvaeaaorg October 6-92005
Phoenix AZ (A39) wwwcopperstateorg
30 AU G U S T 2005
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 dlie7025IOI om vaaflyboyLwnsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Avc 72 15 East 46th SI Albert Lea MN 56007 Tulsa OK 74147
507-373-1674 918-622-8400 stfles(eskmefiiacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush H ill Road Sherborn MA 01 770
508-65l-7157 SH i Ocomcas t llet
David Bennett PO Box 11 88
ioseville CA 95678 916-645-8370
antiquerireachcul1l
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507-263-24 14
InjbfchldrcOI111tCtcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773-779-2 105
pllOtopiotaoicom
Dave C lark 635 Vestal Lane
Plainfield IN 46 168 317-839-4500
davecpciiquestnet
John S Copeland l A Deacon Street
Northborough MA 0 1532 508-393-4775
copelaml JjllllOcom
Phil Coulson 284 15 Springbrook Dr
Lawton MI 49065 269-624-6490
rcollsonS J6cscom
Roger Gom oll 8891 Airport Rd Box C2
Blaine MN 55449 763-786-J342
pledgedriveIns11com
Dale A Gustafson 7724 Shady Hills Dr
Indianapoli s IN 46278 317-293-4430
dalefayemscom
Jeannie Hill PO Box 328
Ha rva rd IL 60033-0328 8l5-943-7205
dishaoowc et
Espie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-3650
wintisockaoco m
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaoicom
Robert D Rob Lumley 1265 Sout h 124th Sl Brookfield WI 53005
262-782-2633 illmpeniiexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817-491-9 110
sellemorris(~lev I IIet
Dean Richardson 1429 Kings Lynn Rd
Stoughton WI 53589 608-877-8485
daraprilairecom
SH Wes Schmid 2359 Lefeber Ave nue
Wauwatosa WI 532 t 3 414-771- 1545
sllschmicimilwpccom
DIRECTORS EMERITUS
Gene C hase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920-23 1-5002 815-923-459 1
GRCHACllarterHet b7ac1Jc llel
Ronald C Fritz 15401 Sparta AV(
Kent City MI 49330 6 16-678-50 12
rFritzf1athwaywlcom
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873 Web Site wwwvintageaircraftorg and wwwairventllreorg E-Mail vintageaircraftCtieaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)
- Newrenew memberships EAA Divishysions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
-Address changes -Merchandise sales -Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory ___ ___ _ 732-885-6711
Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing920-426-4876 Education __ _ 888-322-3229
- EAA Ai r Academy - EAA Scholarships
Flight Advisors info rmation 920-426-6864 Flight Inst ructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles _ _ _ 877-806-8902
Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan _ 866-647-4322 Term Life and Accidental _ 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 Vintage _ FAX 920-426-6865
- Submitting articlephoto - Advertising information
EAA Aviation Foundat ion Artifact Donations 920-426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Association Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additional $10 annually Junior Membershjp (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
EAA SPORT PILOT Current EAA m embers may add EAA
SPORT PILOT magaZine for an additional $20 per year
EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magaZine not inshyduded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA members may join the
Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not inshyduded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the
International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magazine for an additional $45 per year
EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magaZine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA
Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magashyzine and one year membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a
check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2005 by lhe EM Vintage IgtJrcraft Association All righls reserved
VINlAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage IgtJrcraft Association of the ExperimentallgtJrcraft Association and is published monthly at EM Aviation Ceoter 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vinfageaircrafteaaorg Periodicals Poslage paid al Oshkosh Wisconsin 54901 and al additional mailing oHices POSTshyMASTER Send address changes to Vintage IgtJrplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcretumswdsmailcom FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivet)l of VlNlAGE AIRPLANE to loreign and APO addresses via surtace mail ADVERTISshyING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Readers are encouraged to subm stories and photographs Polky opinions expressed in artk1es are solely those of the authors Responsibility for accuracy in reporting rests entirely wh the contributor No remuneration is made Material should be sent to Edor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 92D-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aeronautica are registered trademarks trademarks and service marks of the EXperimental Aircraft Association Inc The use of these trademarks and service marks without lhe pennission of the ExperimentallgtJrcraft Association Inc is strictly prohibited
VINTAGE AIRPLANE 31
Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no
frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VM
reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1-800-233-6934 e-mail ramremfgaolcom Website wwwramengine com VI NTAG E
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418 wwwlpjetservicescom
Airplane T-Shirts 150 Different Airplanes Available
ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
WE PROBABLY HAVE YOUR AIRPLANE
wwwairplanetshirtscom 1-800-645-7739
Flying wires available 1994 pricing Visit wwwflyingwirescom or call
800-517-9278
ELECTRICAL CONDUIT
ASSEMBliES bull MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made per your specifications
bull Original equipment style Braided Conduits in Aluminum Brass or Stainless Steel
bull We carry a complete line of AN - MS Electrical Fittings Backshell Adapters and Specialty Fittings
bull We also have full machine shop capabilities for any custom applications you may require
bull Rebuild your Warbird back to Original
AIRFLEX INDUSTRIES 2538 SUPPLY STREET POMONA CA 91767
Tel 909-392-8474 AI RFLEXI N D USTRIES COM
THE FORGOTTEN PERFORMERS continued
the Pacemaker in marginal weather Mud Lake is narrow shallow and a half-mile long and Poet dragged it twice and then did a touch-andshygo before setting down for th e pickup Mattie Jack was loaded on and they headed for the hospital at Bella Coola It was dark on arshyrival and although landing in the narrow valley without daylight was seldom attempted Dick executed a safe approach and thwarted a sad ending to Mattie Jacks life
The Pacemakers most serious trauma occurred on July 25 1963 on a takeoff from Nimpo Lake 70 miles east of Bella Coola Loaded with two adults and five children from the Poets extended family and piloted by Helens cousin Bob Stewart a wingtip caught the water in an attempt to un-stick the right float and the plane cartwheeled
The left wing and one float were torn off the fuselage was comshypletely severed immediately behind the cabin and everything came to rest floating inverted All on board
were wearing life jackets and the children were ed uca ted in float flying they tripped their seat belt buckles swam out the open end of the cabin and popped to the surshyface There were no injuries
Bohanan retri eved the engine it was flushed mounted on the nose of a PT-17 Stearman and sold to a dentist Dr William Stone in Sandy Oregon Forty years later the Stearman i s still owned by Stone and the same Wasp Jr is on the nose
The remainder of the Pacemaker stayed on the shore of Nimpo Lake for a year and then was loaded on a farm truck by Dicks son-in-law Alan Hauan and returned to Aumsshyville where it was deposited behind the Poets barn A much more serishyous tragedy occurred a short time later when Dick was involved in the fatal crash of a DHC-2 float Beaver when one wing folded
To be continued in the September isshysue ofVintage Airplane
32 AUGUST 2005
A beautiful day is not complete unless it is seen from the inside of a cockpit The Vintage Aircraft Association is providing you with the opportunity to bring the magic of flight to your home office or hangar Take flight with the 2006 VAA Calendar Free Skies Forever
The gorgeous 17 x 11-inch full-color wall calendar is the perfect gift for yourself or your favorite pilot Each month contains the amazing photography from the Vintage Aircraft Association and captures the spirit of flight
As a commemoration to the great aviators before us the VAA 2006 Calendar Free Skies Forever contains great feats in aviation printed on the exact date of occurrence Dont let this opportunity fly past you Order your 2006 VAA Free Skies Forever Calendar by September 30 2005 Calendars will ship in November for Christmas arrival
Or to order by mail send your checkmoney order to Vintage Aircraft Association 2006 Calendar do Turner Publishing Company bull PO Box 3101 bull Paducah KY 42002-3101
o Please enter my order for __ copies of the Vintage Aircraft Association 2006 Calendar - only $1595 Your Name
o ShippingHandling add $395 for each calendar Address
o Kentucky residents add 6 sales tax City State Zip
TOTAL ENCLOSED $______
Telephone For Office Use Only - VAA2006-A-GW
CkR Amount E-mail address (for order confirmation)
DOUG STEWART
Whetherweather to go or not
There I was driving along the turnpike looking up at a severe clear cerulean sky and rather than findshy
ing myself ecstatic at that beautishyful sight words that cannot be reshypeated in this column were formshying on my lips Gosh darn (it was really a lot stronger said than that) the briefer said VFR not recomshymended and now instead of being up in that sky where I belong I am down here ground bound driving to my destination
I know probably everyone of us has been in this situation pershyhaps more times than we care or choose to remember As the sayshying goes There are old pilots and bold pilots but no old bold pishylots Many of us are aware that most aviation accidents when asshysociated with weather tend to be fatal ones Thus if we are not inshystrument rated and current or flyshying an airplane that is not instrushyment certified we tend to choose alternative means of transporshytation when the briefer tells us VFR is not recommended
But does this always have to be the case Are there any ways to make those VFR trips possible and still remain safe Are there any tools we can use to determine if the forecast is holding true or if it is not For I think we all both male and female would agree that the weather is like the opposite sex-toshytally fickle and unpredictable Lets
take a look at the numerous tools we have for making the gono-go decision relative to the weather
To help determine if the forecast is going to hold true I usually first consult the METARS Check reshyporting stations along your route If you are able get a history showshying the reports over the past three to four hours and see if the reports are corroborating the forecasts (DUATS WSI and Meteorlogix are all great sources for this informashytion) What trend do you see in the reports Is the weather getshyting better or worse or holding the same Is it doing what the TAF and FA said it would
Im also sure to compare the tershyminal forecasts (TAF) with the Area Forecast (FA) The TAF covers only a S-mile radius of the aerodrome whereas the FA covers an entire area Keep in mind that cloud bases in the TAF are AGL (above ground) whereas the cloud bases in the FA are MSL (above sea level)
Next I check the PIREPS (pilot reports) Do they substantiate the briefers warnings When checking PIREPS be sure to take into account where the report was made (threeshydimensionally) when it was made and what type of aircraft the reportshying pilot was flying If a 747 reports light chop along my route I might consider leaving the ropes on my airplane and going to have a frosty one whereas if its a J3 reporting moderate turbulence I might very
well launch on my own flight While we are mentioning PIREPS
lets not forget that (as in all things in life) what goes around comes around If we are seeking PIREPS in helping us to make the gono-go decision we should also consider filing them It takes only a few moshyments to file a PIREP and in doing so you are assisting many other pishylots in their flight planning
These are a few of the tools we can use while still on the ground to determine if the forecast is holdshying true But what about when we are already en route How can we know whether the weather will be as forecast
Obviously if the forecast was for severe clear and there are a lot of clouds forming you do not need to be a rocket scientist or a brain surgeon to know that the forecast is not holding true But there are many other clues that might not be quite as obvious and that should warn us that the briefer might have been wrong
If we realize that we are having to fly a heading other than what we had plotted to track our course or if we are experiencing different ground speeds than what we had exshypected we should understand that there is a good chance that the enshytire forecast might be off After all these forecasts are predicated on the expected movement of fronts and pressure zones When they dont move as anticipated the winds aloft
VINTAGE AIRPLANE 25
will be different thus yielding difshyferent headings and groundspeeds than we had planned
There is something else that can give us a heads-up about the posshysibility of the forecast going south and that is the temperatures aloft Most aircraft have outside air temshyperature gauges (OAT) and these can be very useful tools-ones that many pilots ignore An OAT can be used to corroborate whether the temperatures aloft are as forecast (You do remember that the foreshycast temperatures aloft are included with the winds aloft dont you) This can give us an understanding of whether the fronts are moving at the speed and direction forecast or if they might be moving slower or faster than expected
Keeping track of the temperashytures as you climb can also help you quickly determine if the lapse rate is stable Remembering that the stable lapse rate is ZOC per thousand feet one can make a note of the tempershy
ature on the ground prior to takeoff and then check it as you climb If it is less than ZOC per thousand one of the major ingredients in the proshyduction of thunderstorms is presshyent that being an unstable lapse rate (The other two are moist air and a lifting action of some kind) Thus the OAT can be a useful tool in confirming or refuting the foreshycast of thunderstorms
One could spend a lifetime studyshying the weather and not get any closer to predicting what it might do And I cant do justice to the subshyject in this short article However when it comes to weather I must say that discretion is the better part of valor There are certainly times when the briefer will give the warnshying that VFR is not recommended and the day turns out to be beautishyful But there are also times when your beautiful day turns ugly
Regardless of whether the foreshycast is for good weather or bad be sure to have an alternate plan in
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation
Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these jewels on and bring back the good times New General Aviation Sizes Available
500 x 5 600 X 6 700 X 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
~DESSER(~ 323-721-4900 FAX 323-721 -7888
6900 Acco St Montebello CA 90640 TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106
wwwdessercom
26 AUGUST 2005
place Remember to run the PAVE and CARE checklists that I wrote about in previous articles to help you make the proper decisions relative to the weather Using the tools I have mentioned above will help you in checking the enVironshyment help in understanding the consequences of the hazards asshysociated with some aspects of the weather and aid you in assessing the realities of what the weather is really doing
And when the briefer gives you that dire warning of VFR not recshyommended keep in mind that it is always much better to be on the ground wishing you were up in the air than up in the air wishing you were on the ground He might be wrong and Ive offered some tools to help determine that but he very well might be right
Doug Stewart is the 2004 National CFI of the Year a Master CFI and a DPE He operates DSFI Inc based at the Columbia County Airport (lBl)
TelePhone 800-247-8473 or
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE NEWLY ACQUIRED GARNER P EMMERSON COLLECTION DONATED TO EAA BY BOB HIGHLEY OF LAKELAND FLORIDA
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs to be in no later than September 10 for inclusion in the November 2005 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to mysteryplaneeaaorg Be sure to include your name city and state in the body of your note and put (Month) Mystery Plane in the subject line
MAY S MYSTERY ANSWER as residing in Los Angeles at that time I learned this while roaming on wwwaerofilescom last evening
I already had seen the aircraft in the British magazine Aeroplane Monthly that has the same photo as yours along with some contemshyporary aircraft in an illustrated article in the September 2003 isshysue with the title Call That Safe The caption to the photo reads
In 1933 Carl Hall and Frank Nixon tested this propeller cowlshying at Compton California It was claimed to speed up aeroplanes from 39 to 140 per cent and slow them as much as desired for landshying the innerdeflectors serving
Mays Mystery Plane came to us X12211 seems to have its 95-hp as air brakes from Harold Swanson Cirrus upright four-cylinder en I hope that you have more inshygine
Heres our only letter concerning as it was reported to have in 1 formation about this interesting934 its identity it was reported to have had a Veshy early try at a ducted propeller
lie engine when built in 1931 Jack Erickson The Felio Ranger SP-2 owner Harold G Felio is li State College Pennsylvania sted
VINTAGE AIRPLANE 27
EE BUCK HILBERT
Aeronca C-3 N-13000
Ive been asked many times Why do you hang onto this old airplane
Several reasons Mostly it has a place in more recent historyshynamely the last real Cleveland Air Race held in 1948 And probably another reason is it represents at least to me the memory of the last of the barnstormers
To the best of my knowledge the last time this little C-3 flew was at the 1948 Cleveland Air Races
The airplane belonged to Duke and Martha Hashner the owners of Global Airshows and promoters of the races that year
Duke flew this Aeronca C-3 in a clown act The airplane was painted up with a clown face was all red and white and Ive been told he did a remarkable job of entertainshying the crowd
Duke also flew other aerobatic aircraft in the show while Martha was the wing-walker parachute jumper and ticket seller
Unfortunately this was the same year record-holding entrepreneur Bill Odom crashed a racing P-S 1 into a residential area resulting in his death and other fatalities Beshycause of this accident Duke and Martha were the target of lawsuits that drove Global Airshows and the two of them out of business and into seclusion
Living on the Quietula Farm at Cherry Valley Ohio the coushyple now forced to retire from doshying their air show routines turned Global Airshows into a traveling
28 AUGUST 2005
static display show The 50s saw the advent of the
shopping center Global Airshows would truck its airplanes to the new shopping center parking lots and display them in full air show regashylia Martha and Duke would dress the part entertain the crowds and dreamed of once again being active air show circuit acts
The airplane
belonged to
Duke and Martha
Hashner
Unfortunately Duke suffering from a brain tumor lost the ability to participate and after a long batshytle passed away Martha kept the airplanes now stored at the farm and spent her days tending numershyous pet dogs and cats dreaming of her barnstorming glory days as queen of Global Airshows Martha passed away in the mid-60s
Global Airshows and its derelict aircraft were sold to Bill Ross and me a few months before Martha passed away
The collection consisted of Marshythas Meyers OTW Dukes Waco F and a Porterfield CP-65 All were inshy
tact and complete but each needed restoration Also in the collecshytion were pieces and parts of two Aeronca C-3s a J-2 Piper a Taylorshycraft L-2 and a Fairchild 22 Along with the airplanes came numerous engine parts old tools and propelshylers along with the trailers used to haul the airplanes
What happened to the airshyplanes is the frequently asked question Bill Ross was past presishydent of the EAA Warbirds of Amershyica owned a P-38 Leroy Grumshymans personal F3F and an F6F and had his hand in several entershyprises while involved in Warbirds Right at that time he discovered the Grumman Goose was the best bet in sport flying and his attention was diverted in that direction
The Meyers and the Porterfield were restored by Bill and sold The project Fairchild 22 and J-2 went to a couple of our Vintage members and were restored and are flying The Waco F was sold but never did get flying The two C-3s came to me and eventually were restored One was sold and one for those sentishymental reasons is still in my hanshygar disassembled and awaiting the final engine fix The L-2 had been a gas station ornament for years and when they took it down the guy wielding the cutting torch manshyaged to start a fire that ended any thought of restoration
