STRAIGHT amp LEVEL Espie ButchJoyce

2 AlC NEWS

4 AEROMAIL

5 BULLETS FOR ALIGNMENT Bud Oliver

6 GRIMES AIRPORT FLY-IN Andrew King

8 AIRCRAFT STROBE LIGHTS Dick Hill

10 MYSTERY PLANE H G Frautschy

12 PLENTY OF GLASS TO WATCH THE WORLD GO BY H G Frautschy

17 A FLYING FLEET ON FLOATS Norm Petersen

21 A SCOTT BERGS LINDBERGH John Underwood

25 PASS IT TO BUCK EE Buck Hilbert

27 WELCOME NEW MEMBERS

28 MEMBERSHIP INFOCLASSIFIED ADS

32 VINTAGE MERCHANDISE

Publisher TOM POBEREZNY

Editor-in-Chief JACK COX

Editor HENRY G FRAUTSCHY

Mallaging Editor GOLDA COX

Contributing Editor JOHN UNDERWOOD

Computer Graphic Specialists BETH BLANCK OLIVIA L PHILLIP PIERRE KOTZE

Photography Staff JIM KOEPNICK LEEANN ABRAMS KEN LICHTENBERG MARK SCHAIBLE

AdveriisinglEditorial Assistant ISABELLE WISKE

SEE PAGE 30 FOR FURTHER VINTAGE AIRCRAFT ASSOCIATION INFORMATION

by ESPIE BUTCH JOYCE PRESIDENT VINTAGE AIRCRAR ASSOCIATION

The Future When you make a decision to change something youve been doshy

ing the same way for a long time how can you be sure change is for the best

While thinking about this an incident at my dad s airport in the late fifties came to mind A number of good old country boys were learning to fly in J-3s and J-5s One new pilot named CD chose to carry a passenger named Shag for his first airplane ride A big thunshyderstorm was building off to the south When warned about the danger he said it would be okay He just wanted to fly over and take a look at it By the time he returned the wind direction shifted and was now blowing very strongly out of the opposite direction from which he took off Have you ever seen anyone try to land a J-3 with a 40 knot tailwind

Several passes were made and we could hear CD and Shag shouting at each other In the meantime my dad had taken off in the Tri-Pacer He circled them to get their attention then landed into the wind CD followed suit and landed safely r later asked CD what all of the shouting was about He said Shag told him that on the next landing attempt ifhe ever got that close to the ground again he was going to jump CD also told me that he told Shag it he ever got that close again he was going to jump too

Fortunately CD never had to decide to jump since my father had presented him with new information namely the change in wi nd direction Using that information he revised his initial decishy

sion to land in the same direction he departed New information was used to arrive at a proper decision

Additional information is what your Board has been mulling over for some time Starting now weve got a new look for the EAA Vintage Aircraft Association Whats that you ask Its the new name ofthe EAA AntiqueClassic Division Your Officers Dishyrectors Advisors and the EAA staff have been working hard over the past couple of years to create a name that better defines our group of aircraft and the enthusiasts who enjoy vintage aircraft You will be proud to display the new logo on your aircraft and clothing It has a feel for the style and excitement of the first half of this censhytury Under the umbrella ofthe Vintage Aircraft Association the various judging categories we currently enjoy - Antique Classic and Contemporary - will be maintained

When renewing your membership you will receive a membershyship card reflecting the Vintage Aircraft Association name and logo Were pleased to announce it will be a high quality credit card style card the same weight and feel as the new EAA card which has been included in EAA membership mailings since Deshycember Were confident youll enjoy the new look and name one we feel more properly reflects the diverse interests of the nearly 10000 VAA members worldwide

Lets all pull in the same direction for the good of aviation Reshymember we are better together Join us and have it all

INSIGHT FROM THE PRESIDENT OF EAA

The EAA AntiqueClassic Division has represented EAA memshybers who love vintage airplanes for years Your Board staff volunteers and members have done a superb job of organizing acshytivities at EAA AirVenture Oshkosh and other fly-ins around the country as well as presenting this excellent monthly pUblication VINTAGE AIRPLANE

A number of years ago you expanded your outreach to inshyclude Contemporary aircraft (January 1 1956 through December 31 1960) As time has passed more and more aircraft have beshycome part of this category joining the group we call vintage airplanes These unique airplanes that we restore and fly represhysent our love of flight as well as the history of aviation

The growing cadre of enthusiasts who preserve our aviation heritage while keeping them flying make it appropriate to enshyhance the scope and change the name of your organization to the Vintage Aircraft Association This banner encompasses the Anshytique Classic and Contemporary aircraft that continue to serve each of us

The focus of the organization hasnt changed Rather the name represents the wide and varied interests that are a part of the vinshy

tage aircraft movement which has been reflected through the name of your magazine for years

The Vintage Aircraft Association as a part ofEAA will conshytinue to serve members who preserve and upgrade an important segment of the aviation community Currently there are 62000 aircraft that are classified as Antiques Classics or Contemposhyraries With over 9000 members the Vintage Aircraft Association represents a relashytively small segment of the total group The owners in this group of aircraft have expanding needs that are no longer confined to mainteshynance and operation but also include re storation and preservation

The name of your organishyzation has changed along with the logo and identity but the contents and services remain as strong as ever

Tom Poberezny

VINTAGE AIRPLANE 1

compiled by HG Frautschy

VINTAGE AIRPLANE NOTES During the work to move the Divishy

s ion s name to one that more completely defined the areas of interest for the entire group we took the opshyportunity to refine the look and feel of Vintage Airplane

First youll notice a new look for the Contents page with more photos and bolder type to make it ea sier to f ind your favorite column or feature

The information you may need to contact the EAA Vintage Aircraft Asshysociation and its officers and directors has been compiled on one page It will always be within the last four pages of the magazine and co nta in s phone numbers E-mail addres ses and web site addresses for EAA and its di vishysions Need to know about the AUA V AA insurance program The phone number is there How about the web site address for EAA AirVenture Its there as well Being an EAA and Vin-

FRONT COVER Surrounding Randy Briscoe is 33 square feet of plexiglass as he sits in the aft seat of the Lusshycombe T-8F owned by him and Brice Newberry of Kingfisher OK This T-8F was originally built as a Crop Master model and came complete with acrop dusting outfit and a pair of 30 gallon wing mounted spray tanks EAA photo by Ken Lichtenberg shot with a Canon EOS1 n equipped with an 80-200mm zoom lens EM Cessna 210 photo plane flown by Bruce Moore

BACK COVER EAA Vintage Aircraft Association Director Emeritus EE Buck Hilbert banks right to pass under the photo plane with his 1938 Fleet 10F Mounted on a pair of Edo 1835 floats built in 1930 the biplane was the darshyling of the Otsego Lake Seaplane Fly-In in Michigan and then later of the EAA AirVenture Seaplane Fly-In at the VetteBlust seaplane base EAA photo by Jim Koepnick shot with a Canon EOS1 n equipped with an 80-200mm zoom lens EAA Cessna 210 photo plane flown by Bruce Moore

2 FEBRUARY 1999

The EAA Aviation Foundation is seekshying an Air Academy Lodge Host Couple The Lodge Host Couple positions offer an opportunity to share in shaping aviations future In exchange for a furnished apartshyment in the Lodge and part-time compensation this couple will support EAAs Resident Youth and Education programs by their operating and maintainshying the Lodge and its kitchen Ideally the hosts are a traditional early or newly reshy

tired couple with the abilities to work with Academy Staff and participants while ensuring a safe comfortable living environment and quality food service for program participants and staff

Send your resume and references to Experimental Aircraft Association Human Resources - Host Couple PO Box 3086 Oshkosh WI 54903-3086 or E-mail hreaaorg

tage Aircraft Assoc iation member has benefits that go well beyo nd the reshyceipt of a magazine each month and we invite you to enjoy them all The Membership Services Directory on page 30 can point you to just the inforshymation yo u need to en ha nce your recreational aviation experience

Weve also taken the oppOitunity to loosen up some of the page layouts mak ing them a bit easier on the eyes by not having quite as much type on each page Were confident youll find the changes helpful and if you have any comments or requests feel free to write the Editor at the address li sted in the Membership Sershyvices Directory

YOUNG EAGLES

The EAA Young Eagles Program the most ambitious youth aviation pro gra m ever introduced the world of fli ght to more th a n 100 000 young peopl e in 1998 That is the largest yearly total in the s ix-year hi story of the progra m which is designed to provide free demonshystra tion flights to one million young people

by the end of 2003 More than 460000 Young Eagles

have now been flown since July 1992 when the program was introduced at the EAA Fly-In Convention (now EAA Ai rVenture) in Oshkosh Those yo un g people have been flown by more than 22000 volunteer pilots on six continents A large number of the fl ights were made in vintage aircraft by members of the EAA Vintage Airshycraft Association

The past year has been the most successful 12 months in the history of the Young Eagles Program EAA A vishyation Foundation President Tom

Bob Lumley EAA Vintage Aircraft Association Director (right) enjoys a laugh with Paul Bellingham after flying in Bobs Aeronca 11AC Chief Paul is one of the over 460000 young people introshyduced to the world of flight by the Young Eagles program since its inception in 1992

by ESPIE BUTCH JOYCE PRESIDENT VINTAGE AIRCRAR ASSOCIATION

The Future When you make a decision to change something youve been doshy

ing the same way for a long time how can you be sure change is for the best

While thinking about this an incident at my dad s airport in the late fifties came to mind A number of good old country boys were learning to fly in J-3s and J-5s One new pilot named CD chose to carry a passenger named Shag for his first airplane ride A big thunshyderstorm was building off to the south When warned about the danger he said it would be okay He just wanted to fly over and take a look at it By the time he returned the wind direction shifted and was now blowing very strongly out of the opposite direction from which he took off Have you ever seen anyone try to land a J-3 with a 40 knot tailwind

Several passes were made and we could hear CD and Shag shouting at each other In the meantime my dad had taken off in the Tri-Pacer He circled them to get their attention then landed into the wind CD followed suit and landed safely r later asked CD what all of the shouting was about He said Shag told him that on the next landing attempt ifhe ever got that close to the ground again he was going to jump CD also told me that he told Shag it he ever got that close again he was going to jump too

Fortunately CD never had to decide to jump since my father had presented him with new information namely the change in wi nd direction Using that information he revised his initial decishy

sion to land in the same direction he departed New information was used to arrive at a proper decision

Additional information is what your Board has been mulling over for some time Starting now weve got a new look for the EAA Vintage Aircraft Association Whats that you ask Its the new name ofthe EAA AntiqueClassic Division Your Officers Dishyrectors Advisors and the EAA staff have been working hard over the past couple of years to create a name that better defines our group of aircraft and the enthusiasts who enjoy vintage aircraft You will be proud to display the new logo on your aircraft and clothing It has a feel for the style and excitement of the first half of this censhytury Under the umbrella ofthe Vintage Aircraft Association the various judging categories we currently enjoy - Antique Classic and Contemporary - will be maintained

When renewing your membership you will receive a membershyship card reflecting the Vintage Aircraft Association name and logo Were pleased to announce it will be a high quality credit card style card the same weight and feel as the new EAA card which has been included in EAA membership mailings since Deshycember Were confident youll enjoy the new look and name one we feel more properly reflects the diverse interests of the nearly 10000 VAA members worldwide

Lets all pull in the same direction for the good of aviation Reshymember we are better together Join us and have it all

INSIGHT FROM THE PRESIDENT OF EAA

The EAA AntiqueClassic Division has represented EAA memshybers who love vintage airplanes for years Your Board staff volunteers and members have done a superb job of organizing acshytivities at EAA AirVenture Oshkosh and other fly-ins around the country as well as presenting this excellent monthly pUblication VINTAGE AIRPLANE

A number of years ago you expanded your outreach to inshyclude Contemporary aircraft (January 1 1956 through December 31 1960) As time has passed more and more aircraft have beshycome part of this category joining the group we call vintage airplanes These unique airplanes that we restore and fly represhysent our love of flight as well as the history of aviation

The growing cadre of enthusiasts who preserve our aviation heritage while keeping them flying make it appropriate to enshyhance the scope and change the name of your organization to the Vintage Aircraft Association This banner encompasses the Anshytique Classic and Contemporary aircraft that continue to serve each of us

The focus of the organization hasnt changed Rather the name represents the wide and varied interests that are a part of the vinshy

tage aircraft movement which has been reflected through the name of your magazine for years

The Vintage Aircraft Association as a part ofEAA will conshytinue to serve members who preserve and upgrade an important segment of the aviation community Currently there are 62000 aircraft that are classified as Antiques Classics or Contemposhyraries With over 9000 members the Vintage Aircraft Association represents a relashytively small segment of the total group The owners in this group of aircraft have expanding needs that are no longer confined to mainteshynance and operation but also include re storation and preservation

The name of your organishyzation has changed along with the logo and identity but the contents and services remain as strong as ever

Tom Poberezny

VINTAGE AIRPLANE 1

compiled by HG Frautschy

VINTAGE AIRPLANE NOTES During the work to move the Divishy

s ion s name to one that more completely defined the areas of interest for the entire group we took the opshyportunity to refine the look and feel of Vintage Airplane

First youll notice a new look for the Contents page with more photos and bolder type to make it ea sier to f ind your favorite column or feature

The information you may need to contact the EAA Vintage Aircraft Asshysociation and its officers and directors has been compiled on one page It will always be within the last four pages of the magazine and co nta in s phone numbers E-mail addres ses and web site addresses for EAA and its di vishysions Need to know about the AUA V AA insurance program The phone number is there How about the web site address for EAA AirVenture Its there as well Being an EAA and Vin-

FRONT COVER Surrounding Randy Briscoe is 33 square feet of plexiglass as he sits in the aft seat of the Lusshycombe T-8F owned by him and Brice Newberry of Kingfisher OK This T-8F was originally built as a Crop Master model and came complete with acrop dusting outfit and a pair of 30 gallon wing mounted spray tanks EAA photo by Ken Lichtenberg shot with a Canon EOS1 n equipped with an 80-200mm zoom lens EM Cessna 210 photo plane flown by Bruce Moore

BACK COVER EAA Vintage Aircraft Association Director Emeritus EE Buck Hilbert banks right to pass under the photo plane with his 1938 Fleet 10F Mounted on a pair of Edo 1835 floats built in 1930 the biplane was the darshyling of the Otsego Lake Seaplane Fly-In in Michigan and then later of the EAA AirVenture Seaplane Fly-In at the VetteBlust seaplane base EAA photo by Jim Koepnick shot with a Canon EOS1 n equipped with an 80-200mm zoom lens EAA Cessna 210 photo plane flown by Bruce Moore

2 FEBRUARY 1999

The EAA Aviation Foundation is seekshying an Air Academy Lodge Host Couple The Lodge Host Couple positions offer an opportunity to share in shaping aviations future In exchange for a furnished apartshyment in the Lodge and part-time compensation this couple will support EAAs Resident Youth and Education programs by their operating and maintainshying the Lodge and its kitchen Ideally the hosts are a traditional early or newly reshy

tired couple with the abilities to work with Academy Staff and participants while ensuring a safe comfortable living environment and quality food service for program participants and staff

Send your resume and references to Experimental Aircraft Association Human Resources - Host Couple PO Box 3086 Oshkosh WI 54903-3086 or E-mail hreaaorg

tage Aircraft Assoc iation member has benefits that go well beyo nd the reshyceipt of a magazine each month and we invite you to enjoy them all The Membership Services Directory on page 30 can point you to just the inforshymation yo u need to en ha nce your recreational aviation experience

Weve also taken the oppOitunity to loosen up some of the page layouts mak ing them a bit easier on the eyes by not having quite as much type on each page Were confident youll find the changes helpful and if you have any comments or requests feel free to write the Editor at the address li sted in the Membership Sershyvices Directory

YOUNG EAGLES

The EAA Young Eagles Program the most ambitious youth aviation pro gra m ever introduced the world of fli ght to more th a n 100 000 young peopl e in 1998 That is the largest yearly total in the s ix-year hi story of the progra m which is designed to provide free demonshystra tion flights to one million young people

by the end of 2003 More than 460000 Young Eagles

have now been flown since July 1992 when the program was introduced at the EAA Fly-In Convention (now EAA Ai rVenture) in Oshkosh Those yo un g people have been flown by more than 22000 volunteer pilots on six continents A large number of the fl ights were made in vintage aircraft by members of the EAA Vintage Airshycraft Association

The past year has been the most successful 12 months in the history of the Young Eagles Program EAA A vishyation Foundation President Tom

Bob Lumley EAA Vintage Aircraft Association Director (right) enjoys a laugh with Paul Bellingham after flying in Bobs Aeronca 11AC Chief Paul is one of the over 460000 young people introshyduced to the world of flight by the Young Eagles program since its inception in 1992

compiled by HG Frautschy

VINTAGE AIRPLANE NOTES During the work to move the Divishy

s ion s name to one that more completely defined the areas of interest for the entire group we took the opshyportunity to refine the look and feel of Vintage Airplane

First youll notice a new look for the Contents page with more photos and bolder type to make it ea sier to f ind your favorite column or feature

The information you may need to contact the EAA Vintage Aircraft Asshysociation and its officers and directors has been compiled on one page It will always be within the last four pages of the magazine and co nta in s phone numbers E-mail addres ses and web site addresses for EAA and its di vishysions Need to know about the AUA V AA insurance program The phone number is there How about the web site address for EAA AirVenture Its there as well Being an EAA and Vin-

FRONT COVER Surrounding Randy Briscoe is 33 square feet of plexiglass as he sits in the aft seat of the Lusshycombe T-8F owned by him and Brice Newberry of Kingfisher OK This T-8F was originally built as a Crop Master model and came complete with acrop dusting outfit and a pair of 30 gallon wing mounted spray tanks EAA photo by Ken Lichtenberg shot with a Canon EOS1 n equipped with an 80-200mm zoom lens EM Cessna 210 photo plane flown by Bruce Moore

BACK COVER EAA Vintage Aircraft Association Director Emeritus EE Buck Hilbert banks right to pass under the photo plane with his 1938 Fleet 10F Mounted on a pair of Edo 1835 floats built in 1930 the biplane was the darshyling of the Otsego Lake Seaplane Fly-In in Michigan and then later of the EAA AirVenture Seaplane Fly-In at the VetteBlust seaplane base EAA photo by Jim Koepnick shot with a Canon EOS1 n equipped with an 80-200mm zoom lens EAA Cessna 210 photo plane flown by Bruce Moore

2 FEBRUARY 1999

The EAA Aviation Foundation is seekshying an Air Academy Lodge Host Couple The Lodge Host Couple positions offer an opportunity to share in shaping aviations future In exchange for a furnished apartshyment in the Lodge and part-time compensation this couple will support EAAs Resident Youth and Education programs by their operating and maintainshying the Lodge and its kitchen Ideally the hosts are a traditional early or newly reshy

tired couple with the abilities to work with Academy Staff and participants while ensuring a safe comfortable living environment and quality food service for program participants and staff

Send your resume and references to Experimental Aircraft Association Human Resources - Host Couple PO Box 3086 Oshkosh WI 54903-3086 or E-mail hreaaorg

tage Aircraft Assoc iation member has benefits that go well beyo nd the reshyceipt of a magazine each month and we invite you to enjoy them all The Membership Services Directory on page 30 can point you to just the inforshymation yo u need to en ha nce your recreational aviation experience

Weve also taken the oppOitunity to loosen up some of the page layouts mak ing them a bit easier on the eyes by not having quite as much type on each page Were confident youll find the changes helpful and if you have any comments or requests feel free to write the Editor at the address li sted in the Membership Sershyvices Directory

YOUNG EAGLES

The EAA Young Eagles Program the most ambitious youth aviation pro gra m ever introduced the world of fli ght to more th a n 100 000 young peopl e in 1998 That is the largest yearly total in the s ix-year hi story of the progra m which is designed to provide free demonshystra tion flights to one million young people

by the end of 2003 More than 460000 Young Eagles

have now been flown since July 1992 when the program was introduced at the EAA Fly-In Convention (now EAA Ai rVenture) in Oshkosh Those yo un g people have been flown by more than 22000 volunteer pilots on six continents A large number of the fl ights were made in vintage aircraft by members of the EAA Vintage Airshycraft Association

The past year has been the most successful 12 months in the history of the Young Eagles Program EAA A vishyation Foundation President Tom

Bob Lumley EAA Vintage Aircraft Association Director (right) enjoys a laugh with Paul Bellingham after flying in Bobs Aeronca 11AC Chief Paul is one of the over 460000 young people introshyduced to the world of flight by the Young Eagles program since its inception in 1992

Poberezny said EAA members and other pilots have responded to the challenge of giving young people an opportunity to see what aviation is all about and the possibilities it can hold for them Everyone involved in Young Eagles can be very proud of this accomplishment and enthused about the programs future

In 1998 a total of 100838 young people were registered as Young Eashygles - a 53 percent increase from the 1997 total Those young people were flown by more than 8000 pishylots which included EAA members and other pilots from approved partshyner organizations including the Canadian Owners and Pilots Associashy

tion (COPA) the Civil Air Patrol and numerous other aviation groups

EAA AIRVENTURE 98 VOLUNTEERS

If you were one of the many fine folks who volunteer either a little or a lot of your time in the AntiqueClasshysic area during the annual EAA convention your efforts certainly never go unnoticed (Heck you even get a nice patch volunteer name tag and a hat plus a pizza party all to say Thank You)

Many of you work pretty hard too - On the flight line and other activishyties less than half of the volunteers work more than 34 of the hours On

the flight line alone there were 127 volunteers who worked a total of 3755 hours of these 53 previously worked during the Convention in 199774 in 1996 and 59 in 1995376 volunteers worked a total of 13674 hours an average of about 36 hours per volunteer

Dont be intimidated by those numbers Each and every hour counts and if you can spare a few check in at the Volunteer booth on the corner outside the Red Barn during EAA AirVenture 99 and if youre in Florida for Sun n Fun this spring drop in the Headquarters building to volunteer your time - your fellow members will appreciate it

VINTAGE AIRPLANE 3

BLUE NOTES Dear HG I wanted to send the enclosed photo

(below) of Ken Falglor and myself in front of his Flaglor High Tow which he converted from a Fleet 16B in 1957 He changed from a Warner to a W-670 to tow gliders after he wrecked a Stearshyman The FAA told Ken at the time to make the change he needed to make it an experimental and the way to do that was to make it look like something other than a Fleet So Ken made it look like a Waco

Although Ken is too humble to talk about his flying his friend reports that Ken actually towed two gliders at once with the big engine fired up I believe it given how well it performs flying around the Tetons

This photo was taken at EAA OSHKOSH 97 when Ken was reacshyquainted with the aircraft after 30 years The aircraft is currently undershygoing a complete restoration at the Aviat Aircraft factory in Afton Wyoming We hope to have it done for Sun n Fun 99

The al1icle on the Steco Aeroplane was great I actually have Stevens original patent framed on my office wall (see photo right)

Best Wishes for a great and safe New Year

Brent Blue (EAA 377214 VAA 18419) Jackson Hole WY

REACTION TO STEARMAN MAGIC

Dear Lauran Thank you for my Christmas preshy

sent I don t seem to get a whole lot of

free time to read but today I enjoyed your story in Vintage Stearman Magic Boy did it hit home

Both my husband and I fly out of Schellville with a couple of Great Lakes and a few other planes We ve been blessed over the many years of flying to meet some of the very same folks you have There really are so many special people all across Amershyica in small town hangars At the Schellville airport we have a whole

- ~

r +r ~ [

family of flying friends Anyway thanks for sharing your

story and please send us your book If Airplanes Could Talk Enc losed is our check for $795

Blue Skies and Best Regards Janet M Ewertz (EAA 42278 V AA 7005) Sonoma CA

Mr Paine Enjoyed your article in the Decemshy

ber issue of Vintage Airplane so I have to read your book If Airplanes Could Talk Enclosed my check for same

So nice to read something positive when all the news on TV radio and newspapers is so negative

Just for the love of flight I remain Bob Zilinsky (EAA 30122 VAA 110) Hinsdale IL ~

-Bullets forAlignment-By Bud Oliver

Reprinted fro m Custom Aircraf t Bu ilding Tips Vol 1

Many times I have shivered and cringed as I watched felshylows hammer bolts into strut and wing fittings as they assemble and rig an aircraft In many cases the assemblers are unaware of the proper techniques to use to avoid trouble When you are holding something in alignment such as a wing-to-fuselage root fitting and then proceed to take the actual bolt that you are going to secure it with and attempt to drive it into place with a hammer you are certain to get varying degrees of the followshying results (and sometimes all of them) ruined bolt threads galled bolt and fittings bent bolts elongated fitting holes bent twisted and cracked fittings loss of paint or plating

Two persons can assemble any plane whose component parts they are able to lift with absolutely no damage by using

the following procedure

c --- --~ I FIG 1 C__ _I

Assemble the entire plane by using bolts of at least one size diameshyter smaller than the bolts you will use on the comshyp leted job If possible these bolts should be inshyserted oppos ite to the direction that the actual bolts will go in In this

USE UNDERSIZE BOLT TO INITIALLY INSTALL COMPONENTS

way the entire plane will easily go into approximate alignshyment and the bolts will go in easily by inserting them with the fingers (Fig 2)

Now make a bullet of the proper diameter and length for the alignment of all fittings To make the bullet just take an old bolt that is the same diameter that the fitting requires and grind one end to a bullet nose shape and cut the other end off square Only the unthreaded bolt shank is used The head of the bolt is cut off and the threaded end is used for the bullet head end so that the threads are ground away (Fig 1)

For tight places where a long bullet cannot be used make up a short one as shown The bullet is given a thin coat of Parker Thread-lube (or Lubriplate) or white lead and oil (to stop galling of similar metals) and inserted into the fitting in the same direction the final bolt will go in The bullet is then tapped in place with a soft drift and hammer until it is flush with the face of the fitting (Fig 3) The bolt is then tapped into place It will push the bullet out ofthe fitting ahead of it (Fig 4) You may notice that I illustrated one bullet with an eye at the point This is the cotter pinhole of the original bolt from which the bullet was made Often there are places where the bullet cannot be driven in In these cases you can often pull the bullet into the hole with stainless steel safety wire inserted through this hole (Fig 5)

PUSH UNDERSIZE BOLT THROUGH WITH BULLET

c-- rm-~ PUSH BOLT

FIG 4 -- THROUGH TO FOLLOW BULLET ~

--+------ - -~

SAFETY WIRE THROUGH HOLE TO PULL BULLET THROUGH FITTING FIG 5

VINTAGE AIRPLANE 5

GRIMES AIRPORT FLY-IN by Andrew King EAA 275985 VAA 10739

Grimes Airport in Bethel Pennsylvashynia is rapidly becoming a mecca for antique airplane nuts in the

northeast The 2800 foot grass strip is the home of the Golden Age Air Museum a small but growing collection of 1920s and 1930s airplanes and memorabilia and twice a year in July and October the Mushyseum hosts an antique airplane fly-in Last years summer event was on July II and drew about 60 planes The weather was alshymost perfect sunny and clear with low humidity not the typical July heat and haze The wind was a little strong during the day but by lunch time the parking area was pretty full and the hamburger stand was busy

Some ofthe unusual attendees included a Bellanca CH-400 Skyrocket a Stinson SR-5 a Travel Air 4000 and a Fleet Model 2 with an air starter Several of the Mushyseums ships were out on the line as well including the E-2 Cub and the Rangershypowered Great Lakes In the hangar was the one-of-a-kind Winstead Special an OX-5 powered biplane from the late 1920s The Winstead is almost ready to fly with only the installation of the engine and some minor details to fmish

Classics were the most numerous types on the grounds with plenty of Luscombes and Taylorcrafts and Cessna 140s to look at and one really beautiful Swift

A Stearman was busy all afternoon barnstorming and several others flew in including one that according to a map on the side had flown to all of the United States and all of the Provinces of Canada

There were also a number of antique cars on hand including a couple of Model As and a 1910 Maxwell and as is normal with these kind of events a good time was had by all The next Golden Age Air Mushyseum Fly-In will be a two-day affair October 3-4 and if last year was any examshyple the fall fly-in will be even bigger than the summer one For more information on the Museum and its activities the phone number is 717933-9566 and the address is 371 Airport Rd Bethel PA 19507 ~

6 FEBRUARY 1999

GAAM-owned 1927 Winstead Special waiting for the installation of its OX-So

The Museums Taylor E-2 Cub and Great Lakes Sport Trainer with a Model T Airport Hack and 1910 Maxwell

Great Lakes powered by a 200 Ranger in front of the Museum hangar

Strobe lights were installed on Convair 340s which were later re-engiried witb Allison turboprops and were designated CV-S80

Aircraft strobe lights flickering across the darkened sky are a common sight to us all But how did strobes come to be on airshy

planes in the first place And whats a blue duck named Herman got to do with it anyway

In the late 1950s a gentleman named Bill Adkins who at that time was a first officer for Northwest Airlines was also a camera buff Stroboscopic lights were beshycoming available on the new generation of cameras Air traffic was becoming more congested and the need for good illuminashytion of aircraft at night had become more evident

8 FEBRUARY 1999

He began experiments with various types of strobe lights and with the probshylems ofmounting them on airplanes When he had developed what he thought was a good system he realized there would be great costs involved He took his device to Minneapolis Honeywell and the Maxishymum Safety Light was built He then tried to get someone to conduct an experiment with the strobes on an airliner

Northwest was not interested in conshyducting experiments such as this so he approached some friends at North Central Airlines When the necessary paperwork equaled the weight of the airplane it beshycame possible to attach the strobe units to

one of North Centrals DC-3s Actually two units were necessary one for each wing The strobes wer secured in a pod unshyder the wingtip and were not visible from the cockpit

We the pilots were cautioned not to operate the strobes on the ground and only in clear air because the bright flashes could be very disorienting when reflected by objects or cloud form They would also be a disturbance to other pilots who were nearby when on the ground

Tower operators were asked if the strobes enhanced visibility and made it easier to spot traffic Other pilots were asked ifthe strobe lights were any easier to

see in flight than the conventional rotating beacon and position lights The responses were very positive and our company North Central decided to make them stanshydard on our entire fleet

The strobe lights created some interestshying thoughts among our passengers One evening early in winter we were cruising northward across Wisconsin in that first strobe equipped DC-3 Snow showers were present and while were were flying through one the cockpit door opened The stewardess came in and said that a passenshyger wanted to know if we were flying through static

Static Remember we were still in the early

days of television long before cable TV and a channel on every spot on the dial Static was seen every time you rotated the channel dial on your big RCA televishysion and sometimes there even snow or static when you had station tuned in

We could only smile for we knew just what the passenger was seeing Every time wingtip strobes would flash it froze the movement of the snow flakes for a split second and all the passenger could see out his window was a world filled with brilshyliant dashes

While planning to use the strobes North Central was starting a program to rep lace the DC-3s with Convairs Since the DC-3s were to be disposed of the strobes were engineered for only the soonshyto-be-acquired Convairs

Within a short while we had nearly forty Convairs each with a set of strobes on the wing tips The units consisted of three lights one flashing forward at 180 cycles per minute one flashing to the side at 80 cycles and a third pointed to the rear flashing at 40 cyc les Each li ght was shielded so that the flashes did not enter the cockpit In the late 1960s North Censhytral converted the strobe equipped Convairs to use Allison turboprop engines and they were designated the CV-580

For quite some time there was no doubt whose plane it was winging its way across the night sky If it had strobes it was

North Central Eventually other manushy

facturers and airl ines picked up the program so strobe lights were incorporated into each generation of modern aircraft The usage of strobes has spread to surshyface operat ions too Strobes can now be seen on police vehic les ambushylances school buses barricades and in many other places Instead ofonly having the bright white lightning flash color filshyters have been added for some of these purposes

When Douglas proshy

A North Central DC-3 on the ramp at land Olakes WI Flying the summer schedule it waits for its passengers and crew Our thanks to Patti Barry VP of Barry Aviation for supplying us with this photo A DC-3 just like this was used for the tests by North Central of strobe lights on aircraft

duced the DC-1 0 they installed strobes that were operated in a particular sequence A you watched one cruise across the sky the strobes winked flash - flash - pause - flash This made it very easy to idenshytify a plane as a DC-I O Now one seldom sees a DC-IO domestically but some of the other aircraft have adopted that parshyticular pattern

Flashing strobes can be seen all over the sky when you step outside at night They are tributes to a forward thinking pishylot who was a camera buff and to an airline that was willing to take a chance

If you happen to see an old Convair 580 parked at an airport Look closely beshycause if it has wingtip strobes it probably belonged to North Central

mSTORICAL NOTES -Bill Adkins went on to complete a cashy

reer as a Captain for Northwest retiring at age 60 Not happy with retirement he sl id back to the engineer position for twelve more years Now in his seventies he conshyducts demo nstratio n fl ights in the big simulators that are normally used to train the airlines pilots

-Fifty one years ago in February 1948 an airline called Wisconsin Central came into being They chose a blue mall ard duck with a circle around it as their logo The mallard was known for its hi ghl y adaptable pattern of short efficient flights as well as for its strength and endurance in long flights The circle symbolized the sun by day and the moon my night

Later to better the refl ect the airlines expanding area of operation the name was changed to North Central Airlines Since

the Mallard duck was chosen as Wisconshysin Centrals symbol North Central became the airline with the Blue Duck on the tail The duck who we called Hershyman was usually mis-referred to by the public as a blue goose so most everyone else called us the Blue goose Airline

Herman the blue duck even survived after North Central bought out Southern Airways and Hughes AirWest forming the newly merged Republic Airlines

However sometime later during the change to a new paint scheme for the Boeing 757 the duck was dropped from the tail and dispatched to the land of lost logos Now that Republic has merged into Northwest Herman North Centrals blue duck is unfortunately more ofa dead duck

So now neither Wisconsin Central North Centra l Republic nor the Blue Duck exists But there are those of us who wi ll always remember when there was a strong and forward thinking little airline named North Central and a blue duck named Herman who winged hi s way across the night sky sporting the very first aircraft strobe lights

Thanks North Central Thanks Helman

Heres a trivia question Ill bet many or you can answer

Who invented the strobe light

The answer is published on page 28

VINTAGE AIRPLANE 9

Our Mystery Airplane for February is fairly well known but surprisshyingly weve never feashytured it in the column Have at it and be sure to have your answer in to the Vintage Airplane office no later than February Mjrst~ PIJlil1J~ March 25 1999

November Mystery Plane Still ~ Mystery

10 FEBRUARY 1999

by HG Frautschy

Not surpri s ingly the November Mystery Plane remains just that a one-of-a-kind lightplane that is lost in the dusty fi le drawers of aviation hi story No one dared send in a reshysponse Theres a rotary engine installed and you can just see what appears to be an engine contro l in the ca bin as yo u look through the pyralin windows

There is a passing resemblance to the smaller Alco Sportplane feashytured in the 1930 Flying and Glider manual but only with extens ive

changes could it even be reshylated to the A lco Like many of its pre-CAA contemposhyrarie s it s most like ly a homebuilt project built up with war surplus parts and was not destined for production

Here s a note related to the September Mystery Plane picshyture from Don Toppen

Th e thing that rea lly caught my attention [in th e photo was the Gee Bee model Y In 1933 1 worked atthe Air Race as a gopher along with about five other Eagle Scouts in th e press box 1 wa tched Florence Klingensmith buy the farm flying the modified Y

She came around the home py lon and lost what appeared to be the major portion of the

I

fabric from the top ofthe right wing She straightened it out and flew level on an ESE direction toward Glenshyview She got it across Lake Avenue the E- W road south ofthe airport and across the Milwaukee Railroad tracks At that point she lost it it went from level flight to a straight nose-dive into the ground

This Air Race was in conjunction with the Chicago Worlds Fair of 1933 held at Curtiss Reynolds Field During WW II it became NAS Glenshyview I went by there before AirVenture 98 and they are pulling out all the runways now that the airshyport is closed

This airport holds fond memories for me as it was here I had my first airplane ride It was in a Ford TrishyMotor the fee being a penny a pound Whenever we could my friend Bill Crawford and I would play hooky and ride our bikes to Curtiss Reynolds Bill became a meteoroloshygist they taught him to fly and he para-dropped equipment along the Hump route The engineers built

Keystone K-78 Patrician

the airstrips he set up the WX stashytions and kept them going until the war ended

On these visits we would watch Gray Goose Airline Fords come and go Thats when I decided I was going to darn well be an airline pilot

While working at the Air Race I met such pilots as Major Ernst Udet I took his picture for one ofthe writers His specialty was a handkerchief pickup with the wingtip ofhis plane Another was Roscoe Turner A t a later date after Gene Tritt and I founded the United Pilots Speakers Panel I worked a convention with Roscoe down in French Lick Indiana

Well there were many more Ill never forget the squadrons

Race Program my employee badge and red identification card for the Race to the EAA Boeing Library know D enn is Parks has it stashed away not 50 feet from your desk

There are many more stories lurkshying in the back ofthe old noggin and it is fun reminiscing with others from the same era but as for a stand alone article there is not much ofgeneral interest

Enjoy your magazine H G Sincerely Don Toppen (EAA 109869 VAA 7836) Sun City West AZ

ofP-6s and P-12s the Army J Gee Bee

I

Air Force had on site The fellows flew them around the pylons too In those days everything was a race horse start Impressive

A number ofyears ago as we movedfrom Illinois to Wisconsin I gave the

VINTAGE MAGAZINE 11

ON THE COVER

Luscombes T -8F

Plenty of Class to Watch the World CoDy I

f you were a salesman who represhy

sented a company that made

aluminum and plastic polishes

then youd want to know Brice Newberry

(EAA 587092 V AA 29373) of Kingfisher OK Brice and his wife Vicki have a thing for the Luscombe line of airplanes and in particular he really loves the T-8 Luscombes utility airplane that came about during Luscombe s bid to proshycure a military contract

The T -8F features plenty of plexiglass to keep clean (33 sq ft i) and quite a few square feet of aluminum sheet to keep polished Maybe thats why one of his T-8Fs is bare metal with red trim and the other flying T -8F in his stable is painted in a military green

Brices work with the T-8F series began with a mention by one of his best buddies Randy

12 FEBRUARY 1999

Briscoe He indicated he was ready for a special airplane restoration project one that was differshyent He d owned a variety of airplanes in the past inc luding Cessnas Stearmans Citabrias and a Bellanca Viking but he wanted someshything special Brice knew what Randy needed -a Luscombe

Randy and his wife Jamie started to research Luscombes after he and Brice decided to look for a T-8F Compiling a list of all the owners letshyters were sent out inquiring if anyone was interested in selling their airplanes Some never came back and many came with notes that effecshytively said well never sell

Fortunately there were a few who said they d be interested in selling In March of 1997 Randy located N2202B in Death Valley CA Brice flew commercially to Reno NV and was met by the T-8Fs owner John Mulvey With an annual good until the following October Brice flew it home to Oklahoma where he and Randy enjoyed

By HG Frautschy

~he unusual lines of the Luscombe T-SF came about when Luscombe was vying for a military liaison plane contract They didnt win but the airplane was certified by the CAA and has developed quite a following for the 30 remaining out of lOS built

it for the summer When annual inspecshytion time came up they decided to install an electrical system in the airplane Well one thing led to another and you all know what that can lead to

The Luscombe T -SF started out purely as the speculative answer to an Air Force question Looking for a new light liaison airplane for the Army to use in the post-war era the Air Force (who was doing the evaluation for the Army) made it clear they wanted an off-theshyshelf airplane that would meet their specifications In order to keep the cost to the military down the airplanes had to be CAA Type Certificated For Lusshycombe the basic 8F airframe contributed about 90 percent of the the parts for the new model but there was one important

difference in the specification that reshyquired Luscombes engineers to spend some drafting table time The Air Force wanted an airplane with tandem seating and Luscombe didnt make any airplanes with that seating arrangement In order to make that work when they moved the passenger aft they got an added bonus The plastic bubble added to the top half of the aft cockpit gave the observer in the back spectacular views Now it did nothing for the airplanes lines and in fact the revised fuselage shape required the addition of a dorsal fin to the vertishycal tail to give some added stability But the added side windows in the doors and to the left and right of the aft seat gave the T -SF superb visibility The late Max Karant wrote about the view out

the T-SF Maneuverability in the air is quite

satisfactory and somewhat startling if you happen to look around through the various windows A steep turn for inshystance looks a lot more dramatic in the airplane you can look back and see the world cocked at an angle and nearly all ofthe Observers tail unit is visible And even in level flight its somewhat startling to look down the whole ofboth sides ofthe airplane are window enabling pilot and passenger to see clear under the plane (From Flying September 1945)

For ventilation the upper door winshydows open as do the aft side windows With all that overhead clear plexishyglasss on a warm summer day you might need all the windows open and dont forget the sunscreen and a hat

The first of the military Luscombes was the T -8E which was powered per the Air Force spec by the Continental C-S5 engine After tests at Fort Bragg SC during which the Luscombe Tayshylorcraft and Aeronca airplanes were tested and found satisfactory the conshytract was awarded based on the bid price Aeronca won with a bid of $1649 per airplane for the 439 7BCs it was to deliver

After being shipped home to Dallas Luscombe continued work to have the T -SE certificated It was hoped the milshyitary would be interested in the airplane during a later off-the-shelf buy As

The T-SF cockpit differs from its cousin the SF The throttle is located on the left side of the cockpit at the forward edge of the door and the stick is now in the center of the floor The aft passenger does have a set of rudder pedals and a stick The red handle on the upper left The aft seat can be a great place to get a of the photo is the flap handle tan - dont forget the sunscreen and a hat

14 FEBRUARY 1999

the program progressed it was decided to equip the airplane with the C-90 Continental a decision made easier with the concurrent certification of the Luscombe 8F In fact the T-8F and 8F were certified on the same day by the CAA and T-8Fs were soon being deshylivered to customers The first model available the Observer was issued with two levels ofequipment The Speshycial and Deluxe The Special lacked the electrical system landing lights and starter the Deluxe was given Plans were also being made to put the T-8F in another market - crop dusting

The T-8F duster was dubbed the Crop Master Installed in the wings were a pair of 30 gallon spray tanks and mounted on the struts and fuselage was a spray rig built by the Indepenshydent Cropdusters company of Campell CA By midwinter of 1948-49 the deshysign was ready and approved in the Standard and Restricted categories by the CAA in February Also included in the Crop Master T -8F was the new Luscombe wing flap design which had just been given production approval by theCAA

1949 was not going to be a great year for the Luscombe company and the production life of the T -8F sprayer was short lived - from March until June of that year Only 35 of the Crop Masshyter sprayers were built and delivered before Luscombe Aircraft Co was forced into bankruptcy

The T -8F about to be annualed by Brice and Randy was originally built in

Brice Newberry and his friend Randy Brisco have to squint just a bit because of their polish job on the T-SF

the second batch of airplanes comshypleted April 30 1949 In May CL Butler and Sons of Pine Bluff WY bought the Crop Master for use on their ranch and continued to own and fly it until 1991 when it was sold to Mr Mulvey Their only changes to the airshyplane were the installation of a Lycoming 0-320 of 150 hp and the mounting of a pair of 850x6 tires to handle their ranch strip

When October arrived and the anshynual was due the work was begun Vicki Newberry describes the next part ofNC2202Bs history

We ordered the parts we needed to install the electrical system and this is where things sort of got carried away

33 square feet of plexiglass surround the pilot and observer in the T-SF Both the upper side windows on the doors and the windows just below the aft bubble can be opened in flight

We decided to remove the wings to do the inspection for inner granular corshyrosion and we djust take the spray tanks out then We were very pleased at the condition the wings were in and decided to incorporate the wing tanks and the spray tanks to give us a bit more fuel range We thought now would be the time to install landing lights and why not just go ahead and install strobes too We installed the starter prop extension alternator and to maintain the original Luscombe cowling look we lengthened the rear of the cowl (upper and lower) approxshyimately six inches

Brice fabricated the new cowling doors to allow clearance for the spark plugs and valve covers this is the only skin that is not original from the facshytory He also installed a new prop spinner he fabricated the battery box baggage compartment and installed them The tail was removed and the horizonta l stabilizer fitting was reshyplaced with part 1000 furnished by the DLHF new ball bearing pulleys and new cables were installed The paint was stripped Control sticks rudder pedals and door latches and throttle quadrant were sent offand chromed The instrument panel was removed cleaned and repainted two tone silverred with a tiny black pinshystripe and has wood grain accents New instruments were installed but he maintained the original panel look The exterior was painted with Air Techs Firestorm Red and pinstriped with 116 black pinstripe thefactory installed original skins were polished

VINTAGE AIRPLANE 15

space anything we needed) Like the potato chip commercial

where nobody can eat just one the Newberrys now have five T-8Fs located at their private airstrip White Airport Two are currently flying (NC2123B and 2202B) and the others are undergoing restoration one of them (N 1589B) by Willy Luber manager of the Kingfisher airport N220 I B is being restored for Randy Briscoe Brice s friend and Kingshyfisher businessman The engine will be a Lycoming 0290-02 (135 hp) a full compliment ofVFR instruments and a red and silver color scheme Randy and Brice s eyes just sparkled when they were talking about the new restoration and you could tell it will be something special We look forward to seeing it The other project is N 1583B All of the airplanes have the horizontal tail fitting replaced with the new PMAd fitting

Heres the entire brood all five of the T-8Fs now at Brices airstrip White airport manufactured by the Don Luscombe Each will have the latest mods available for the Luscombe including the DLAHF Aviation History Foundation (DLAHF) PMAd horizontal tail fitting and the BAS tail pull handle mounted on the aft fuseshy They also have the BAS tail pull handle lage The second aircraft on the right in the dark green color scheme was restored in installed used to move the airplanerecent years by the Don Luscombe Aviation History Foundation long after it had been damaged back in 1961 around on the ground instead of pushing

and pulling on the tail surfaces Brice is plenty busy in his life as a

until they looked like new the Classic Division Award at the EAA cropduster and he also enjoys ropin The interior was painted with Air Fly-in in Eldorado Kansas (By the and making horse saddles but Vicki

Tech s Nevada Silver and we decided to way they are a great group ofpeople says the top of his recreation list has the try to design some type ofinterior we th ey helped us get a motel room and heading Luscombe With the way chose salt and p epper red and black were friendly and extra eager to help N2202B looks what will he and Randy carpet and th e side pan el are red with transportation finding hangar have for us to see in the future ~ tuckroll inserts with silver New glass was installed This particular example is powered by a Lycoming 0-320 of 150 hp The high country stance of this T-8 F is We received a one time field emphasized by the 850x6 tires

approval from the FAA This annual took in

excess of 1300 hours of Brices time he worked in excess of12 hour days and many seven days a week Willy Luber of Okarche Oklahoma sp ent many long hours working side by side Brice Very few visitors at the hangar esshycaped without holding a screwdriv er or wrench For quite some time I was co nvinced this wasnt a proj ect it was turning out to be a career

We were honored to have received the Classic Division Award and the Grand Champion Award at th e Antique Airplan e Fly-in at Pauls Valley Okshylah oma and we received

16 JANUARY 1999

Buck Hilberts 1938 Fleet Model lOF on Pontoons

Unusual airplanes deshymand unusual people E E Buck Hilbert (EAA 21 AI C 5) of Union IL is one of

those people - and his Fleet Model 10F is one of those airplanes Not only is it a rare model but most unusual is the fact that it was never certificated in the United States prior to Bucks ownership Therein lies a problem that was tough to sunnount as we shall see

The original Fleet Model I was designed and sold in 1929 with a Warner 110 engine and many early pilots received their initial training in them This model begat the

Model 2 the Model 7 the Model 8 and the Model 9 which were powshyered with Kinner engines of 100 to 125 hp By the time the mid thirties came along Fleet Aircraft was busy selling airplanes to foreign counshytries especially those in Central and South America

Buck s Fleet Model 10F was built in June of 1938 and in June 1939 it was shipped from Canada to Nicaragua as a fighter complete with aux fuel tanks bomb racks and a 30 caliber machine gun that fired through the propeller The serial number on the airplane is 263 which many experts suspect was the protoshytype Model 10 to be exported as the

export numbers run from 263 to 411 all exported as military aircraft

The F leet served in the Nicaraguan military from 1939 until 1955 when it was surplused to the civilian market and eventually was collected as a basket case by Danny Martinez (EAA 72116) of San Antonio TX Danny is a longshytime EAAer and has an avid interest in antique airplanes including Fleet biplanes He labored away on the Fleet Modell 0 for nearly 16 years doing a tremendous amount of work on the airframe and overhauling the original Warner 145 engine When the time came to install the ailerons on the wings the eight-foot-Iong

By Norm Petersen

hinge pins would not go in It was maddening to say the least

Enter one Buck Hilbert The time was 1989 and Danny was at his wits end Buck figured there must be a way to mount the ailerons so he bought the Fleet and hauled it to his home in Illishynois The fun began

With no previous certification the entire Fleet biplane had to be closely inspected for conformity to Standard Certification Using hard-to-get drawshyings it was possible for the FAA inspectors to put their stamp of apshyproval on everything up to the fuewall However there was no record of a Fleet Modell 0 ever using a Warner 145 engine and the inspectors were stopped cold It would take another three years before Buck Hilbert was able to have a heart-to-heart talk with Admiral Busey the FAA Administrashytor at the time Once the word came down things started to move forward and the airplane was certified in the Standard Category as a Hilbert Fleet ModeIIOF