Bill Ross moved to Nevada after he retired from business and unshyfortunately while returning from one of his business trips he flew
into a cloud that had a rock in it Another reason for hanging on It reminds me of Bill Ross and his contributions to the Warbirds of America being part of EAA
Oh yes we did get the C-3 flyshying but the engine ate itself up afshyter about 4S minutes Time for a different approach
I had a set of floats and rigging and Brian Van Wagnen and I deshycided the little C-3 would be a real hoot to see flying on floats However we wanted a reliable engine and the one we had was mostly junk
Brian tore into it but the crank was beyond repair At great exshypense a new one was made dual ignition heads were installed and a new single-drive dual mag was inshystalled after modifying the tail case It runs but the vibration was bad enough to cause distrust Another disassembly and recheck as well as internal component balance were in the works when tragedy struck
Brian had a hangar fire and lost everything he had in the 70-by-90 hangar and its 24-foot lean-toshyhis Widgeon project the Fleetshywing Seabird two antique Aeronca Chiefs a Piper 180 all his toys shop equipment tools and of course the building
The little C-3 stored in another building was all that was left The floats rigging and all the spare enshygine parts were destroyed in the fire A small loss in comparison to what Brian suffered
With no hangar and no shop the decision was made to disassemshyble NC-13000 and bring it back home and there it sits Every day I walk past it and say to myself You gotta get going But the press of daily living and the episodes weve been through in the past couple of years have stopped all the progress Oh well whats another couple of years After all its been grounded since 1948
Until then it just sits and Im going fishing With that its Over to you
Come or t e weekend BUILD FOR A LIFETIME
HANDS-ON HOMEBUILDER WORKSHOP
SCHEDULE
Aug 26-28 Oshkosh WI
Aug 27-28 Arlington WA
Sept 9-11 Griffin GA (Atlanta Area)
bull Repairman (LSA) Inspection-Airplane
bull RV Assembly
bullTIC Welding
Sept 10-11 Corona CA (LA Area)
bull RV Assembly
Sept 10-11 Lakeland FL (Sun N Fun Campus)
bull RV Assembly
Sept 10-11 Houston TX (Westwood Aviation Institute)
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems
Sept 16-18 Frederick MD bull Repairman (LSA) Inspection-Airplane
Sept 23-25 Denver CO bull Repairman (LSA) Inspection-Airplane (Westwood College)
Oct 1-2 Columbus OH (Columbus State Community College)
KLEINEAA SportAir Sponsors TOOLS
wwwkleintoolscom
WORKSHOPS ___ ~
EA~
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems bull Cas Welding
bullbull amp cafamiddot~middotAir c raft Coatings
_polyfibercom wwwalrcraftsprucecom
1-800-WORKSHOP 1-800-967-~746
wwwsportalrcom
YOU CAN BUILD IT LET EAA TEACH YOU HOW VINTAGE AIRPLANE 29
r ~ __c -lt JMNEwMAN
t The (ollowing list o(coming events is (IIrt1ished to Ollr readers as a matter o( it(orshymation only and does not constitllte approval sponsorship involvement cottrolor direction o(any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 OshkoslI WI 54903-3086 Or e-Illail tl1e information to vintageaircra(teaaorg In(ormation shollld be received (ollr months prior to tile event date
AUGUST 7-Queen City MO-Applegate Airport 18th Annual Washytermelon Fly-In 2 PM til dark Info 660-766-2644
AUGUST 13-Hoquiam WA-Bowerman Field Ercoupe Gathering amp Fly-In All experimental classic and vintage aircraft are welshycome Excellent restaurant on field Info Dick 360-533-5926
AUGUST 19-21-Alliance OH-Barber Airport (201) 7th Annual Ohio Aeronca Aviators Fly-In Join us for a relaxing weekend of fun food friendship and flying Breakfast served by EAA Ch 82 Sat amp Sun 7am-llam Camping on field local lodging and transportation available Forums on Saturday Info Brian 216shy337-5643 or bwmatzllacyahoocom or wwwoaafy-Incom
AUGUST 20--Laurinburg-Maxton NC-Ercoupe Owners Club Aweshysome August Invitational NorthSouth Carolina members and guests Lunch awards Young Eagles Flights Info 336-342shy5629 or bandmannetpath-rc net
AUGUST 20--Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-[n Breakfast Info Tom 740-587-2312 or tmcaiinkcom
WIVI cbullbull___bull
These are the first tools you need to buy when you re~cover your
airplane Anyone who has used them will tell you they re the next best thing to having one of our staff right beside you The VHS tape and the DVD will give you the Big Picture and the manual will walk you step by step through every part of the process Youre never on your own when youre using Poly~Fiber
wwwpolyfibercom e-mail infopolyfibercom
Aircraft Coatings 800-362-3490
AUGUST 20--Niles M[-jerry Tyler Memorial Airport (3TR) VAA Ch 35 Corn and Sausage Roast 11am-3pm Rain date August 20 Donations $5 adults $3 children 12-yrs and under All you can eat Info Len 269-684-6566
SEPTEMBER 3-Marion [N-(MZZ) Flyln Cruiseln Info wwwFiylnCruiseln com
SEPTEMBER 3-Prosser WA-EAA Ch 391 s 22nd Annual Labor Day Weekend Prosser Fly-[n Info 509-735-1664
SEPTEMBER S-U-Galesburg [L-Galesburg Municipal Airport 34h Annual Stearman Fly-[n Technical seminars Aircraft judging and awards Aerobatic formation short-field takeoff spot-landing and flour bombing contests Dawn Patrol lunch-time flyouts pizza party stage show banquet and more Info 309-343-6409 or stearmanstearmanfyin com or wwwstea rmanfyin com
SEPTEMBER U -Mt Morris IL-Ogle County Airport (C55) EAA Ch 682 Fly-In Breakfas t 7am-12pm Info 815-732-7268
SEPTEMBER 16-17-Bartlesville OK-Frank Phillips Field (BVO) 49th Annual Tulsa Regional Fly-In Info wwwtllisafyincom or Charlie Harris at 918-622-8400
SEPTEMBER 17-Poplar Grove IL-Poplar Grove Airport Vintage Wings amp Wheels Museum Salu te to WW II Combat Aviators Military aircraft display and fly-by Interviews with 12 WWII veterans of air combat Info wwwpopiargroveairmotivecommllsellnl
SEPTEMBER 17-1S-Rock Falls IL-Whiteside County Airport (SQI) North Centra l EAA Old Fashioned Fly-In Forums workshops fly-market camping air rally awards food amp exhibitors Info wwwnceaaorg
SEPTEMBER 22-25-St Louis MO-Creve Coeur Airport (lHO) Monocoupe Club Fly-InReunion Info Frank Kerner (314) 277-4306 or monocoupesbcgiobainet or wwwmorlOcollpecom
SEPTEMBER 23-25-Sonoma CA-Sonoma Skypark (OQ9) 23rd Annua l 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 208shy739-3979 or ristpsaoicom
SEPTEMBER 24-Topping VA-Hummel Air Field 10h Annual Car amp Air Event 8am-4pm Featuring ant ique cars and planes plus fire apparatus tractors amp engines and arts amp crafts Info (804) 694-5995 or in(oWingsandwheeislIs or wwwwingsandwheeislIs
SEPTEMBER 24-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-I n Info wwwieebottomcom
OCTOBER 1-2-Midland TX-Midland [nt l Airport FINAshyCAF AIRSHO 2005 will commemorate 60th Anniversary of the end of World War II Info 432-563-1000 x 2231 or pubiicreiationscaf7qorg
OCTOBER 5-9-Tullahoma TN-1932 to 2005-The Tradition Lives Year of the Staggerwing Staggerwing Twin Beech 18 Bonanza Baron Beech owners amp enthusiasts Sponsored by the Staggerwing Museum Foundation Staggerwing Club Twin Beech 18 Society BonanzaBaron Museum Travel Air Division amp Twin Bonanza Assn Info 931-455-1974
REGIONAL FLY-IN SCHEDULE EAA Mid-Eastern Fly-In EAA Southeast August 26-28 2005 Regional Fly-In Marion OH (MN N) October 7-92004
Evergreen AL (GZH) Virginia State EAA Fly-In wwwserfi org October 1-2 2005 Petersburg VA (PTB) Copperstate Regional EAA Fly-In wwwvaeaaorg October 6-92005
Phoenix AZ (A39) wwwcopperstateorg
30 AU G U S T 2005
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 dlie7025IOI om vaaflyboyLwnsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Avc 72 15 East 46th SI Albert Lea MN 56007 Tulsa OK 74147
507-373-1674 918-622-8400 stfles(eskmefiiacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush H ill Road Sherborn MA 01 770
508-65l-7157 SH i Ocomcas t llet
David Bennett PO Box 11 88
ioseville CA 95678 916-645-8370
antiquerireachcul1l
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507-263-24 14
InjbfchldrcOI111tCtcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773-779-2 105
pllOtopiotaoicom
Dave C lark 635 Vestal Lane
Plainfield IN 46 168 317-839-4500
davecpciiquestnet
John S Copeland l A Deacon Street
Northborough MA 0 1532 508-393-4775
copelaml JjllllOcom
Phil Coulson 284 15 Springbrook Dr
Lawton MI 49065 269-624-6490
rcollsonS J6cscom
Roger Gom oll 8891 Airport Rd Box C2
Blaine MN 55449 763-786-J342
pledgedriveIns11com
Dale A Gustafson 7724 Shady Hills Dr
Indianapoli s IN 46278 317-293-4430
dalefayemscom
Jeannie Hill PO Box 328
Ha rva rd IL 60033-0328 8l5-943-7205
dishaoowc et
Espie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-3650
wintisockaoco m
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaoicom
Robert D Rob Lumley 1265 Sout h 124th Sl Brookfield WI 53005
262-782-2633 illmpeniiexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817-491-9 110
sellemorris(~lev I IIet
Dean Richardson 1429 Kings Lynn Rd
Stoughton WI 53589 608-877-8485
daraprilairecom
SH Wes Schmid 2359 Lefeber Ave nue
Wauwatosa WI 532 t 3 414-771- 1545
sllschmicimilwpccom
DIRECTORS EMERITUS
Gene C hase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920-23 1-5002 815-923-459 1
GRCHACllarterHet b7ac1Jc llel
Ronald C Fritz 15401 Sparta AV(
Kent City MI 49330 6 16-678-50 12
rFritzf1athwaywlcom
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873 Web Site wwwvintageaircraftorg and wwwairventllreorg E-Mail vintageaircraftCtieaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)
- Newrenew memberships EAA Divishysions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
-Address changes -Merchandise sales -Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory ___ ___ _ 732-885-6711
Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing920-426-4876 Education __ _ 888-322-3229
- EAA Ai r Academy - EAA Scholarships
Flight Advisors info rmation 920-426-6864 Flight Inst ructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles _ _ _ 877-806-8902
Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan _ 866-647-4322 Term Life and Accidental _ 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 Vintage _ FAX 920-426-6865
- Submitting articlephoto - Advertising information
EAA Aviation Foundat ion Artifact Donations 920-426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Association Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additional $10 annually Junior Membershjp (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
EAA SPORT PILOT Current EAA m embers may add EAA
SPORT PILOT magaZine for an additional $20 per year
EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magaZine not inshyduded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA members may join the
Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not inshyduded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the
International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magazine for an additional $45 per year
EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magaZine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA
Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magashyzine and one year membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a
check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2005 by lhe EM Vintage IgtJrcraft Association All righls reserved
VINlAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage IgtJrcraft Association of the ExperimentallgtJrcraft Association and is published monthly at EM Aviation Ceoter 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vinfageaircrafteaaorg Periodicals Poslage paid al Oshkosh Wisconsin 54901 and al additional mailing oHices POSTshyMASTER Send address changes to Vintage IgtJrplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcretumswdsmailcom FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivet)l of VlNlAGE AIRPLANE to loreign and APO addresses via surtace mail ADVERTISshyING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Readers are encouraged to subm stories and photographs Polky opinions expressed in artk1es are solely those of the authors Responsibility for accuracy in reporting rests entirely wh the contributor No remuneration is made Material should be sent to Edor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 92D-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aeronautica are registered trademarks trademarks and service marks of the EXperimental Aircraft Association Inc The use of these trademarks and service marks without lhe pennission of the ExperimentallgtJrcraft Association Inc is strictly prohibited
VINTAGE AIRPLANE 31
Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no
frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VM
reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1-800-233-6934 e-mail ramremfgaolcom Website wwwramengine com VI NTAG E
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418 wwwlpjetservicescom
Airplane T-Shirts 150 Different Airplanes Available
ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
WE PROBABLY HAVE YOUR AIRPLANE
wwwairplanetshirtscom 1-800-645-7739
Flying wires available 1994 pricing Visit wwwflyingwirescom or call
800-517-9278
ELECTRICAL CONDUIT
ASSEMBliES bull MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made per your specifications
bull Original equipment style Braided Conduits in Aluminum Brass or Stainless Steel
bull We carry a complete line of AN - MS Electrical Fittings Backshell Adapters and Specialty Fittings
bull We also have full machine shop capabilities for any custom applications you may require
bull Rebuild your Warbird back to Original
AIRFLEX INDUSTRIES 2538 SUPPLY STREET POMONA CA 91767
Tel 909-392-8474 AI RFLEXI N D USTRIES COM
THE FORGOTTEN PERFORMERS continued
the Pacemaker in marginal weather Mud Lake is narrow shallow and a half-mile long and Poet dragged it twice and then did a touch-andshygo before setting down for th e pickup Mattie Jack was loaded on and they headed for the hospital at Bella Coola It was dark on arshyrival and although landing in the narrow valley without daylight was seldom attempted Dick executed a safe approach and thwarted a sad ending to Mattie Jacks life
The Pacemakers most serious trauma occurred on July 25 1963 on a takeoff from Nimpo Lake 70 miles east of Bella Coola Loaded with two adults and five children from the Poets extended family and piloted by Helens cousin Bob Stewart a wingtip caught the water in an attempt to un-stick the right float and the plane cartwheeled
The left wing and one float were torn off the fuselage was comshypletely severed immediately behind the cabin and everything came to rest floating inverted All on board
were wearing life jackets and the children were ed uca ted in float flying they tripped their seat belt buckles swam out the open end of the cabin and popped to the surshyface There were no injuries
Bohanan retri eved the engine it was flushed mounted on the nose of a PT-17 Stearman and sold to a dentist Dr William Stone in Sandy Oregon Forty years later the Stearman i s still owned by Stone and the same Wasp Jr is on the nose
The remainder of the Pacemaker stayed on the shore of Nimpo Lake for a year and then was loaded on a farm truck by Dicks son-in-law Alan Hauan and returned to Aumsshyville where it was deposited behind the Poets barn A much more serishyous tragedy occurred a short time later when Dick was involved in the fatal crash of a DHC-2 float Beaver when one wing folded
To be continued in the September isshysue ofVintage Airplane
32 AUGUST 2005
DOUG STEWART
Whetherweather to go or not
There I was driving along the turnpike looking up at a severe clear cerulean sky and rather than findshy
ing myself ecstatic at that beautishyful sight words that cannot be reshypeated in this column were formshying on my lips Gosh darn (it was really a lot stronger said than that) the briefer said VFR not recomshymended and now instead of being up in that sky where I belong I am down here ground bound driving to my destination
I know probably everyone of us has been in this situation pershyhaps more times than we care or choose to remember As the sayshying goes There are old pilots and bold pilots but no old bold pishylots Many of us are aware that most aviation accidents when asshysociated with weather tend to be fatal ones Thus if we are not inshystrument rated and current or flyshying an airplane that is not instrushyment certified we tend to choose alternative means of transporshytation when the briefer tells us VFR is not recommended
But does this always have to be the case Are there any ways to make those VFR trips possible and still remain safe Are there any tools we can use to determine if the forecast is holding true or if it is not For I think we all both male and female would agree that the weather is like the opposite sex-toshytally fickle and unpredictable Lets
take a look at the numerous tools we have for making the gono-go decision relative to the weather
To help determine if the forecast is going to hold true I usually first consult the METARS Check reshyporting stations along your route If you are able get a history showshying the reports over the past three to four hours and see if the reports are corroborating the forecasts (DUATS WSI and Meteorlogix are all great sources for this informashytion) What trend do you see in the reports Is the weather getshyting better or worse or holding the same Is it doing what the TAF and FA said it would
Im also sure to compare the tershyminal forecasts (TAF) with the Area Forecast (FA) The TAF covers only a S-mile radius of the aerodrome whereas the FA covers an entire area Keep in mind that cloud bases in the TAF are AGL (above ground) whereas the cloud bases in the FA are MSL (above sea level)
Next I check the PIREPS (pilot reports) Do they substantiate the briefers warnings When checking PIREPS be sure to take into account where the report was made (threeshydimensionally) when it was made and what type of aircraft the reportshying pilot was flying If a 747 reports light chop along my route I might consider leaving the ropes on my airplane and going to have a frosty one whereas if its a J3 reporting moderate turbulence I might very
well launch on my own flight While we are mentioning PIREPS
lets not forget that (as in all things in life) what goes around comes around If we are seeking PIREPS in helping us to make the gono-go decision we should also consider filing them It takes only a few moshyments to file a PIREP and in doing so you are assisting many other pishylots in their flight planning
These are a few of the tools we can use while still on the ground to determine if the forecast is holdshying true But what about when we are already en route How can we know whether the weather will be as forecast
Obviously if the forecast was for severe clear and there are a lot of clouds forming you do not need to be a rocket scientist or a brain surgeon to know that the forecast is not holding true But there are many other clues that might not be quite as obvious and that should warn us that the briefer might have been wrong
If we realize that we are having to fly a heading other than what we had plotted to track our course or if we are experiencing different ground speeds than what we had exshypected we should understand that there is a good chance that the enshytire forecast might be off After all these forecasts are predicated on the expected movement of fronts and pressure zones When they dont move as anticipated the winds aloft
VINTAGE AIRPLANE 25
will be different thus yielding difshyferent headings and groundspeeds than we had planned
There is something else that can give us a heads-up about the posshysibility of the forecast going south and that is the temperatures aloft Most aircraft have outside air temshyperature gauges (OAT) and these can be very useful tools-ones that many pilots ignore An OAT can be used to corroborate whether the temperatures aloft are as forecast (You do remember that the foreshycast temperatures aloft are included with the winds aloft dont you) This can give us an understanding of whether the fronts are moving at the speed and direction forecast or if they might be moving slower or faster than expected
Keeping track of the temperashytures as you climb can also help you quickly determine if the lapse rate is stable Remembering that the stable lapse rate is ZOC per thousand feet one can make a note of the tempershy
ature on the ground prior to takeoff and then check it as you climb If it is less than ZOC per thousand one of the major ingredients in the proshyduction of thunderstorms is presshyent that being an unstable lapse rate (The other two are moist air and a lifting action of some kind) Thus the OAT can be a useful tool in confirming or refuting the foreshycast of thunderstorms
One could spend a lifetime studyshying the weather and not get any closer to predicting what it might do And I cant do justice to the subshyject in this short article However when it comes to weather I must say that discretion is the better part of valor There are certainly times when the briefer will give the warnshying that VFR is not recommended and the day turns out to be beautishyful But there are also times when your beautiful day turns ugly