18 FEBRUARY 1999

Early in the morning Buck Hilbert (closest to the camera) readies the Fleet for the EAA televishysion crew to take some video footage of the seaplane Standing on the wing is Scott Guyette and walking by the tail is Robb McAllister both of the EAA video crew

The old gray iron streamlined flyshying wires were replaced by a complete set of stainless wires from Nick d Ashypuzzo who commented that the measurements were identical to a set of Fleet 16 wires Sadly this would be the last set of wires that Nick sold

before his passing The airplane was flown on wheels

for about 16 hours when the engine beshygan showing signs of ill health Buck and Charlie Smith overhauled the Warner and found two pistons that were bad and some of the valve train

needed help before it once again ran well By now the concept of a genshyuine biplane on floats was starting to haunt Buck so he began looking The idea just wouldn t go away One day in Trade-A-Plane he spotted a set of Edo 1835 floats for sale complete with Fleet rigging The owner turned out to be Sandy Brown the present newsletter editor of the International Fleet Club based in Marlborough CT

Once the set of floats built in May 1930 were purchased they were hauled to Brian Van Wagnen s place in Michigan The Fleet was flown from Illinois to Michigan for the installation Every part of the float installation fit very well and the only additions needed were a couple of sets of float wires to complete the truss work between the floats and the airplane

A metal HamiltonStandard ground adjustable propeller was installed for float work as wooden props are seshyverely eaten away by water spray With a setting that allows the big 500 cubic inch Warner to crank up to 2100

(Top) Buck Hilbert departs the seaplane base to make the Seaplane Fly-By at Wittman Field His was one of nearly forty seaplanes that took part (Middle) With this author in the front cockpit Buck taxies the Fleet at idle speed as he lines up for the takeoff run The Fleet is very stable in the water and the Edo 1835 floats do an excellent job The 145 Warner accelerates with complete authority on the takeoff run and climbs out with gusto (Below) Pictured from the rear quarter we get a good look at the float installation with its myriad of wires The dual water rudders are in the up position being raised by pulling a handle in the rear cockpit You can plainly see the noticeable dihedral in the lower wings of the Fleet a trademark of the biplane

VINTAGE AIRPLANE 19

RPM the big metal propeller really gets with the program on takeoff The Fleet gets off the water very nicely and climbs out smartly Normal cruise is 75 to 80 mph on floats which is about 5 mph slower than wheels

The Fleet was flown to the Otsego Lake Seaplane Fly-In in Michigan in early June where it drew rave notices among the crowd From there it was flown up to Sault Ste Marie Ontario Canada for the Canadian Bushplane Heritage gathering Again the pretty blue and yellow Fleet was the hit of the show

After resting in Canada for a few weeks the Fleet was flown to Oshkosh for the big seaplane fly-in where our photographers caught up with the unique floatplane

Believe me when I say the many thousands of Vet tel Blust Seaplane Base visitors during AirVenture 98 reshyally enjoyed watching the Fleet come and go as it chugged by with the Warner at idle doing a slow taxi or at full bore on a takeoff run across the outer bay The exciting part was when Buck would cut the power for landing and the Fleet would come down like a proverbial stone - its glide ratio with all the drag of a biplane and float rigshyging is hard to imagine - and the Fleet would s lide onto the water right in

20 FEBRUARY 1999

front of the crowd During the Convention Buck estishy

mates nearly 100 rides were given (this author was one of the lucky ones) in some 25 hours of float flying The sixty-year-old Fleet never missed a beat and the folks were extremely happy with the performance Even Sue Sanders of the Seaplane Pilots Associashytion (SPA) enjoyed her ride so much that she wrote an article in the SPA magazine about her beautiful ride in Buck Hilberts Waco on floats (Cant win em all)

Since the summer has passed the

floats have been removed form the Fleet and Buck has been busy doing a few updates and improvements He reshycently installed a brand new exhaust system made of highly polished type 321 stainless steel that is a remarkable piece of work In addition he is presently busy building a set of new windshie ld s for the pretty biplane One thing about Buck Hilbert he never quits he just keeps making things betshyter Special congratulations to Buck amp Dorothy Hilbert for making our seashyplane fly-in so much more interesting Yah done good

A happy twosome the author and Buck return to the VetteBlust Seaplane Base after a dandy ride in the Fleet on floats Check out the thick airfoil (Clark Y) on the wings

o o e v e w

Whats in a name Would it have held up to the test of time if the

headlines of May 221927 had read CHARLES MANSON LANDS IN

PARIS That was the family name until Ola Mannson arrived in

Minnesota in 1859 with Charles A Lindberghs father then an infant

Comments on A Scott Bergs LINDBERGH

O la a former member of the Swedish parliashyment had become entangled in scandal He was accused of embezzlement and was supporting a mistress on the side who bore

him a son later to be Congressman C A Lindbergh Sr Mannson or Manson as CAL Jr spe lled it had been stripped of his civil rights and might well have landed in jail had he not fled Sweden He made changing the fami ly name the first order of business upon settling in the New World The Lindberg surshyname was rare in Sweden but spelled with an h it was all but unknown

Scott Berg spent nine years writing LINDshyBERGH the latest biography of one ofthis centurys most controversial figures It is also the only authoshyrized biography Berg had the blessing of the Lindbergh family who unsealed all the archives apshyparently with no strings attached This is a compelling volume for anyone who has a serious interest in the subject Alas Berg is not an airplane man and much of what one might wish for is e ither ignored or glossed over

Berg traces Lindberghs early impressions of aviashytion back to the day in Little Falls Minnesota while playing alone upstairs he heard the spluttering of an engine overhead It was an exhibition biplane his

mother explained a very dangerous affair In the conshytext of Bergs account this happened circa 1907 but there was no flying in the area until September 191 1 when Tom Mc Goey performed under contract to the loca l farmers co-op in a homebuilt Curtiss type pusher Lindbergh was then nine

In June 19 12 whi le domiciled in Washington DC where the elder Lindbergh was serving a term in Congress CAL had an opportunity to see the Armys fledgling air fo rce in action at Fort Myer Virginia The outing had been arranged for by his parents CALs recollection of the occasion was highlighted by a race between one of the aviators and an automobile

On the whole Berg seems to have a good grasp of the facts though there are some errors- a few of which may be typographical He refers to Juan Trippe as the founder of Eastern Airlines and proshymotes Maj A B Lambert a Spirit of St Louis backer and founder of Lambert-St Louis Airport to General He a lso refers to Marvin Northrup proprietor of a Minneapol is aeronautical supply house as a manufacturer perhaps confusing him with Jack Northrop Berg also describes the trishymotored Ju 52 as the standard bombardment plane in Hitler s new Luftwaffe

By John Underwood EAA 1989

VINTAGE AIRPLANE 21

Charles Lindbergh seldom posed for testimonials This was an exception

All of this does not really weigh too heavily against Bergs prose and purshypose- namely to reveal the Lindbergh the American public has long sought to understand He has undoubtedly come as close to the definitive treatment as anyone ever will which includes the Lindberghs themselves CALs grandshychildren will probably find this book as absorbing as this reviewer all 600-odd pages of it for the Lone Eagle was as much a mystery to his own children as he was to a public that both idolized and reviled him

The Lindbergh babys kidnapping is of course recounted in detail The facts are both moving and appalling One can readily understand CALs loathing for the press The trial itself was a meshydia circus but no more so than the O J affair of more recent memory Hauptshymann had to be guilty although not necessarily of murder Anyone who subscribes to the crackpot theories that have been advanced in the interim should read and weep over what hapshypened to the Lindberghs Reeve Lindberghs insightful UNDER A

22 FEBRUARY 1999

WING is also highly recommended Members of the Jewish faith have

long held that Lindbergh was an antishySemite Berg who is Jewish himself explores the reasons for this and conshycludes that he was not Lindbergh in his America First speeches struck out at Jewish influence which he pershyceived to be among the elements committed to engaging the U S in a war with Germany Such a war he beshylieved would result in the destruction of westem civilization

The fact is that Lindbergh was a pashytriotic American and would-be peacemaker albeit somewhat naive in his conceptions Although he felt comshypelled to leave the U S for a period of time for his family s sake he never at any point considered for a moment givshying up his citizenship Indeed he became a key element in keeping the War Department abreast of what was happening in European aviation Moreshyover he was eager to serve Berg points out that CAL applied for reappointment as an Air Corps reserve officer while in self-imposed exile By then he had alshy

ready been labeled a Nazi by such synshydicated smut-peddlers as Walter Winchell

Its interesting to note that the Amershyican Air Attache in Berlin wanted Lindbergh to meet with Hitler That meeting never came about although he did meet twice with Goering and once with Rudolf Hess Hitlers deputy Hess an enthusiastic airman since 1918 was a great admirer of Lindbergh He too had dreamed of undertaking a longshydistance flight As it transpired Hess did complete a long and perilous flight when he surreptitiously piloted a Messerschmitt 110 to Scotland in May of 1941 hoping to make peace with England

The Lindberghs were fascinated by what was happening in Germany as was everyone else at the time and they nearly spent the winter of 1938 in Berlin This was in part at the behest of Ambassador Wilson and the Air Atshytache Truman Smith who hoped it would avail CAL of further opportunishyties to study German aviation Indeed Lindbergh got to see things that no forshy

eigner had seen such as the Ju 88 He also got to fly a number of new aircraft such as the Me 109 and Fieseler Storch

Berg in recounting Lindshyberghs association with Messerschmitt declares that the latter never recovered emotionally or financially from WW- TI This implies a degree of impoverishment which is misleading to say the least Messerschmitt was not long in getting back to manufacturing aircraft first in Spain and later in Gershymany Messerschmitt amp Co helped build the F -104 for the new Luftwaffe and the designer lived to provide Airshybus recommendations

Berg only devotes a few pages to CALs test-flying which is worth a book in it- Tom Mc Goey in his homemade Curtiss type pusher He over flew the Lindbergh home in Little Falls in self With Chance Vought 1911 finished the season and quit the flying game

for example he had much to do with service testing the F4U Corsair He made several demonshy Corsair which had the new bubble Lindbergh at the relatively old age stration tours as well familiarizing the canopy instead of the jailhouse hatch of 42 would be called upon to demonshyNavy and Marines with new developshy Lindbergh was glad to oblige The 22- strate his skills as a fighter pilot albeit ments Berg makes no mention of a year-old lieutenant was John Glenn an unofficially and unavoidably He was shavetaillieutenant at El Centro who icon in the making They were both detailed as a civilian to the South Pashybrashly asked CAL if he could try his destined for combat in the Pacific cific as a tech rep and observer first

CAL and AML on arrival at Prague 2 September 1938 The worried look no doubt reflects their feelings toward the mob approaching A moment later he gunned the engine and taxied to the far side while police contained the crowd

VINTAGE AIRPLANE 23

with USMA Corsair units later with the AAF in P-38s His mission was to observe from the periphery mostly avoidi ng actual combat with enemy aircraft which by them were seldom seen Altogether he flew 50 missions logging nearly 200 hours time in four and a half months

Berg gets carried away in implying that CAL was prepared to meet his maker and commended hi s sou l to God when a Zero jumped him on 1 August 1944 That quotation could hardly have been Lindberghs It was a momentary encounter and stressfu l to be sure but the Zero broke off the atshytack before the pilot could bring effective fire to bear on CALs P-38

Only once did CAL himself fire on an enemy aircraft That engagement lasted but a few seconds and involved a single head-on pass between his P-38 and a Mitsubishi Ki-51 attack aircraft code named Sonia The Japanese pishylot outgunned and outnumbered had

who rolled over and dived into the sea Berg claims Lindbergh prayed for the pilots soul for many years thereafter

President Roosevelt who never forshygave CAL for challenging the wisdom of his sending the Army out to fly the mail and for his antiwar activism in 1941 barred him from military service The ban was enforced even after FDRs death Berg credits Gen Bob (GOD IS MY COPILOT) Scott with Lindberghs reinstement as an Air Force officer Scott then a colonel running the Air Forces Office of Information Services told his boss Harold Talbott that makshying CAL a general would be a shrewd move President Eisenhower apparently concurred Lindbergh was placed on the active reserve list as a brigadier general in April 1954

Lindbergh felt that the U S was on a collision course with the Soviet Union says Berg He got involved with bolstering the defense posture most notably as a SAC advisor and beshy

pearances disconcerting CAL with his many eccentricities was a strict discishyplinarian and his frequent absences were both painful on the one hand and welcome respites on the other

Reeve Lindbergh who inherited her parents artistic talent reveals in UNshyDER A WING what it was like to be offspring of the Lone Eagle With the exception of Jon who earned his Private Pilots License before taking up a career as a deep-sea diver none of them really took to flying That was fine with Lindbergh who never lost his love of the art For him all that matshytered was doing something challenging and worthwhile and doing it well - 101m Underwood

Editors Note I cant help but add my two cents worth to Johns comments First off ifyoure contemplating reading this book you should know that it is not an aviation book in the sense that many ofus might have expected Berg is not an aviator and it shows in his writ-

The fact is that Lindbergh was a patriotic American and would-be peacemaker albeit somewhat narve in his conceptions Although he felt compelled to leave the U S for a period of time for his familys sake he never at any point considered for a moment giving up his citizenship Indeed he became a key element in keeping the War Deshypartment abreast of what was happening in European aviation

made monkeys out of the attacking Americans but he was smoking from a hit and survival depended on shaking off several P-38s In a bid to escape he banked sharply in CALs direction and held a collision course

The Japanese were now facing an opshyponent on more equal terms They were closing at something like 600 mph oneshyon-one firing at targets that grew larger with each passing second There was still a chance the Japanese might score a vicshytory and indeed elude the P-38s by then short of ammunition and low on fuel He was over his home base and there was heavy ground fire from anti-aircraft inshystallations

Lindbergh could easily have joined the ranks ofKIAs but his gunnery exshypertise and instinct for survival prevailed The Japanese perhaps wounded undershot his target and Lindshybergh cleared the Sonia avoiding a collision by a scant ten feet or less It was all over for the Emperors airman

24 FEBRUARY 1999

gan flying the latest jets He also designed and built his own bomb shelshyter and directed his family to head for the Maine woods in the event of a nushyclear attack

It was widely supposed that the Lindshyberghs were well matched in their marriage Not so according to Berg Anne Morrow Lindbergh who loved her husshyband deeply found her domestic situation intolerable by the late 1950s CAL had beshycome a compulsive wanderer of the world At home one day gone the next to whoshyknows-where Oft times it was on gratuitous Air Force business such as helpshying select a site for the Air Force academy In later years these sojoums had more to do with ecological considerations Lindbergh the humanitarian was constantly on a crushysade of one sort or another For Anne Morrow Lindbergh these protracted abshysences proved devastating

The five surviving Lindbergh chilshydren too found their fathers jack-in-the-box appearances and disapshy

ing Thats not necessarily a negative since his perspective on Lindbergh is not tainted by the myths that have built around the Lindbergh story among aviashytion history buffs But it does mean that aviation is not the main focus of this book It is a biography ofLindbergh the man not just his aviator persona It paints a somewhat dark portrait about a man who was at times unwielding in his opinshyions sometimes at the expense ofhis personal relationships But thats only onefacet ofwhat was and still continues to be one ofthe great enigmatic personalshyities ofthe 20th century Theres far more to his personality make up than that and Berg s nine years ofwork detail it well You may not like everything you read about Lindbergh but for that you can t fault the messenger For most ofus there still remains to be written the definitive aeronautical history of Charles lindshybergh including a review ofhis logbooks We have more to look forward toshyHG Frautschy

PASS IT TO BUCK by EE Buck Hilbert

EAA 21 VAA 5 PO Box 424 Union IL 60180

Odds and ends and a new way to hone cylinders

CHAPTER NEWSLETTERS Builders tips often turn up inforshy

mation that is applicable to all of our airplanes not just homebuilders The Technical Counselor staff in my book comes off as one of the best sources for practical maintenance Their exposure to a myriad of probshylems and their solutions provides experience that benefits all of us Every chapter newsletter Im privishyleged to receive contains useful information Chapters maintain lishybraries tool inventories listings for part sources and best of all camashyraderie Where else can you talk airp lanes but with the guys and girls who want the same things you do The Been there done that passed on to your buddy gives both of you a boost You get to expound a little he gets the benefit of your experience and in the long run we all gain

Gary Hunter Pushy Galores enshygineer is possibly one of the best efficiency experts I have ever met Sure hes a homebuilder but he comes up with solutions to common problems that are simple and practical almost as a matter of course I call him an engishyneer and thats what he is He typifies the airplane mechanic of old Able to fix anything He can be a jeweler he can be a blacksmith Ill bet he could even shoe horses He flies his VariEze too so he appreciates the pilot point of

Gary Hunter (llpushy

Galore engineer) is

possibly one of the

best efficiency experts

I have ever met he

comes up with

solutions to common

problems he typifies

the airplane

mechanic of old

view as well But I m getting away from why I

started to write this Gary had conshytributed a short blurb to the January Quad Cities Chapter 75 Newsletter His subject was spinner wobble and its easy cure

All of us have seen a beautiful airshyplane and at one time or another watched in awe as the spinner wobbled all over the place when the engine

started Weve all read or seen or even experienced spinner cracks and sometimes even shed one in flight

Gary says truing the spinner is a simple and easy thing to do Balancshying isn t the issue that comes later

Basically you start by making sure your bulkheads are true They are the basis you hang the spinner on and theyd better be true to start with That assured you get on with it

Youre going to be rotating the prop whi le youre doing this so pull the spark plugs to make rotation easier

Position the airplane so it cant inshyadvertently move and position a stable reference just under the tip of the spinner (a stepladder chair tool box anything that will remain stable)

Rotate the prop and watch the spinshyner tip It will be obvious which way its out of whack Simply loosen the screws around the spinner bulkheads and adjust accordingly Elongate any holes that require it Keep working

until you get it nice and true Once you have established that it is true retighten all the sc rews the way you normally do

Now comes the simple part (If you had only thought ofthis back when our Ryan STA was ALWAYS cracking and shedding spinners) Using a small diameter drill (I16th) drill three alignshyment holes around the periphery of the spinner into the rear bulkhead One

VINTAGE AIRPLANE 25

alignment hole will suffice in the front bulkhead Now whenever you reinshysta ll the spinner insert pins into these alignment holes before tightening the sc rews Your spinner will be autoshymaticallytrued

Garys last comment Whenever you remove the props pinner mark eve rything so it a ll goes back toshyge ther in th e sa me relation s hip to each other

See what T mean about thi s guy Hes kept Bruce Bohannon and Pushy Galore in the record books for years Next time you visit the Air Adventure Museum up in Oshkosh take a look at Pushy and give credit where credit is due

Dear Buck Here is a story that yo ur rea de rs

might find interesting However I will not mention any names for obvious reasons and I would like as well to reshyma in anonymous as if my name appears anybody who knows me could identify the operator involved

INVENTOR DEVELOPS NEW WAY TO HONE CYLINDERS

(without removing them from the engine) A friend of mine operates a fine

antique aeroplane with a Continental W-670 He is very meticulous about the maintena nce changes oil every 25 hours or less and cleans the plugs at that time He spends most of his spare time polishing and waxing and touching up the finish when needed He never allows a fingerprint to reshymain on the big shiny HSGA prop overnight Now this is not a museum piece or s ho w plane it is a workshyhorse flying a lmo st da il y on sightseeing rides and photo work

The engin e is approaching 1000 hours since overhaul and some of the paint on th e cy linder heads had burned or worn off so he decided to bead blast a few corroded spots and prime and paint them When he finshyished he had the engine looking better than new with a ll black cy lind ers silver rocker box covers and exhaust elbows And the stain less heat muff was so shiny you cou ld look in it to see if you needed a shave

But when he started it up it didnt seem to be running quite right so he shut it down and the prop stopped abruptly without bouncing back and forth between compression strokes as

26 FEBRUARY 1999

an engine does when the rings are properly sealed He got out and turned the prop by hand it was dragshyging Upon removing the spark plugs he found evidence of glass beads on th e inside s of th em Some of th e g la ss beads had gotten into th e air maze filter and had been sucked into the engine

So it is now due for a major overshyhaul I told him to look at the bright side New rings can be fitted without having to deglaze the cylinders The inventor of thi s system does not wish to be given credit for it

Bes t regard s and have a happy holiday

Your anonymous friend Ouch Over To You whoever you are

ff Blaquock

Dear Buck In the December VTNTAGE AIRshy

PLANE there was a comment on R stick L throttle vs L stick R throttle and you suggested input Here is my two quarts worth

Having flown since 1946 and being a flying buddy of S keeter Carlson since 1965 Ive been exposed to quite a variety of flying mashychinery In my first logbook totaling some 220 hours I had flown 46 different airshyplanes and 23 different kinds Over the years I have flown Aeronca Champ Chief Sedan Piper J-3 J-4 J-5 and most of the PAs Ryan CshyI PT-22 Navion Luscombe Fairchild 24 PT-19 PT-23 PT -26 Taylorcraft BC-12 Lshy2 Cessna 120 140 170 A W plus all the ones with the trainshyin g wheel up front I even fl ew the tes t flights on a Pietenpol Aircamper with two throttles one on each side no less I still own and fly my Duncan Sport (2POLB) that I bou ght from Bill and Loshyraine Duncan in 1971 I owned and flew o ur 15AC Sedan and (38 Dart G al ternate ly for several years I ve gotten out of a Stinson Tri -m otor a nd into a Fokker Trip lane the same

day and I feel that it makes very little difference as long as Im in the left seat that is until I got into Skeeter s Thomas Morse Scout with the LeRshyhone rotary then I don t care who you are or where you sit youre still one hand short

Anyw ay we were all Johnny come late ly when we first started and all I can say is never tum down an opportunity to fl y something differshyent Try it youll like it I remember getting to fly an 1124 Westwind from Burbank California to Santa Barbara for lunch J was half finished with m y sandwich before I finally caught up with the airplane So much for that Over to you

Gene Soper EAA 27385 AC 360 Thanks for the note Gene How

about the rest ofyou Hey Dorothy and I will be trave lshy

ing all over the southwest this month so if you dont get a reply back from a phone message or note youll know were still out having fun Talk to you when we get back

Over to you

Want to keep your spinner running true Read what Gary Hunter does (Kent and Sandy Blankenburgs Spartan Executive)

Wayne Milburn

Toowoomba QLD Australia

Patrick P Cloudier

Pincourt PQ Canada

Grumier Willy Chatillon France

Nowell W Izard

Masterton New Zealand

Charles A Birdsall Apo AE

Klaus E Marx Juneau AK

Richard Binderim Enterprise AL

Larry K Tillery Trussville AL

Gary Moseley Chandler AZ

T W Aronson Rosamond CA

Raymond J Barak

Huntington Beach CA

Keith Charles Carnahan

Costa Mesa CA

Tom Lambrick Morgan Hill CA

Douglas L Maxwell Riverside CA

Dr R Richmond San Francisco CA

Anthony R Rivera Nevada City CA

Charles Spurrell

Palos Verdes Estates CA

Howard Thompson Fort Bragg CA

Thomas R Weeks San Diego CA

Raymie Raymie Littleton CO

James T Broady Weirsdale FL

Allen E Kaluzniak

Jacksonville Beach FL

Joshua Knerr Sanford FL

E P RosenthaI Miami FL

C Mitchell Smith Lakeland FL

Gary L Johnson Bainbridge GA

John Stiles Stockbridge GA

Keith Beem Ipan GU

Eugene Honigford

Machesney Park IL

Mike Linden Rockford IL

Barry L Schroeder B1oomington IN

Harry Bartel EI Dorado KS

Bobbie Bradford Topeka KS

Jamie Smith Shawnee KS

Nathan T Rider Groton MA

Alexander J Van Wert

Marlboro MA

Rod Teel Silver Spring MD

James C Walker Baltimore MD

David Stainton

Cranberry Island ME

Alexander M Allan Sr Au Gres MI

Michael J Damone

w Bloomfield MI

Trent H Steinbach

International Falls MN

Jack Dilliard Washington MO

Douglas D Derscheid ONeil NE

George F Johnson Wolfeboro NH

Angelo A Carnevale Hopewell NJ

Bill K Laskar Albuquerque NM

Jim Catalano Cornwall NY

Joseph DiStefano Fort Plain NY

Hugh Weidinger Great Neck NY

Benjamin Gleason Vermilion OH

Gail R Bailey Tulsa OK

Reymold Watt West Lynn OR

Marc S Ludtke Franklin PA

Alan L Moyer Perkasie PA

Elford S Wyatt West Union SC

Derek Amos Harker Heights TX

Charles M Baynard Dallas TX

Thomas E Eanes Granbury TX

Michael Halle Humble TX

Robert Heath Austin TX

W W Hill Houston TX

Justin Layton Houston TX

Eldon W Moore Texas City TX

Nick Berg Lehi UT

Richard Cole Fairfax VA

Peter Hays Arlington VA

Joseph Schoofs Leesburg VA

John A Cahoon Hudson WI

Dennis J Dalka Rhinelander WI

Keegan Ray Janesville WI

Gary B Green Beaver WV

VINTAGE AIRPLANE 27

JMNEWMAN

rshy

Fly-In Calendar The following list ofcoming events isfurnished to our readers as a mailer ofinformation only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the information to EAA All Golda Cox Po Box 3086 Oshkosh WI 54903-3086 Information should be receivedfour months prior to the event date