Regardless of whether the foreshycast is for good weather or bad be sure to have an alternate plan in
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation
Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these jewels on and bring back the good times New General Aviation Sizes Available
500 x 5 600 X 6 700 X 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
~DESSER(~ 323-721-4900 FAX 323-721 -7888
6900 Acco St Montebello CA 90640 TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106
wwwdessercom
26 AUGUST 2005
place Remember to run the PAVE and CARE checklists that I wrote about in previous articles to help you make the proper decisions relative to the weather Using the tools I have mentioned above will help you in checking the enVironshyment help in understanding the consequences of the hazards asshysociated with some aspects of the weather and aid you in assessing the realities of what the weather is really doing
And when the briefer gives you that dire warning of VFR not recshyommended keep in mind that it is always much better to be on the ground wishing you were up in the air than up in the air wishing you were on the ground He might be wrong and Ive offered some tools to help determine that but he very well might be right
Doug Stewart is the 2004 National CFI of the Year a Master CFI and a DPE He operates DSFI Inc based at the Columbia County Airport (lBl)
TelePhone 800-247-8473 or
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE NEWLY ACQUIRED GARNER P EMMERSON COLLECTION DONATED TO EAA BY BOB HIGHLEY OF LAKELAND FLORIDA
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs to be in no later than September 10 for inclusion in the November 2005 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to mysteryplaneeaaorg Be sure to include your name city and state in the body of your note and put (Month) Mystery Plane in the subject line
MAY S MYSTERY ANSWER as residing in Los Angeles at that time I learned this while roaming on wwwaerofilescom last evening
I already had seen the aircraft in the British magazine Aeroplane Monthly that has the same photo as yours along with some contemshyporary aircraft in an illustrated article in the September 2003 isshysue with the title Call That Safe The caption to the photo reads
In 1933 Carl Hall and Frank Nixon tested this propeller cowlshying at Compton California It was claimed to speed up aeroplanes from 39 to 140 per cent and slow them as much as desired for landshying the innerdeflectors serving
Mays Mystery Plane came to us X12211 seems to have its 95-hp as air brakes from Harold Swanson Cirrus upright four-cylinder en I hope that you have more inshygine
Heres our only letter concerning as it was reported to have in 1 formation about this interesting934 its identity it was reported to have had a Veshy early try at a ducted propeller
lie engine when built in 1931 Jack Erickson The Felio Ranger SP-2 owner Harold G Felio is li State College Pennsylvania sted
VINTAGE AIRPLANE 27
EE BUCK HILBERT
Aeronca C-3 N-13000
Ive been asked many times Why do you hang onto this old airplane
Several reasons Mostly it has a place in more recent historyshynamely the last real Cleveland Air Race held in 1948 And probably another reason is it represents at least to me the memory of the last of the barnstormers
To the best of my knowledge the last time this little C-3 flew was at the 1948 Cleveland Air Races
The airplane belonged to Duke and Martha Hashner the owners of Global Airshows and promoters of the races that year
Duke flew this Aeronca C-3 in a clown act The airplane was painted up with a clown face was all red and white and Ive been told he did a remarkable job of entertainshying the crowd
Duke also flew other aerobatic aircraft in the show while Martha was the wing-walker parachute jumper and ticket seller
Unfortunately this was the same year record-holding entrepreneur Bill Odom crashed a racing P-S 1 into a residential area resulting in his death and other fatalities Beshycause of this accident Duke and Martha were the target of lawsuits that drove Global Airshows and the two of them out of business and into seclusion
Living on the Quietula Farm at Cherry Valley Ohio the coushyple now forced to retire from doshying their air show routines turned Global Airshows into a traveling
28 AUGUST 2005
static display show The 50s saw the advent of the
shopping center Global Airshows would truck its airplanes to the new shopping center parking lots and display them in full air show regashylia Martha and Duke would dress the part entertain the crowds and dreamed of once again being active air show circuit acts
The airplane
belonged to
Duke and Martha
Hashner
Unfortunately Duke suffering from a brain tumor lost the ability to participate and after a long batshytle passed away Martha kept the airplanes now stored at the farm and spent her days tending numershyous pet dogs and cats dreaming of her barnstorming glory days as queen of Global Airshows Martha passed away in the mid-60s
Global Airshows and its derelict aircraft were sold to Bill Ross and me a few months before Martha passed away
The collection consisted of Marshythas Meyers OTW Dukes Waco F and a Porterfield CP-65 All were inshy
tact and complete but each needed restoration Also in the collecshytion were pieces and parts of two Aeronca C-3s a J-2 Piper a Taylorshycraft L-2 and a Fairchild 22 Along with the airplanes came numerous engine parts old tools and propelshylers along with the trailers used to haul the airplanes
What happened to the airshyplanes is the frequently asked question Bill Ross was past presishydent of the EAA Warbirds of Amershyica owned a P-38 Leroy Grumshymans personal F3F and an F6F and had his hand in several entershyprises while involved in Warbirds Right at that time he discovered the Grumman Goose was the best bet in sport flying and his attention was diverted in that direction
The Meyers and the Porterfield were restored by Bill and sold The project Fairchild 22 and J-2 went to a couple of our Vintage members and were restored and are flying The Waco F was sold but never did get flying The two C-3s came to me and eventually were restored One was sold and one for those sentishymental reasons is still in my hanshygar disassembled and awaiting the final engine fix The L-2 had been a gas station ornament for years and when they took it down the guy wielding the cutting torch manshyaged to start a fire that ended any thought of restoration
Bill Ross moved to Nevada after he retired from business and unshyfortunately while returning from one of his business trips he flew
into a cloud that had a rock in it Another reason for hanging on It reminds me of Bill Ross and his contributions to the Warbirds of America being part of EAA
Oh yes we did get the C-3 flyshying but the engine ate itself up afshyter about 4S minutes Time for a different approach
I had a set of floats and rigging and Brian Van Wagnen and I deshycided the little C-3 would be a real hoot to see flying on floats However we wanted a reliable engine and the one we had was mostly junk
Brian tore into it but the crank was beyond repair At great exshypense a new one was made dual ignition heads were installed and a new single-drive dual mag was inshystalled after modifying the tail case It runs but the vibration was bad enough to cause distrust Another disassembly and recheck as well as internal component balance were in the works when tragedy struck
Brian had a hangar fire and lost everything he had in the 70-by-90 hangar and its 24-foot lean-toshyhis Widgeon project the Fleetshywing Seabird two antique Aeronca Chiefs a Piper 180 all his toys shop equipment tools and of course the building
The little C-3 stored in another building was all that was left The floats rigging and all the spare enshygine parts were destroyed in the fire A small loss in comparison to what Brian suffered
With no hangar and no shop the decision was made to disassemshyble NC-13000 and bring it back home and there it sits Every day I walk past it and say to myself You gotta get going But the press of daily living and the episodes weve been through in the past couple of years have stopped all the progress Oh well whats another couple of years After all its been grounded since 1948
Until then it just sits and Im going fishing With that its Over to you
Come or t e weekend BUILD FOR A LIFETIME
HANDS-ON HOMEBUILDER WORKSHOP
SCHEDULE
Aug 26-28 Oshkosh WI
Aug 27-28 Arlington WA
Sept 9-11 Griffin GA (Atlanta Area)
bull Repairman (LSA) Inspection-Airplane
bull RV Assembly
bullTIC Welding
Sept 10-11 Corona CA (LA Area)
bull RV Assembly
Sept 10-11 Lakeland FL (Sun N Fun Campus)
bull RV Assembly
Sept 10-11 Houston TX (Westwood Aviation Institute)
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems
Sept 16-18 Frederick MD bull Repairman (LSA) Inspection-Airplane
Sept 23-25 Denver CO bull Repairman (LSA) Inspection-Airplane (Westwood College)
Oct 1-2 Columbus OH (Columbus State Community College)
KLEINEAA SportAir Sponsors TOOLS
wwwkleintoolscom
WORKSHOPS ___ ~
EA~
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems bull Cas Welding
bullbull amp cafamiddot~middotAir c raft Coatings
_polyfibercom wwwalrcraftsprucecom
1-800-WORKSHOP 1-800-967-~746
wwwsportalrcom
YOU CAN BUILD IT LET EAA TEACH YOU HOW VINTAGE AIRPLANE 29
r ~ __c -lt JMNEwMAN
t The (ollowing list o(coming events is (IIrt1ished to Ollr readers as a matter o( it(orshymation only and does not constitllte approval sponsorship involvement cottrolor direction o(any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 OshkoslI WI 54903-3086 Or e-Illail tl1e information to vintageaircra(teaaorg In(ormation shollld be received (ollr months prior to tile event date
AUGUST 7-Queen City MO-Applegate Airport 18th Annual Washytermelon Fly-In 2 PM til dark Info 660-766-2644
AUGUST 13-Hoquiam WA-Bowerman Field Ercoupe Gathering amp Fly-In All experimental classic and vintage aircraft are welshycome Excellent restaurant on field Info Dick 360-533-5926
AUGUST 19-21-Alliance OH-Barber Airport (201) 7th Annual Ohio Aeronca Aviators Fly-In Join us for a relaxing weekend of fun food friendship and flying Breakfast served by EAA Ch 82 Sat amp Sun 7am-llam Camping on field local lodging and transportation available Forums on Saturday Info Brian 216shy337-5643 or bwmatzllacyahoocom or wwwoaafy-Incom
AUGUST 20--Laurinburg-Maxton NC-Ercoupe Owners Club Aweshysome August Invitational NorthSouth Carolina members and guests Lunch awards Young Eagles Flights Info 336-342shy5629 or bandmannetpath-rc net
AUGUST 20--Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-[n Breakfast Info Tom 740-587-2312 or tmcaiinkcom
WIVI cbullbull___bull
These are the first tools you need to buy when you re~cover your
airplane Anyone who has used them will tell you they re the next best thing to having one of our staff right beside you The VHS tape and the DVD will give you the Big Picture and the manual will walk you step by step through every part of the process Youre never on your own when youre using Poly~Fiber
wwwpolyfibercom e-mail infopolyfibercom
Aircraft Coatings 800-362-3490
AUGUST 20--Niles M[-jerry Tyler Memorial Airport (3TR) VAA Ch 35 Corn and Sausage Roast 11am-3pm Rain date August 20 Donations $5 adults $3 children 12-yrs and under All you can eat Info Len 269-684-6566
SEPTEMBER 3-Marion [N-(MZZ) Flyln Cruiseln Info wwwFiylnCruiseln com
SEPTEMBER 3-Prosser WA-EAA Ch 391 s 22nd Annual Labor Day Weekend Prosser Fly-[n Info 509-735-1664
SEPTEMBER S-U-Galesburg [L-Galesburg Municipal Airport 34h Annual Stearman Fly-[n Technical seminars Aircraft judging and awards Aerobatic formation short-field takeoff spot-landing and flour bombing contests Dawn Patrol lunch-time flyouts pizza party stage show banquet and more Info 309-343-6409 or stearmanstearmanfyin com or wwwstea rmanfyin com
SEPTEMBER U -Mt Morris IL-Ogle County Airport (C55) EAA Ch 682 Fly-In Breakfas t 7am-12pm Info 815-732-7268
SEPTEMBER 16-17-Bartlesville OK-Frank Phillips Field (BVO) 49th Annual Tulsa Regional Fly-In Info wwwtllisafyincom or Charlie Harris at 918-622-8400
SEPTEMBER 17-Poplar Grove IL-Poplar Grove Airport Vintage Wings amp Wheels Museum Salu te to WW II Combat Aviators Military aircraft display and fly-by Interviews with 12 WWII veterans of air combat Info wwwpopiargroveairmotivecommllsellnl
SEPTEMBER 17-1S-Rock Falls IL-Whiteside County Airport (SQI) North Centra l EAA Old Fashioned Fly-In Forums workshops fly-market camping air rally awards food amp exhibitors Info wwwnceaaorg
SEPTEMBER 22-25-St Louis MO-Creve Coeur Airport (lHO) Monocoupe Club Fly-InReunion Info Frank Kerner (314) 277-4306 or monocoupesbcgiobainet or wwwmorlOcollpecom
SEPTEMBER 23-25-Sonoma CA-Sonoma Skypark (OQ9) 23rd Annua l 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 208shy739-3979 or ristpsaoicom
SEPTEMBER 24-Topping VA-Hummel Air Field 10h Annual Car amp Air Event 8am-4pm Featuring ant ique cars and planes plus fire apparatus tractors amp engines and arts amp crafts Info (804) 694-5995 or in(oWingsandwheeislIs or wwwwingsandwheeislIs
SEPTEMBER 24-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-I n Info wwwieebottomcom
OCTOBER 1-2-Midland TX-Midland [nt l Airport FINAshyCAF AIRSHO 2005 will commemorate 60th Anniversary of the end of World War II Info 432-563-1000 x 2231 or pubiicreiationscaf7qorg
OCTOBER 5-9-Tullahoma TN-1932 to 2005-The Tradition Lives Year of the Staggerwing Staggerwing Twin Beech 18 Bonanza Baron Beech owners amp enthusiasts Sponsored by the Staggerwing Museum Foundation Staggerwing Club Twin Beech 18 Society BonanzaBaron Museum Travel Air Division amp Twin Bonanza Assn Info 931-455-1974
REGIONAL FLY-IN SCHEDULE EAA Mid-Eastern Fly-In EAA Southeast August 26-28 2005 Regional Fly-In Marion OH (MN N) October 7-92004
Evergreen AL (GZH) Virginia State EAA Fly-In wwwserfi org October 1-2 2005 Petersburg VA (PTB) Copperstate Regional EAA Fly-In wwwvaeaaorg October 6-92005
Phoenix AZ (A39) wwwcopperstateorg
30 AU G U S T 2005
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 dlie7025IOI om vaaflyboyLwnsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Avc 72 15 East 46th SI Albert Lea MN 56007 Tulsa OK 74147
507-373-1674 918-622-8400 stfles(eskmefiiacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush H ill Road Sherborn MA 01 770
508-65l-7157 SH i Ocomcas t llet
David Bennett PO Box 11 88
ioseville CA 95678 916-645-8370
antiquerireachcul1l
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507-263-24 14
InjbfchldrcOI111tCtcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773-779-2 105
pllOtopiotaoicom
Dave C lark 635 Vestal Lane
Plainfield IN 46 168 317-839-4500
davecpciiquestnet
John S Copeland l A Deacon Street
Northborough MA 0 1532 508-393-4775
copelaml JjllllOcom
Phil Coulson 284 15 Springbrook Dr
Lawton MI 49065 269-624-6490
rcollsonS J6cscom
Roger Gom oll 8891 Airport Rd Box C2
Blaine MN 55449 763-786-J342
pledgedriveIns11com
Dale A Gustafson 7724 Shady Hills Dr
Indianapoli s IN 46278 317-293-4430
dalefayemscom
Jeannie Hill PO Box 328
Ha rva rd IL 60033-0328 8l5-943-7205
dishaoowc et
Espie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-3650
wintisockaoco m
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaoicom
Robert D Rob Lumley 1265 Sout h 124th Sl Brookfield WI 53005
262-782-2633 illmpeniiexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817-491-9 110
sellemorris(~lev I IIet
Dean Richardson 1429 Kings Lynn Rd
Stoughton WI 53589 608-877-8485
daraprilairecom
SH Wes Schmid 2359 Lefeber Ave nue
Wauwatosa WI 532 t 3 414-771- 1545
sllschmicimilwpccom
DIRECTORS EMERITUS
Gene C hase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920-23 1-5002 815-923-459 1
GRCHACllarterHet b7ac1Jc llel
Ronald C Fritz 15401 Sparta AV(
Kent City MI 49330 6 16-678-50 12
rFritzf1athwaywlcom
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873 Web Site wwwvintageaircraftorg and wwwairventllreorg E-Mail vintageaircraftCtieaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)
- Newrenew memberships EAA Divishysions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
-Address changes -Merchandise sales -Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory ___ ___ _ 732-885-6711
Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing920-426-4876 Education __ _ 888-322-3229
- EAA Ai r Academy - EAA Scholarships
Flight Advisors info rmation 920-426-6864 Flight Inst ructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles _ _ _ 877-806-8902
Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan _ 866-647-4322 Term Life and Accidental _ 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 Vintage _ FAX 920-426-6865
- Submitting articlephoto - Advertising information
EAA Aviation Foundat ion Artifact Donations 920-426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Association Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additional $10 annually Junior Membershjp (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
EAA SPORT PILOT Current EAA m embers may add EAA
SPORT PILOT magaZine for an additional $20 per year
EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magaZine not inshyduded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA members may join the
Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not inshyduded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the
International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magazine for an additional $45 per year
EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magaZine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA
Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magashyzine and one year membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a
check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2005 by lhe EM Vintage IgtJrcraft Association All righls reserved
VINlAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage IgtJrcraft Association of the ExperimentallgtJrcraft Association and is published monthly at EM Aviation Ceoter 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vinfageaircrafteaaorg Periodicals Poslage paid al Oshkosh Wisconsin 54901 and al additional mailing oHices POSTshyMASTER Send address changes to Vintage IgtJrplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcretumswdsmailcom FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivet)l of VlNlAGE AIRPLANE to loreign and APO addresses via surtace mail ADVERTISshyING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Readers are encouraged to subm stories and photographs Polky opinions expressed in artk1es are solely those of the authors Responsibility for accuracy in reporting rests entirely wh the contributor No remuneration is made Material should be sent to Edor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 92D-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aeronautica are registered trademarks trademarks and service marks of the EXperimental Aircraft Association Inc The use of these trademarks and service marks without lhe pennission of the ExperimentallgtJrcraft Association Inc is strictly prohibited
VINTAGE AIRPLANE 31
Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no
frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VM
reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1-800-233-6934 e-mail ramremfgaolcom Website wwwramengine com VI NTAG E
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418 wwwlpjetservicescom
Airplane T-Shirts 150 Different Airplanes Available
ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
WE PROBABLY HAVE YOUR AIRPLANE
wwwairplanetshirtscom 1-800-645-7739
Flying wires available 1994 pricing Visit wwwflyingwirescom or call
800-517-9278
ELECTRICAL CONDUIT
ASSEMBliES bull MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made per your specifications
bull Original equipment style Braided Conduits in Aluminum Brass or Stainless Steel
bull We carry a complete line of AN - MS Electrical Fittings Backshell Adapters and Specialty Fittings
bull We also have full machine shop capabilities for any custom applications you may require
bull Rebuild your Warbird back to Original
AIRFLEX INDUSTRIES 2538 SUPPLY STREET POMONA CA 91767
Tel 909-392-8474 AI RFLEXI N D USTRIES COM
THE FORGOTTEN PERFORMERS continued
the Pacemaker in marginal weather Mud Lake is narrow shallow and a half-mile long and Poet dragged it twice and then did a touch-andshygo before setting down for th e pickup Mattie Jack was loaded on and they headed for the hospital at Bella Coola It was dark on arshyrival and although landing in the narrow valley without daylight was seldom attempted Dick executed a safe approach and thwarted a sad ending to Mattie Jacks life
The Pacemakers most serious trauma occurred on July 25 1963 on a takeoff from Nimpo Lake 70 miles east of Bella Coola Loaded with two adults and five children from the Poets extended family and piloted by Helens cousin Bob Stewart a wingtip caught the water in an attempt to un-stick the right float and the plane cartwheeled
The left wing and one float were torn off the fuselage was comshypletely severed immediately behind the cabin and everything came to rest floating inverted All on board
were wearing life jackets and the children were ed uca ted in float flying they tripped their seat belt buckles swam out the open end of the cabin and popped to the surshyface There were no injuries
Bohanan retri eved the engine it was flushed mounted on the nose of a PT-17 Stearman and sold to a dentist Dr William Stone in Sandy Oregon Forty years later the Stearman i s still owned by Stone and the same Wasp Jr is on the nose
The remainder of the Pacemaker stayed on the shore of Nimpo Lake for a year and then was loaded on a farm truck by Dicks son-in-law Alan Hauan and returned to Aumsshyville where it was deposited behind the Poets barn A much more serishyous tragedy occurred a short time later when Dick was involved in the fatal crash of a DHC-2 float Beaver when one wing folded
To be continued in the September isshysue ofVintage Airplane
32 AUGUST 2005
will be different thus yielding difshyferent headings and groundspeeds than we had planned
There is something else that can give us a heads-up about the posshysibility of the forecast going south and that is the temperatures aloft Most aircraft have outside air temshyperature gauges (OAT) and these can be very useful tools-ones that many pilots ignore An OAT can be used to corroborate whether the temperatures aloft are as forecast (You do remember that the foreshycast temperatures aloft are included with the winds aloft dont you) This can give us an understanding of whether the fronts are moving at the speed and direction forecast or if they might be moving slower or faster than expected
Keeping track of the temperashytures as you climb can also help you quickly determine if the lapse rate is stable Remembering that the stable lapse rate is ZOC per thousand feet one can make a note of the tempershy
ature on the ground prior to takeoff and then check it as you climb If it is less than ZOC per thousand one of the major ingredients in the proshyduction of thunderstorms is presshyent that being an unstable lapse rate (The other two are moist air and a lifting action of some kind) Thus the OAT can be a useful tool in confirming or refuting the foreshycast of thunderstorms
One could spend a lifetime studyshying the weather and not get any closer to predicting what it might do And I cant do justice to the subshyject in this short article However when it comes to weather I must say that discretion is the better part of valor There are certainly times when the briefer will give the warnshying that VFR is not recommended and the day turns out to be beautishyful But there are also times when your beautiful day turns ugly
Regardless of whether the foreshycast is for good weather or bad be sure to have an alternate plan in
AERO CLASSIC COLLECTOR SERIES
Vintage Tires New USA Production
Show off your pride and joy with a fresh set of Vintage Rubber These newly minted tires are FAA-TSOd and speed rated to 120 MPH Some things are better left the way they
were and in the 40s and 50s these tires were perfectly in tune to the exciting times in aviation
Not only do these tires set your vintage plane apart from the rest but also look exceptional on all General Aviation aircraft Deep 832nd tread depth offers above average tread life and UV treated rubber resists aging
First impressions last a lifetime so put these jewels on and bring back the good times New General Aviation Sizes Available
500 x 5 600 X 6 700 X 8
Desser has the largest stock and selection of Vintage and Warbird tires in the world Contact us with
~DESSER(~ 323-721-4900 FAX 323-721 -7888
6900 Acco St Montebello CA 90640 TIRE amp RUBBER COMPANY 3400 Chelsea Ave Memphis TN 38106
wwwdessercom
26 AUGUST 2005
place Remember to run the PAVE and CARE checklists that I wrote about in previous articles to help you make the proper decisions relative to the weather Using the tools I have mentioned above will help you in checking the enVironshyment help in understanding the consequences of the hazards asshysociated with some aspects of the weather and aid you in assessing the realities of what the weather is really doing
And when the briefer gives you that dire warning of VFR not recshyommended keep in mind that it is always much better to be on the ground wishing you were up in the air than up in the air wishing you were on the ground He might be wrong and Ive offered some tools to help determine that but he very well might be right
Doug Stewart is the 2004 National CFI of the Year a Master CFI and a DPE He operates DSFI Inc based at the Columbia County Airport (lBl)
TelePhone 800-247-8473 or
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE NEWLY ACQUIRED GARNER P EMMERSON COLLECTION DONATED TO EAA BY BOB HIGHLEY OF LAKELAND FLORIDA
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs to be in no later than September 10 for inclusion in the November 2005 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to mysteryplaneeaaorg Be sure to include your name city and state in the body of your note and put (Month) Mystery Plane in the subject line
MAY S MYSTERY ANSWER as residing in Los Angeles at that time I learned this while roaming on wwwaerofilescom last evening
I already had seen the aircraft in the British magazine Aeroplane Monthly that has the same photo as yours along with some contemshyporary aircraft in an illustrated article in the September 2003 isshysue with the title Call That Safe The caption to the photo reads
In 1933 Carl Hall and Frank Nixon tested this propeller cowlshying at Compton California It was claimed to speed up aeroplanes from 39 to 140 per cent and slow them as much as desired for landshying the innerdeflectors serving
Mays Mystery Plane came to us X12211 seems to have its 95-hp as air brakes from Harold Swanson Cirrus upright four-cylinder en I hope that you have more inshygine
Heres our only letter concerning as it was reported to have in 1 formation about this interesting934 its identity it was reported to have had a Veshy early try at a ducted propeller
lie engine when built in 1931 Jack Erickson The Felio Ranger SP-2 owner Harold G Felio is li State College Pennsylvania sted
VINTAGE AIRPLANE 27
EE BUCK HILBERT
Aeronca C-3 N-13000
Ive been asked many times Why do you hang onto this old airplane
Several reasons Mostly it has a place in more recent historyshynamely the last real Cleveland Air Race held in 1948 And probably another reason is it represents at least to me the memory of the last of the barnstormers
To the best of my knowledge the last time this little C-3 flew was at the 1948 Cleveland Air Races
The airplane belonged to Duke and Martha Hashner the owners of Global Airshows and promoters of the races that year
Duke flew this Aeronca C-3 in a clown act The airplane was painted up with a clown face was all red and white and Ive been told he did a remarkable job of entertainshying the crowd
Duke also flew other aerobatic aircraft in the show while Martha was the wing-walker parachute jumper and ticket seller
Unfortunately this was the same year record-holding entrepreneur Bill Odom crashed a racing P-S 1 into a residential area resulting in his death and other fatalities Beshycause of this accident Duke and Martha were the target of lawsuits that drove Global Airshows and the two of them out of business and into seclusion
Living on the Quietula Farm at Cherry Valley Ohio the coushyple now forced to retire from doshying their air show routines turned Global Airshows into a traveling
28 AUGUST 2005
static display show The 50s saw the advent of the
shopping center Global Airshows would truck its airplanes to the new shopping center parking lots and display them in full air show regashylia Martha and Duke would dress the part entertain the crowds and dreamed of once again being active air show circuit acts
The airplane
belonged to
Duke and Martha
Hashner
Unfortunately Duke suffering from a brain tumor lost the ability to participate and after a long batshytle passed away Martha kept the airplanes now stored at the farm and spent her days tending numershyous pet dogs and cats dreaming of her barnstorming glory days as queen of Global Airshows Martha passed away in the mid-60s
Global Airshows and its derelict aircraft were sold to Bill Ross and me a few months before Martha passed away
The collection consisted of Marshythas Meyers OTW Dukes Waco F and a Porterfield CP-65 All were inshy
tact and complete but each needed restoration Also in the collecshytion were pieces and parts of two Aeronca C-3s a J-2 Piper a Taylorshycraft L-2 and a Fairchild 22 Along with the airplanes came numerous engine parts old tools and propelshylers along with the trailers used to haul the airplanes
What happened to the airshyplanes is the frequently asked question Bill Ross was past presishydent of the EAA Warbirds of Amershyica owned a P-38 Leroy Grumshymans personal F3F and an F6F and had his hand in several entershyprises while involved in Warbirds Right at that time he discovered the Grumman Goose was the best bet in sport flying and his attention was diverted in that direction
The Meyers and the Porterfield were restored by Bill and sold The project Fairchild 22 and J-2 went to a couple of our Vintage members and were restored and are flying The Waco F was sold but never did get flying The two C-3s came to me and eventually were restored One was sold and one for those sentishymental reasons is still in my hanshygar disassembled and awaiting the final engine fix The L-2 had been a gas station ornament for years and when they took it down the guy wielding the cutting torch manshyaged to start a fire that ended any thought of restoration
Bill Ross moved to Nevada after he retired from business and unshyfortunately while returning from one of his business trips he flew
into a cloud that had a rock in it Another reason for hanging on It reminds me of Bill Ross and his contributions to the Warbirds of America being part of EAA
Oh yes we did get the C-3 flyshying but the engine ate itself up afshyter about 4S minutes Time for a different approach
I had a set of floats and rigging and Brian Van Wagnen and I deshycided the little C-3 would be a real hoot to see flying on floats However we wanted a reliable engine and the one we had was mostly junk
Brian tore into it but the crank was beyond repair At great exshypense a new one was made dual ignition heads were installed and a new single-drive dual mag was inshystalled after modifying the tail case It runs but the vibration was bad enough to cause distrust Another disassembly and recheck as well as internal component balance were in the works when tragedy struck
Brian had a hangar fire and lost everything he had in the 70-by-90 hangar and its 24-foot lean-toshyhis Widgeon project the Fleetshywing Seabird two antique Aeronca Chiefs a Piper 180 all his toys shop equipment tools and of course the building
The little C-3 stored in another building was all that was left The floats rigging and all the spare enshygine parts were destroyed in the fire A small loss in comparison to what Brian suffered
With no hangar and no shop the decision was made to disassemshyble NC-13000 and bring it back home and there it sits Every day I walk past it and say to myself You gotta get going But the press of daily living and the episodes weve been through in the past couple of years have stopped all the progress Oh well whats another couple of years After all its been grounded since 1948
Until then it just sits and Im going fishing With that its Over to you
Come or t e weekend BUILD FOR A LIFETIME
HANDS-ON HOMEBUILDER WORKSHOP
SCHEDULE
Aug 26-28 Oshkosh WI
Aug 27-28 Arlington WA
Sept 9-11 Griffin GA (Atlanta Area)
bull Repairman (LSA) Inspection-Airplane
bull RV Assembly
bullTIC Welding
Sept 10-11 Corona CA (LA Area)
bull RV Assembly
Sept 10-11 Lakeland FL (Sun N Fun Campus)
bull RV Assembly
Sept 10-11 Houston TX (Westwood Aviation Institute)
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems
Sept 16-18 Frederick MD bull Repairman (LSA) Inspection-Airplane
Sept 23-25 Denver CO bull Repairman (LSA) Inspection-Airplane (Westwood College)
Oct 1-2 Columbus OH (Columbus State Community College)
KLEINEAA SportAir Sponsors TOOLS
wwwkleintoolscom
WORKSHOPS ___ ~
EA~
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems bull Cas Welding
bullbull amp cafamiddot~middotAir c raft Coatings
_polyfibercom wwwalrcraftsprucecom
1-800-WORKSHOP 1-800-967-~746
wwwsportalrcom
YOU CAN BUILD IT LET EAA TEACH YOU HOW VINTAGE AIRPLANE 29
r ~ __c -lt JMNEwMAN
t The (ollowing list o(coming events is (IIrt1ished to Ollr readers as a matter o( it(orshymation only and does not constitllte approval sponsorship involvement cottrolor direction o(any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 OshkoslI WI 54903-3086 Or e-Illail tl1e information to vintageaircra(teaaorg In(ormation shollld be received (ollr months prior to tile event date
AUGUST 7-Queen City MO-Applegate Airport 18th Annual Washytermelon Fly-In 2 PM til dark Info 660-766-2644
AUGUST 13-Hoquiam WA-Bowerman Field Ercoupe Gathering amp Fly-In All experimental classic and vintage aircraft are welshycome Excellent restaurant on field Info Dick 360-533-5926
AUGUST 19-21-Alliance OH-Barber Airport (201) 7th Annual Ohio Aeronca Aviators Fly-In Join us for a relaxing weekend of fun food friendship and flying Breakfast served by EAA Ch 82 Sat amp Sun 7am-llam Camping on field local lodging and transportation available Forums on Saturday Info Brian 216shy337-5643 or bwmatzllacyahoocom or wwwoaafy-Incom
AUGUST 20--Laurinburg-Maxton NC-Ercoupe Owners Club Aweshysome August Invitational NorthSouth Carolina members and guests Lunch awards Young Eagles Flights Info 336-342shy5629 or bandmannetpath-rc net
AUGUST 20--Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-[n Breakfast Info Tom 740-587-2312 or tmcaiinkcom
WIVI cbullbull___bull
These are the first tools you need to buy when you re~cover your
airplane Anyone who has used them will tell you they re the next best thing to having one of our staff right beside you The VHS tape and the DVD will give you the Big Picture and the manual will walk you step by step through every part of the process Youre never on your own when youre using Poly~Fiber
wwwpolyfibercom e-mail infopolyfibercom
Aircraft Coatings 800-362-3490
AUGUST 20--Niles M[-jerry Tyler Memorial Airport (3TR) VAA Ch 35 Corn and Sausage Roast 11am-3pm Rain date August 20 Donations $5 adults $3 children 12-yrs and under All you can eat Info Len 269-684-6566
SEPTEMBER 3-Marion [N-(MZZ) Flyln Cruiseln Info wwwFiylnCruiseln com
SEPTEMBER 3-Prosser WA-EAA Ch 391 s 22nd Annual Labor Day Weekend Prosser Fly-[n Info 509-735-1664
SEPTEMBER S-U-Galesburg [L-Galesburg Municipal Airport 34h Annual Stearman Fly-[n Technical seminars Aircraft judging and awards Aerobatic formation short-field takeoff spot-landing and flour bombing contests Dawn Patrol lunch-time flyouts pizza party stage show banquet and more Info 309-343-6409 or stearmanstearmanfyin com or wwwstea rmanfyin com
SEPTEMBER U -Mt Morris IL-Ogle County Airport (C55) EAA Ch 682 Fly-In Breakfas t 7am-12pm Info 815-732-7268
SEPTEMBER 16-17-Bartlesville OK-Frank Phillips Field (BVO) 49th Annual Tulsa Regional Fly-In Info wwwtllisafyincom or Charlie Harris at 918-622-8400
SEPTEMBER 17-Poplar Grove IL-Poplar Grove Airport Vintage Wings amp Wheels Museum Salu te to WW II Combat Aviators Military aircraft display and fly-by Interviews with 12 WWII veterans of air combat Info wwwpopiargroveairmotivecommllsellnl
SEPTEMBER 17-1S-Rock Falls IL-Whiteside County Airport (SQI) North Centra l EAA Old Fashioned Fly-In Forums workshops fly-market camping air rally awards food amp exhibitors Info wwwnceaaorg
SEPTEMBER 22-25-St Louis MO-Creve Coeur Airport (lHO) Monocoupe Club Fly-InReunion Info Frank Kerner (314) 277-4306 or monocoupesbcgiobainet or wwwmorlOcollpecom
SEPTEMBER 23-25-Sonoma CA-Sonoma Skypark (OQ9) 23rd Annua l 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 208shy739-3979 or ristpsaoicom
SEPTEMBER 24-Topping VA-Hummel Air Field 10h Annual Car amp Air Event 8am-4pm Featuring ant ique cars and planes plus fire apparatus tractors amp engines and arts amp crafts Info (804) 694-5995 or in(oWingsandwheeislIs or wwwwingsandwheeislIs
SEPTEMBER 24-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-I n Info wwwieebottomcom
OCTOBER 1-2-Midland TX-Midland [nt l Airport FINAshyCAF AIRSHO 2005 will commemorate 60th Anniversary of the end of World War II Info 432-563-1000 x 2231 or pubiicreiationscaf7qorg
OCTOBER 5-9-Tullahoma TN-1932 to 2005-The Tradition Lives Year of the Staggerwing Staggerwing Twin Beech 18 Bonanza Baron Beech owners amp enthusiasts Sponsored by the Staggerwing Museum Foundation Staggerwing Club Twin Beech 18 Society BonanzaBaron Museum Travel Air Division amp Twin Bonanza Assn Info 931-455-1974
REGIONAL FLY-IN SCHEDULE EAA Mid-Eastern Fly-In EAA Southeast August 26-28 2005 Regional Fly-In Marion OH (MN N) October 7-92004
Evergreen AL (GZH) Virginia State EAA Fly-In wwwserfi org October 1-2 2005 Petersburg VA (PTB) Copperstate Regional EAA Fly-In wwwvaeaaorg October 6-92005
Phoenix AZ (A39) wwwcopperstateorg
30 AU G U S T 2005
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 dlie7025IOI om vaaflyboyLwnsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Avc 72 15 East 46th SI Albert Lea MN 56007 Tulsa OK 74147
507-373-1674 918-622-8400 stfles(eskmefiiacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush H ill Road Sherborn MA 01 770
508-65l-7157 SH i Ocomcas t llet
David Bennett PO Box 11 88
ioseville CA 95678 916-645-8370
antiquerireachcul1l
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507-263-24 14
InjbfchldrcOI111tCtcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773-779-2 105
pllOtopiotaoicom
Dave C lark 635 Vestal Lane
Plainfield IN 46 168 317-839-4500
davecpciiquestnet
John S Copeland l A Deacon Street
Northborough MA 0 1532 508-393-4775
copelaml JjllllOcom
Phil Coulson 284 15 Springbrook Dr
Lawton MI 49065 269-624-6490
rcollsonS J6cscom
Roger Gom oll 8891 Airport Rd Box C2
Blaine MN 55449 763-786-J342
pledgedriveIns11com
Dale A Gustafson 7724 Shady Hills Dr
Indianapoli s IN 46278 317-293-4430
dalefayemscom
Jeannie Hill PO Box 328
Ha rva rd IL 60033-0328 8l5-943-7205
dishaoowc et
Espie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-3650
wintisockaoco m
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaoicom
Robert D Rob Lumley 1265 Sout h 124th Sl Brookfield WI 53005
262-782-2633 illmpeniiexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817-491-9 110
sellemorris(~lev I IIet
Dean Richardson 1429 Kings Lynn Rd
Stoughton WI 53589 608-877-8485
daraprilairecom
SH Wes Schmid 2359 Lefeber Ave nue
Wauwatosa WI 532 t 3 414-771- 1545
sllschmicimilwpccom
DIRECTORS EMERITUS
Gene C hase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920-23 1-5002 815-923-459 1
GRCHACllarterHet b7ac1Jc llel
Ronald C Fritz 15401 Sparta AV(
Kent City MI 49330 6 16-678-50 12
rFritzf1athwaywlcom
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873 Web Site wwwvintageaircraftorg and wwwairventllreorg E-Mail vintageaircraftCtieaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)
- Newrenew memberships EAA Divishysions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
-Address changes -Merchandise sales -Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory ___ ___ _ 732-885-6711
Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing920-426-4876 Education __ _ 888-322-3229
- EAA Ai r Academy - EAA Scholarships
Flight Advisors info rmation 920-426-6864 Flight Inst ructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles _ _ _ 877-806-8902
Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan _ 866-647-4322 Term Life and Accidental _ 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 Vintage _ FAX 920-426-6865
- Submitting articlephoto - Advertising information
EAA Aviation Foundat ion Artifact Donations 920-426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Association Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additional $10 annually Junior Membershjp (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
EAA SPORT PILOT Current EAA m embers may add EAA
SPORT PILOT magaZine for an additional $20 per year
EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magaZine not inshyduded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA members may join the
Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not inshyduded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the
International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magazine for an additional $45 per year
EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magaZine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA
Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magashyzine and one year membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a
check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2005 by lhe EM Vintage IgtJrcraft Association All righls reserved
VINlAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage IgtJrcraft Association of the ExperimentallgtJrcraft Association and is published monthly at EM Aviation Ceoter 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vinfageaircrafteaaorg Periodicals Poslage paid al Oshkosh Wisconsin 54901 and al additional mailing oHices POSTshyMASTER Send address changes to Vintage IgtJrplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcretumswdsmailcom FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivet)l of VlNlAGE AIRPLANE to loreign and APO addresses via surtace mail ADVERTISshyING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Readers are encouraged to subm stories and photographs Polky opinions expressed in artk1es are solely those of the authors Responsibility for accuracy in reporting rests entirely wh the contributor No remuneration is made Material should be sent to Edor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 92D-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aeronautica are registered trademarks trademarks and service marks of the EXperimental Aircraft Association Inc The use of these trademarks and service marks without lhe pennission of the ExperimentallgtJrcraft Association Inc is strictly prohibited
VINTAGE AIRPLANE 31
Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no
frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VM
reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1-800-233-6934 e-mail ramremfgaolcom Website wwwramengine com VI NTAG E
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418 wwwlpjetservicescom
Airplane T-Shirts 150 Different Airplanes Available
ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
WE PROBABLY HAVE YOUR AIRPLANE
wwwairplanetshirtscom 1-800-645-7739
Flying wires available 1994 pricing Visit wwwflyingwirescom or call
800-517-9278
ELECTRICAL CONDUIT
ASSEMBliES bull MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made per your specifications
bull Original equipment style Braided Conduits in Aluminum Brass or Stainless Steel
bull We carry a complete line of AN - MS Electrical Fittings Backshell Adapters and Specialty Fittings
bull We also have full machine shop capabilities for any custom applications you may require
bull Rebuild your Warbird back to Original
AIRFLEX INDUSTRIES 2538 SUPPLY STREET POMONA CA 91767
Tel 909-392-8474 AI RFLEXI N D USTRIES COM
THE FORGOTTEN PERFORMERS continued
the Pacemaker in marginal weather Mud Lake is narrow shallow and a half-mile long and Poet dragged it twice and then did a touch-andshygo before setting down for th e pickup Mattie Jack was loaded on and they headed for the hospital at Bella Coola It was dark on arshyrival and although landing in the narrow valley without daylight was seldom attempted Dick executed a safe approach and thwarted a sad ending to Mattie Jacks life
The Pacemakers most serious trauma occurred on July 25 1963 on a takeoff from Nimpo Lake 70 miles east of Bella Coola Loaded with two adults and five children from the Poets extended family and piloted by Helens cousin Bob Stewart a wingtip caught the water in an attempt to un-stick the right float and the plane cartwheeled
The left wing and one float were torn off the fuselage was comshypletely severed immediately behind the cabin and everything came to rest floating inverted All on board
were wearing life jackets and the children were ed uca ted in float flying they tripped their seat belt buckles swam out the open end of the cabin and popped to the surshyface There were no injuries
Bohanan retri eved the engine it was flushed mounted on the nose of a PT-17 Stearman and sold to a dentist Dr William Stone in Sandy Oregon Forty years later the Stearman i s still owned by Stone and the same Wasp Jr is on the nose
The remainder of the Pacemaker stayed on the shore of Nimpo Lake for a year and then was loaded on a farm truck by Dicks son-in-law Alan Hauan and returned to Aumsshyville where it was deposited behind the Poets barn A much more serishyous tragedy occurred a short time later when Dick was involved in the fatal crash of a DHC-2 float Beaver when one wing folded
To be continued in the September isshysue ofVintage Airplane
32 AUGUST 2005
BY HG FRAUTSCHY
THIS MONTHS MYSTERY PLANE COMES TO US FROM THE NEWLY ACQUIRED GARNER P EMMERSON COLLECTION DONATED TO EAA BY BOB HIGHLEY OF LAKELAND FLORIDA
Send your answer to EAA Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Your answer needs to be in no later than September 10 for inclusion in the November 2005 issue of Vintage Airplane
You can also send your response via e-mail Send your answer to mysteryplaneeaaorg Be sure to include your name city and state in the body of your note and put (Month) Mystery Plane in the subject line
MAY S MYSTERY ANSWER as residing in Los Angeles at that time I learned this while roaming on wwwaerofilescom last evening
I already had seen the aircraft in the British magazine Aeroplane Monthly that has the same photo as yours along with some contemshyporary aircraft in an illustrated article in the September 2003 isshysue with the title Call That Safe The caption to the photo reads
In 1933 Carl Hall and Frank Nixon tested this propeller cowlshying at Compton California It was claimed to speed up aeroplanes from 39 to 140 per cent and slow them as much as desired for landshying the innerdeflectors serving
Mays Mystery Plane came to us X12211 seems to have its 95-hp as air brakes from Harold Swanson Cirrus upright four-cylinder en I hope that you have more inshygine
Heres our only letter concerning as it was reported to have in 1 formation about this interesting934 its identity it was reported to have had a Veshy early try at a ducted propeller
lie engine when built in 1931 Jack Erickson The Felio Ranger SP-2 owner Harold G Felio is li State College Pennsylvania sted
VINTAGE AIRPLANE 27
EE BUCK HILBERT
Aeronca C-3 N-13000
Ive been asked many times Why do you hang onto this old airplane
Several reasons Mostly it has a place in more recent historyshynamely the last real Cleveland Air Race held in 1948 And probably another reason is it represents at least to me the memory of the last of the barnstormers
To the best of my knowledge the last time this little C-3 flew was at the 1948 Cleveland Air Races
The airplane belonged to Duke and Martha Hashner the owners of Global Airshows and promoters of the races that year
Duke flew this Aeronca C-3 in a clown act The airplane was painted up with a clown face was all red and white and Ive been told he did a remarkable job of entertainshying the crowd
Duke also flew other aerobatic aircraft in the show while Martha was the wing-walker parachute jumper and ticket seller
Unfortunately this was the same year record-holding entrepreneur Bill Odom crashed a racing P-S 1 into a residential area resulting in his death and other fatalities Beshycause of this accident Duke and Martha were the target of lawsuits that drove Global Airshows and the two of them out of business and into seclusion
Living on the Quietula Farm at Cherry Valley Ohio the coushyple now forced to retire from doshying their air show routines turned Global Airshows into a traveling
28 AUGUST 2005
static display show The 50s saw the advent of the
shopping center Global Airshows would truck its airplanes to the new shopping center parking lots and display them in full air show regashylia Martha and Duke would dress the part entertain the crowds and dreamed of once again being active air show circuit acts
The airplane
belonged to
Duke and Martha
Hashner
Unfortunately Duke suffering from a brain tumor lost the ability to participate and after a long batshytle passed away Martha kept the airplanes now stored at the farm and spent her days tending numershyous pet dogs and cats dreaming of her barnstorming glory days as queen of Global Airshows Martha passed away in the mid-60s
Global Airshows and its derelict aircraft were sold to Bill Ross and me a few months before Martha passed away
The collection consisted of Marshythas Meyers OTW Dukes Waco F and a Porterfield CP-65 All were inshy
tact and complete but each needed restoration Also in the collecshytion were pieces and parts of two Aeronca C-3s a J-2 Piper a Taylorshycraft L-2 and a Fairchild 22 Along with the airplanes came numerous engine parts old tools and propelshylers along with the trailers used to haul the airplanes
What happened to the airshyplanes is the frequently asked question Bill Ross was past presishydent of the EAA Warbirds of Amershyica owned a P-38 Leroy Grumshymans personal F3F and an F6F and had his hand in several entershyprises while involved in Warbirds Right at that time he discovered the Grumman Goose was the best bet in sport flying and his attention was diverted in that direction
The Meyers and the Porterfield were restored by Bill and sold The project Fairchild 22 and J-2 went to a couple of our Vintage members and were restored and are flying The Waco F was sold but never did get flying The two C-3s came to me and eventually were restored One was sold and one for those sentishymental reasons is still in my hanshygar disassembled and awaiting the final engine fix The L-2 had been a gas station ornament for years and when they took it down the guy wielding the cutting torch manshyaged to start a fire that ended any thought of restoration
Bill Ross moved to Nevada after he retired from business and unshyfortunately while returning from one of his business trips he flew
into a cloud that had a rock in it Another reason for hanging on It reminds me of Bill Ross and his contributions to the Warbirds of America being part of EAA
Oh yes we did get the C-3 flyshying but the engine ate itself up afshyter about 4S minutes Time for a different approach
I had a set of floats and rigging and Brian Van Wagnen and I deshycided the little C-3 would be a real hoot to see flying on floats However we wanted a reliable engine and the one we had was mostly junk
Brian tore into it but the crank was beyond repair At great exshypense a new one was made dual ignition heads were installed and a new single-drive dual mag was inshystalled after modifying the tail case It runs but the vibration was bad enough to cause distrust Another disassembly and recheck as well as internal component balance were in the works when tragedy struck
Brian had a hangar fire and lost everything he had in the 70-by-90 hangar and its 24-foot lean-toshyhis Widgeon project the Fleetshywing Seabird two antique Aeronca Chiefs a Piper 180 all his toys shop equipment tools and of course the building
The little C-3 stored in another building was all that was left The floats rigging and all the spare enshygine parts were destroyed in the fire A small loss in comparison to what Brian suffered
With no hangar and no shop the decision was made to disassemshyble NC-13000 and bring it back home and there it sits Every day I walk past it and say to myself You gotta get going But the press of daily living and the episodes weve been through in the past couple of years have stopped all the progress Oh well whats another couple of years After all its been grounded since 1948
Until then it just sits and Im going fishing With that its Over to you
Come or t e weekend BUILD FOR A LIFETIME
HANDS-ON HOMEBUILDER WORKSHOP
SCHEDULE
Aug 26-28 Oshkosh WI
Aug 27-28 Arlington WA
Sept 9-11 Griffin GA (Atlanta Area)
bull Repairman (LSA) Inspection-Airplane
bull RV Assembly
bullTIC Welding
Sept 10-11 Corona CA (LA Area)
bull RV Assembly
Sept 10-11 Lakeland FL (Sun N Fun Campus)
bull RV Assembly
Sept 10-11 Houston TX (Westwood Aviation Institute)
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems
Sept 16-18 Frederick MD bull Repairman (LSA) Inspection-Airplane
Sept 23-25 Denver CO bull Repairman (LSA) Inspection-Airplane (Westwood College)
Oct 1-2 Columbus OH (Columbus State Community College)
KLEINEAA SportAir Sponsors TOOLS
wwwkleintoolscom
WORKSHOPS ___ ~
EA~
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems bull Cas Welding
bullbull amp cafamiddot~middotAir c raft Coatings
_polyfibercom wwwalrcraftsprucecom
1-800-WORKSHOP 1-800-967-~746
wwwsportalrcom
YOU CAN BUILD IT LET EAA TEACH YOU HOW VINTAGE AIRPLANE 29
r ~ __c -lt JMNEwMAN
t The (ollowing list o(coming events is (IIrt1ished to Ollr readers as a matter o( it(orshymation only and does not constitllte approval sponsorship involvement cottrolor direction o(any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 OshkoslI WI 54903-3086 Or e-Illail tl1e information to vintageaircra(teaaorg In(ormation shollld be received (ollr months prior to tile event date
AUGUST 7-Queen City MO-Applegate Airport 18th Annual Washytermelon Fly-In 2 PM til dark Info 660-766-2644
AUGUST 13-Hoquiam WA-Bowerman Field Ercoupe Gathering amp Fly-In All experimental classic and vintage aircraft are welshycome Excellent restaurant on field Info Dick 360-533-5926
AUGUST 19-21-Alliance OH-Barber Airport (201) 7th Annual Ohio Aeronca Aviators Fly-In Join us for a relaxing weekend of fun food friendship and flying Breakfast served by EAA Ch 82 Sat amp Sun 7am-llam Camping on field local lodging and transportation available Forums on Saturday Info Brian 216shy337-5643 or bwmatzllacyahoocom or wwwoaafy-Incom
AUGUST 20--Laurinburg-Maxton NC-Ercoupe Owners Club Aweshysome August Invitational NorthSouth Carolina members and guests Lunch awards Young Eagles Flights Info 336-342shy5629 or bandmannetpath-rc net
AUGUST 20--Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-[n Breakfast Info Tom 740-587-2312 or tmcaiinkcom
WIVI cbullbull___bull
These are the first tools you need to buy when you re~cover your
airplane Anyone who has used them will tell you they re the next best thing to having one of our staff right beside you The VHS tape and the DVD will give you the Big Picture and the manual will walk you step by step through every part of the process Youre never on your own when youre using Poly~Fiber
wwwpolyfibercom e-mail infopolyfibercom
Aircraft Coatings 800-362-3490
AUGUST 20--Niles M[-jerry Tyler Memorial Airport (3TR) VAA Ch 35 Corn and Sausage Roast 11am-3pm Rain date August 20 Donations $5 adults $3 children 12-yrs and under All you can eat Info Len 269-684-6566
SEPTEMBER 3-Marion [N-(MZZ) Flyln Cruiseln Info wwwFiylnCruiseln com
SEPTEMBER 3-Prosser WA-EAA Ch 391 s 22nd Annual Labor Day Weekend Prosser Fly-[n Info 509-735-1664
SEPTEMBER S-U-Galesburg [L-Galesburg Municipal Airport 34h Annual Stearman Fly-[n Technical seminars Aircraft judging and awards Aerobatic formation short-field takeoff spot-landing and flour bombing contests Dawn Patrol lunch-time flyouts pizza party stage show banquet and more Info 309-343-6409 or stearmanstearmanfyin com or wwwstea rmanfyin com
SEPTEMBER U -Mt Morris IL-Ogle County Airport (C55) EAA Ch 682 Fly-In Breakfas t 7am-12pm Info 815-732-7268
SEPTEMBER 16-17-Bartlesville OK-Frank Phillips Field (BVO) 49th Annual Tulsa Regional Fly-In Info wwwtllisafyincom or Charlie Harris at 918-622-8400
SEPTEMBER 17-Poplar Grove IL-Poplar Grove Airport Vintage Wings amp Wheels Museum Salu te to WW II Combat Aviators Military aircraft display and fly-by Interviews with 12 WWII veterans of air combat Info wwwpopiargroveairmotivecommllsellnl
SEPTEMBER 17-1S-Rock Falls IL-Whiteside County Airport (SQI) North Centra l EAA Old Fashioned Fly-In Forums workshops fly-market camping air rally awards food amp exhibitors Info wwwnceaaorg
SEPTEMBER 22-25-St Louis MO-Creve Coeur Airport (lHO) Monocoupe Club Fly-InReunion Info Frank Kerner (314) 277-4306 or monocoupesbcgiobainet or wwwmorlOcollpecom
SEPTEMBER 23-25-Sonoma CA-Sonoma Skypark (OQ9) 23rd Annua l 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 208shy739-3979 or ristpsaoicom
SEPTEMBER 24-Topping VA-Hummel Air Field 10h Annual Car amp Air Event 8am-4pm Featuring ant ique cars and planes plus fire apparatus tractors amp engines and arts amp crafts Info (804) 694-5995 or in(oWingsandwheeislIs or wwwwingsandwheeislIs
SEPTEMBER 24-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-I n Info wwwieebottomcom
OCTOBER 1-2-Midland TX-Midland [nt l Airport FINAshyCAF AIRSHO 2005 will commemorate 60th Anniversary of the end of World War II Info 432-563-1000 x 2231 or pubiicreiationscaf7qorg
OCTOBER 5-9-Tullahoma TN-1932 to 2005-The Tradition Lives Year of the Staggerwing Staggerwing Twin Beech 18 Bonanza Baron Beech owners amp enthusiasts Sponsored by the Staggerwing Museum Foundation Staggerwing Club Twin Beech 18 Society BonanzaBaron Museum Travel Air Division amp Twin Bonanza Assn Info 931-455-1974
REGIONAL FLY-IN SCHEDULE EAA Mid-Eastern Fly-In EAA Southeast August 26-28 2005 Regional Fly-In Marion OH (MN N) October 7-92004
Evergreen AL (GZH) Virginia State EAA Fly-In wwwserfi org October 1-2 2005 Petersburg VA (PTB) Copperstate Regional EAA Fly-In wwwvaeaaorg October 6-92005
Phoenix AZ (A39) wwwcopperstateorg
30 AU G U S T 2005
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 dlie7025IOI om vaaflyboyLwnsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Avc 72 15 East 46th SI Albert Lea MN 56007 Tulsa OK 74147
507-373-1674 918-622-8400 stfles(eskmefiiacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush H ill Road Sherborn MA 01 770
508-65l-7157 SH i Ocomcas t llet
David Bennett PO Box 11 88
ioseville CA 95678 916-645-8370
antiquerireachcul1l
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507-263-24 14
InjbfchldrcOI111tCtcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773-779-2 105
pllOtopiotaoicom
Dave C lark 635 Vestal Lane
Plainfield IN 46 168 317-839-4500
davecpciiquestnet
John S Copeland l A Deacon Street
Northborough MA 0 1532 508-393-4775
copelaml JjllllOcom
Phil Coulson 284 15 Springbrook Dr
Lawton MI 49065 269-624-6490
rcollsonS J6cscom
Roger Gom oll 8891 Airport Rd Box C2
Blaine MN 55449 763-786-J342
pledgedriveIns11com
Dale A Gustafson 7724 Shady Hills Dr
Indianapoli s IN 46278 317-293-4430
dalefayemscom
Jeannie Hill PO Box 328
Ha rva rd IL 60033-0328 8l5-943-7205
dishaoowc et
Espie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-3650
wintisockaoco m
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaoicom
Robert D Rob Lumley 1265 Sout h 124th Sl Brookfield WI 53005
262-782-2633 illmpeniiexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817-491-9 110
sellemorris(~lev I IIet
Dean Richardson 1429 Kings Lynn Rd
Stoughton WI 53589 608-877-8485
daraprilairecom
SH Wes Schmid 2359 Lefeber Ave nue
Wauwatosa WI 532 t 3 414-771- 1545
sllschmicimilwpccom
DIRECTORS EMERITUS
Gene C hase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920-23 1-5002 815-923-459 1
GRCHACllarterHet b7ac1Jc llel
Ronald C Fritz 15401 Sparta AV(
Kent City MI 49330 6 16-678-50 12
rFritzf1athwaywlcom
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873 Web Site wwwvintageaircraftorg and wwwairventllreorg E-Mail vintageaircraftCtieaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)
- Newrenew memberships EAA Divishysions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
-Address changes -Merchandise sales -Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory ___ ___ _ 732-885-6711
Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing920-426-4876 Education __ _ 888-322-3229
- EAA Ai r Academy - EAA Scholarships
Flight Advisors info rmation 920-426-6864 Flight Inst ructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles _ _ _ 877-806-8902
Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan _ 866-647-4322 Term Life and Accidental _ 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 Vintage _ FAX 920-426-6865
- Submitting articlephoto - Advertising information
EAA Aviation Foundat ion Artifact Donations 920-426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Association Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additional $10 annually Junior Membershjp (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
EAA SPORT PILOT Current EAA m embers may add EAA
SPORT PILOT magaZine for an additional $20 per year
EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magaZine not inshyduded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA members may join the
Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not inshyduded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the
International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magazine for an additional $45 per year
EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magaZine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA
Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magashyzine and one year membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a
check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2005 by lhe EM Vintage IgtJrcraft Association All righls reserved
VINlAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage IgtJrcraft Association of the ExperimentallgtJrcraft Association and is published monthly at EM Aviation Ceoter 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vinfageaircrafteaaorg Periodicals Poslage paid al Oshkosh Wisconsin 54901 and al additional mailing oHices POSTshyMASTER Send address changes to Vintage IgtJrplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcretumswdsmailcom FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivet)l of VlNlAGE AIRPLANE to loreign and APO addresses via surtace mail ADVERTISshyING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Readers are encouraged to subm stories and photographs Polky opinions expressed in artk1es are solely those of the authors Responsibility for accuracy in reporting rests entirely wh the contributor No remuneration is made Material should be sent to Edor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 92D-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aeronautica are registered trademarks trademarks and service marks of the EXperimental Aircraft Association Inc The use of these trademarks and service marks without lhe pennission of the ExperimentallgtJrcraft Association Inc is strictly prohibited