FEBRUARY 13-14 - MINNEAPOLIS MN shyMinnesota Sport Aviation Conference Minshyneapolis Convention Center Info Way ne Petersen 1-8001657-3922 or web site at wwwflightexpocom

FEBRUA RY 20 - HUN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

FEBRUARY 24-25 - ROMEOVILLE ILLIshyN OIS 25th annual Aviation MaintenanceExhibit Seminar at Lewis Unishyversity Contact Don Cramer 217785shy5798 or Mike Streit 8151836-5431

FEBRUARY 25-27 - BUTTE MT - Montana Aviation Conference Ramada Copper King Inn Workshops seminars nationally recogshynized speakers trade show Info MT Aeronautics Div Box 5 178 lie lna MT 50694 4061444-2506

FEBRUARY 27 - SPR INGFIELD ILLIshyN OIS - lliinois State Safety Seminar at lliinois State Fairgrounds Springfield fllishyl1Ois Contact Lee Creviel 815939-0976

FEBRUARY 27-28 - RIVERSIDE CALIFORshyN IA - EAA Chapter I Open House at Flabob Airport Contact 909689-9213

MARCH 5- 7 - CASA GRANDEAZ - 41st Anshynual Ca ctus Fly- In sponsored by the Arizona Antique Aircraft Association Info wwwamericanpilot orgkactus or call Jon Engle at 60289 1-6012 days only

MARCH 6 - WISCONSIN RA PIDS WISshyCONSIN - Wisconsin State Safety Seminar at the Mead Inn COlllact Harold Benisch 9201623-4457

MA RCH 20 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Aiport 256852-978 1

A PRIL 11-1 7 - LAKELAND FL - 25th Annual Sun n Fun EAA Fly-In and Convention Info 941644-243 1 Web site wwwsun-nshyfunorg

A PRIL 17 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

APRIL 25 - HALF MOON BAY CA LIFORshyN IA - 9th ann ual Pacific Coast Dream Machinesjly-in at HalfMoon Bay Airport 10 am - 4 pm Antiques classics warbirds vintage autos trucks Contact 6501726-2328

MAY 7-9 - PlNEHURSTISOUTHERN PINES NC - Moore County Aiport (SOP) EAA Chap ter 3 Spring Fly-ln Trophies EAA fellowsh ip Friday golf tournament Sat banquetlguest speakel Sunday poker run YE jlights vintage aviationjilms HQ Holiday Inn Southern Pines 9101692-3212 Info 9101947-6896 - 1853 (Fax) or the web WWWsouthern-aviator comlac3

MAY 16 - ROMEOVILLE IL - Le wis Romeoville airport (LOT) EAA Chapter 15 Fly- In breakfast 7 am-Noon Contact Frank Goebel 8 151436-6153

J UNE 26-27 - WALWORTH WI- Bigfoot Field (WI05) Pancake breakfastbrunch Aeroshybatic demo at 10 am Stearman rides and displays of vintage aircraji warbirds and experimentals 7 am-l pm Info John Anshyderson 4141248-8748

J ULY 5-8 - DENVER CO - Centennial Airshyport Short Wing Piper Club annua l co nvention This years theme Rocky Mountain Rendezvous Info Kent 0 Kelly 3031979-3012 (Headwindsmsn com) or vis it the SWPC web site at hllpwwwshortshywing com

JULY 7- 11 -ARLINGTON WA - n w EAA FlyshyIn and Sport Aviation Convention 30th anniversary event FOlllms seminars workshyshops evening programs spec ial night airshow Sat evening Info 360435-5857 or on the web at http wwwnweaaorg

J UNE 11-13 - MATTOON IL - 3rd Annual MTO Luscombe Fly- In Luscombejudging and awardsforullls and banquet $50 cash to Luscombe that jlies the fartest to attend Contacts Jerry Cox 2171234-8720 or Shanshynon Yoakim 217234-7120

JUNE 26-27 - PETERSBURG-DINWIDshyDIE VIRGINIA - 3rd Annual State EAA Fly-ln Contact Ron VanSickle 832932shy4709 wwwvaeaaorg

J UNE 26-27 - LONGMONT COLORADO - 21st Annual Rocky Mountain EAA Fly shyIn Contact Bill Marcy 3031798-6086

J UL Y 7-11 -ARLING TON WASHINGTON - Northwest EAA Regional Fly-in at Arshylin g ton Airport Co ntact Barbara Lawrence-Tolbert 3601435-5 857 or wwwnweaaOIglnweaal

J ULY 16-18 WEST YELLOWSTONE MONshyTANA - 13th annual Northwest Mountain

Region Family Fly- In Safety Conferen ce and Trade Show at the Holiday Inn Confershyence Center Sponsored by local EAA Chapters and the FAA Flight Standards Disshytrict Office Kit plan e exhibitors and seminars Contact Jim Cooney FAA FSDO 1-800457-991 7 wwwfaagovlfsdolhln

J UL Y 28-AUGUST 3 - OSHKOSH WI- 47th A llllllal EAA Air Veil til re Oshkosh 99 Wittl1llII Regional Airport COlltact Johll Bllrtoll EAA ROBox 3086 WI 54903-3086 or see the web site at IIwlIairvelltllreorg

SEPTEMBER 4 - STEAMBOAT SPRINGS CO - EAA Chapter 649 Vintage Fly- In

SEPTEMBER 10-12 -ATWATER CALIshyFORNIA - Goldell West EAA Fly- In at Castle Airport Contact wwwgwjly-inolg

SEPTEMBER 11-12 - MA RION OHIOshyMERFI Mid-Eastern Regional Fly-In Conshytact Lou Lindeman 9371849-9455

OCTOBER 7-IO - MESAARlZONA - Copshyperstate EAA Regional Fly-In at Williams Gateway Airport Con tact Bob Hasson 5201228-5480 or 5201298-3522

OCTOBER 8- 10 - EVER GR EEN A LshyABAMA - South eas t EAA Regional Fly-In Con tact Harold Bubba Hamitel 3341765-9109 or 3341743-39 16

OCTOB ER 8-10 WILMINGTON DELAWARE - East Coast Regional FlyshyIn COli tact Andy Alvarez 3021738-8883

OCTOBER 14-7 -A BILENE TEXAS shySouthwest EAA Regional Fly-in at Abilene Regional Airport Contact Stan Shannon 8301997-8802

STROBE LIGHT TRIVIA QUESTION

ANSWER (From page 9)

Harold E Doc Edgerton (1903-1990) a professor at MIT invented the gas discharge strobe light during work in the MIT labs during 1926 through 1931 Originally developed as a elecshytronic stroboscope the strobe light was quickly adapted for photographic uses including pishyoneering high speed slow motion photography His work with the strobe extended to aircraft but not for position identification shyduring WW-II he experimented with a large strobe light ring used to illuminate the ground for nighttime aerial photography

28 FEBRUARY 1999

BLUE NOTES Dear HG I wanted to send the enclosed photo

(below) of Ken Falglor and myself in front of his Flaglor High Tow which he converted from a Fleet 16B in 1957 He changed from a Warner to a W-670 to tow gliders after he wrecked a Stearshyman The FAA told Ken at the time to make the change he needed to make it an experimental and the way to do that was to make it look like something other than a Fleet So Ken made it look like a Waco

Although Ken is too humble to talk about his flying his friend reports that Ken actually towed two gliders at once with the big engine fired up I believe it given how well it performs flying around the Tetons

This photo was taken at EAA OSHKOSH 97 when Ken was reacshyquainted with the aircraft after 30 years The aircraft is currently undershygoing a complete restoration at the Aviat Aircraft factory in Afton Wyoming We hope to have it done for Sun n Fun 99

The al1icle on the Steco Aeroplane was great I actually have Stevens original patent framed on my office wall (see photo right)

Best Wishes for a great and safe New Year

Brent Blue (EAA 377214 VAA 18419) Jackson Hole WY

REACTION TO STEARMAN MAGIC

Dear Lauran Thank you for my Christmas preshy

sent I don t seem to get a whole lot of

free time to read but today I enjoyed your story in Vintage Stearman Magic Boy did it hit home

Both my husband and I fly out of Schellville with a couple of Great Lakes and a few other planes We ve been blessed over the many years of flying to meet some of the very same folks you have There really are so many special people all across Amershyica in small town hangars At the Schellville airport we have a whole

- ~

r +r ~ [

family of flying friends Anyway thanks for sharing your

story and please send us your book If Airplanes Could Talk Enc losed is our check for $795

Blue Skies and Best Regards Janet M Ewertz (EAA 42278 V AA 7005) Sonoma CA

Mr Paine Enjoyed your article in the Decemshy

ber issue of Vintage Airplane so I have to read your book If Airplanes Could Talk Enclosed my check for same

So nice to read something positive when all the news on TV radio and newspapers is so negative

Just for the love of flight I remain Bob Zilinsky (EAA 30122 VAA 110) Hinsdale IL ~

-Bullets forAlignment-By Bud Oliver

Reprinted fro m Custom Aircraf t Bu ilding Tips Vol 1

Many times I have shivered and cringed as I watched felshylows hammer bolts into strut and wing fittings as they assemble and rig an aircraft In many cases the assemblers are unaware of the proper techniques to use to avoid trouble When you are holding something in alignment such as a wing-to-fuselage root fitting and then proceed to take the actual bolt that you are going to secure it with and attempt to drive it into place with a hammer you are certain to get varying degrees of the followshying results (and sometimes all of them) ruined bolt threads galled bolt and fittings bent bolts elongated fitting holes bent twisted and cracked fittings loss of paint or plating

Two persons can assemble any plane whose component parts they are able to lift with absolutely no damage by using

the following procedure

c --- --~ I FIG 1 C__ _I

Assemble the entire plane by using bolts of at least one size diameshyter smaller than the bolts you will use on the comshyp leted job If possible these bolts should be inshyserted oppos ite to the direction that the actual bolts will go in In this

USE UNDERSIZE BOLT TO INITIALLY INSTALL COMPONENTS

way the entire plane will easily go into approximate alignshyment and the bolts will go in easily by inserting them with the fingers (Fig 2)

Now make a bullet of the proper diameter and length for the alignment of all fittings To make the bullet just take an old bolt that is the same diameter that the fitting requires and grind one end to a bullet nose shape and cut the other end off square Only the unthreaded bolt shank is used The head of the bolt is cut off and the threaded end is used for the bullet head end so that the threads are ground away (Fig 1)

For tight places where a long bullet cannot be used make up a short one as shown The bullet is given a thin coat of Parker Thread-lube (or Lubriplate) or white lead and oil (to stop galling of similar metals) and inserted into the fitting in the same direction the final bolt will go in The bullet is then tapped in place with a soft drift and hammer until it is flush with the face of the fitting (Fig 3) The bolt is then tapped into place It will push the bullet out ofthe fitting ahead of it (Fig 4) You may notice that I illustrated one bullet with an eye at the point This is the cotter pinhole of the original bolt from which the bullet was made Often there are places where the bullet cannot be driven in In these cases you can often pull the bullet into the hole with stainless steel safety wire inserted through this hole (Fig 5)

PUSH UNDERSIZE BOLT THROUGH WITH BULLET

c-- rm-~ PUSH BOLT

FIG 4 -- THROUGH TO FOLLOW BULLET ~

--+------ - -~

SAFETY WIRE THROUGH HOLE TO PULL BULLET THROUGH FITTING FIG 5

VINTAGE AIRPLANE 5

GRIMES AIRPORT FLY-IN by Andrew King EAA 275985 VAA 10739

Grimes Airport in Bethel Pennsylvashynia is rapidly becoming a mecca for antique airplane nuts in the

northeast The 2800 foot grass strip is the home of the Golden Age Air Museum a small but growing collection of 1920s and 1930s airplanes and memorabilia and twice a year in July and October the Mushyseum hosts an antique airplane fly-in Last years summer event was on July II and drew about 60 planes The weather was alshymost perfect sunny and clear with low humidity not the typical July heat and haze The wind was a little strong during the day but by lunch time the parking area was pretty full and the hamburger stand was busy

Some ofthe unusual attendees included a Bellanca CH-400 Skyrocket a Stinson SR-5 a Travel Air 4000 and a Fleet Model 2 with an air starter Several of the Mushyseums ships were out on the line as well including the E-2 Cub and the Rangershypowered Great Lakes In the hangar was the one-of-a-kind Winstead Special an OX-5 powered biplane from the late 1920s The Winstead is almost ready to fly with only the installation of the engine and some minor details to fmish

Classics were the most numerous types on the grounds with plenty of Luscombes and Taylorcrafts and Cessna 140s to look at and one really beautiful Swift

A Stearman was busy all afternoon barnstorming and several others flew in including one that according to a map on the side had flown to all of the United States and all of the Provinces of Canada

There were also a number of antique cars on hand including a couple of Model As and a 1910 Maxwell and as is normal with these kind of events a good time was had by all The next Golden Age Air Mushyseum Fly-In will be a two-day affair October 3-4 and if last year was any examshyple the fall fly-in will be even bigger than the summer one For more information on the Museum and its activities the phone number is 717933-9566 and the address is 371 Airport Rd Bethel PA 19507 ~

6 FEBRUARY 1999

GAAM-owned 1927 Winstead Special waiting for the installation of its OX-So

The Museums Taylor E-2 Cub and Great Lakes Sport Trainer with a Model T Airport Hack and 1910 Maxwell

Great Lakes powered by a 200 Ranger in front of the Museum hangar

Strobe lights were installed on Convair 340s which were later re-engiried witb Allison turboprops and were designated CV-S80

Aircraft strobe lights flickering across the darkened sky are a common sight to us all But how did strobes come to be on airshy

planes in the first place And whats a blue duck named Herman got to do with it anyway

In the late 1950s a gentleman named Bill Adkins who at that time was a first officer for Northwest Airlines was also a camera buff Stroboscopic lights were beshycoming available on the new generation of cameras Air traffic was becoming more congested and the need for good illuminashytion of aircraft at night had become more evident

8 FEBRUARY 1999

He began experiments with various types of strobe lights and with the probshylems ofmounting them on airplanes When he had developed what he thought was a good system he realized there would be great costs involved He took his device to Minneapolis Honeywell and the Maxishymum Safety Light was built He then tried to get someone to conduct an experiment with the strobes on an airliner

Northwest was not interested in conshyducting experiments such as this so he approached some friends at North Central Airlines When the necessary paperwork equaled the weight of the airplane it beshycame possible to attach the strobe units to

one of North Centrals DC-3s Actually two units were necessary one for each wing The strobes wer secured in a pod unshyder the wingtip and were not visible from the cockpit

We the pilots were cautioned not to operate the strobes on the ground and only in clear air because the bright flashes could be very disorienting when reflected by objects or cloud form They would also be a disturbance to other pilots who were nearby when on the ground

Tower operators were asked if the strobes enhanced visibility and made it easier to spot traffic Other pilots were asked ifthe strobe lights were any easier to

see in flight than the conventional rotating beacon and position lights The responses were very positive and our company North Central decided to make them stanshydard on our entire fleet

The strobe lights created some interestshying thoughts among our passengers One evening early in winter we were cruising northward across Wisconsin in that first strobe equipped DC-3 Snow showers were present and while were were flying through one the cockpit door opened The stewardess came in and said that a passenshyger wanted to know if we were flying through static

Static Remember we were still in the early

days of television long before cable TV and a channel on every spot on the dial Static was seen every time you rotated the channel dial on your big RCA televishysion and sometimes there even snow or static when you had station tuned in

We could only smile for we knew just what the passenger was seeing Every time wingtip strobes would flash it froze the movement of the snow flakes for a split second and all the passenger could see out his window was a world filled with brilshyliant dashes

While planning to use the strobes North Central was starting a program to rep lace the DC-3s with Convairs Since the DC-3s were to be disposed of the strobes were engineered for only the soonshyto-be-acquired Convairs

Within a short while we had nearly forty Convairs each with a set of strobes on the wing tips The units consisted of three lights one flashing forward at 180 cycles per minute one flashing to the side at 80 cycles and a third pointed to the rear flashing at 40 cyc les Each li ght was shielded so that the flashes did not enter the cockpit In the late 1960s North Censhytral converted the strobe equipped Convairs to use Allison turboprop engines and they were designated the CV-580

For quite some time there was no doubt whose plane it was winging its way across the night sky If it had strobes it was

North Central Eventually other manushy

facturers and airl ines picked up the program so strobe lights were incorporated into each generation of modern aircraft The usage of strobes has spread to surshyface operat ions too Strobes can now be seen on police vehic les ambushylances school buses barricades and in many other places Instead ofonly having the bright white lightning flash color filshyters have been added for some of these purposes

When Douglas proshy

A North Central DC-3 on the ramp at land Olakes WI Flying the summer schedule it waits for its passengers and crew Our thanks to Patti Barry VP of Barry Aviation for supplying us with this photo A DC-3 just like this was used for the tests by North Central of strobe lights on aircraft

duced the DC-1 0 they installed strobes that were operated in a particular sequence A you watched one cruise across the sky the strobes winked flash - flash - pause - flash This made it very easy to idenshytify a plane as a DC-I O Now one seldom sees a DC-IO domestically but some of the other aircraft have adopted that parshyticular pattern

Flashing strobes can be seen all over the sky when you step outside at night They are tributes to a forward thinking pishylot who was a camera buff and to an airline that was willing to take a chance

If you happen to see an old Convair 580 parked at an airport Look closely beshycause if it has wingtip strobes it probably belonged to North Central

mSTORICAL NOTES -Bill Adkins went on to complete a cashy

reer as a Captain for Northwest retiring at age 60 Not happy with retirement he sl id back to the engineer position for twelve more years Now in his seventies he conshyducts demo nstratio n fl ights in the big simulators that are normally used to train the airlines pilots

-Fifty one years ago in February 1948 an airline called Wisconsin Central came into being They chose a blue mall ard duck with a circle around it as their logo The mallard was known for its hi ghl y adaptable pattern of short efficient flights as well as for its strength and endurance in long flights The circle symbolized the sun by day and the moon my night

Later to better the refl ect the airlines expanding area of operation the name was changed to North Central Airlines Since

the Mallard duck was chosen as Wisconshysin Centrals symbol North Central became the airline with the Blue Duck on the tail The duck who we called Hershyman was usually mis-referred to by the public as a blue goose so most everyone else called us the Blue goose Airline

Herman the blue duck even survived after North Central bought out Southern Airways and Hughes AirWest forming the newly merged Republic Airlines

However sometime later during the change to a new paint scheme for the Boeing 757 the duck was dropped from the tail and dispatched to the land of lost logos Now that Republic has merged into Northwest Herman North Centrals blue duck is unfortunately more ofa dead duck

So now neither Wisconsin Central North Centra l Republic nor the Blue Duck exists But there are those of us who wi ll always remember when there was a strong and forward thinking little airline named North Central and a blue duck named Herman who winged hi s way across the night sky sporting the very first aircraft strobe lights

Thanks North Central Thanks Helman

Heres a trivia question Ill bet many or you can answer

Who invented the strobe light

The answer is published on page 28

VINTAGE AIRPLANE 9

Our Mystery Airplane for February is fairly well known but surprisshyingly weve never feashytured it in the column Have at it and be sure to have your answer in to the Vintage Airplane office no later than February Mjrst~ PIJlil1J~ March 25 1999

November Mystery Plane Still ~ Mystery

10 FEBRUARY 1999

by HG Frautschy

Not surpri s ingly the November Mystery Plane remains just that a one-of-a-kind lightplane that is lost in the dusty fi le drawers of aviation hi story No one dared send in a reshysponse Theres a rotary engine installed and you can just see what appears to be an engine contro l in the ca bin as yo u look through the pyralin windows

There is a passing resemblance to the smaller Alco Sportplane feashytured in the 1930 Flying and Glider manual but only with extens ive

changes could it even be reshylated to the A lco Like many of its pre-CAA contemposhyrarie s it s most like ly a homebuilt project built up with war surplus parts and was not destined for production

Here s a note related to the September Mystery Plane picshyture from Don Toppen

Th e thing that rea lly caught my attention [in th e photo was the Gee Bee model Y In 1933 1 worked atthe Air Race as a gopher along with about five other Eagle Scouts in th e press box 1 wa tched Florence Klingensmith buy the farm flying the modified Y

She came around the home py lon and lost what appeared to be the major portion of the

I

fabric from the top ofthe right wing She straightened it out and flew level on an ESE direction toward Glenshyview She got it across Lake Avenue the E- W road south ofthe airport and across the Milwaukee Railroad tracks At that point she lost it it went from level flight to a straight nose-dive into the ground

This Air Race was in conjunction with the Chicago Worlds Fair of 1933 held at Curtiss Reynolds Field During WW II it became NAS Glenshyview I went by there before AirVenture 98 and they are pulling out all the runways now that the airshyport is closed

This airport holds fond memories for me as it was here I had my first airplane ride It was in a Ford TrishyMotor the fee being a penny a pound Whenever we could my friend Bill Crawford and I would play hooky and ride our bikes to Curtiss Reynolds Bill became a meteoroloshygist they taught him to fly and he para-dropped equipment along the Hump route The engineers built

Keystone K-78 Patrician

the airstrips he set up the WX stashytions and kept them going until the war ended

On these visits we would watch Gray Goose Airline Fords come and go Thats when I decided I was going to darn well be an airline pilot

While working at the Air Race I met such pilots as Major Ernst Udet I took his picture for one ofthe writers His specialty was a handkerchief pickup with the wingtip ofhis plane Another was Roscoe Turner A t a later date after Gene Tritt and I founded the United Pilots Speakers Panel I worked a convention with Roscoe down in French Lick Indiana

Well there were many more Ill never forget the squadrons

Race Program my employee badge and red identification card for the Race to the EAA Boeing Library know D enn is Parks has it stashed away not 50 feet from your desk

There are many more stories lurkshying in the back ofthe old noggin and it is fun reminiscing with others from the same era but as for a stand alone article there is not much ofgeneral interest

Enjoy your magazine H G Sincerely Don Toppen (EAA 109869 VAA 7836) Sun City West AZ

ofP-6s and P-12s the Army J Gee Bee

I

Air Force had on site The fellows flew them around the pylons too In those days everything was a race horse start Impressive

A number ofyears ago as we movedfrom Illinois to Wisconsin I gave the

VINTAGE MAGAZINE 11

ON THE COVER

Luscombes T -8F

Plenty of Class to Watch the World CoDy I

f you were a salesman who represhy

sented a company that made

aluminum and plastic polishes

then youd want to know Brice Newberry

(EAA 587092 V AA 29373) of Kingfisher OK Brice and his wife Vicki have a thing for the Luscombe line of airplanes and in particular he really loves the T-8 Luscombes utility airplane that came about during Luscombe s bid to proshycure a military contract

The T -8F features plenty of plexiglass to keep clean (33 sq ft i) and quite a few square feet of aluminum sheet to keep polished Maybe thats why one of his T-8Fs is bare metal with red trim and the other flying T -8F in his stable is painted in a military green

Brices work with the T-8F series began with a mention by one of his best buddies Randy

12 FEBRUARY 1999

Briscoe He indicated he was ready for a special airplane restoration project one that was differshyent He d owned a variety of airplanes in the past inc luding Cessnas Stearmans Citabrias and a Bellanca Viking but he wanted someshything special Brice knew what Randy needed -a Luscombe

Randy and his wife Jamie started to research Luscombes after he and Brice decided to look for a T-8F Compiling a list of all the owners letshyters were sent out inquiring if anyone was interested in selling their airplanes Some never came back and many came with notes that effecshytively said well never sell

Fortunately there were a few who said they d be interested in selling In March of 1997 Randy located N2202B in Death Valley CA Brice flew commercially to Reno NV and was met by the T-8Fs owner John Mulvey With an annual good until the following October Brice flew it home to Oklahoma where he and Randy enjoyed

By HG Frautschy

~he unusual lines of the Luscombe T-SF came about when Luscombe was vying for a military liaison plane contract They didnt win but the airplane was certified by the CAA and has developed quite a following for the 30 remaining out of lOS built

it for the summer When annual inspecshytion time came up they decided to install an electrical system in the airplane Well one thing led to another and you all know what that can lead to