VINTAGE AIRPLANE 31
Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no
frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VM
reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1-800-233-6934 e-mail ramremfgaolcom Website wwwramengine com VI NTAG E
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418 wwwlpjetservicescom
Airplane T-Shirts 150 Different Airplanes Available
ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
WE PROBABLY HAVE YOUR AIRPLANE
wwwairplanetshirtscom 1-800-645-7739
Flying wires available 1994 pricing Visit wwwflyingwirescom or call
800-517-9278
ELECTRICAL CONDUIT
ASSEMBliES bull MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made per your specifications
bull Original equipment style Braided Conduits in Aluminum Brass or Stainless Steel
bull We carry a complete line of AN - MS Electrical Fittings Backshell Adapters and Specialty Fittings
bull We also have full machine shop capabilities for any custom applications you may require
bull Rebuild your Warbird back to Original
AIRFLEX INDUSTRIES 2538 SUPPLY STREET POMONA CA 91767
Tel 909-392-8474 AI RFLEXI N D USTRIES COM
THE FORGOTTEN PERFORMERS continued
the Pacemaker in marginal weather Mud Lake is narrow shallow and a half-mile long and Poet dragged it twice and then did a touch-andshygo before setting down for th e pickup Mattie Jack was loaded on and they headed for the hospital at Bella Coola It was dark on arshyrival and although landing in the narrow valley without daylight was seldom attempted Dick executed a safe approach and thwarted a sad ending to Mattie Jacks life
The Pacemakers most serious trauma occurred on July 25 1963 on a takeoff from Nimpo Lake 70 miles east of Bella Coola Loaded with two adults and five children from the Poets extended family and piloted by Helens cousin Bob Stewart a wingtip caught the water in an attempt to un-stick the right float and the plane cartwheeled
The left wing and one float were torn off the fuselage was comshypletely severed immediately behind the cabin and everything came to rest floating inverted All on board
were wearing life jackets and the children were ed uca ted in float flying they tripped their seat belt buckles swam out the open end of the cabin and popped to the surshyface There were no injuries
Bohanan retri eved the engine it was flushed mounted on the nose of a PT-17 Stearman and sold to a dentist Dr William Stone in Sandy Oregon Forty years later the Stearman i s still owned by Stone and the same Wasp Jr is on the nose
The remainder of the Pacemaker stayed on the shore of Nimpo Lake for a year and then was loaded on a farm truck by Dicks son-in-law Alan Hauan and returned to Aumsshyville where it was deposited behind the Poets barn A much more serishyous tragedy occurred a short time later when Dick was involved in the fatal crash of a DHC-2 float Beaver when one wing folded
To be continued in the September isshysue ofVintage Airplane
32 AUGUST 2005
EE BUCK HILBERT
Aeronca C-3 N-13000
Ive been asked many times Why do you hang onto this old airplane
Several reasons Mostly it has a place in more recent historyshynamely the last real Cleveland Air Race held in 1948 And probably another reason is it represents at least to me the memory of the last of the barnstormers
To the best of my knowledge the last time this little C-3 flew was at the 1948 Cleveland Air Races
The airplane belonged to Duke and Martha Hashner the owners of Global Airshows and promoters of the races that year
Duke flew this Aeronca C-3 in a clown act The airplane was painted up with a clown face was all red and white and Ive been told he did a remarkable job of entertainshying the crowd
Duke also flew other aerobatic aircraft in the show while Martha was the wing-walker parachute jumper and ticket seller
Unfortunately this was the same year record-holding entrepreneur Bill Odom crashed a racing P-S 1 into a residential area resulting in his death and other fatalities Beshycause of this accident Duke and Martha were the target of lawsuits that drove Global Airshows and the two of them out of business and into seclusion
Living on the Quietula Farm at Cherry Valley Ohio the coushyple now forced to retire from doshying their air show routines turned Global Airshows into a traveling
28 AUGUST 2005
static display show The 50s saw the advent of the
shopping center Global Airshows would truck its airplanes to the new shopping center parking lots and display them in full air show regashylia Martha and Duke would dress the part entertain the crowds and dreamed of once again being active air show circuit acts
The airplane
belonged to
Duke and Martha
Hashner
Unfortunately Duke suffering from a brain tumor lost the ability to participate and after a long batshytle passed away Martha kept the airplanes now stored at the farm and spent her days tending numershyous pet dogs and cats dreaming of her barnstorming glory days as queen of Global Airshows Martha passed away in the mid-60s
Global Airshows and its derelict aircraft were sold to Bill Ross and me a few months before Martha passed away
The collection consisted of Marshythas Meyers OTW Dukes Waco F and a Porterfield CP-65 All were inshy
tact and complete but each needed restoration Also in the collecshytion were pieces and parts of two Aeronca C-3s a J-2 Piper a Taylorshycraft L-2 and a Fairchild 22 Along with the airplanes came numerous engine parts old tools and propelshylers along with the trailers used to haul the airplanes
What happened to the airshyplanes is the frequently asked question Bill Ross was past presishydent of the EAA Warbirds of Amershyica owned a P-38 Leroy Grumshymans personal F3F and an F6F and had his hand in several entershyprises while involved in Warbirds Right at that time he discovered the Grumman Goose was the best bet in sport flying and his attention was diverted in that direction
The Meyers and the Porterfield were restored by Bill and sold The project Fairchild 22 and J-2 went to a couple of our Vintage members and were restored and are flying The Waco F was sold but never did get flying The two C-3s came to me and eventually were restored One was sold and one for those sentishymental reasons is still in my hanshygar disassembled and awaiting the final engine fix The L-2 had been a gas station ornament for years and when they took it down the guy wielding the cutting torch manshyaged to start a fire that ended any thought of restoration
Bill Ross moved to Nevada after he retired from business and unshyfortunately while returning from one of his business trips he flew
into a cloud that had a rock in it Another reason for hanging on It reminds me of Bill Ross and his contributions to the Warbirds of America being part of EAA
Oh yes we did get the C-3 flyshying but the engine ate itself up afshyter about 4S minutes Time for a different approach
I had a set of floats and rigging and Brian Van Wagnen and I deshycided the little C-3 would be a real hoot to see flying on floats However we wanted a reliable engine and the one we had was mostly junk
Brian tore into it but the crank was beyond repair At great exshypense a new one was made dual ignition heads were installed and a new single-drive dual mag was inshystalled after modifying the tail case It runs but the vibration was bad enough to cause distrust Another disassembly and recheck as well as internal component balance were in the works when tragedy struck
Brian had a hangar fire and lost everything he had in the 70-by-90 hangar and its 24-foot lean-toshyhis Widgeon project the Fleetshywing Seabird two antique Aeronca Chiefs a Piper 180 all his toys shop equipment tools and of course the building
The little C-3 stored in another building was all that was left The floats rigging and all the spare enshygine parts were destroyed in the fire A small loss in comparison to what Brian suffered
With no hangar and no shop the decision was made to disassemshyble NC-13000 and bring it back home and there it sits Every day I walk past it and say to myself You gotta get going But the press of daily living and the episodes weve been through in the past couple of years have stopped all the progress Oh well whats another couple of years After all its been grounded since 1948
Until then it just sits and Im going fishing With that its Over to you
Come or t e weekend BUILD FOR A LIFETIME
HANDS-ON HOMEBUILDER WORKSHOP
SCHEDULE
Aug 26-28 Oshkosh WI
Aug 27-28 Arlington WA
Sept 9-11 Griffin GA (Atlanta Area)
bull Repairman (LSA) Inspection-Airplane
bull RV Assembly
bullTIC Welding
Sept 10-11 Corona CA (LA Area)
bull RV Assembly
Sept 10-11 Lakeland FL (Sun N Fun Campus)
bull RV Assembly
Sept 10-11 Houston TX (Westwood Aviation Institute)
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems
Sept 16-18 Frederick MD bull Repairman (LSA) Inspection-Airplane
Sept 23-25 Denver CO bull Repairman (LSA) Inspection-Airplane (Westwood College)
Oct 1-2 Columbus OH (Columbus State Community College)
KLEINEAA SportAir Sponsors TOOLS
wwwkleintoolscom
WORKSHOPS ___ ~
EA~
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems bull Cas Welding
bullbull amp cafamiddot~middotAir c raft Coatings
_polyfibercom wwwalrcraftsprucecom
1-800-WORKSHOP 1-800-967-~746
wwwsportalrcom
YOU CAN BUILD IT LET EAA TEACH YOU HOW VINTAGE AIRPLANE 29
r ~ __c -lt JMNEwMAN
t The (ollowing list o(coming events is (IIrt1ished to Ollr readers as a matter o( it(orshymation only and does not constitllte approval sponsorship involvement cottrolor direction o(any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 OshkoslI WI 54903-3086 Or e-Illail tl1e information to vintageaircra(teaaorg In(ormation shollld be received (ollr months prior to tile event date
AUGUST 7-Queen City MO-Applegate Airport 18th Annual Washytermelon Fly-In 2 PM til dark Info 660-766-2644
AUGUST 13-Hoquiam WA-Bowerman Field Ercoupe Gathering amp Fly-In All experimental classic and vintage aircraft are welshycome Excellent restaurant on field Info Dick 360-533-5926
AUGUST 19-21-Alliance OH-Barber Airport (201) 7th Annual Ohio Aeronca Aviators Fly-In Join us for a relaxing weekend of fun food friendship and flying Breakfast served by EAA Ch 82 Sat amp Sun 7am-llam Camping on field local lodging and transportation available Forums on Saturday Info Brian 216shy337-5643 or bwmatzllacyahoocom or wwwoaafy-Incom
AUGUST 20--Laurinburg-Maxton NC-Ercoupe Owners Club Aweshysome August Invitational NorthSouth Carolina members and guests Lunch awards Young Eagles Flights Info 336-342shy5629 or bandmannetpath-rc net
AUGUST 20--Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-[n Breakfast Info Tom 740-587-2312 or tmcaiinkcom
WIVI cbullbull___bull
These are the first tools you need to buy when you re~cover your
airplane Anyone who has used them will tell you they re the next best thing to having one of our staff right beside you The VHS tape and the DVD will give you the Big Picture and the manual will walk you step by step through every part of the process Youre never on your own when youre using Poly~Fiber
wwwpolyfibercom e-mail infopolyfibercom
Aircraft Coatings 800-362-3490
AUGUST 20--Niles M[-jerry Tyler Memorial Airport (3TR) VAA Ch 35 Corn and Sausage Roast 11am-3pm Rain date August 20 Donations $5 adults $3 children 12-yrs and under All you can eat Info Len 269-684-6566
SEPTEMBER 3-Marion [N-(MZZ) Flyln Cruiseln Info wwwFiylnCruiseln com
SEPTEMBER 3-Prosser WA-EAA Ch 391 s 22nd Annual Labor Day Weekend Prosser Fly-[n Info 509-735-1664
SEPTEMBER S-U-Galesburg [L-Galesburg Municipal Airport 34h Annual Stearman Fly-[n Technical seminars Aircraft judging and awards Aerobatic formation short-field takeoff spot-landing and flour bombing contests Dawn Patrol lunch-time flyouts pizza party stage show banquet and more Info 309-343-6409 or stearmanstearmanfyin com or wwwstea rmanfyin com
SEPTEMBER U -Mt Morris IL-Ogle County Airport (C55) EAA Ch 682 Fly-In Breakfas t 7am-12pm Info 815-732-7268
SEPTEMBER 16-17-Bartlesville OK-Frank Phillips Field (BVO) 49th Annual Tulsa Regional Fly-In Info wwwtllisafyincom or Charlie Harris at 918-622-8400
SEPTEMBER 17-Poplar Grove IL-Poplar Grove Airport Vintage Wings amp Wheels Museum Salu te to WW II Combat Aviators Military aircraft display and fly-by Interviews with 12 WWII veterans of air combat Info wwwpopiargroveairmotivecommllsellnl
SEPTEMBER 17-1S-Rock Falls IL-Whiteside County Airport (SQI) North Centra l EAA Old Fashioned Fly-In Forums workshops fly-market camping air rally awards food amp exhibitors Info wwwnceaaorg
SEPTEMBER 22-25-St Louis MO-Creve Coeur Airport (lHO) Monocoupe Club Fly-InReunion Info Frank Kerner (314) 277-4306 or monocoupesbcgiobainet or wwwmorlOcollpecom
SEPTEMBER 23-25-Sonoma CA-Sonoma Skypark (OQ9) 23rd Annua l 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 208shy739-3979 or ristpsaoicom
SEPTEMBER 24-Topping VA-Hummel Air Field 10h Annual Car amp Air Event 8am-4pm Featuring ant ique cars and planes plus fire apparatus tractors amp engines and arts amp crafts Info (804) 694-5995 or in(oWingsandwheeislIs or wwwwingsandwheeislIs
SEPTEMBER 24-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-I n Info wwwieebottomcom
OCTOBER 1-2-Midland TX-Midland [nt l Airport FINAshyCAF AIRSHO 2005 will commemorate 60th Anniversary of the end of World War II Info 432-563-1000 x 2231 or pubiicreiationscaf7qorg
OCTOBER 5-9-Tullahoma TN-1932 to 2005-The Tradition Lives Year of the Staggerwing Staggerwing Twin Beech 18 Bonanza Baron Beech owners amp enthusiasts Sponsored by the Staggerwing Museum Foundation Staggerwing Club Twin Beech 18 Society BonanzaBaron Museum Travel Air Division amp Twin Bonanza Assn Info 931-455-1974
REGIONAL FLY-IN SCHEDULE EAA Mid-Eastern Fly-In EAA Southeast August 26-28 2005 Regional Fly-In Marion OH (MN N) October 7-92004
Evergreen AL (GZH) Virginia State EAA Fly-In wwwserfi org October 1-2 2005 Petersburg VA (PTB) Copperstate Regional EAA Fly-In wwwvaeaaorg October 6-92005
Phoenix AZ (A39) wwwcopperstateorg
30 AU G U S T 2005
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 dlie7025IOI om vaaflyboyLwnsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Avc 72 15 East 46th SI Albert Lea MN 56007 Tulsa OK 74147
507-373-1674 918-622-8400 stfles(eskmefiiacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush H ill Road Sherborn MA 01 770
508-65l-7157 SH i Ocomcas t llet
David Bennett PO Box 11 88
ioseville CA 95678 916-645-8370
antiquerireachcul1l
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507-263-24 14
InjbfchldrcOI111tCtcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773-779-2 105
pllOtopiotaoicom
Dave C lark 635 Vestal Lane
Plainfield IN 46 168 317-839-4500
davecpciiquestnet
John S Copeland l A Deacon Street
Northborough MA 0 1532 508-393-4775
copelaml JjllllOcom
Phil Coulson 284 15 Springbrook Dr
Lawton MI 49065 269-624-6490
rcollsonS J6cscom
Roger Gom oll 8891 Airport Rd Box C2
Blaine MN 55449 763-786-J342
pledgedriveIns11com
Dale A Gustafson 7724 Shady Hills Dr
Indianapoli s IN 46278 317-293-4430
dalefayemscom
Jeannie Hill PO Box 328
Ha rva rd IL 60033-0328 8l5-943-7205
dishaoowc et
Espie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-3650
wintisockaoco m
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaoicom
Robert D Rob Lumley 1265 Sout h 124th Sl Brookfield WI 53005
262-782-2633 illmpeniiexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817-491-9 110
sellemorris(~lev I IIet
Dean Richardson 1429 Kings Lynn Rd
Stoughton WI 53589 608-877-8485
daraprilairecom
SH Wes Schmid 2359 Lefeber Ave nue
Wauwatosa WI 532 t 3 414-771- 1545
sllschmicimilwpccom
DIRECTORS EMERITUS
Gene C hase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920-23 1-5002 815-923-459 1
GRCHACllarterHet b7ac1Jc llel
Ronald C Fritz 15401 Sparta AV(
Kent City MI 49330 6 16-678-50 12
rFritzf1athwaywlcom
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873 Web Site wwwvintageaircraftorg and wwwairventllreorg E-Mail vintageaircraftCtieaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)
- Newrenew memberships EAA Divishysions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
-Address changes -Merchandise sales -Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory ___ ___ _ 732-885-6711
Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing920-426-4876 Education __ _ 888-322-3229
- EAA Ai r Academy - EAA Scholarships
Flight Advisors info rmation 920-426-6864 Flight Inst ructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles _ _ _ 877-806-8902
Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan _ 866-647-4322 Term Life and Accidental _ 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 Vintage _ FAX 920-426-6865
- Submitting articlephoto - Advertising information
EAA Aviation Foundat ion Artifact Donations 920-426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Association Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additional $10 annually Junior Membershjp (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
EAA SPORT PILOT Current EAA m embers may add EAA
SPORT PILOT magaZine for an additional $20 per year
EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magaZine not inshyduded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA members may join the
Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not inshyduded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the
International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magazine for an additional $45 per year
EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magaZine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA
Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magashyzine and one year membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a
check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2005 by lhe EM Vintage IgtJrcraft Association All righls reserved
VINlAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage IgtJrcraft Association of the ExperimentallgtJrcraft Association and is published monthly at EM Aviation Ceoter 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vinfageaircrafteaaorg Periodicals Poslage paid al Oshkosh Wisconsin 54901 and al additional mailing oHices POSTshyMASTER Send address changes to Vintage IgtJrplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcretumswdsmailcom FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivet)l of VlNlAGE AIRPLANE to loreign and APO addresses via surtace mail ADVERTISshyING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Readers are encouraged to subm stories and photographs Polky opinions expressed in artk1es are solely those of the authors Responsibility for accuracy in reporting rests entirely wh the contributor No remuneration is made Material should be sent to Edor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 92D-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aeronautica are registered trademarks trademarks and service marks of the EXperimental Aircraft Association Inc The use of these trademarks and service marks without lhe pennission of the ExperimentallgtJrcraft Association Inc is strictly prohibited
VINTAGE AIRPLANE 31
Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no
frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VM
reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1-800-233-6934 e-mail ramremfgaolcom Website wwwramengine com VI NTAG E
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418 wwwlpjetservicescom
Airplane T-Shirts 150 Different Airplanes Available
ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
WE PROBABLY HAVE YOUR AIRPLANE
wwwairplanetshirtscom 1-800-645-7739
Flying wires available 1994 pricing Visit wwwflyingwirescom or call
800-517-9278
ELECTRICAL CONDUIT
ASSEMBliES bull MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made per your specifications
bull Original equipment style Braided Conduits in Aluminum Brass or Stainless Steel
bull We carry a complete line of AN - MS Electrical Fittings Backshell Adapters and Specialty Fittings
bull We also have full machine shop capabilities for any custom applications you may require
bull Rebuild your Warbird back to Original
AIRFLEX INDUSTRIES 2538 SUPPLY STREET POMONA CA 91767
Tel 909-392-8474 AI RFLEXI N D USTRIES COM
THE FORGOTTEN PERFORMERS continued
the Pacemaker in marginal weather Mud Lake is narrow shallow and a half-mile long and Poet dragged it twice and then did a touch-andshygo before setting down for th e pickup Mattie Jack was loaded on and they headed for the hospital at Bella Coola It was dark on arshyrival and although landing in the narrow valley without daylight was seldom attempted Dick executed a safe approach and thwarted a sad ending to Mattie Jacks life
The Pacemakers most serious trauma occurred on July 25 1963 on a takeoff from Nimpo Lake 70 miles east of Bella Coola Loaded with two adults and five children from the Poets extended family and piloted by Helens cousin Bob Stewart a wingtip caught the water in an attempt to un-stick the right float and the plane cartwheeled
The left wing and one float were torn off the fuselage was comshypletely severed immediately behind the cabin and everything came to rest floating inverted All on board