The Luscombe T -SF started out purely as the speculative answer to an Air Force question Looking for a new light liaison airplane for the Army to use in the post-war era the Air Force (who was doing the evaluation for the Army) made it clear they wanted an off-theshyshelf airplane that would meet their specifications In order to keep the cost to the military down the airplanes had to be CAA Type Certificated For Lusshycombe the basic 8F airframe contributed about 90 percent of the the parts for the new model but there was one important

difference in the specification that reshyquired Luscombes engineers to spend some drafting table time The Air Force wanted an airplane with tandem seating and Luscombe didnt make any airplanes with that seating arrangement In order to make that work when they moved the passenger aft they got an added bonus The plastic bubble added to the top half of the aft cockpit gave the observer in the back spectacular views Now it did nothing for the airplanes lines and in fact the revised fuselage shape required the addition of a dorsal fin to the vertishycal tail to give some added stability But the added side windows in the doors and to the left and right of the aft seat gave the T -SF superb visibility The late Max Karant wrote about the view out

the T-SF Maneuverability in the air is quite

satisfactory and somewhat startling if you happen to look around through the various windows A steep turn for inshystance looks a lot more dramatic in the airplane you can look back and see the world cocked at an angle and nearly all ofthe Observers tail unit is visible And even in level flight its somewhat startling to look down the whole ofboth sides ofthe airplane are window enabling pilot and passenger to see clear under the plane (From Flying September 1945)

For ventilation the upper door winshydows open as do the aft side windows With all that overhead clear plexishyglasss on a warm summer day you might need all the windows open and dont forget the sunscreen and a hat

The first of the military Luscombes was the T -8E which was powered per the Air Force spec by the Continental C-S5 engine After tests at Fort Bragg SC during which the Luscombe Tayshylorcraft and Aeronca airplanes were tested and found satisfactory the conshytract was awarded based on the bid price Aeronca won with a bid of $1649 per airplane for the 439 7BCs it was to deliver

After being shipped home to Dallas Luscombe continued work to have the T -SE certificated It was hoped the milshyitary would be interested in the airplane during a later off-the-shelf buy As

The T-SF cockpit differs from its cousin the SF The throttle is located on the left side of the cockpit at the forward edge of the door and the stick is now in the center of the floor The aft passenger does have a set of rudder pedals and a stick The red handle on the upper left The aft seat can be a great place to get a of the photo is the flap handle tan - dont forget the sunscreen and a hat

14 FEBRUARY 1999

the program progressed it was decided to equip the airplane with the C-90 Continental a decision made easier with the concurrent certification of the Luscombe 8F In fact the T-8F and 8F were certified on the same day by the CAA and T-8Fs were soon being deshylivered to customers The first model available the Observer was issued with two levels ofequipment The Speshycial and Deluxe The Special lacked the electrical system landing lights and starter the Deluxe was given Plans were also being made to put the T-8F in another market - crop dusting

The T-8F duster was dubbed the Crop Master Installed in the wings were a pair of 30 gallon spray tanks and mounted on the struts and fuselage was a spray rig built by the Indepenshydent Cropdusters company of Campell CA By midwinter of 1948-49 the deshysign was ready and approved in the Standard and Restricted categories by the CAA in February Also included in the Crop Master T -8F was the new Luscombe wing flap design which had just been given production approval by theCAA

1949 was not going to be a great year for the Luscombe company and the production life of the T -8F sprayer was short lived - from March until June of that year Only 35 of the Crop Masshyter sprayers were built and delivered before Luscombe Aircraft Co was forced into bankruptcy

The T -8F about to be annualed by Brice and Randy was originally built in

Brice Newberry and his friend Randy Brisco have to squint just a bit because of their polish job on the T-SF

the second batch of airplanes comshypleted April 30 1949 In May CL Butler and Sons of Pine Bluff WY bought the Crop Master for use on their ranch and continued to own and fly it until 1991 when it was sold to Mr Mulvey Their only changes to the airshyplane were the installation of a Lycoming 0-320 of 150 hp and the mounting of a pair of 850x6 tires to handle their ranch strip

When October arrived and the anshynual was due the work was begun Vicki Newberry describes the next part ofNC2202Bs history

We ordered the parts we needed to install the electrical system and this is where things sort of got carried away

33 square feet of plexiglass surround the pilot and observer in the T-SF Both the upper side windows on the doors and the windows just below the aft bubble can be opened in flight

We decided to remove the wings to do the inspection for inner granular corshyrosion and we djust take the spray tanks out then We were very pleased at the condition the wings were in and decided to incorporate the wing tanks and the spray tanks to give us a bit more fuel range We thought now would be the time to install landing lights and why not just go ahead and install strobes too We installed the starter prop extension alternator and to maintain the original Luscombe cowling look we lengthened the rear of the cowl (upper and lower) approxshyimately six inches

Brice fabricated the new cowling doors to allow clearance for the spark plugs and valve covers this is the only skin that is not original from the facshytory He also installed a new prop spinner he fabricated the battery box baggage compartment and installed them The tail was removed and the horizonta l stabilizer fitting was reshyplaced with part 1000 furnished by the DLHF new ball bearing pulleys and new cables were installed The paint was stripped Control sticks rudder pedals and door latches and throttle quadrant were sent offand chromed The instrument panel was removed cleaned and repainted two tone silverred with a tiny black pinshystripe and has wood grain accents New instruments were installed but he maintained the original panel look The exterior was painted with Air Techs Firestorm Red and pinstriped with 116 black pinstripe thefactory installed original skins were polished

VINTAGE AIRPLANE 15

space anything we needed) Like the potato chip commercial

where nobody can eat just one the Newberrys now have five T-8Fs located at their private airstrip White Airport Two are currently flying (NC2123B and 2202B) and the others are undergoing restoration one of them (N 1589B) by Willy Luber manager of the Kingfisher airport N220 I B is being restored for Randy Briscoe Brice s friend and Kingshyfisher businessman The engine will be a Lycoming 0290-02 (135 hp) a full compliment ofVFR instruments and a red and silver color scheme Randy and Brice s eyes just sparkled when they were talking about the new restoration and you could tell it will be something special We look forward to seeing it The other project is N 1583B All of the airplanes have the horizontal tail fitting replaced with the new PMAd fitting

Heres the entire brood all five of the T-8Fs now at Brices airstrip White airport manufactured by the Don Luscombe Each will have the latest mods available for the Luscombe including the DLAHF Aviation History Foundation (DLAHF) PMAd horizontal tail fitting and the BAS tail pull handle mounted on the aft fuseshy They also have the BAS tail pull handle lage The second aircraft on the right in the dark green color scheme was restored in installed used to move the airplanerecent years by the Don Luscombe Aviation History Foundation long after it had been damaged back in 1961 around on the ground instead of pushing

and pulling on the tail surfaces Brice is plenty busy in his life as a

until they looked like new the Classic Division Award at the EAA cropduster and he also enjoys ropin The interior was painted with Air Fly-in in Eldorado Kansas (By the and making horse saddles but Vicki

Tech s Nevada Silver and we decided to way they are a great group ofpeople says the top of his recreation list has the try to design some type ofinterior we th ey helped us get a motel room and heading Luscombe With the way chose salt and p epper red and black were friendly and extra eager to help N2202B looks what will he and Randy carpet and th e side pan el are red with transportation finding hangar have for us to see in the future ~ tuckroll inserts with silver New glass was installed This particular example is powered by a Lycoming 0-320 of 150 hp The high country stance of this T-8 F is We received a one time field emphasized by the 850x6 tires

approval from the FAA This annual took in

excess of 1300 hours of Brices time he worked in excess of12 hour days and many seven days a week Willy Luber of Okarche Oklahoma sp ent many long hours working side by side Brice Very few visitors at the hangar esshycaped without holding a screwdriv er or wrench For quite some time I was co nvinced this wasnt a proj ect it was turning out to be a career

We were honored to have received the Classic Division Award and the Grand Champion Award at th e Antique Airplan e Fly-in at Pauls Valley Okshylah oma and we received

16 JANUARY 1999

Buck Hilberts 1938 Fleet Model lOF on Pontoons

Unusual airplanes deshymand unusual people E E Buck Hilbert (EAA 21 AI C 5) of Union IL is one of

those people - and his Fleet Model 10F is one of those airplanes Not only is it a rare model but most unusual is the fact that it was never certificated in the United States prior to Bucks ownership Therein lies a problem that was tough to sunnount as we shall see

The original Fleet Model I was designed and sold in 1929 with a Warner 110 engine and many early pilots received their initial training in them This model begat the

Model 2 the Model 7 the Model 8 and the Model 9 which were powshyered with Kinner engines of 100 to 125 hp By the time the mid thirties came along Fleet Aircraft was busy selling airplanes to foreign counshytries especially those in Central and South America

Buck s Fleet Model 10F was built in June of 1938 and in June 1939 it was shipped from Canada to Nicaragua as a fighter complete with aux fuel tanks bomb racks and a 30 caliber machine gun that fired through the propeller The serial number on the airplane is 263 which many experts suspect was the protoshytype Model 10 to be exported as the

export numbers run from 263 to 411 all exported as military aircraft

The F leet served in the Nicaraguan military from 1939 until 1955 when it was surplused to the civilian market and eventually was collected as a basket case by Danny Martinez (EAA 72116) of San Antonio TX Danny is a longshytime EAAer and has an avid interest in antique airplanes including Fleet biplanes He labored away on the Fleet Modell 0 for nearly 16 years doing a tremendous amount of work on the airframe and overhauling the original Warner 145 engine When the time came to install the ailerons on the wings the eight-foot-Iong

By Norm Petersen

hinge pins would not go in It was maddening to say the least

Enter one Buck Hilbert The time was 1989 and Danny was at his wits end Buck figured there must be a way to mount the ailerons so he bought the Fleet and hauled it to his home in Illishynois The fun began

With no previous certification the entire Fleet biplane had to be closely inspected for conformity to Standard Certification Using hard-to-get drawshyings it was possible for the FAA inspectors to put their stamp of apshyproval on everything up to the fuewall However there was no record of a Fleet Modell 0 ever using a Warner 145 engine and the inspectors were stopped cold It would take another three years before Buck Hilbert was able to have a heart-to-heart talk with Admiral Busey the FAA Administrashytor at the time Once the word came down things started to move forward and the airplane was certified in the Standard Category as a Hilbert Fleet ModeIIOF

18 FEBRUARY 1999

Early in the morning Buck Hilbert (closest to the camera) readies the Fleet for the EAA televishysion crew to take some video footage of the seaplane Standing on the wing is Scott Guyette and walking by the tail is Robb McAllister both of the EAA video crew

The old gray iron streamlined flyshying wires were replaced by a complete set of stainless wires from Nick d Ashypuzzo who commented that the measurements were identical to a set of Fleet 16 wires Sadly this would be the last set of wires that Nick sold

before his passing The airplane was flown on wheels

for about 16 hours when the engine beshygan showing signs of ill health Buck and Charlie Smith overhauled the Warner and found two pistons that were bad and some of the valve train

needed help before it once again ran well By now the concept of a genshyuine biplane on floats was starting to haunt Buck so he began looking The idea just wouldn t go away One day in Trade-A-Plane he spotted a set of Edo 1835 floats for sale complete with Fleet rigging The owner turned out to be Sandy Brown the present newsletter editor of the International Fleet Club based in Marlborough CT

Once the set of floats built in May 1930 were purchased they were hauled to Brian Van Wagnen s place in Michigan The Fleet was flown from Illinois to Michigan for the installation Every part of the float installation fit very well and the only additions needed were a couple of sets of float wires to complete the truss work between the floats and the airplane

A metal HamiltonStandard ground adjustable propeller was installed for float work as wooden props are seshyverely eaten away by water spray With a setting that allows the big 500 cubic inch Warner to crank up to 2100

(Top) Buck Hilbert departs the seaplane base to make the Seaplane Fly-By at Wittman Field His was one of nearly forty seaplanes that took part (Middle) With this author in the front cockpit Buck taxies the Fleet at idle speed as he lines up for the takeoff run The Fleet is very stable in the water and the Edo 1835 floats do an excellent job The 145 Warner accelerates with complete authority on the takeoff run and climbs out with gusto (Below) Pictured from the rear quarter we get a good look at the float installation with its myriad of wires The dual water rudders are in the up position being raised by pulling a handle in the rear cockpit You can plainly see the noticeable dihedral in the lower wings of the Fleet a trademark of the biplane

VINTAGE AIRPLANE 19

RPM the big metal propeller really gets with the program on takeoff The Fleet gets off the water very nicely and climbs out smartly Normal cruise is 75 to 80 mph on floats which is about 5 mph slower than wheels

The Fleet was flown to the Otsego Lake Seaplane Fly-In in Michigan in early June where it drew rave notices among the crowd From there it was flown up to Sault Ste Marie Ontario Canada for the Canadian Bushplane Heritage gathering Again the pretty blue and yellow Fleet was the hit of the show

After resting in Canada for a few weeks the Fleet was flown to Oshkosh for the big seaplane fly-in where our photographers caught up with the unique floatplane

Believe me when I say the many thousands of Vet tel Blust Seaplane Base visitors during AirVenture 98 reshyally enjoyed watching the Fleet come and go as it chugged by with the Warner at idle doing a slow taxi or at full bore on a takeoff run across the outer bay The exciting part was when Buck would cut the power for landing and the Fleet would come down like a proverbial stone - its glide ratio with all the drag of a biplane and float rigshyging is hard to imagine - and the Fleet would s lide onto the water right in

20 FEBRUARY 1999

front of the crowd During the Convention Buck estishy

mates nearly 100 rides were given (this author was one of the lucky ones) in some 25 hours of float flying The sixty-year-old Fleet never missed a beat and the folks were extremely happy with the performance Even Sue Sanders of the Seaplane Pilots Associashytion (SPA) enjoyed her ride so much that she wrote an article in the SPA magazine about her beautiful ride in Buck Hilberts Waco on floats (Cant win em all)

Since the summer has passed the

floats have been removed form the Fleet and Buck has been busy doing a few updates and improvements He reshycently installed a brand new exhaust system made of highly polished type 321 stainless steel that is a remarkable piece of work In addition he is presently busy building a set of new windshie ld s for the pretty biplane One thing about Buck Hilbert he never quits he just keeps making things betshyter Special congratulations to Buck amp Dorothy Hilbert for making our seashyplane fly-in so much more interesting Yah done good

A happy twosome the author and Buck return to the VetteBlust Seaplane Base after a dandy ride in the Fleet on floats Check out the thick airfoil (Clark Y) on the wings

o o e v e w

Whats in a name Would it have held up to the test of time if the

headlines of May 221927 had read CHARLES MANSON LANDS IN

PARIS That was the family name until Ola Mannson arrived in

Minnesota in 1859 with Charles A Lindberghs father then an infant

Comments on A Scott Bergs LINDBERGH

O la a former member of the Swedish parliashyment had become entangled in scandal He was accused of embezzlement and was supporting a mistress on the side who bore

him a son later to be Congressman C A Lindbergh Sr Mannson or Manson as CAL Jr spe lled it had been stripped of his civil rights and might well have landed in jail had he not fled Sweden He made changing the fami ly name the first order of business upon settling in the New World The Lindberg surshyname was rare in Sweden but spelled with an h it was all but unknown

Scott Berg spent nine years writing LINDshyBERGH the latest biography of one ofthis centurys most controversial figures It is also the only authoshyrized biography Berg had the blessing of the Lindbergh family who unsealed all the archives apshyparently with no strings attached This is a compelling volume for anyone who has a serious interest in the subject Alas Berg is not an airplane man and much of what one might wish for is e ither ignored or glossed over

Berg traces Lindberghs early impressions of aviashytion back to the day in Little Falls Minnesota while playing alone upstairs he heard the spluttering of an engine overhead It was an exhibition biplane his

mother explained a very dangerous affair In the conshytext of Bergs account this happened circa 1907 but there was no flying in the area until September 191 1 when Tom Mc Goey performed under contract to the loca l farmers co-op in a homebuilt Curtiss type pusher Lindbergh was then nine

In June 19 12 whi le domiciled in Washington DC where the elder Lindbergh was serving a term in Congress CAL had an opportunity to see the Armys fledgling air fo rce in action at Fort Myer Virginia The outing had been arranged for by his parents CALs recollection of the occasion was highlighted by a race between one of the aviators and an automobile

On the whole Berg seems to have a good grasp of the facts though there are some errors- a few of which may be typographical He refers to Juan Trippe as the founder of Eastern Airlines and proshymotes Maj A B Lambert a Spirit of St Louis backer and founder of Lambert-St Louis Airport to General He a lso refers to Marvin Northrup proprietor of a Minneapol is aeronautical supply house as a manufacturer perhaps confusing him with Jack Northrop Berg also describes the trishymotored Ju 52 as the standard bombardment plane in Hitler s new Luftwaffe

By John Underwood EAA 1989

VINTAGE AIRPLANE 21

Charles Lindbergh seldom posed for testimonials This was an exception

All of this does not really weigh too heavily against Bergs prose and purshypose- namely to reveal the Lindbergh the American public has long sought to understand He has undoubtedly come as close to the definitive treatment as anyone ever will which includes the Lindberghs themselves CALs grandshychildren will probably find this book as absorbing as this reviewer all 600-odd pages of it for the Lone Eagle was as much a mystery to his own children as he was to a public that both idolized and reviled him

The Lindbergh babys kidnapping is of course recounted in detail The facts are both moving and appalling One can readily understand CALs loathing for the press The trial itself was a meshydia circus but no more so than the O J affair of more recent memory Hauptshymann had to be guilty although not necessarily of murder Anyone who subscribes to the crackpot theories that have been advanced in the interim should read and weep over what hapshypened to the Lindberghs Reeve Lindberghs insightful UNDER A

22 FEBRUARY 1999

WING is also highly recommended Members of the Jewish faith have

long held that Lindbergh was an antishySemite Berg who is Jewish himself explores the reasons for this and conshycludes that he was not Lindbergh in his America First speeches struck out at Jewish influence which he pershyceived to be among the elements committed to engaging the U S in a war with Germany Such a war he beshylieved would result in the destruction of westem civilization

The fact is that Lindbergh was a pashytriotic American and would-be peacemaker albeit somewhat naive in his conceptions Although he felt comshypelled to leave the U S for a period of time for his family s sake he never at any point considered for a moment givshying up his citizenship Indeed he became a key element in keeping the War Department abreast of what was happening in European aviation Moreshyover he was eager to serve Berg points out that CAL applied for reappointment as an Air Corps reserve officer while in self-imposed exile By then he had alshy

ready been labeled a Nazi by such synshydicated smut-peddlers as Walter Winchell

Its interesting to note that the Amershyican Air Attache in Berlin wanted Lindbergh to meet with Hitler That meeting never came about although he did meet twice with Goering and once with Rudolf Hess Hitlers deputy Hess an enthusiastic airman since 1918 was a great admirer of Lindbergh He too had dreamed of undertaking a longshydistance flight As it transpired Hess did complete a long and perilous flight when he surreptitiously piloted a Messerschmitt 110 to Scotland in May of 1941 hoping to make peace with England

The Lindberghs were fascinated by what was happening in Germany as was everyone else at the time and they nearly spent the winter of 1938 in Berlin This was in part at the behest of Ambassador Wilson and the Air Atshytache Truman Smith who hoped it would avail CAL of further opportunishyties to study German aviation Indeed Lindbergh got to see things that no forshy

eigner had seen such as the Ju 88 He also got to fly a number of new aircraft such as the Me 109 and Fieseler Storch

Berg in recounting Lindshyberghs association with Messerschmitt declares that the latter never recovered emotionally or financially from WW- TI This implies a degree of impoverishment which is misleading to say the least Messerschmitt was not long in getting back to manufacturing aircraft first in Spain and later in Gershymany Messerschmitt amp Co helped build the F -104 for the new Luftwaffe and the designer lived to provide Airshybus recommendations

Berg only devotes a few pages to CALs test-flying which is worth a book in it- Tom Mc Goey in his homemade Curtiss type pusher He over flew the Lindbergh home in Little Falls in self With Chance Vought 1911 finished the season and quit the flying game

for example he had much to do with service testing the F4U Corsair He made several demonshy Corsair which had the new bubble Lindbergh at the relatively old age stration tours as well familiarizing the canopy instead of the jailhouse hatch of 42 would be called upon to demonshyNavy and Marines with new developshy Lindbergh was glad to oblige The 22- strate his skills as a fighter pilot albeit ments Berg makes no mention of a year-old lieutenant was John Glenn an unofficially and unavoidably He was shavetaillieutenant at El Centro who icon in the making They were both detailed as a civilian to the South Pashybrashly asked CAL if he could try his destined for combat in the Pacific cific as a tech rep and observer first

CAL and AML on arrival at Prague 2 September 1938 The worried look no doubt reflects their feelings toward the mob approaching A moment later he gunned the engine and taxied to the far side while police contained the crowd

VINTAGE AIRPLANE 23

with USMA Corsair units later with the AAF in P-38s His mission was to observe from the periphery mostly avoidi ng actual combat with enemy aircraft which by them were seldom seen Altogether he flew 50 missions logging nearly 200 hours time in four and a half months

Berg gets carried away in implying that CAL was prepared to meet his maker and commended hi s sou l to God when a Zero jumped him on 1 August 1944 That quotation could hardly have been Lindberghs It was a momentary encounter and stressfu l to be sure but the Zero broke off the atshytack before the pilot could bring effective fire to bear on CALs P-38

Only once did CAL himself fire on an enemy aircraft That engagement lasted but a few seconds and involved a single head-on pass between his P-38 and a Mitsubishi Ki-51 attack aircraft code named Sonia The Japanese pishylot outgunned and outnumbered had

who rolled over and dived into the sea Berg claims Lindbergh prayed for the pilots soul for many years thereafter

President Roosevelt who never forshygave CAL for challenging the wisdom of his sending the Army out to fly the mail and for his antiwar activism in 1941 barred him from military service The ban was enforced even after FDRs death Berg credits Gen Bob (GOD IS MY COPILOT) Scott with Lindberghs reinstement as an Air Force officer Scott then a colonel running the Air Forces Office of Information Services told his boss Harold Talbott that makshying CAL a general would be a shrewd move President Eisenhower apparently concurred Lindbergh was placed on the active reserve list as a brigadier general in April 1954

Lindbergh felt that the U S was on a collision course with the Soviet Union says Berg He got involved with bolstering the defense posture most notably as a SAC advisor and beshy

pearances disconcerting CAL with his many eccentricities was a strict discishyplinarian and his frequent absences were both painful on the one hand and welcome respites on the other

Reeve Lindbergh who inherited her parents artistic talent reveals in UNshyDER A WING what it was like to be offspring of the Lone Eagle With the exception of Jon who earned his Private Pilots License before taking up a career as a deep-sea diver none of them really took to flying That was fine with Lindbergh who never lost his love of the art For him all that matshytered was doing something challenging and worthwhile and doing it well - 101m Underwood

Editors Note I cant help but add my two cents worth to Johns comments First off ifyoure contemplating reading this book you should know that it is not an aviation book in the sense that many ofus might have expected Berg is not an aviator and it shows in his writ-

The fact is that Lindbergh was a patriotic American and would-be peacemaker albeit somewhat narve in his conceptions Although he felt compelled to leave the U S for a period of time for his familys sake he never at any point considered for a moment giving up his citizenship Indeed he became a key element in keeping the War Deshypartment abreast of what was happening in European aviation

made monkeys out of the attacking Americans but he was smoking from a hit and survival depended on shaking off several P-38s In a bid to escape he banked sharply in CALs direction and held a collision course

The Japanese were now facing an opshyponent on more equal terms They were closing at something like 600 mph oneshyon-one firing at targets that grew larger with each passing second There was still a chance the Japanese might score a vicshytory and indeed elude the P-38s by then short of ammunition and low on fuel He was over his home base and there was heavy ground fire from anti-aircraft inshystallations

Lindbergh could easily have joined the ranks ofKIAs but his gunnery exshypertise and instinct for survival prevailed The Japanese perhaps wounded undershot his target and Lindshybergh cleared the Sonia avoiding a collision by a scant ten feet or less It was all over for the Emperors airman

24 FEBRUARY 1999

gan flying the latest jets He also designed and built his own bomb shelshyter and directed his family to head for the Maine woods in the event of a nushyclear attack

It was widely supposed that the Lindshyberghs were well matched in their marriage Not so according to Berg Anne Morrow Lindbergh who loved her husshyband deeply found her domestic situation intolerable by the late 1950s CAL had beshycome a compulsive wanderer of the world At home one day gone the next to whoshyknows-where Oft times it was on gratuitous Air Force business such as helpshying select a site for the Air Force academy In later years these sojoums had more to do with ecological considerations Lindbergh the humanitarian was constantly on a crushysade of one sort or another For Anne Morrow Lindbergh these protracted abshysences proved devastating

The five surviving Lindbergh chilshydren too found their fathers jack-in-the-box appearances and disapshy

ing Thats not necessarily a negative since his perspective on Lindbergh is not tainted by the myths that have built around the Lindbergh story among aviashytion history buffs But it does mean that aviation is not the main focus of this book It is a biography ofLindbergh the man not just his aviator persona It paints a somewhat dark portrait about a man who was at times unwielding in his opinshyions sometimes at the expense ofhis personal relationships But thats only onefacet ofwhat was and still continues to be one ofthe great enigmatic personalshyities ofthe 20th century Theres far more to his personality make up than that and Berg s nine years ofwork detail it well You may not like everything you read about Lindbergh but for that you can t fault the messenger For most ofus there still remains to be written the definitive aeronautical history of Charles lindshybergh including a review ofhis logbooks We have more to look forward toshyHG Frautschy

PASS IT TO BUCK by EE Buck Hilbert

EAA 21 VAA 5 PO Box 424 Union IL 60180

Odds and ends and a new way to hone cylinders

CHAPTER NEWSLETTERS Builders tips often turn up inforshy

mation that is applicable to all of our airplanes not just homebuilders The Technical Counselor staff in my book comes off as one of the best sources for practical maintenance Their exposure to a myriad of probshylems and their solutions provides experience that benefits all of us Every chapter newsletter Im privishyleged to receive contains useful information Chapters maintain lishybraries tool inventories listings for part sources and best of all camashyraderie Where else can you talk airp lanes but with the guys and girls who want the same things you do The Been there done that passed on to your buddy gives both of you a boost You get to expound a little he gets the benefit of your experience and in the long run we all gain

Gary Hunter Pushy Galores enshygineer is possibly one of the best efficiency experts I have ever met Sure hes a homebuilder but he comes up with solutions to common problems that are simple and practical almost as a matter of course I call him an engishyneer and thats what he is He typifies the airplane mechanic of old Able to fix anything He can be a jeweler he can be a blacksmith Ill bet he could even shoe horses He flies his VariEze too so he appreciates the pilot point of

Gary Hunter (llpushy

Galore engineer) is

possibly one of the

best efficiency experts

I have ever met he

comes up with

solutions to common

problems he typifies

the airplane

mechanic of old

view as well But I m getting away from why I

started to write this Gary had conshytributed a short blurb to the January Quad Cities Chapter 75 Newsletter His subject was spinner wobble and its easy cure

All of us have seen a beautiful airshyplane and at one time or another watched in awe as the spinner wobbled all over the place when the engine

started Weve all read or seen or even experienced spinner cracks and sometimes even shed one in flight

Gary says truing the spinner is a simple and easy thing to do Balancshying isn t the issue that comes later

Basically you start by making sure your bulkheads are true They are the basis you hang the spinner on and theyd better be true to start with That assured you get on with it

Youre going to be rotating the prop whi le youre doing this so pull the spark plugs to make rotation easier

Position the airplane so it cant inshyadvertently move and position a stable reference just under the tip of the spinner (a stepladder chair tool box anything that will remain stable)

Rotate the prop and watch the spinshyner tip It will be obvious which way its out of whack Simply loosen the screws around the spinner bulkheads and adjust accordingly Elongate any holes that require it Keep working

until you get it nice and true Once you have established that it is true retighten all the sc rews the way you normally do

Now comes the simple part (If you had only thought ofthis back when our Ryan STA was ALWAYS cracking and shedding spinners) Using a small diameter drill (I16th) drill three alignshyment holes around the periphery of the spinner into the rear bulkhead One

VINTAGE AIRPLANE 25

alignment hole will suffice in the front bulkhead Now whenever you reinshysta ll the spinner insert pins into these alignment holes before tightening the sc rews Your spinner will be autoshymaticallytrued

Garys last comment Whenever you remove the props pinner mark eve rything so it a ll goes back toshyge ther in th e sa me relation s hip to each other

See what T mean about thi s guy Hes kept Bruce Bohannon and Pushy Galore in the record books for years Next time you visit the Air Adventure Museum up in Oshkosh take a look at Pushy and give credit where credit is due

Dear Buck Here is a story that yo ur rea de rs

might find interesting However I will not mention any names for obvious reasons and I would like as well to reshyma in anonymous as if my name appears anybody who knows me could identify the operator involved

INVENTOR DEVELOPS NEW WAY TO HONE CYLINDERS

(without removing them from the engine) A friend of mine operates a fine

antique aeroplane with a Continental W-670 He is very meticulous about the maintena nce changes oil every 25 hours or less and cleans the plugs at that time He spends most of his spare time polishing and waxing and touching up the finish when needed He never allows a fingerprint to reshymain on the big shiny HSGA prop overnight Now this is not a museum piece or s ho w plane it is a workshyhorse flying a lmo st da il y on sightseeing rides and photo work

The engin e is approaching 1000 hours since overhaul and some of the paint on th e cy linder heads had burned or worn off so he decided to bead blast a few corroded spots and prime and paint them When he finshyished he had the engine looking better than new with a ll black cy lind ers silver rocker box covers and exhaust elbows And the stain less heat muff was so shiny you cou ld look in it to see if you needed a shave

But when he started it up it didnt seem to be running quite right so he shut it down and the prop stopped abruptly without bouncing back and forth between compression strokes as

26 FEBRUARY 1999

an engine does when the rings are properly sealed He got out and turned the prop by hand it was dragshyging Upon removing the spark plugs he found evidence of glass beads on th e inside s of th em Some of th e g la ss beads had gotten into th e air maze filter and had been sucked into the engine

So it is now due for a major overshyhaul I told him to look at the bright side New rings can be fitted without having to deglaze the cylinders The inventor of thi s system does not wish to be given credit for it

Bes t regard s and have a happy holiday

Your anonymous friend Ouch Over To You whoever you are

ff Blaquock

Dear Buck In the December VTNTAGE AIRshy

PLANE there was a comment on R stick L throttle vs L stick R throttle and you suggested input Here is my two quarts worth

Having flown since 1946 and being a flying buddy of S keeter Carlson since 1965 Ive been exposed to quite a variety of flying mashychinery In my first logbook totaling some 220 hours I had flown 46 different airshyplanes and 23 different kinds Over the years I have flown Aeronca Champ Chief Sedan Piper J-3 J-4 J-5 and most of the PAs Ryan CshyI PT-22 Navion Luscombe Fairchild 24 PT-19 PT-23 PT -26 Taylorcraft BC-12 Lshy2 Cessna 120 140 170 A W plus all the ones with the trainshyin g wheel up front I even fl ew the tes t flights on a Pietenpol Aircamper with two throttles one on each side no less I still own and fly my Duncan Sport (2POLB) that I bou ght from Bill and Loshyraine Duncan in 1971 I owned and flew o ur 15AC Sedan and (38 Dart G al ternate ly for several years I ve gotten out of a Stinson Tri -m otor a nd into a Fokker Trip lane the same

day and I feel that it makes very little difference as long as Im in the left seat that is until I got into Skeeter s Thomas Morse Scout with the LeRshyhone rotary then I don t care who you are or where you sit youre still one hand short

Anyw ay we were all Johnny come late ly when we first started and all I can say is never tum down an opportunity to fl y something differshyent Try it youll like it I remember getting to fly an 1124 Westwind from Burbank California to Santa Barbara for lunch J was half finished with m y sandwich before I finally caught up with the airplane So much for that Over to you

Gene Soper EAA 27385 AC 360 Thanks for the note Gene How

about the rest ofyou Hey Dorothy and I will be trave lshy

ing all over the southwest this month so if you dont get a reply back from a phone message or note youll know were still out having fun Talk to you when we get back

Over to you

Want to keep your spinner running true Read what Gary Hunter does (Kent and Sandy Blankenburgs Spartan Executive)

Wayne Milburn

Toowoomba QLD Australia

Patrick P Cloudier

Pincourt PQ Canada

Grumier Willy Chatillon France

Nowell W Izard

Masterton New Zealand

Charles A Birdsall Apo AE

Klaus E Marx Juneau AK

Richard Binderim Enterprise AL

Larry K Tillery Trussville AL

Gary Moseley Chandler AZ

T W Aronson Rosamond CA

Raymond J Barak

Huntington Beach CA

Keith Charles Carnahan

Costa Mesa CA

Tom Lambrick Morgan Hill CA

Douglas L Maxwell Riverside CA

Dr R Richmond San Francisco CA

Anthony R Rivera Nevada City CA

Charles Spurrell

Palos Verdes Estates CA

Howard Thompson Fort Bragg CA

Thomas R Weeks San Diego CA

Raymie Raymie Littleton CO

James T Broady Weirsdale FL

Allen E Kaluzniak

Jacksonville Beach FL

Joshua Knerr Sanford FL

E P RosenthaI Miami FL

C Mitchell Smith Lakeland FL

Gary L Johnson Bainbridge GA

John Stiles Stockbridge GA

Keith Beem Ipan GU

Eugene Honigford

Machesney Park IL

Mike Linden Rockford IL

Barry L Schroeder B1oomington IN

Harry Bartel EI Dorado KS

Bobbie Bradford Topeka KS

Jamie Smith Shawnee KS

Nathan T Rider Groton MA

Alexander J Van Wert

Marlboro MA

Rod Teel Silver Spring MD

James C Walker Baltimore MD

David Stainton

Cranberry Island ME

Alexander M Allan Sr Au Gres MI

Michael J Damone

w Bloomfield MI

Trent H Steinbach

International Falls MN

Jack Dilliard Washington MO

Douglas D Derscheid ONeil NE

George F Johnson Wolfeboro NH

Angelo A Carnevale Hopewell NJ

Bill K Laskar Albuquerque NM

Jim Catalano Cornwall NY

Joseph DiStefano Fort Plain NY

Hugh Weidinger Great Neck NY

Benjamin Gleason Vermilion OH

Gail R Bailey Tulsa OK

Reymold Watt West Lynn OR

Marc S Ludtke Franklin PA

Alan L Moyer Perkasie PA

Elford S Wyatt West Union SC

Derek Amos Harker Heights TX

Charles M Baynard Dallas TX

Thomas E Eanes Granbury TX

Michael Halle Humble TX

Robert Heath Austin TX

W W Hill Houston TX

Justin Layton Houston TX

Eldon W Moore Texas City TX

Nick Berg Lehi UT

Richard Cole Fairfax VA

Peter Hays Arlington VA

Joseph Schoofs Leesburg VA

John A Cahoon Hudson WI

Dennis J Dalka Rhinelander WI

Keegan Ray Janesville WI

Gary B Green Beaver WV

VINTAGE AIRPLANE 27

JMNEWMAN

rshy

Fly-In Calendar The following list ofcoming events isfurnished to our readers as a mailer ofinformation only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the information to EAA All Golda Cox Po Box 3086 Oshkosh WI 54903-3086 Information should be receivedfour months prior to the event date

FEBRUARY 13-14 - MINNEAPOLIS MN shyMinnesota Sport Aviation Conference Minshyneapolis Convention Center Info Way ne Petersen 1-8001657-3922 or web site at wwwflightexpocom

FEBRUA RY 20 - HUN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

FEBRUARY 24-25 - ROMEOVILLE ILLIshyN OIS 25th annual Aviation MaintenanceExhibit Seminar at Lewis Unishyversity Contact Don Cramer 217785shy5798 or Mike Streit 8151836-5431

FEBRUARY 25-27 - BUTTE MT - Montana Aviation Conference Ramada Copper King Inn Workshops seminars nationally recogshynized speakers trade show Info MT Aeronautics Div Box 5 178 lie lna MT 50694 4061444-2506

FEBRUARY 27 - SPR INGFIELD ILLIshyN OIS - lliinois State Safety Seminar at lliinois State Fairgrounds Springfield fllishyl1Ois Contact Lee Creviel 815939-0976

FEBRUARY 27-28 - RIVERSIDE CALIFORshyN IA - EAA Chapter I Open House at Flabob Airport Contact 909689-9213

MARCH 5- 7 - CASA GRANDEAZ - 41st Anshynual Ca ctus Fly- In sponsored by the Arizona Antique Aircraft Association Info wwwamericanpilot orgkactus or call Jon Engle at 60289 1-6012 days only

MARCH 6 - WISCONSIN RA PIDS WISshyCONSIN - Wisconsin State Safety Seminar at the Mead Inn COlllact Harold Benisch 9201623-4457

MA RCH 20 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Aiport 256852-978 1

A PRIL 11-1 7 - LAKELAND FL - 25th Annual Sun n Fun EAA Fly-In and Convention Info 941644-243 1 Web site wwwsun-nshyfunorg

A PRIL 17 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

APRIL 25 - HALF MOON BAY CA LIFORshyN IA - 9th ann ual Pacific Coast Dream Machinesjly-in at HalfMoon Bay Airport 10 am - 4 pm Antiques classics warbirds vintage autos trucks Contact 6501726-2328

MAY 7-9 - PlNEHURSTISOUTHERN PINES NC - Moore County Aiport (SOP) EAA Chap ter 3 Spring Fly-ln Trophies EAA fellowsh ip Friday golf tournament Sat banquetlguest speakel Sunday poker run YE jlights vintage aviationjilms HQ Holiday Inn Southern Pines 9101692-3212 Info 9101947-6896 - 1853 (Fax) or the web WWWsouthern-aviator comlac3

MAY 16 - ROMEOVILLE IL - Le wis Romeoville airport (LOT) EAA Chapter 15 Fly- In breakfast 7 am-Noon Contact Frank Goebel 8 151436-6153

J UNE 26-27 - WALWORTH WI- Bigfoot Field (WI05) Pancake breakfastbrunch Aeroshybatic demo at 10 am Stearman rides and displays of vintage aircraji warbirds and experimentals 7 am-l pm Info John Anshyderson 4141248-8748

J ULY 5-8 - DENVER CO - Centennial Airshyport Short Wing Piper Club annua l co nvention This years theme Rocky Mountain Rendezvous Info Kent 0 Kelly 3031979-3012 (Headwindsmsn com) or vis it the SWPC web site at hllpwwwshortshywing com

JULY 7- 11 -ARLINGTON WA - n w EAA FlyshyIn and Sport Aviation Convention 30th anniversary event FOlllms seminars workshyshops evening programs spec ial night airshow Sat evening Info 360435-5857 or on the web at http wwwnweaaorg

J UNE 11-13 - MATTOON IL - 3rd Annual MTO Luscombe Fly- In Luscombejudging and awardsforullls and banquet $50 cash to Luscombe that jlies the fartest to attend Contacts Jerry Cox 2171234-8720 or Shanshynon Yoakim 217234-7120

JUNE 26-27 - PETERSBURG-DINWIDshyDIE VIRGINIA - 3rd Annual State EAA Fly-ln Contact Ron VanSickle 832932shy4709 wwwvaeaaorg

J UNE 26-27 - LONGMONT COLORADO - 21st Annual Rocky Mountain EAA Fly shyIn Contact Bill Marcy 3031798-6086

J UL Y 7-11 -ARLING TON WASHINGTON - Northwest EAA Regional Fly-in at Arshylin g ton Airport Co ntact Barbara Lawrence-Tolbert 3601435-5 857 or wwwnweaaOIglnweaal

J ULY 16-18 WEST YELLOWSTONE MONshyTANA - 13th annual Northwest Mountain

Region Family Fly- In Safety Conferen ce and Trade Show at the Holiday Inn Confershyence Center Sponsored by local EAA Chapters and the FAA Flight Standards Disshytrict Office Kit plan e exhibitors and seminars Contact Jim Cooney FAA FSDO 1-800457-991 7 wwwfaagovlfsdolhln

J UL Y 28-AUGUST 3 - OSHKOSH WI- 47th A llllllal EAA Air Veil til re Oshkosh 99 Wittl1llII Regional Airport COlltact Johll Bllrtoll EAA ROBox 3086 WI 54903-3086 or see the web site at IIwlIairvelltllreorg

SEPTEMBER 4 - STEAMBOAT SPRINGS CO - EAA Chapter 649 Vintage Fly- In

SEPTEMBER 10-12 -ATWATER CALIshyFORNIA - Goldell West EAA Fly- In at Castle Airport Contact wwwgwjly-inolg

SEPTEMBER 11-12 - MA RION OHIOshyMERFI Mid-Eastern Regional Fly-In Conshytact Lou Lindeman 9371849-9455

OCTOBER 7-IO - MESAARlZONA - Copshyperstate EAA Regional Fly-In at Williams Gateway Airport Con tact Bob Hasson 5201228-5480 or 5201298-3522

OCTOBER 8- 10 - EVER GR EEN A LshyABAMA - South eas t EAA Regional Fly-In Con tact Harold Bubba Hamitel 3341765-9109 or 3341743-39 16

OCTOB ER 8-10 WILMINGTON DELAWARE - East Coast Regional FlyshyIn COli tact Andy Alvarez 3021738-8883

OCTOBER 14-7 -A BILENE TEXAS shySouthwest EAA Regional Fly-in at Abilene Regional Airport Contact Stan Shannon 8301997-8802

STROBE LIGHT TRIVIA QUESTION

ANSWER (From page 9)

Harold E Doc Edgerton (1903-1990) a professor at MIT invented the gas discharge strobe light during work in the MIT labs during 1926 through 1931 Originally developed as a elecshytronic stroboscope the strobe light was quickly adapted for photographic uses including pishyoneering high speed slow motion photography His work with the strobe extended to aircraft but not for position identification shyduring WW-II he experimented with a large strobe light ring used to illuminate the ground for nighttime aerial photography

28 FEBRUARY 1999

-Bullets forAlignment-By Bud Oliver

Reprinted fro m Custom Aircraf t Bu ilding Tips Vol 1

Many times I have shivered and cringed as I watched felshylows hammer bolts into strut and wing fittings as they assemble and rig an aircraft In many cases the assemblers are unaware of the proper techniques to use to avoid trouble When you are holding something in alignment such as a wing-to-fuselage root fitting and then proceed to take the actual bolt that you are going to secure it with and attempt to drive it into place with a hammer you are certain to get varying degrees of the followshying results (and sometimes all of them) ruined bolt threads galled bolt and fittings bent bolts elongated fitting holes bent twisted and cracked fittings loss of paint or plating

Two persons can assemble any plane whose component parts they are able to lift with absolutely no damage by using

the following procedure

c --- --~ I FIG 1 C__ _I

Assemble the entire plane by using bolts of at least one size diameshyter smaller than the bolts you will use on the comshyp leted job If possible these bolts should be inshyserted oppos ite to the direction that the actual bolts will go in In this

USE UNDERSIZE BOLT TO INITIALLY INSTALL COMPONENTS

way the entire plane will easily go into approximate alignshyment and the bolts will go in easily by inserting them with the fingers (Fig 2)

Now make a bullet of the proper diameter and length for the alignment of all fittings To make the bullet just take an old bolt that is the same diameter that the fitting requires and grind one end to a bullet nose shape and cut the other end off square Only the unthreaded bolt shank is used The head of the bolt is cut off and the threaded end is used for the bullet head end so that the threads are ground away (Fig 1)

For tight places where a long bullet cannot be used make up a short one as shown The bullet is given a thin coat of Parker Thread-lube (or Lubriplate) or white lead and oil (to stop galling of similar metals) and inserted into the fitting in the same direction the final bolt will go in The bullet is then tapped in place with a soft drift and hammer until it is flush with the face of the fitting (Fig 3) The bolt is then tapped into place It will push the bullet out ofthe fitting ahead of it (Fig 4) You may notice that I illustrated one bullet with an eye at the point This is the cotter pinhole of the original bolt from which the bullet was made Often there are places where the bullet cannot be driven in In these cases you can often pull the bullet into the hole with stainless steel safety wire inserted through this hole (Fig 5)

PUSH UNDERSIZE BOLT THROUGH WITH BULLET

c-- rm-~ PUSH BOLT

FIG 4 -- THROUGH TO FOLLOW BULLET ~

--+------ - -~

SAFETY WIRE THROUGH HOLE TO PULL BULLET THROUGH FITTING FIG 5

VINTAGE AIRPLANE 5

GRIMES AIRPORT FLY-IN by Andrew King EAA 275985 VAA 10739

Grimes Airport in Bethel Pennsylvashynia is rapidly becoming a mecca for antique airplane nuts in the

northeast The 2800 foot grass strip is the home of the Golden Age Air Museum a small but growing collection of 1920s and 1930s airplanes and memorabilia and twice a year in July and October the Mushyseum hosts an antique airplane fly-in Last years summer event was on July II and drew about 60 planes The weather was alshymost perfect sunny and clear with low humidity not the typical July heat and haze The wind was a little strong during the day but by lunch time the parking area was pretty full and the hamburger stand was busy

Some ofthe unusual attendees included a Bellanca CH-400 Skyrocket a Stinson SR-5 a Travel Air 4000 and a Fleet Model 2 with an air starter Several of the Mushyseums ships were out on the line as well including the E-2 Cub and the Rangershypowered Great Lakes In the hangar was the one-of-a-kind Winstead Special an OX-5 powered biplane from the late 1920s The Winstead is almost ready to fly with only the installation of the engine and some minor details to fmish

Classics were the most numerous types on the grounds with plenty of Luscombes and Taylorcrafts and Cessna 140s to look at and one really beautiful Swift

A Stearman was busy all afternoon barnstorming and several others flew in including one that according to a map on the side had flown to all of the United States and all of the Provinces of Canada

There were also a number of antique cars on hand including a couple of Model As and a 1910 Maxwell and as is normal with these kind of events a good time was had by all The next Golden Age Air Mushyseum Fly-In will be a two-day affair October 3-4 and if last year was any examshyple the fall fly-in will be even bigger than the summer one For more information on the Museum and its activities the phone number is 717933-9566 and the address is 371 Airport Rd Bethel PA 19507 ~

6 FEBRUARY 1999

GAAM-owned 1927 Winstead Special waiting for the installation of its OX-So

The Museums Taylor E-2 Cub and Great Lakes Sport Trainer with a Model T Airport Hack and 1910 Maxwell

Great Lakes powered by a 200 Ranger in front of the Museum hangar

Strobe lights were installed on Convair 340s which were later re-engiried witb Allison turboprops and were designated CV-S80

Aircraft strobe lights flickering across the darkened sky are a common sight to us all But how did strobes come to be on airshy

planes in the first place And whats a blue duck named Herman got to do with it anyway

In the late 1950s a gentleman named Bill Adkins who at that time was a first officer for Northwest Airlines was also a camera buff Stroboscopic lights were beshycoming available on the new generation of cameras Air traffic was becoming more congested and the need for good illuminashytion of aircraft at night had become more evident

8 FEBRUARY 1999

He began experiments with various types of strobe lights and with the probshylems ofmounting them on airplanes When he had developed what he thought was a good system he realized there would be great costs involved He took his device to Minneapolis Honeywell and the Maxishymum Safety Light was built He then tried to get someone to conduct an experiment with the strobes on an airliner

Northwest was not interested in conshyducting experiments such as this so he approached some friends at North Central Airlines When the necessary paperwork equaled the weight of the airplane it beshycame possible to attach the strobe units to

one of North Centrals DC-3s Actually two units were necessary one for each wing The strobes wer secured in a pod unshyder the wingtip and were not visible from the cockpit

We the pilots were cautioned not to operate the strobes on the ground and only in clear air because the bright flashes could be very disorienting when reflected by objects or cloud form They would also be a disturbance to other pilots who were nearby when on the ground

Tower operators were asked if the strobes enhanced visibility and made it easier to spot traffic Other pilots were asked ifthe strobe lights were any easier to

see in flight than the conventional rotating beacon and position lights The responses were very positive and our company North Central decided to make them stanshydard on our entire fleet

The strobe lights created some interestshying thoughts among our passengers One evening early in winter we were cruising northward across Wisconsin in that first strobe equipped DC-3 Snow showers were present and while were were flying through one the cockpit door opened The stewardess came in and said that a passenshyger wanted to know if we were flying through static

Static Remember we were still in the early

days of television long before cable TV and a channel on every spot on the dial Static was seen every time you rotated the channel dial on your big RCA televishysion and sometimes there even snow or static when you had station tuned in

We could only smile for we knew just what the passenger was seeing Every time wingtip strobes would flash it froze the movement of the snow flakes for a split second and all the passenger could see out his window was a world filled with brilshyliant dashes

While planning to use the strobes North Central was starting a program to rep lace the DC-3s with Convairs Since the DC-3s were to be disposed of the strobes were engineered for only the soonshyto-be-acquired Convairs