were wearing life jackets and the children were ed uca ted in float flying they tripped their seat belt buckles swam out the open end of the cabin and popped to the surshyface There were no injuries
Bohanan retri eved the engine it was flushed mounted on the nose of a PT-17 Stearman and sold to a dentist Dr William Stone in Sandy Oregon Forty years later the Stearman i s still owned by Stone and the same Wasp Jr is on the nose
The remainder of the Pacemaker stayed on the shore of Nimpo Lake for a year and then was loaded on a farm truck by Dicks son-in-law Alan Hauan and returned to Aumsshyville where it was deposited behind the Poets barn A much more serishyous tragedy occurred a short time later when Dick was involved in the fatal crash of a DHC-2 float Beaver when one wing folded
To be continued in the September isshysue ofVintage Airplane
32 AUGUST 2005
into a cloud that had a rock in it Another reason for hanging on It reminds me of Bill Ross and his contributions to the Warbirds of America being part of EAA
Oh yes we did get the C-3 flyshying but the engine ate itself up afshyter about 4S minutes Time for a different approach
I had a set of floats and rigging and Brian Van Wagnen and I deshycided the little C-3 would be a real hoot to see flying on floats However we wanted a reliable engine and the one we had was mostly junk
Brian tore into it but the crank was beyond repair At great exshypense a new one was made dual ignition heads were installed and a new single-drive dual mag was inshystalled after modifying the tail case It runs but the vibration was bad enough to cause distrust Another disassembly and recheck as well as internal component balance were in the works when tragedy struck
Brian had a hangar fire and lost everything he had in the 70-by-90 hangar and its 24-foot lean-toshyhis Widgeon project the Fleetshywing Seabird two antique Aeronca Chiefs a Piper 180 all his toys shop equipment tools and of course the building
The little C-3 stored in another building was all that was left The floats rigging and all the spare enshygine parts were destroyed in the fire A small loss in comparison to what Brian suffered
With no hangar and no shop the decision was made to disassemshyble NC-13000 and bring it back home and there it sits Every day I walk past it and say to myself You gotta get going But the press of daily living and the episodes weve been through in the past couple of years have stopped all the progress Oh well whats another couple of years After all its been grounded since 1948
Until then it just sits and Im going fishing With that its Over to you
Come or t e weekend BUILD FOR A LIFETIME
HANDS-ON HOMEBUILDER WORKSHOP
SCHEDULE
Aug 26-28 Oshkosh WI
Aug 27-28 Arlington WA
Sept 9-11 Griffin GA (Atlanta Area)
bull Repairman (LSA) Inspection-Airplane
bull RV Assembly
bullTIC Welding
Sept 10-11 Corona CA (LA Area)
bull RV Assembly
Sept 10-11 Lakeland FL (Sun N Fun Campus)
bull RV Assembly
Sept 10-11 Houston TX (Westwood Aviation Institute)
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems
Sept 16-18 Frederick MD bull Repairman (LSA) Inspection-Airplane
Sept 23-25 Denver CO bull Repairman (LSA) Inspection-Airplane (Westwood College)
Oct 1-2 Columbus OH (Columbus State Community College)
KLEINEAA SportAir Sponsors TOOLS
wwwkleintoolscom
WORKSHOPS ___ ~
EA~
bull Composite Construction bull Sheet Metal Basics bull Fabric Covering bull Electrical Systems bull Cas Welding
bullbull amp cafamiddot~middotAir c raft Coatings
_polyfibercom wwwalrcraftsprucecom
1-800-WORKSHOP 1-800-967-~746
wwwsportalrcom
YOU CAN BUILD IT LET EAA TEACH YOU HOW VINTAGE AIRPLANE 29
r ~ __c -lt JMNEwMAN
t The (ollowing list o(coming events is (IIrt1ished to Ollr readers as a matter o( it(orshymation only and does not constitllte approval sponsorship involvement cottrolor direction o(any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 OshkoslI WI 54903-3086 Or e-Illail tl1e information to vintageaircra(teaaorg In(ormation shollld be received (ollr months prior to tile event date
AUGUST 7-Queen City MO-Applegate Airport 18th Annual Washytermelon Fly-In 2 PM til dark Info 660-766-2644
AUGUST 13-Hoquiam WA-Bowerman Field Ercoupe Gathering amp Fly-In All experimental classic and vintage aircraft are welshycome Excellent restaurant on field Info Dick 360-533-5926
AUGUST 19-21-Alliance OH-Barber Airport (201) 7th Annual Ohio Aeronca Aviators Fly-In Join us for a relaxing weekend of fun food friendship and flying Breakfast served by EAA Ch 82 Sat amp Sun 7am-llam Camping on field local lodging and transportation available Forums on Saturday Info Brian 216shy337-5643 or bwmatzllacyahoocom or wwwoaafy-Incom
AUGUST 20--Laurinburg-Maxton NC-Ercoupe Owners Club Aweshysome August Invitational NorthSouth Carolina members and guests Lunch awards Young Eagles Flights Info 336-342shy5629 or bandmannetpath-rc net
AUGUST 20--Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-[n Breakfast Info Tom 740-587-2312 or tmcaiinkcom
WIVI cbullbull___bull
These are the first tools you need to buy when you re~cover your
airplane Anyone who has used them will tell you they re the next best thing to having one of our staff right beside you The VHS tape and the DVD will give you the Big Picture and the manual will walk you step by step through every part of the process Youre never on your own when youre using Poly~Fiber
wwwpolyfibercom e-mail infopolyfibercom
Aircraft Coatings 800-362-3490
AUGUST 20--Niles M[-jerry Tyler Memorial Airport (3TR) VAA Ch 35 Corn and Sausage Roast 11am-3pm Rain date August 20 Donations $5 adults $3 children 12-yrs and under All you can eat Info Len 269-684-6566
SEPTEMBER 3-Marion [N-(MZZ) Flyln Cruiseln Info wwwFiylnCruiseln com
SEPTEMBER 3-Prosser WA-EAA Ch 391 s 22nd Annual Labor Day Weekend Prosser Fly-[n Info 509-735-1664
SEPTEMBER S-U-Galesburg [L-Galesburg Municipal Airport 34h Annual Stearman Fly-[n Technical seminars Aircraft judging and awards Aerobatic formation short-field takeoff spot-landing and flour bombing contests Dawn Patrol lunch-time flyouts pizza party stage show banquet and more Info 309-343-6409 or stearmanstearmanfyin com or wwwstea rmanfyin com
SEPTEMBER U -Mt Morris IL-Ogle County Airport (C55) EAA Ch 682 Fly-In Breakfas t 7am-12pm Info 815-732-7268
SEPTEMBER 16-17-Bartlesville OK-Frank Phillips Field (BVO) 49th Annual Tulsa Regional Fly-In Info wwwtllisafyincom or Charlie Harris at 918-622-8400
SEPTEMBER 17-Poplar Grove IL-Poplar Grove Airport Vintage Wings amp Wheels Museum Salu te to WW II Combat Aviators Military aircraft display and fly-by Interviews with 12 WWII veterans of air combat Info wwwpopiargroveairmotivecommllsellnl
SEPTEMBER 17-1S-Rock Falls IL-Whiteside County Airport (SQI) North Centra l EAA Old Fashioned Fly-In Forums workshops fly-market camping air rally awards food amp exhibitors Info wwwnceaaorg
SEPTEMBER 22-25-St Louis MO-Creve Coeur Airport (lHO) Monocoupe Club Fly-InReunion Info Frank Kerner (314) 277-4306 or monocoupesbcgiobainet or wwwmorlOcollpecom
SEPTEMBER 23-25-Sonoma CA-Sonoma Skypark (OQ9) 23rd Annua l 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 208shy739-3979 or ristpsaoicom
SEPTEMBER 24-Topping VA-Hummel Air Field 10h Annual Car amp Air Event 8am-4pm Featuring ant ique cars and planes plus fire apparatus tractors amp engines and arts amp crafts Info (804) 694-5995 or in(oWingsandwheeislIs or wwwwingsandwheeislIs
SEPTEMBER 24-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-I n Info wwwieebottomcom
OCTOBER 1-2-Midland TX-Midland [nt l Airport FINAshyCAF AIRSHO 2005 will commemorate 60th Anniversary of the end of World War II Info 432-563-1000 x 2231 or pubiicreiationscaf7qorg
OCTOBER 5-9-Tullahoma TN-1932 to 2005-The Tradition Lives Year of the Staggerwing Staggerwing Twin Beech 18 Bonanza Baron Beech owners amp enthusiasts Sponsored by the Staggerwing Museum Foundation Staggerwing Club Twin Beech 18 Society BonanzaBaron Museum Travel Air Division amp Twin Bonanza Assn Info 931-455-1974
REGIONAL FLY-IN SCHEDULE EAA Mid-Eastern Fly-In EAA Southeast August 26-28 2005 Regional Fly-In Marion OH (MN N) October 7-92004
Evergreen AL (GZH) Virginia State EAA Fly-In wwwserfi org October 1-2 2005 Petersburg VA (PTB) Copperstate Regional EAA Fly-In wwwvaeaaorg October 6-92005
Phoenix AZ (A39) wwwcopperstateorg
30 AU G U S T 2005
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 dlie7025IOI om vaaflyboyLwnsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Avc 72 15 East 46th SI Albert Lea MN 56007 Tulsa OK 74147
507-373-1674 918-622-8400 stfles(eskmefiiacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush H ill Road Sherborn MA 01 770
508-65l-7157 SH i Ocomcas t llet
David Bennett PO Box 11 88
ioseville CA 95678 916-645-8370
antiquerireachcul1l
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507-263-24 14
InjbfchldrcOI111tCtcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773-779-2 105
pllOtopiotaoicom
Dave C lark 635 Vestal Lane
Plainfield IN 46 168 317-839-4500
davecpciiquestnet
John S Copeland l A Deacon Street
Northborough MA 0 1532 508-393-4775
copelaml JjllllOcom
Phil Coulson 284 15 Springbrook Dr
Lawton MI 49065 269-624-6490
rcollsonS J6cscom
Roger Gom oll 8891 Airport Rd Box C2
Blaine MN 55449 763-786-J342
pledgedriveIns11com
Dale A Gustafson 7724 Shady Hills Dr
Indianapoli s IN 46278 317-293-4430
dalefayemscom
Jeannie Hill PO Box 328
Ha rva rd IL 60033-0328 8l5-943-7205
dishaoowc et
Espie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-3650
wintisockaoco m
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaoicom
Robert D Rob Lumley 1265 Sout h 124th Sl Brookfield WI 53005
262-782-2633 illmpeniiexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817-491-9 110
sellemorris(~lev I IIet
Dean Richardson 1429 Kings Lynn Rd
Stoughton WI 53589 608-877-8485
daraprilairecom
SH Wes Schmid 2359 Lefeber Ave nue
Wauwatosa WI 532 t 3 414-771- 1545
sllschmicimilwpccom
DIRECTORS EMERITUS
Gene C hase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920-23 1-5002 815-923-459 1
GRCHACllarterHet b7ac1Jc llel
Ronald C Fritz 15401 Sparta AV(
Kent City MI 49330 6 16-678-50 12
rFritzf1athwaywlcom
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873 Web Site wwwvintageaircraftorg and wwwairventllreorg E-Mail vintageaircraftCtieaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)
- Newrenew memberships EAA Divishysions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
-Address changes -Merchandise sales -Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory ___ ___ _ 732-885-6711
Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing920-426-4876 Education __ _ 888-322-3229
- EAA Ai r Academy - EAA Scholarships
Flight Advisors info rmation 920-426-6864 Flight Inst ructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles _ _ _ 877-806-8902
Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan _ 866-647-4322 Term Life and Accidental _ 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 Vintage _ FAX 920-426-6865
- Submitting articlephoto - Advertising information
EAA Aviation Foundat ion Artifact Donations 920-426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Association Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additional $10 annually Junior Membershjp (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
EAA SPORT PILOT Current EAA m embers may add EAA
SPORT PILOT magaZine for an additional $20 per year
EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magaZine not inshyduded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA members may join the
Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not inshyduded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the
International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magazine for an additional $45 per year
EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magaZine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA
Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magashyzine and one year membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a
check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2005 by lhe EM Vintage IgtJrcraft Association All righls reserved
VINlAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage IgtJrcraft Association of the ExperimentallgtJrcraft Association and is published monthly at EM Aviation Ceoter 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vinfageaircrafteaaorg Periodicals Poslage paid al Oshkosh Wisconsin 54901 and al additional mailing oHices POSTshyMASTER Send address changes to Vintage IgtJrplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcretumswdsmailcom FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivet)l of VlNlAGE AIRPLANE to loreign and APO addresses via surtace mail ADVERTISshyING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Readers are encouraged to subm stories and photographs Polky opinions expressed in artk1es are solely those of the authors Responsibility for accuracy in reporting rests entirely wh the contributor No remuneration is made Material should be sent to Edor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 92D-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aeronautica are registered trademarks trademarks and service marks of the EXperimental Aircraft Association Inc The use of these trademarks and service marks without lhe pennission of the ExperimentallgtJrcraft Association Inc is strictly prohibited
VINTAGE AIRPLANE 31
Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no
frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VM
reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1-800-233-6934 e-mail ramremfgaolcom Website wwwramengine com VI NTAG E
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418 wwwlpjetservicescom
Airplane T-Shirts 150 Different Airplanes Available
ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
WE PROBABLY HAVE YOUR AIRPLANE
wwwairplanetshirtscom 1-800-645-7739
Flying wires available 1994 pricing Visit wwwflyingwirescom or call
800-517-9278
ELECTRICAL CONDUIT
ASSEMBliES bull MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made per your specifications
bull Original equipment style Braided Conduits in Aluminum Brass or Stainless Steel
bull We carry a complete line of AN - MS Electrical Fittings Backshell Adapters and Specialty Fittings
bull We also have full machine shop capabilities for any custom applications you may require
bull Rebuild your Warbird back to Original
AIRFLEX INDUSTRIES 2538 SUPPLY STREET POMONA CA 91767
Tel 909-392-8474 AI RFLEXI N D USTRIES COM
THE FORGOTTEN PERFORMERS continued
the Pacemaker in marginal weather Mud Lake is narrow shallow and a half-mile long and Poet dragged it twice and then did a touch-andshygo before setting down for th e pickup Mattie Jack was loaded on and they headed for the hospital at Bella Coola It was dark on arshyrival and although landing in the narrow valley without daylight was seldom attempted Dick executed a safe approach and thwarted a sad ending to Mattie Jacks life
The Pacemakers most serious trauma occurred on July 25 1963 on a takeoff from Nimpo Lake 70 miles east of Bella Coola Loaded with two adults and five children from the Poets extended family and piloted by Helens cousin Bob Stewart a wingtip caught the water in an attempt to un-stick the right float and the plane cartwheeled
The left wing and one float were torn off the fuselage was comshypletely severed immediately behind the cabin and everything came to rest floating inverted All on board
were wearing life jackets and the children were ed uca ted in float flying they tripped their seat belt buckles swam out the open end of the cabin and popped to the surshyface There were no injuries
Bohanan retri eved the engine it was flushed mounted on the nose of a PT-17 Stearman and sold to a dentist Dr William Stone in Sandy Oregon Forty years later the Stearman i s still owned by Stone and the same Wasp Jr is on the nose
The remainder of the Pacemaker stayed on the shore of Nimpo Lake for a year and then was loaded on a farm truck by Dicks son-in-law Alan Hauan and returned to Aumsshyville where it was deposited behind the Poets barn A much more serishyous tragedy occurred a short time later when Dick was involved in the fatal crash of a DHC-2 float Beaver when one wing folded
To be continued in the September isshysue ofVintage Airplane
32 AUGUST 2005
r ~ __c -lt JMNEwMAN
t The (ollowing list o(coming events is (IIrt1ished to Ollr readers as a matter o( it(orshymation only and does not constitllte approval sponsorship involvement cottrolor direction o(any event (fly-in seminars fly market etc) listed To submit an event send the information via mail to Vintage Airplane PO Box 3086 OshkoslI WI 54903-3086 Or e-Illail tl1e information to vintageaircra(teaaorg In(ormation shollld be received (ollr months prior to tile event date
AUGUST 7-Queen City MO-Applegate Airport 18th Annual Washytermelon Fly-In 2 PM til dark Info 660-766-2644
AUGUST 13-Hoquiam WA-Bowerman Field Ercoupe Gathering amp Fly-In All experimental classic and vintage aircraft are welshycome Excellent restaurant on field Info Dick 360-533-5926
AUGUST 19-21-Alliance OH-Barber Airport (201) 7th Annual Ohio Aeronca Aviators Fly-In Join us for a relaxing weekend of fun food friendship and flying Breakfast served by EAA Ch 82 Sat amp Sun 7am-llam Camping on field local lodging and transportation available Forums on Saturday Info Brian 216shy337-5643 or bwmatzllacyahoocom or wwwoaafy-Incom
AUGUST 20--Laurinburg-Maxton NC-Ercoupe Owners Club Aweshysome August Invitational NorthSouth Carolina members and guests Lunch awards Young Eagles Flights Info 336-342shy5629 or bandmannetpath-rc net
AUGUST 20--Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-[n Breakfast Info Tom 740-587-2312 or tmcaiinkcom
WIVI cbullbull___bull
These are the first tools you need to buy when you re~cover your
airplane Anyone who has used them will tell you they re the next best thing to having one of our staff right beside you The VHS tape and the DVD will give you the Big Picture and the manual will walk you step by step through every part of the process Youre never on your own when youre using Poly~Fiber
wwwpolyfibercom e-mail infopolyfibercom
Aircraft Coatings 800-362-3490
AUGUST 20--Niles M[-jerry Tyler Memorial Airport (3TR) VAA Ch 35 Corn and Sausage Roast 11am-3pm Rain date August 20 Donations $5 adults $3 children 12-yrs and under All you can eat Info Len 269-684-6566
SEPTEMBER 3-Marion [N-(MZZ) Flyln Cruiseln Info wwwFiylnCruiseln com
SEPTEMBER 3-Prosser WA-EAA Ch 391 s 22nd Annual Labor Day Weekend Prosser Fly-[n Info 509-735-1664
SEPTEMBER S-U-Galesburg [L-Galesburg Municipal Airport 34h Annual Stearman Fly-[n Technical seminars Aircraft judging and awards Aerobatic formation short-field takeoff spot-landing and flour bombing contests Dawn Patrol lunch-time flyouts pizza party stage show banquet and more Info 309-343-6409 or stearmanstearmanfyin com or wwwstea rmanfyin com
SEPTEMBER U -Mt Morris IL-Ogle County Airport (C55) EAA Ch 682 Fly-In Breakfas t 7am-12pm Info 815-732-7268
SEPTEMBER 16-17-Bartlesville OK-Frank Phillips Field (BVO) 49th Annual Tulsa Regional Fly-In Info wwwtllisafyincom or Charlie Harris at 918-622-8400
SEPTEMBER 17-Poplar Grove IL-Poplar Grove Airport Vintage Wings amp Wheels Museum Salu te to WW II Combat Aviators Military aircraft display and fly-by Interviews with 12 WWII veterans of air combat Info wwwpopiargroveairmotivecommllsellnl
SEPTEMBER 17-1S-Rock Falls IL-Whiteside County Airport (SQI) North Centra l EAA Old Fashioned Fly-In Forums workshops fly-market camping air rally awards food amp exhibitors Info wwwnceaaorg
SEPTEMBER 22-25-St Louis MO-Creve Coeur Airport (lHO) Monocoupe Club Fly-InReunion Info Frank Kerner (314) 277-4306 or monocoupesbcgiobainet or wwwmorlOcollpecom
SEPTEMBER 23-25-Sonoma CA-Sonoma Skypark (OQ9) 23rd Annua l 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 208shy739-3979 or ristpsaoicom
SEPTEMBER 24-Topping VA-Hummel Air Field 10h Annual Car amp Air Event 8am-4pm Featuring ant ique cars and planes plus fire apparatus tractors amp engines and arts amp crafts Info (804) 694-5995 or in(oWingsandwheeislIs or wwwwingsandwheeislIs
SEPTEMBER 24-Hanover IN-Lee Bottom Flying Field (641) Wood Fabric amp Tailwheels Fly-I n Info wwwieebottomcom
OCTOBER 1-2-Midland TX-Midland [nt l Airport FINAshyCAF AIRSHO 2005 will commemorate 60th Anniversary of the end of World War II Info 432-563-1000 x 2231 or pubiicreiationscaf7qorg
OCTOBER 5-9-Tullahoma TN-1932 to 2005-The Tradition Lives Year of the Staggerwing Staggerwing Twin Beech 18 Bonanza Baron Beech owners amp enthusiasts Sponsored by the Staggerwing Museum Foundation Staggerwing Club Twin Beech 18 Society BonanzaBaron Museum Travel Air Division amp Twin Bonanza Assn Info 931-455-1974
REGIONAL FLY-IN SCHEDULE EAA Mid-Eastern Fly-In EAA Southeast August 26-28 2005 Regional Fly-In Marion OH (MN N) October 7-92004
Evergreen AL (GZH) Virginia State EAA Fly-In wwwserfi org October 1-2 2005 Petersburg VA (PTB) Copperstate Regional EAA Fly-In wwwvaeaaorg October 6-92005
Phoenix AZ (A39) wwwcopperstateorg
30 AU G U S T 2005
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 dlie7025IOI om vaaflyboyLwnsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Avc 72 15 East 46th SI Albert Lea MN 56007 Tulsa OK 74147