Within a short while we had nearly forty Convairs each with a set of strobes on the wing tips The units consisted of three lights one flashing forward at 180 cycles per minute one flashing to the side at 80 cycles and a third pointed to the rear flashing at 40 cyc les Each li ght was shielded so that the flashes did not enter the cockpit In the late 1960s North Censhytral converted the strobe equipped Convairs to use Allison turboprop engines and they were designated the CV-580

For quite some time there was no doubt whose plane it was winging its way across the night sky If it had strobes it was

North Central Eventually other manushy

facturers and airl ines picked up the program so strobe lights were incorporated into each generation of modern aircraft The usage of strobes has spread to surshyface operat ions too Strobes can now be seen on police vehic les ambushylances school buses barricades and in many other places Instead ofonly having the bright white lightning flash color filshyters have been added for some of these purposes

When Douglas proshy

A North Central DC-3 on the ramp at land Olakes WI Flying the summer schedule it waits for its passengers and crew Our thanks to Patti Barry VP of Barry Aviation for supplying us with this photo A DC-3 just like this was used for the tests by North Central of strobe lights on aircraft

duced the DC-1 0 they installed strobes that were operated in a particular sequence A you watched one cruise across the sky the strobes winked flash - flash - pause - flash This made it very easy to idenshytify a plane as a DC-I O Now one seldom sees a DC-IO domestically but some of the other aircraft have adopted that parshyticular pattern

Flashing strobes can be seen all over the sky when you step outside at night They are tributes to a forward thinking pishylot who was a camera buff and to an airline that was willing to take a chance

If you happen to see an old Convair 580 parked at an airport Look closely beshycause if it has wingtip strobes it probably belonged to North Central

mSTORICAL NOTES -Bill Adkins went on to complete a cashy

reer as a Captain for Northwest retiring at age 60 Not happy with retirement he sl id back to the engineer position for twelve more years Now in his seventies he conshyducts demo nstratio n fl ights in the big simulators that are normally used to train the airlines pilots

-Fifty one years ago in February 1948 an airline called Wisconsin Central came into being They chose a blue mall ard duck with a circle around it as their logo The mallard was known for its hi ghl y adaptable pattern of short efficient flights as well as for its strength and endurance in long flights The circle symbolized the sun by day and the moon my night

Later to better the refl ect the airlines expanding area of operation the name was changed to North Central Airlines Since

the Mallard duck was chosen as Wisconshysin Centrals symbol North Central became the airline with the Blue Duck on the tail The duck who we called Hershyman was usually mis-referred to by the public as a blue goose so most everyone else called us the Blue goose Airline

Herman the blue duck even survived after North Central bought out Southern Airways and Hughes AirWest forming the newly merged Republic Airlines

However sometime later during the change to a new paint scheme for the Boeing 757 the duck was dropped from the tail and dispatched to the land of lost logos Now that Republic has merged into Northwest Herman North Centrals blue duck is unfortunately more ofa dead duck

So now neither Wisconsin Central North Centra l Republic nor the Blue Duck exists But there are those of us who wi ll always remember when there was a strong and forward thinking little airline named North Central and a blue duck named Herman who winged hi s way across the night sky sporting the very first aircraft strobe lights

Thanks North Central Thanks Helman

Heres a trivia question Ill bet many or you can answer

Who invented the strobe light

The answer is published on page 28

VINTAGE AIRPLANE 9

Our Mystery Airplane for February is fairly well known but surprisshyingly weve never feashytured it in the column Have at it and be sure to have your answer in to the Vintage Airplane office no later than February Mjrst~ PIJlil1J~ March 25 1999

November Mystery Plane Still ~ Mystery

10 FEBRUARY 1999

by HG Frautschy

Not surpri s ingly the November Mystery Plane remains just that a one-of-a-kind lightplane that is lost in the dusty fi le drawers of aviation hi story No one dared send in a reshysponse Theres a rotary engine installed and you can just see what appears to be an engine contro l in the ca bin as yo u look through the pyralin windows

There is a passing resemblance to the smaller Alco Sportplane feashytured in the 1930 Flying and Glider manual but only with extens ive

changes could it even be reshylated to the A lco Like many of its pre-CAA contemposhyrarie s it s most like ly a homebuilt project built up with war surplus parts and was not destined for production

Here s a note related to the September Mystery Plane picshyture from Don Toppen

Th e thing that rea lly caught my attention [in th e photo was the Gee Bee model Y In 1933 1 worked atthe Air Race as a gopher along with about five other Eagle Scouts in th e press box 1 wa tched Florence Klingensmith buy the farm flying the modified Y

She came around the home py lon and lost what appeared to be the major portion of the

I

fabric from the top ofthe right wing She straightened it out and flew level on an ESE direction toward Glenshyview She got it across Lake Avenue the E- W road south ofthe airport and across the Milwaukee Railroad tracks At that point she lost it it went from level flight to a straight nose-dive into the ground

This Air Race was in conjunction with the Chicago Worlds Fair of 1933 held at Curtiss Reynolds Field During WW II it became NAS Glenshyview I went by there before AirVenture 98 and they are pulling out all the runways now that the airshyport is closed

This airport holds fond memories for me as it was here I had my first airplane ride It was in a Ford TrishyMotor the fee being a penny a pound Whenever we could my friend Bill Crawford and I would play hooky and ride our bikes to Curtiss Reynolds Bill became a meteoroloshygist they taught him to fly and he para-dropped equipment along the Hump route The engineers built

Keystone K-78 Patrician

the airstrips he set up the WX stashytions and kept them going until the war ended

On these visits we would watch Gray Goose Airline Fords come and go Thats when I decided I was going to darn well be an airline pilot

While working at the Air Race I met such pilots as Major Ernst Udet I took his picture for one ofthe writers His specialty was a handkerchief pickup with the wingtip ofhis plane Another was Roscoe Turner A t a later date after Gene Tritt and I founded the United Pilots Speakers Panel I worked a convention with Roscoe down in French Lick Indiana

Well there were many more Ill never forget the squadrons

Race Program my employee badge and red identification card for the Race to the EAA Boeing Library know D enn is Parks has it stashed away not 50 feet from your desk

There are many more stories lurkshying in the back ofthe old noggin and it is fun reminiscing with others from the same era but as for a stand alone article there is not much ofgeneral interest

Enjoy your magazine H G Sincerely Don Toppen (EAA 109869 VAA 7836) Sun City West AZ

ofP-6s and P-12s the Army J Gee Bee

I

Air Force had on site The fellows flew them around the pylons too In those days everything was a race horse start Impressive

A number ofyears ago as we movedfrom Illinois to Wisconsin I gave the

VINTAGE MAGAZINE 11

ON THE COVER

Luscombes T -8F

Plenty of Class to Watch the World CoDy I

f you were a salesman who represhy

sented a company that made

aluminum and plastic polishes

then youd want to know Brice Newberry

(EAA 587092 V AA 29373) of Kingfisher OK Brice and his wife Vicki have a thing for the Luscombe line of airplanes and in particular he really loves the T-8 Luscombes utility airplane that came about during Luscombe s bid to proshycure a military contract

The T -8F features plenty of plexiglass to keep clean (33 sq ft i) and quite a few square feet of aluminum sheet to keep polished Maybe thats why one of his T-8Fs is bare metal with red trim and the other flying T -8F in his stable is painted in a military green

Brices work with the T-8F series began with a mention by one of his best buddies Randy

12 FEBRUARY 1999

Briscoe He indicated he was ready for a special airplane restoration project one that was differshyent He d owned a variety of airplanes in the past inc luding Cessnas Stearmans Citabrias and a Bellanca Viking but he wanted someshything special Brice knew what Randy needed -a Luscombe

Randy and his wife Jamie started to research Luscombes after he and Brice decided to look for a T-8F Compiling a list of all the owners letshyters were sent out inquiring if anyone was interested in selling their airplanes Some never came back and many came with notes that effecshytively said well never sell

Fortunately there were a few who said they d be interested in selling In March of 1997 Randy located N2202B in Death Valley CA Brice flew commercially to Reno NV and was met by the T-8Fs owner John Mulvey With an annual good until the following October Brice flew it home to Oklahoma where he and Randy enjoyed

By HG Frautschy

~he unusual lines of the Luscombe T-SF came about when Luscombe was vying for a military liaison plane contract They didnt win but the airplane was certified by the CAA and has developed quite a following for the 30 remaining out of lOS built

it for the summer When annual inspecshytion time came up they decided to install an electrical system in the airplane Well one thing led to another and you all know what that can lead to

The Luscombe T -SF started out purely as the speculative answer to an Air Force question Looking for a new light liaison airplane for the Army to use in the post-war era the Air Force (who was doing the evaluation for the Army) made it clear they wanted an off-theshyshelf airplane that would meet their specifications In order to keep the cost to the military down the airplanes had to be CAA Type Certificated For Lusshycombe the basic 8F airframe contributed about 90 percent of the the parts for the new model but there was one important

difference in the specification that reshyquired Luscombes engineers to spend some drafting table time The Air Force wanted an airplane with tandem seating and Luscombe didnt make any airplanes with that seating arrangement In order to make that work when they moved the passenger aft they got an added bonus The plastic bubble added to the top half of the aft cockpit gave the observer in the back spectacular views Now it did nothing for the airplanes lines and in fact the revised fuselage shape required the addition of a dorsal fin to the vertishycal tail to give some added stability But the added side windows in the doors and to the left and right of the aft seat gave the T -SF superb visibility The late Max Karant wrote about the view out

the T-SF Maneuverability in the air is quite

satisfactory and somewhat startling if you happen to look around through the various windows A steep turn for inshystance looks a lot more dramatic in the airplane you can look back and see the world cocked at an angle and nearly all ofthe Observers tail unit is visible And even in level flight its somewhat startling to look down the whole ofboth sides ofthe airplane are window enabling pilot and passenger to see clear under the plane (From Flying September 1945)

For ventilation the upper door winshydows open as do the aft side windows With all that overhead clear plexishyglasss on a warm summer day you might need all the windows open and dont forget the sunscreen and a hat

The first of the military Luscombes was the T -8E which was powered per the Air Force spec by the Continental C-S5 engine After tests at Fort Bragg SC during which the Luscombe Tayshylorcraft and Aeronca airplanes were tested and found satisfactory the conshytract was awarded based on the bid price Aeronca won with a bid of $1649 per airplane for the 439 7BCs it was to deliver

After being shipped home to Dallas Luscombe continued work to have the T -SE certificated It was hoped the milshyitary would be interested in the airplane during a later off-the-shelf buy As

The T-SF cockpit differs from its cousin the SF The throttle is located on the left side of the cockpit at the forward edge of the door and the stick is now in the center of the floor The aft passenger does have a set of rudder pedals and a stick The red handle on the upper left The aft seat can be a great place to get a of the photo is the flap handle tan - dont forget the sunscreen and a hat

14 FEBRUARY 1999

the program progressed it was decided to equip the airplane with the C-90 Continental a decision made easier with the concurrent certification of the Luscombe 8F In fact the T-8F and 8F were certified on the same day by the CAA and T-8Fs were soon being deshylivered to customers The first model available the Observer was issued with two levels ofequipment The Speshycial and Deluxe The Special lacked the electrical system landing lights and starter the Deluxe was given Plans were also being made to put the T-8F in another market - crop dusting

The T-8F duster was dubbed the Crop Master Installed in the wings were a pair of 30 gallon spray tanks and mounted on the struts and fuselage was a spray rig built by the Indepenshydent Cropdusters company of Campell CA By midwinter of 1948-49 the deshysign was ready and approved in the Standard and Restricted categories by the CAA in February Also included in the Crop Master T -8F was the new Luscombe wing flap design which had just been given production approval by theCAA

1949 was not going to be a great year for the Luscombe company and the production life of the T -8F sprayer was short lived - from March until June of that year Only 35 of the Crop Masshyter sprayers were built and delivered before Luscombe Aircraft Co was forced into bankruptcy

The T -8F about to be annualed by Brice and Randy was originally built in

Brice Newberry and his friend Randy Brisco have to squint just a bit because of their polish job on the T-SF

the second batch of airplanes comshypleted April 30 1949 In May CL Butler and Sons of Pine Bluff WY bought the Crop Master for use on their ranch and continued to own and fly it until 1991 when it was sold to Mr Mulvey Their only changes to the airshyplane were the installation of a Lycoming 0-320 of 150 hp and the mounting of a pair of 850x6 tires to handle their ranch strip

When October arrived and the anshynual was due the work was begun Vicki Newberry describes the next part ofNC2202Bs history

We ordered the parts we needed to install the electrical system and this is where things sort of got carried away

33 square feet of plexiglass surround the pilot and observer in the T-SF Both the upper side windows on the doors and the windows just below the aft bubble can be opened in flight

We decided to remove the wings to do the inspection for inner granular corshyrosion and we djust take the spray tanks out then We were very pleased at the condition the wings were in and decided to incorporate the wing tanks and the spray tanks to give us a bit more fuel range We thought now would be the time to install landing lights and why not just go ahead and install strobes too We installed the starter prop extension alternator and to maintain the original Luscombe cowling look we lengthened the rear of the cowl (upper and lower) approxshyimately six inches

Brice fabricated the new cowling doors to allow clearance for the spark plugs and valve covers this is the only skin that is not original from the facshytory He also installed a new prop spinner he fabricated the battery box baggage compartment and installed them The tail was removed and the horizonta l stabilizer fitting was reshyplaced with part 1000 furnished by the DLHF new ball bearing pulleys and new cables were installed The paint was stripped Control sticks rudder pedals and door latches and throttle quadrant were sent offand chromed The instrument panel was removed cleaned and repainted two tone silverred with a tiny black pinshystripe and has wood grain accents New instruments were installed but he maintained the original panel look The exterior was painted with Air Techs Firestorm Red and pinstriped with 116 black pinstripe thefactory installed original skins were polished

VINTAGE AIRPLANE 15

space anything we needed) Like the potato chip commercial

where nobody can eat just one the Newberrys now have five T-8Fs located at their private airstrip White Airport Two are currently flying (NC2123B and 2202B) and the others are undergoing restoration one of them (N 1589B) by Willy Luber manager of the Kingfisher airport N220 I B is being restored for Randy Briscoe Brice s friend and Kingshyfisher businessman The engine will be a Lycoming 0290-02 (135 hp) a full compliment ofVFR instruments and a red and silver color scheme Randy and Brice s eyes just sparkled when they were talking about the new restoration and you could tell it will be something special We look forward to seeing it The other project is N 1583B All of the airplanes have the horizontal tail fitting replaced with the new PMAd fitting

Heres the entire brood all five of the T-8Fs now at Brices airstrip White airport manufactured by the Don Luscombe Each will have the latest mods available for the Luscombe including the DLAHF Aviation History Foundation (DLAHF) PMAd horizontal tail fitting and the BAS tail pull handle mounted on the aft fuseshy They also have the BAS tail pull handle lage The second aircraft on the right in the dark green color scheme was restored in installed used to move the airplanerecent years by the Don Luscombe Aviation History Foundation long after it had been damaged back in 1961 around on the ground instead of pushing

and pulling on the tail surfaces Brice is plenty busy in his life as a

until they looked like new the Classic Division Award at the EAA cropduster and he also enjoys ropin The interior was painted with Air Fly-in in Eldorado Kansas (By the and making horse saddles but Vicki

Tech s Nevada Silver and we decided to way they are a great group ofpeople says the top of his recreation list has the try to design some type ofinterior we th ey helped us get a motel room and heading Luscombe With the way chose salt and p epper red and black were friendly and extra eager to help N2202B looks what will he and Randy carpet and th e side pan el are red with transportation finding hangar have for us to see in the future ~ tuckroll inserts with silver New glass was installed This particular example is powered by a Lycoming 0-320 of 150 hp The high country stance of this T-8 F is We received a one time field emphasized by the 850x6 tires

approval from the FAA This annual took in

excess of 1300 hours of Brices time he worked in excess of12 hour days and many seven days a week Willy Luber of Okarche Oklahoma sp ent many long hours working side by side Brice Very few visitors at the hangar esshycaped without holding a screwdriv er or wrench For quite some time I was co nvinced this wasnt a proj ect it was turning out to be a career

We were honored to have received the Classic Division Award and the Grand Champion Award at th e Antique Airplan e Fly-in at Pauls Valley Okshylah oma and we received

16 JANUARY 1999

Buck Hilberts 1938 Fleet Model lOF on Pontoons

Unusual airplanes deshymand unusual people E E Buck Hilbert (EAA 21 AI C 5) of Union IL is one of

those people - and his Fleet Model 10F is one of those airplanes Not only is it a rare model but most unusual is the fact that it was never certificated in the United States prior to Bucks ownership Therein lies a problem that was tough to sunnount as we shall see

The original Fleet Model I was designed and sold in 1929 with a Warner 110 engine and many early pilots received their initial training in them This model begat the

Model 2 the Model 7 the Model 8 and the Model 9 which were powshyered with Kinner engines of 100 to 125 hp By the time the mid thirties came along Fleet Aircraft was busy selling airplanes to foreign counshytries especially those in Central and South America

Buck s Fleet Model 10F was built in June of 1938 and in June 1939 it was shipped from Canada to Nicaragua as a fighter complete with aux fuel tanks bomb racks and a 30 caliber machine gun that fired through the propeller The serial number on the airplane is 263 which many experts suspect was the protoshytype Model 10 to be exported as the

export numbers run from 263 to 411 all exported as military aircraft

The F leet served in the Nicaraguan military from 1939 until 1955 when it was surplused to the civilian market and eventually was collected as a basket case by Danny Martinez (EAA 72116) of San Antonio TX Danny is a longshytime EAAer and has an avid interest in antique airplanes including Fleet biplanes He labored away on the Fleet Modell 0 for nearly 16 years doing a tremendous amount of work on the airframe and overhauling the original Warner 145 engine When the time came to install the ailerons on the wings the eight-foot-Iong

By Norm Petersen

hinge pins would not go in It was maddening to say the least

Enter one Buck Hilbert The time was 1989 and Danny was at his wits end Buck figured there must be a way to mount the ailerons so he bought the Fleet and hauled it to his home in Illishynois The fun began

With no previous certification the entire Fleet biplane had to be closely inspected for conformity to Standard Certification Using hard-to-get drawshyings it was possible for the FAA inspectors to put their stamp of apshyproval on everything up to the fuewall However there was no record of a Fleet Modell 0 ever using a Warner 145 engine and the inspectors were stopped cold It would take another three years before Buck Hilbert was able to have a heart-to-heart talk with Admiral Busey the FAA Administrashytor at the time Once the word came down things started to move forward and the airplane was certified in the Standard Category as a Hilbert Fleet ModeIIOF

18 FEBRUARY 1999

Early in the morning Buck Hilbert (closest to the camera) readies the Fleet for the EAA televishysion crew to take some video footage of the seaplane Standing on the wing is Scott Guyette and walking by the tail is Robb McAllister both of the EAA video crew

The old gray iron streamlined flyshying wires were replaced by a complete set of stainless wires from Nick d Ashypuzzo who commented that the measurements were identical to a set of Fleet 16 wires Sadly this would be the last set of wires that Nick sold

before his passing The airplane was flown on wheels

for about 16 hours when the engine beshygan showing signs of ill health Buck and Charlie Smith overhauled the Warner and found two pistons that were bad and some of the valve train

needed help before it once again ran well By now the concept of a genshyuine biplane on floats was starting to haunt Buck so he began looking The idea just wouldn t go away One day in Trade-A-Plane he spotted a set of Edo 1835 floats for sale complete with Fleet rigging The owner turned out to be Sandy Brown the present newsletter editor of the International Fleet Club based in Marlborough CT

Once the set of floats built in May 1930 were purchased they were hauled to Brian Van Wagnen s place in Michigan The Fleet was flown from Illinois to Michigan for the installation Every part of the float installation fit very well and the only additions needed were a couple of sets of float wires to complete the truss work between the floats and the airplane

A metal HamiltonStandard ground adjustable propeller was installed for float work as wooden props are seshyverely eaten away by water spray With a setting that allows the big 500 cubic inch Warner to crank up to 2100

(Top) Buck Hilbert departs the seaplane base to make the Seaplane Fly-By at Wittman Field His was one of nearly forty seaplanes that took part (Middle) With this author in the front cockpit Buck taxies the Fleet at idle speed as he lines up for the takeoff run The Fleet is very stable in the water and the Edo 1835 floats do an excellent job The 145 Warner accelerates with complete authority on the takeoff run and climbs out with gusto (Below) Pictured from the rear quarter we get a good look at the float installation with its myriad of wires The dual water rudders are in the up position being raised by pulling a handle in the rear cockpit You can plainly see the noticeable dihedral in the lower wings of the Fleet a trademark of the biplane

VINTAGE AIRPLANE 19

RPM the big metal propeller really gets with the program on takeoff The Fleet gets off the water very nicely and climbs out smartly Normal cruise is 75 to 80 mph on floats which is about 5 mph slower than wheels

The Fleet was flown to the Otsego Lake Seaplane Fly-In in Michigan in early June where it drew rave notices among the crowd From there it was flown up to Sault Ste Marie Ontario Canada for the Canadian Bushplane Heritage gathering Again the pretty blue and yellow Fleet was the hit of the show

After resting in Canada for a few weeks the Fleet was flown to Oshkosh for the big seaplane fly-in where our photographers caught up with the unique floatplane

Believe me when I say the many thousands of Vet tel Blust Seaplane Base visitors during AirVenture 98 reshyally enjoyed watching the Fleet come and go as it chugged by with the Warner at idle doing a slow taxi or at full bore on a takeoff run across the outer bay The exciting part was when Buck would cut the power for landing and the Fleet would come down like a proverbial stone - its glide ratio with all the drag of a biplane and float rigshyging is hard to imagine - and the Fleet would s lide onto the water right in

20 FEBRUARY 1999

front of the crowd During the Convention Buck estishy

mates nearly 100 rides were given (this author was one of the lucky ones) in some 25 hours of float flying The sixty-year-old Fleet never missed a beat and the folks were extremely happy with the performance Even Sue Sanders of the Seaplane Pilots Associashytion (SPA) enjoyed her ride so much that she wrote an article in the SPA magazine about her beautiful ride in Buck Hilberts Waco on floats (Cant win em all)

Since the summer has passed the

floats have been removed form the Fleet and Buck has been busy doing a few updates and improvements He reshycently installed a brand new exhaust system made of highly polished type 321 stainless steel that is a remarkable piece of work In addition he is presently busy building a set of new windshie ld s for the pretty biplane One thing about Buck Hilbert he never quits he just keeps making things betshyter Special congratulations to Buck amp Dorothy Hilbert for making our seashyplane fly-in so much more interesting Yah done good

A happy twosome the author and Buck return to the VetteBlust Seaplane Base after a dandy ride in the Fleet on floats Check out the thick airfoil (Clark Y) on the wings

o o e v e w

Whats in a name Would it have held up to the test of time if the

headlines of May 221927 had read CHARLES MANSON LANDS IN

PARIS That was the family name until Ola Mannson arrived in

Minnesota in 1859 with Charles A Lindberghs father then an infant

Comments on A Scott Bergs LINDBERGH

O la a former member of the Swedish parliashyment had become entangled in scandal He was accused of embezzlement and was supporting a mistress on the side who bore

him a son later to be Congressman C A Lindbergh Sr Mannson or Manson as CAL Jr spe lled it had been stripped of his civil rights and might well have landed in jail had he not fled Sweden He made changing the fami ly name the first order of business upon settling in the New World The Lindberg surshyname was rare in Sweden but spelled with an h it was all but unknown

Scott Berg spent nine years writing LINDshyBERGH the latest biography of one ofthis centurys most controversial figures It is also the only authoshyrized biography Berg had the blessing of the Lindbergh family who unsealed all the archives apshyparently with no strings attached This is a compelling volume for anyone who has a serious interest in the subject Alas Berg is not an airplane man and much of what one might wish for is e ither ignored or glossed over

Berg traces Lindberghs early impressions of aviashytion back to the day in Little Falls Minnesota while playing alone upstairs he heard the spluttering of an engine overhead It was an exhibition biplane his

mother explained a very dangerous affair In the conshytext of Bergs account this happened circa 1907 but there was no flying in the area until September 191 1 when Tom Mc Goey performed under contract to the loca l farmers co-op in a homebuilt Curtiss type pusher Lindbergh was then nine

In June 19 12 whi le domiciled in Washington DC where the elder Lindbergh was serving a term in Congress CAL had an opportunity to see the Armys fledgling air fo rce in action at Fort Myer Virginia The outing had been arranged for by his parents CALs recollection of the occasion was highlighted by a race between one of the aviators and an automobile