507-373-1674 918-622-8400 stfles(eskmefiiacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush H ill Road Sherborn MA 01 770
508-65l-7157 SH i Ocomcas t llet
David Bennett PO Box 11 88
ioseville CA 95678 916-645-8370
antiquerireachcul1l
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507-263-24 14
InjbfchldrcOI111tCtcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773-779-2 105
pllOtopiotaoicom
Dave C lark 635 Vestal Lane
Plainfield IN 46 168 317-839-4500
davecpciiquestnet
John S Copeland l A Deacon Street
Northborough MA 0 1532 508-393-4775
copelaml JjllllOcom
Phil Coulson 284 15 Springbrook Dr
Lawton MI 49065 269-624-6490
rcollsonS J6cscom
Roger Gom oll 8891 Airport Rd Box C2
Blaine MN 55449 763-786-J342
pledgedriveIns11com
Dale A Gustafson 7724 Shady Hills Dr
Indianapoli s IN 46278 317-293-4430
dalefayemscom
Jeannie Hill PO Box 328
Ha rva rd IL 60033-0328 8l5-943-7205
dishaoowc et
Espie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-3650
wintisockaoco m
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaoicom
Robert D Rob Lumley 1265 Sout h 124th Sl Brookfield WI 53005
262-782-2633 illmpeniiexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817-491-9 110
sellemorris(~lev I IIet
Dean Richardson 1429 Kings Lynn Rd
Stoughton WI 53589 608-877-8485
daraprilairecom
SH Wes Schmid 2359 Lefeber Ave nue
Wauwatosa WI 532 t 3 414-771- 1545
sllschmicimilwpccom
DIRECTORS EMERITUS
Gene C hase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920-23 1-5002 815-923-459 1
GRCHACllarterHet b7ac1Jc llel
Ronald C Fritz 15401 Sparta AV(
Kent City MI 49330 6 16-678-50 12
rFritzf1athwaywlcom
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873 Web Site wwwvintageaircraftorg and wwwairventllreorg E-Mail vintageaircraftCtieaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)
- Newrenew memberships EAA Divishysions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
-Address changes -Merchandise sales -Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory ___ ___ _ 732-885-6711
Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing920-426-4876 Education __ _ 888-322-3229
- EAA Ai r Academy - EAA Scholarships
Flight Advisors info rmation 920-426-6864 Flight Inst ructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles _ _ _ 877-806-8902
Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan _ 866-647-4322 Term Life and Accidental _ 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 Vintage _ FAX 920-426-6865
- Submitting articlephoto - Advertising information
EAA Aviation Foundat ion Artifact Donations 920-426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Association Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additional $10 annually Junior Membershjp (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
EAA SPORT PILOT Current EAA m embers may add EAA
SPORT PILOT magaZine for an additional $20 per year
EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magaZine not inshyduded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA members may join the
Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not inshyduded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the
International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magazine for an additional $45 per year
EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magaZine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA
Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magashyzine and one year membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a
check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2005 by lhe EM Vintage IgtJrcraft Association All righls reserved
VINlAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage IgtJrcraft Association of the ExperimentallgtJrcraft Association and is published monthly at EM Aviation Ceoter 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vinfageaircrafteaaorg Periodicals Poslage paid al Oshkosh Wisconsin 54901 and al additional mailing oHices POSTshyMASTER Send address changes to Vintage IgtJrplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcretumswdsmailcom FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivet)l of VlNlAGE AIRPLANE to loreign and APO addresses via surtace mail ADVERTISshyING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Readers are encouraged to subm stories and photographs Polky opinions expressed in artk1es are solely those of the authors Responsibility for accuracy in reporting rests entirely wh the contributor No remuneration is made Material should be sent to Edor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 92D-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aeronautica are registered trademarks trademarks and service marks of the EXperimental Aircraft Association Inc The use of these trademarks and service marks without lhe pennission of the ExperimentallgtJrcraft Association Inc is strictly prohibited
VINTAGE AIRPLANE 31
Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no
frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VM
reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1-800-233-6934 e-mail ramremfgaolcom Website wwwramengine com VI NTAG E
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418 wwwlpjetservicescom
Airplane T-Shirts 150 Different Airplanes Available
ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
WE PROBABLY HAVE YOUR AIRPLANE
wwwairplanetshirtscom 1-800-645-7739
Flying wires available 1994 pricing Visit wwwflyingwirescom or call
800-517-9278
ELECTRICAL CONDUIT
ASSEMBliES bull MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made per your specifications
bull Original equipment style Braided Conduits in Aluminum Brass or Stainless Steel
bull We carry a complete line of AN - MS Electrical Fittings Backshell Adapters and Specialty Fittings
bull We also have full machine shop capabilities for any custom applications you may require
bull Rebuild your Warbird back to Original
AIRFLEX INDUSTRIES 2538 SUPPLY STREET POMONA CA 91767
Tel 909-392-8474 AI RFLEXI N D USTRIES COM
THE FORGOTTEN PERFORMERS continued
the Pacemaker in marginal weather Mud Lake is narrow shallow and a half-mile long and Poet dragged it twice and then did a touch-andshygo before setting down for th e pickup Mattie Jack was loaded on and they headed for the hospital at Bella Coola It was dark on arshyrival and although landing in the narrow valley without daylight was seldom attempted Dick executed a safe approach and thwarted a sad ending to Mattie Jacks life
The Pacemakers most serious trauma occurred on July 25 1963 on a takeoff from Nimpo Lake 70 miles east of Bella Coola Loaded with two adults and five children from the Poets extended family and piloted by Helens cousin Bob Stewart a wingtip caught the water in an attempt to un-stick the right float and the plane cartwheeled
The left wing and one float were torn off the fuselage was comshypletely severed immediately behind the cabin and everything came to rest floating inverted All on board
were wearing life jackets and the children were ed uca ted in float flying they tripped their seat belt buckles swam out the open end of the cabin and popped to the surshyface There were no injuries
Bohanan retri eved the engine it was flushed mounted on the nose of a PT-17 Stearman and sold to a dentist Dr William Stone in Sandy Oregon Forty years later the Stearman i s still owned by Stone and the same Wasp Jr is on the nose
The remainder of the Pacemaker stayed on the shore of Nimpo Lake for a year and then was loaded on a farm truck by Dicks son-in-law Alan Hauan and returned to Aumsshyville where it was deposited behind the Poets barn A much more serishyous tragedy occurred a short time later when Dick was involved in the fatal crash of a DHC-2 float Beaver when one wing folded
To be continued in the September isshysue ofVintage Airplane
32 AUGUST 2005
VINTAGE AIRCRAFT
ASSOCIATION OFFICERS
President Vice-President Geoff Robison George Daubner
152 1 E MacGregor Dr 2448 Lough Lane New Haven IN 46774 Hartford WI 53027
260-493-4724 262-673-5885 dlie7025IOI om vaaflyboyLwnsncom
Secretary Treasurer Steve Nesse Charles W Harris
2009 Highland Avc 72 15 East 46th SI Albert Lea MN 56007 Tulsa OK 74147
507-373-1674 918-622-8400 stfles(eskmefiiacom cwhhvsucom
DIRECTORS Steve Bender
85 Brush H ill Road Sherborn MA 01 770
508-65l-7157 SH i Ocomcas t llet
David Bennett PO Box 11 88
ioseville CA 95678 916-645-8370
antiquerireachcul1l
John Berendt 7645 Echo Point Rd
Cannon Falls MN 55009 507-263-24 14
InjbfchldrcOI111tCtcom
Robert C Bob Brauer 9345 S Hoyne
Chicago IL 60620 773-779-2 105
pllOtopiotaoicom
Dave C lark 635 Vestal Lane
Plainfield IN 46 168 317-839-4500
davecpciiquestnet
John S Copeland l A Deacon Street
Northborough MA 0 1532 508-393-4775
copelaml JjllllOcom
Phil Coulson 284 15 Springbrook Dr
Lawton MI 49065 269-624-6490
rcollsonS J6cscom
Roger Gom oll 8891 Airport Rd Box C2
Blaine MN 55449 763-786-J342
pledgedriveIns11com
Dale A Gustafson 7724 Shady Hills Dr
Indianapoli s IN 46278 317-293-4430
dalefayemscom
Jeannie Hill PO Box 328
Ha rva rd IL 60033-0328 8l5-943-7205
dishaoowc et
Espie Butch Joyce 704 N Regional Rd
Greensboro NC 27409 336-668-3650
wintisockaoco m
Steve Krog 1002 Heather Ln
Hartford WI 53027 262-966-7627
sskrogaoicom
Robert D Rob Lumley 1265 Sout h 124th Sl Brookfield WI 53005
262-782-2633 illmpeniiexecpccom
Gene Morris 5936 Steve Court
Roanoke TX 76262 817-491-9 110
sellemorris(~lev I IIet
Dean Richardson 1429 Kings Lynn Rd
Stoughton WI 53589 608-877-8485
daraprilairecom
SH Wes Schmid 2359 Lefeber Ave nue
Wauwatosa WI 532 t 3 414-771- 1545
sllschmicimilwpccom
DIRECTORS EMERITUS
Gene C hase EE Buck Hilbert 2159 Carlton Rd PO Box 424
Oshkosh WI 54904 Union IL 60180 920-23 1-5002 815-923-459 1
GRCHACllarterHet b7ac1Jc llel
Ronald C Fritz 15401 Sparta AV(
Kent City MI 49330 6 16-678-50 12
rFritzf1athwaywlcom
Membershi~ Services Directory ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873 Web Site wwwvintageaircraftorg and wwwairventllreorg E-Mail vintageaircraftCtieaaorg
EAA and Division Membership Services 800-843-3612 FAX 920-426-6761 (800 AM-700 PM Monday-Friday CST)
- Newrenew memberships EAA Divishysions (Vintage Aircraft Association lAC Warbirds) National Association of Flight Instructors (NAFI)
-Address changes -Merchandise sales -Gift memberships
Programs and Activities EAA AirVenture Fax-On-Demand Directory ___ ___ _ 732-885-6711
Auto Fuel STCs 920-426-4843 Buildrestore information 920-426-4821 Chapters locatingorganizing920-426-4876 Education __ _ 888-322-3229
- EAA Ai r Academy - EAA Scholarships
Flight Advisors info rmation 920-426-6864 Flight Inst ructor information 920-426-6801 Flying Start Program 920-426-6847 Library ServicesResearch 920-426-4848 Medical Questions 920-426-6112 Technical Counselors 920-426-6864 Young Eagles _ _ _ 877-806-8902
Benefits AUA Vintage Insurance Plan 800-727-3823 EAA Aircraft Insurance Plan _ 866-647-4322 Term Life and Accidental _ 800-241-6103 Death Insurance (Harvey Watt amp Company) Editorial 920-426-4825 Vintage _ FAX 920-426-6865
- Submitting articlephoto - Advertising information
EAA Aviation Foundat ion Artifact Donations 920-426-4877 Financial Support 800-236-1025
MEMBERSHIP INFORMATION EAA
Membership in the Experimental Aircraft Association Inc is $40 for one year includshying 12 issues of SPORT AVIATION Family membership is an additional $10 annually Junior Membershjp (under 19 years of age) is available at $23 annually All major credit cards accepted for membership (Add $16 for Foreign Postage)
EAA SPORT PILOT Current EAA m embers may add EAA
SPORT PILOT magaZine for an additional $20 per year
EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magaZine not inshyduded) (Add $16 for Foreign Postage)
VINTAGE AIRCRAFf ASSOCIATION Current EAA members may join the
Vintage Aircraft Association and receive VINTAGE AIRPLANE magazine for an adshyditional $36 per year
EAA Membership VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magaZine not inshyduded) (Add $7 for Foreign Postage)
lAC Current EAA members may join the
International Aerobatic Club Inc Divishysion and receive SPORT AEROBATICS magazine for an additional $45 per year
EAA Membership SPORT AEROBATshyICS magazine and one year membership in the lAC Division is available for $55 per year (SPORT AVIATION magaZine not included) (Add $15 for Foreign Postage)
WARBIRDS Current EAA members may join the EAA
Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year
EAA Membership WARBIRDS magashyzine and one year membership in the Warbirds Division is available for $50 per year (SPORT AVIATION magazine not inshycluded) (Add $7 for Foreign Postage)
FOREIGN MEMBERSHIPS Please submit your remittance with a
check or draft drawn on a United States bank payable in United States dollars Add required Foreign Postage amount for each membership
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright copy2005 by lhe EM Vintage IgtJrcraft Association All righls reserved
VINlAGE AIRPLANE (USPS 062-750 ISSN 0091-6943) is published and owned exclusively by the EM Vintage IgtJrcraft Association of the ExperimentallgtJrcraft Association and is published monthly at EM Aviation Ceoter 3000 Poberezny Rd PO Box 3086 Oshkosh Wisconsin 54903-3086 e-mail vinfageaircrafteaaorg Periodicals Poslage paid al Oshkosh Wisconsin 54901 and al additional mailing oHices POSTshyMASTER Send address changes to Vintage IgtJrplane PO Box 3086 Oshkosh WI 54903-3086 PM 40032445 Return undeliverable Canadian addresses to World Distribution Services Station A PO Box 54 Windsor ON N9A 6J5 e-mail cpcretumswdsmailcom FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivet)l of VlNlAGE AIRPLANE to loreign and APO addresses via surtace mail ADVERTISshyING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken
EDITORIAL POLICY Readers are encouraged to subm stories and photographs Polky opinions expressed in artk1es are solely those of the authors Responsibility for accuracy in reporting rests entirely wh the contributor No remuneration is made Material should be sent to Edor VINTAGE AIRPLANE PO Box 3086 Oshkosh WI 54903-3086 Phone 92D-426-4800
EMreg and EM SPORT AViAnONreg the EM Logoreg and Aeronautica are registered trademarks trademarks and service marks of the EXperimental Aircraft Association Inc The use of these trademarks and service marks without lhe pennission of the ExperimentallgtJrcraft Association Inc is strictly prohibited
VINTAGE AIRPLANE 31
Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no
frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VM
reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1-800-233-6934 e-mail ramremfgaolcom Website wwwramengine com VI NTAG E
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418 wwwlpjetservicescom
Airplane T-Shirts 150 Different Airplanes Available
ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
WE PROBABLY HAVE YOUR AIRPLANE
wwwairplanetshirtscom 1-800-645-7739
Flying wires available 1994 pricing Visit wwwflyingwirescom or call
800-517-9278
ELECTRICAL CONDUIT
ASSEMBliES bull MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made per your specifications
bull Original equipment style Braided Conduits in Aluminum Brass or Stainless Steel
bull We carry a complete line of AN - MS Electrical Fittings Backshell Adapters and Specialty Fittings
bull We also have full machine shop capabilities for any custom applications you may require
bull Rebuild your Warbird back to Original
AIRFLEX INDUSTRIES 2538 SUPPLY STREET POMONA CA 91767
Tel 909-392-8474 AI RFLEXI N D USTRIES COM
THE FORGOTTEN PERFORMERS continued
the Pacemaker in marginal weather Mud Lake is narrow shallow and a half-mile long and Poet dragged it twice and then did a touch-andshygo before setting down for th e pickup Mattie Jack was loaded on and they headed for the hospital at Bella Coola It was dark on arshyrival and although landing in the narrow valley without daylight was seldom attempted Dick executed a safe approach and thwarted a sad ending to Mattie Jacks life
The Pacemakers most serious trauma occurred on July 25 1963 on a takeoff from Nimpo Lake 70 miles east of Bella Coola Loaded with two adults and five children from the Poets extended family and piloted by Helens cousin Bob Stewart a wingtip caught the water in an attempt to un-stick the right float and the plane cartwheeled
The left wing and one float were torn off the fuselage was comshypletely severed immediately behind the cabin and everything came to rest floating inverted All on board
were wearing life jackets and the children were ed uca ted in float flying they tripped their seat belt buckles swam out the open end of the cabin and popped to the surshyface There were no injuries
Bohanan retri eved the engine it was flushed mounted on the nose of a PT-17 Stearman and sold to a dentist Dr William Stone in Sandy Oregon Forty years later the Stearman i s still owned by Stone and the same Wasp Jr is on the nose
The remainder of the Pacemaker stayed on the shore of Nimpo Lake for a year and then was loaded on a farm truck by Dicks son-in-law Alan Hauan and returned to Aumsshyville where it was deposited behind the Poets barn A much more serishyous tragedy occurred a short time later when Dick was involved in the fatal crash of a DHC-2 float Beaver when one wing folded
To be continued in the September isshysue ofVintage Airplane
32 AUGUST 2005
Something to buy sell or trade Classified Word Ads $550 per 10 words 180 words maximum with boldface lead-in on first line Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no
frequency discounts Advertising Closing Dates 10th of second month prior to desired issue date (ie January 10 is the closing date for the March issue) VM
reserves the right to reject any advertising in conflict with its policies Rates cover one insertion per issue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (classadseaaorg) using credit card payment (all cards accepted) Include name on card complete address type of card card number and expiration date Make checks payable to EAA Address advertising correspondence to EM Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086
BABBITT BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1-800-233-6934 e-mail ramremfgaolcom Website wwwramengine com VI NTAG E
THERES JUST NOTHING LIKE IT ON THE WEB
wwwaviation-giftshopcom A Website with the Pilot in Mind (and those who love airplanes)
For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418 wwwlpjetservicescom
Airplane T-Shirts 150 Different Airplanes Available
ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202
CUSTOM PRINTED T-SHIRTS for your flying club flight shop museum Free samples Call 1-800-645-7739 or 1shy828-654-9711
Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accessories Also Helton Lark and Aeronca C-3 project Find my name and address in the Officers and Directors listing and call evenings E E Buck Hilbert
WE PROBABLY HAVE YOUR AIRPLANE
wwwairplanetshirtscom 1-800-645-7739
Flying wires available 1994 pricing Visit wwwflyingwirescom or call
800-517-9278
ELECTRICAL CONDUIT
ASSEMBliES bull MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made per your specifications
bull Original equipment style Braided Conduits in Aluminum Brass or Stainless Steel
bull We carry a complete line of AN - MS Electrical Fittings Backshell Adapters and Specialty Fittings
bull We also have full machine shop capabilities for any custom applications you may require
bull Rebuild your Warbird back to Original
AIRFLEX INDUSTRIES 2538 SUPPLY STREET POMONA CA 91767
Tel 909-392-8474 AI RFLEXI N D USTRIES COM
THE FORGOTTEN PERFORMERS continued
the Pacemaker in marginal weather Mud Lake is narrow shallow and a half-mile long and Poet dragged it twice and then did a touch-andshygo before setting down for th e pickup Mattie Jack was loaded on and they headed for the hospital at Bella Coola It was dark on arshyrival and although landing in the narrow valley without daylight was seldom attempted Dick executed a safe approach and thwarted a sad ending to Mattie Jacks life
The Pacemakers most serious trauma occurred on July 25 1963 on a takeoff from Nimpo Lake 70 miles east of Bella Coola Loaded with two adults and five children from the Poets extended family and piloted by Helens cousin Bob Stewart a wingtip caught the water in an attempt to un-stick the right float and the plane cartwheeled
The left wing and one float were torn off the fuselage was comshypletely severed immediately behind the cabin and everything came to rest floating inverted All on board
were wearing life jackets and the children were ed uca ted in float flying they tripped their seat belt buckles swam out the open end of the cabin and popped to the surshyface There were no injuries
Bohanan retri eved the engine it was flushed mounted on the nose of a PT-17 Stearman and sold to a dentist Dr William Stone in Sandy Oregon Forty years later the Stearman i s still owned by Stone and the same Wasp Jr is on the nose
The remainder of the Pacemaker stayed on the shore of Nimpo Lake for a year and then was loaded on a farm truck by Dicks son-in-law Alan Hauan and returned to Aumsshyville where it was deposited behind the Poets barn A much more serishyous tragedy occurred a short time later when Dick was involved in the fatal crash of a DHC-2 float Beaver when one wing folded
To be continued in the September isshysue ofVintage Airplane
32 AUGUST 2005