On the whole Berg seems to have a good grasp of the facts though there are some errors- a few of which may be typographical He refers to Juan Trippe as the founder of Eastern Airlines and proshymotes Maj A B Lambert a Spirit of St Louis backer and founder of Lambert-St Louis Airport to General He a lso refers to Marvin Northrup proprietor of a Minneapol is aeronautical supply house as a manufacturer perhaps confusing him with Jack Northrop Berg also describes the trishymotored Ju 52 as the standard bombardment plane in Hitler s new Luftwaffe

By John Underwood EAA 1989

VINTAGE AIRPLANE 21

Charles Lindbergh seldom posed for testimonials This was an exception

All of this does not really weigh too heavily against Bergs prose and purshypose- namely to reveal the Lindbergh the American public has long sought to understand He has undoubtedly come as close to the definitive treatment as anyone ever will which includes the Lindberghs themselves CALs grandshychildren will probably find this book as absorbing as this reviewer all 600-odd pages of it for the Lone Eagle was as much a mystery to his own children as he was to a public that both idolized and reviled him

The Lindbergh babys kidnapping is of course recounted in detail The facts are both moving and appalling One can readily understand CALs loathing for the press The trial itself was a meshydia circus but no more so than the O J affair of more recent memory Hauptshymann had to be guilty although not necessarily of murder Anyone who subscribes to the crackpot theories that have been advanced in the interim should read and weep over what hapshypened to the Lindberghs Reeve Lindberghs insightful UNDER A

22 FEBRUARY 1999

WING is also highly recommended Members of the Jewish faith have

long held that Lindbergh was an antishySemite Berg who is Jewish himself explores the reasons for this and conshycludes that he was not Lindbergh in his America First speeches struck out at Jewish influence which he pershyceived to be among the elements committed to engaging the U S in a war with Germany Such a war he beshylieved would result in the destruction of westem civilization

The fact is that Lindbergh was a pashytriotic American and would-be peacemaker albeit somewhat naive in his conceptions Although he felt comshypelled to leave the U S for a period of time for his family s sake he never at any point considered for a moment givshying up his citizenship Indeed he became a key element in keeping the War Department abreast of what was happening in European aviation Moreshyover he was eager to serve Berg points out that CAL applied for reappointment as an Air Corps reserve officer while in self-imposed exile By then he had alshy

ready been labeled a Nazi by such synshydicated smut-peddlers as Walter Winchell

Its interesting to note that the Amershyican Air Attache in Berlin wanted Lindbergh to meet with Hitler That meeting never came about although he did meet twice with Goering and once with Rudolf Hess Hitlers deputy Hess an enthusiastic airman since 1918 was a great admirer of Lindbergh He too had dreamed of undertaking a longshydistance flight As it transpired Hess did complete a long and perilous flight when he surreptitiously piloted a Messerschmitt 110 to Scotland in May of 1941 hoping to make peace with England

The Lindberghs were fascinated by what was happening in Germany as was everyone else at the time and they nearly spent the winter of 1938 in Berlin This was in part at the behest of Ambassador Wilson and the Air Atshytache Truman Smith who hoped it would avail CAL of further opportunishyties to study German aviation Indeed Lindbergh got to see things that no forshy

eigner had seen such as the Ju 88 He also got to fly a number of new aircraft such as the Me 109 and Fieseler Storch

Berg in recounting Lindshyberghs association with Messerschmitt declares that the latter never recovered emotionally or financially from WW- TI This implies a degree of impoverishment which is misleading to say the least Messerschmitt was not long in getting back to manufacturing aircraft first in Spain and later in Gershymany Messerschmitt amp Co helped build the F -104 for the new Luftwaffe and the designer lived to provide Airshybus recommendations

Berg only devotes a few pages to CALs test-flying which is worth a book in it- Tom Mc Goey in his homemade Curtiss type pusher He over flew the Lindbergh home in Little Falls in self With Chance Vought 1911 finished the season and quit the flying game

for example he had much to do with service testing the F4U Corsair He made several demonshy Corsair which had the new bubble Lindbergh at the relatively old age stration tours as well familiarizing the canopy instead of the jailhouse hatch of 42 would be called upon to demonshyNavy and Marines with new developshy Lindbergh was glad to oblige The 22- strate his skills as a fighter pilot albeit ments Berg makes no mention of a year-old lieutenant was John Glenn an unofficially and unavoidably He was shavetaillieutenant at El Centro who icon in the making They were both detailed as a civilian to the South Pashybrashly asked CAL if he could try his destined for combat in the Pacific cific as a tech rep and observer first

CAL and AML on arrival at Prague 2 September 1938 The worried look no doubt reflects their feelings toward the mob approaching A moment later he gunned the engine and taxied to the far side while police contained the crowd

VINTAGE AIRPLANE 23

with USMA Corsair units later with the AAF in P-38s His mission was to observe from the periphery mostly avoidi ng actual combat with enemy aircraft which by them were seldom seen Altogether he flew 50 missions logging nearly 200 hours time in four and a half months

Berg gets carried away in implying that CAL was prepared to meet his maker and commended hi s sou l to God when a Zero jumped him on 1 August 1944 That quotation could hardly have been Lindberghs It was a momentary encounter and stressfu l to be sure but the Zero broke off the atshytack before the pilot could bring effective fire to bear on CALs P-38

Only once did CAL himself fire on an enemy aircraft That engagement lasted but a few seconds and involved a single head-on pass between his P-38 and a Mitsubishi Ki-51 attack aircraft code named Sonia The Japanese pishylot outgunned and outnumbered had

who rolled over and dived into the sea Berg claims Lindbergh prayed for the pilots soul for many years thereafter

President Roosevelt who never forshygave CAL for challenging the wisdom of his sending the Army out to fly the mail and for his antiwar activism in 1941 barred him from military service The ban was enforced even after FDRs death Berg credits Gen Bob (GOD IS MY COPILOT) Scott with Lindberghs reinstement as an Air Force officer Scott then a colonel running the Air Forces Office of Information Services told his boss Harold Talbott that makshying CAL a general would be a shrewd move President Eisenhower apparently concurred Lindbergh was placed on the active reserve list as a brigadier general in April 1954

Lindbergh felt that the U S was on a collision course with the Soviet Union says Berg He got involved with bolstering the defense posture most notably as a SAC advisor and beshy

pearances disconcerting CAL with his many eccentricities was a strict discishyplinarian and his frequent absences were both painful on the one hand and welcome respites on the other

Reeve Lindbergh who inherited her parents artistic talent reveals in UNshyDER A WING what it was like to be offspring of the Lone Eagle With the exception of Jon who earned his Private Pilots License before taking up a career as a deep-sea diver none of them really took to flying That was fine with Lindbergh who never lost his love of the art For him all that matshytered was doing something challenging and worthwhile and doing it well - 101m Underwood

Editors Note I cant help but add my two cents worth to Johns comments First off ifyoure contemplating reading this book you should know that it is not an aviation book in the sense that many ofus might have expected Berg is not an aviator and it shows in his writ-

The fact is that Lindbergh was a patriotic American and would-be peacemaker albeit somewhat narve in his conceptions Although he felt compelled to leave the U S for a period of time for his familys sake he never at any point considered for a moment giving up his citizenship Indeed he became a key element in keeping the War Deshypartment abreast of what was happening in European aviation

made monkeys out of the attacking Americans but he was smoking from a hit and survival depended on shaking off several P-38s In a bid to escape he banked sharply in CALs direction and held a collision course

The Japanese were now facing an opshyponent on more equal terms They were closing at something like 600 mph oneshyon-one firing at targets that grew larger with each passing second There was still a chance the Japanese might score a vicshytory and indeed elude the P-38s by then short of ammunition and low on fuel He was over his home base and there was heavy ground fire from anti-aircraft inshystallations

Lindbergh could easily have joined the ranks ofKIAs but his gunnery exshypertise and instinct for survival prevailed The Japanese perhaps wounded undershot his target and Lindshybergh cleared the Sonia avoiding a collision by a scant ten feet or less It was all over for the Emperors airman

24 FEBRUARY 1999

gan flying the latest jets He also designed and built his own bomb shelshyter and directed his family to head for the Maine woods in the event of a nushyclear attack

It was widely supposed that the Lindshyberghs were well matched in their marriage Not so according to Berg Anne Morrow Lindbergh who loved her husshyband deeply found her domestic situation intolerable by the late 1950s CAL had beshycome a compulsive wanderer of the world At home one day gone the next to whoshyknows-where Oft times it was on gratuitous Air Force business such as helpshying select a site for the Air Force academy In later years these sojoums had more to do with ecological considerations Lindbergh the humanitarian was constantly on a crushysade of one sort or another For Anne Morrow Lindbergh these protracted abshysences proved devastating

The five surviving Lindbergh chilshydren too found their fathers jack-in-the-box appearances and disapshy

ing Thats not necessarily a negative since his perspective on Lindbergh is not tainted by the myths that have built around the Lindbergh story among aviashytion history buffs But it does mean that aviation is not the main focus of this book It is a biography ofLindbergh the man not just his aviator persona It paints a somewhat dark portrait about a man who was at times unwielding in his opinshyions sometimes at the expense ofhis personal relationships But thats only onefacet ofwhat was and still continues to be one ofthe great enigmatic personalshyities ofthe 20th century Theres far more to his personality make up than that and Berg s nine years ofwork detail it well You may not like everything you read about Lindbergh but for that you can t fault the messenger For most ofus there still remains to be written the definitive aeronautical history of Charles lindshybergh including a review ofhis logbooks We have more to look forward toshyHG Frautschy

PASS IT TO BUCK by EE Buck Hilbert

EAA 21 VAA 5 PO Box 424 Union IL 60180

Odds and ends and a new way to hone cylinders

CHAPTER NEWSLETTERS Builders tips often turn up inforshy

mation that is applicable to all of our airplanes not just homebuilders The Technical Counselor staff in my book comes off as one of the best sources for practical maintenance Their exposure to a myriad of probshylems and their solutions provides experience that benefits all of us Every chapter newsletter Im privishyleged to receive contains useful information Chapters maintain lishybraries tool inventories listings for part sources and best of all camashyraderie Where else can you talk airp lanes but with the guys and girls who want the same things you do The Been there done that passed on to your buddy gives both of you a boost You get to expound a little he gets the benefit of your experience and in the long run we all gain

Gary Hunter Pushy Galores enshygineer is possibly one of the best efficiency experts I have ever met Sure hes a homebuilder but he comes up with solutions to common problems that are simple and practical almost as a matter of course I call him an engishyneer and thats what he is He typifies the airplane mechanic of old Able to fix anything He can be a jeweler he can be a blacksmith Ill bet he could even shoe horses He flies his VariEze too so he appreciates the pilot point of

Gary Hunter (llpushy

Galore engineer) is

possibly one of the

best efficiency experts

I have ever met he

comes up with

solutions to common

problems he typifies

the airplane

mechanic of old

view as well But I m getting away from why I

started to write this Gary had conshytributed a short blurb to the January Quad Cities Chapter 75 Newsletter His subject was spinner wobble and its easy cure

All of us have seen a beautiful airshyplane and at one time or another watched in awe as the spinner wobbled all over the place when the engine

started Weve all read or seen or even experienced spinner cracks and sometimes even shed one in flight

Gary says truing the spinner is a simple and easy thing to do Balancshying isn t the issue that comes later

Basically you start by making sure your bulkheads are true They are the basis you hang the spinner on and theyd better be true to start with That assured you get on with it

Youre going to be rotating the prop whi le youre doing this so pull the spark plugs to make rotation easier

Position the airplane so it cant inshyadvertently move and position a stable reference just under the tip of the spinner (a stepladder chair tool box anything that will remain stable)

Rotate the prop and watch the spinshyner tip It will be obvious which way its out of whack Simply loosen the screws around the spinner bulkheads and adjust accordingly Elongate any holes that require it Keep working

until you get it nice and true Once you have established that it is true retighten all the sc rews the way you normally do

Now comes the simple part (If you had only thought ofthis back when our Ryan STA was ALWAYS cracking and shedding spinners) Using a small diameter drill (I16th) drill three alignshyment holes around the periphery of the spinner into the rear bulkhead One

VINTAGE AIRPLANE 25

alignment hole will suffice in the front bulkhead Now whenever you reinshysta ll the spinner insert pins into these alignment holes before tightening the sc rews Your spinner will be autoshymaticallytrued

Garys last comment Whenever you remove the props pinner mark eve rything so it a ll goes back toshyge ther in th e sa me relation s hip to each other

See what T mean about thi s guy Hes kept Bruce Bohannon and Pushy Galore in the record books for years Next time you visit the Air Adventure Museum up in Oshkosh take a look at Pushy and give credit where credit is due

Dear Buck Here is a story that yo ur rea de rs

might find interesting However I will not mention any names for obvious reasons and I would like as well to reshyma in anonymous as if my name appears anybody who knows me could identify the operator involved

INVENTOR DEVELOPS NEW WAY TO HONE CYLINDERS

(without removing them from the engine) A friend of mine operates a fine

antique aeroplane with a Continental W-670 He is very meticulous about the maintena nce changes oil every 25 hours or less and cleans the plugs at that time He spends most of his spare time polishing and waxing and touching up the finish when needed He never allows a fingerprint to reshymain on the big shiny HSGA prop overnight Now this is not a museum piece or s ho w plane it is a workshyhorse flying a lmo st da il y on sightseeing rides and photo work

The engin e is approaching 1000 hours since overhaul and some of the paint on th e cy linder heads had burned or worn off so he decided to bead blast a few corroded spots and prime and paint them When he finshyished he had the engine looking better than new with a ll black cy lind ers silver rocker box covers and exhaust elbows And the stain less heat muff was so shiny you cou ld look in it to see if you needed a shave

But when he started it up it didnt seem to be running quite right so he shut it down and the prop stopped abruptly without bouncing back and forth between compression strokes as

26 FEBRUARY 1999

an engine does when the rings are properly sealed He got out and turned the prop by hand it was dragshyging Upon removing the spark plugs he found evidence of glass beads on th e inside s of th em Some of th e g la ss beads had gotten into th e air maze filter and had been sucked into the engine

So it is now due for a major overshyhaul I told him to look at the bright side New rings can be fitted without having to deglaze the cylinders The inventor of thi s system does not wish to be given credit for it

Bes t regard s and have a happy holiday

Your anonymous friend Ouch Over To You whoever you are

ff Blaquock

Dear Buck In the December VTNTAGE AIRshy

PLANE there was a comment on R stick L throttle vs L stick R throttle and you suggested input Here is my two quarts worth

Having flown since 1946 and being a flying buddy of S keeter Carlson since 1965 Ive been exposed to quite a variety of flying mashychinery In my first logbook totaling some 220 hours I had flown 46 different airshyplanes and 23 different kinds Over the years I have flown Aeronca Champ Chief Sedan Piper J-3 J-4 J-5 and most of the PAs Ryan CshyI PT-22 Navion Luscombe Fairchild 24 PT-19 PT-23 PT -26 Taylorcraft BC-12 Lshy2 Cessna 120 140 170 A W plus all the ones with the trainshyin g wheel up front I even fl ew the tes t flights on a Pietenpol Aircamper with two throttles one on each side no less I still own and fly my Duncan Sport (2POLB) that I bou ght from Bill and Loshyraine Duncan in 1971 I owned and flew o ur 15AC Sedan and (38 Dart G al ternate ly for several years I ve gotten out of a Stinson Tri -m otor a nd into a Fokker Trip lane the same

day and I feel that it makes very little difference as long as Im in the left seat that is until I got into Skeeter s Thomas Morse Scout with the LeRshyhone rotary then I don t care who you are or where you sit youre still one hand short

Anyw ay we were all Johnny come late ly when we first started and all I can say is never tum down an opportunity to fl y something differshyent Try it youll like it I remember getting to fly an 1124 Westwind from Burbank California to Santa Barbara for lunch J was half finished with m y sandwich before I finally caught up with the airplane So much for that Over to you

Gene Soper EAA 27385 AC 360 Thanks for the note Gene How

about the rest ofyou Hey Dorothy and I will be trave lshy

ing all over the southwest this month so if you dont get a reply back from a phone message or note youll know were still out having fun Talk to you when we get back

Over to you

Want to keep your spinner running true Read what Gary Hunter does (Kent and Sandy Blankenburgs Spartan Executive)

Wayne Milburn

Toowoomba QLD Australia

Patrick P Cloudier

Pincourt PQ Canada

Grumier Willy Chatillon France

Nowell W Izard

Masterton New Zealand

Charles A Birdsall Apo AE

Klaus E Marx Juneau AK

Richard Binderim Enterprise AL

Larry K Tillery Trussville AL

Gary Moseley Chandler AZ

T W Aronson Rosamond CA

Raymond J Barak

Huntington Beach CA

Keith Charles Carnahan

Costa Mesa CA

Tom Lambrick Morgan Hill CA

Douglas L Maxwell Riverside CA

Dr R Richmond San Francisco CA

Anthony R Rivera Nevada City CA

Charles Spurrell

Palos Verdes Estates CA

Howard Thompson Fort Bragg CA

Thomas R Weeks San Diego CA

Raymie Raymie Littleton CO

James T Broady Weirsdale FL

Allen E Kaluzniak

Jacksonville Beach FL

Joshua Knerr Sanford FL

E P RosenthaI Miami FL

C Mitchell Smith Lakeland FL

Gary L Johnson Bainbridge GA

John Stiles Stockbridge GA

Keith Beem Ipan GU

Eugene Honigford

Machesney Park IL

Mike Linden Rockford IL

Barry L Schroeder B1oomington IN

Harry Bartel EI Dorado KS

Bobbie Bradford Topeka KS

Jamie Smith Shawnee KS

Nathan T Rider Groton MA

Alexander J Van Wert

Marlboro MA

Rod Teel Silver Spring MD

James C Walker Baltimore MD

David Stainton

Cranberry Island ME

Alexander M Allan Sr Au Gres MI

Michael J Damone

w Bloomfield MI

Trent H Steinbach

International Falls MN

Jack Dilliard Washington MO

Douglas D Derscheid ONeil NE

George F Johnson Wolfeboro NH

Angelo A Carnevale Hopewell NJ

Bill K Laskar Albuquerque NM

Jim Catalano Cornwall NY

Joseph DiStefano Fort Plain NY

Hugh Weidinger Great Neck NY

Benjamin Gleason Vermilion OH

Gail R Bailey Tulsa OK

Reymold Watt West Lynn OR

Marc S Ludtke Franklin PA

Alan L Moyer Perkasie PA

Elford S Wyatt West Union SC

Derek Amos Harker Heights TX

Charles M Baynard Dallas TX

Thomas E Eanes Granbury TX

Michael Halle Humble TX

Robert Heath Austin TX

W W Hill Houston TX

Justin Layton Houston TX

Eldon W Moore Texas City TX

Nick Berg Lehi UT

Richard Cole Fairfax VA

Peter Hays Arlington VA

Joseph Schoofs Leesburg VA

John A Cahoon Hudson WI

Dennis J Dalka Rhinelander WI

Keegan Ray Janesville WI

Gary B Green Beaver WV

VINTAGE AIRPLANE 27

JMNEWMAN

rshy

Fly-In Calendar The following list ofcoming events isfurnished to our readers as a mailer ofinformation only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the information to EAA All Golda Cox Po Box 3086 Oshkosh WI 54903-3086 Information should be receivedfour months prior to the event date

FEBRUARY 13-14 - MINNEAPOLIS MN shyMinnesota Sport Aviation Conference Minshyneapolis Convention Center Info Way ne Petersen 1-8001657-3922 or web site at wwwflightexpocom

FEBRUA RY 20 - HUN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

FEBRUARY 24-25 - ROMEOVILLE ILLIshyN OIS 25th annual Aviation MaintenanceExhibit Seminar at Lewis Unishyversity Contact Don Cramer 217785shy5798 or Mike Streit 8151836-5431

FEBRUARY 25-27 - BUTTE MT - Montana Aviation Conference Ramada Copper King Inn Workshops seminars nationally recogshynized speakers trade show Info MT Aeronautics Div Box 5 178 lie lna MT 50694 4061444-2506

FEBRUARY 27 - SPR INGFIELD ILLIshyN OIS - lliinois State Safety Seminar at lliinois State Fairgrounds Springfield fllishyl1Ois Contact Lee Creviel 815939-0976

FEBRUARY 27-28 - RIVERSIDE CALIFORshyN IA - EAA Chapter I Open House at Flabob Airport Contact 909689-9213

MARCH 5- 7 - CASA GRANDEAZ - 41st Anshynual Ca ctus Fly- In sponsored by the Arizona Antique Aircraft Association Info wwwamericanpilot orgkactus or call Jon Engle at 60289 1-6012 days only

MARCH 6 - WISCONSIN RA PIDS WISshyCONSIN - Wisconsin State Safety Seminar at the Mead Inn COlllact Harold Benisch 9201623-4457

MA RCH 20 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Aiport 256852-978 1

A PRIL 11-1 7 - LAKELAND FL - 25th Annual Sun n Fun EAA Fly-In and Convention Info 941644-243 1 Web site wwwsun-nshyfunorg

A PRIL 17 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

APRIL 25 - HALF MOON BAY CA LIFORshyN IA - 9th ann ual Pacific Coast Dream Machinesjly-in at HalfMoon Bay Airport 10 am - 4 pm Antiques classics warbirds vintage autos trucks Contact 6501726-2328

MAY 7-9 - PlNEHURSTISOUTHERN PINES NC - Moore County Aiport (SOP) EAA Chap ter 3 Spring Fly-ln Trophies EAA fellowsh ip Friday golf tournament Sat banquetlguest speakel Sunday poker run YE jlights vintage aviationjilms HQ Holiday Inn Southern Pines 9101692-3212 Info 9101947-6896 - 1853 (Fax) or the web WWWsouthern-aviator comlac3

MAY 16 - ROMEOVILLE IL - Le wis Romeoville airport (LOT) EAA Chapter 15 Fly- In breakfast 7 am-Noon Contact Frank Goebel 8 151436-6153

J UNE 26-27 - WALWORTH WI- Bigfoot Field (WI05) Pancake breakfastbrunch Aeroshybatic demo at 10 am Stearman rides and displays of vintage aircraji warbirds and experimentals 7 am-l pm Info John Anshyderson 4141248-8748

J ULY 5-8 - DENVER CO - Centennial Airshyport Short Wing Piper Club annua l co nvention This years theme Rocky Mountain Rendezvous Info Kent 0 Kelly 3031979-3012 (Headwindsmsn com) or vis it the SWPC web site at hllpwwwshortshywing com

JULY 7- 11 -ARLINGTON WA - n w EAA FlyshyIn and Sport Aviation Convention 30th anniversary event FOlllms seminars workshyshops evening programs spec ial night airshow Sat evening Info 360435-5857 or on the web at http wwwnweaaorg

J UNE 11-13 - MATTOON IL - 3rd Annual MTO Luscombe Fly- In Luscombejudging and awardsforullls and banquet $50 cash to Luscombe that jlies the fartest to attend Contacts Jerry Cox 2171234-8720 or Shanshynon Yoakim 217234-7120

JUNE 26-27 - PETERSBURG-DINWIDshyDIE VIRGINIA - 3rd Annual State EAA Fly-ln Contact Ron VanSickle 832932shy4709 wwwvaeaaorg

J UNE 26-27 - LONGMONT COLORADO - 21st Annual Rocky Mountain EAA Fly shyIn Contact Bill Marcy 3031798-6086

J UL Y 7-11 -ARLING TON WASHINGTON - Northwest EAA Regional Fly-in at Arshylin g ton Airport Co ntact Barbara Lawrence-Tolbert 3601435-5 857 or wwwnweaaOIglnweaal

J ULY 16-18 WEST YELLOWSTONE MONshyTANA - 13th annual Northwest Mountain

Region Family Fly- In Safety Conferen ce and Trade Show at the Holiday Inn Confershyence Center Sponsored by local EAA Chapters and the FAA Flight Standards Disshytrict Office Kit plan e exhibitors and seminars Contact Jim Cooney FAA FSDO 1-800457-991 7 wwwfaagovlfsdolhln

J UL Y 28-AUGUST 3 - OSHKOSH WI- 47th A llllllal EAA Air Veil til re Oshkosh 99 Wittl1llII Regional Airport COlltact Johll Bllrtoll EAA ROBox 3086 WI 54903-3086 or see the web site at IIwlIairvelltllreorg

SEPTEMBER 4 - STEAMBOAT SPRINGS CO - EAA Chapter 649 Vintage Fly- In

SEPTEMBER 10-12 -ATWATER CALIshyFORNIA - Goldell West EAA Fly- In at Castle Airport Contact wwwgwjly-inolg

SEPTEMBER 11-12 - MA RION OHIOshyMERFI Mid-Eastern Regional Fly-In Conshytact Lou Lindeman 9371849-9455

OCTOBER 7-IO - MESAARlZONA - Copshyperstate EAA Regional Fly-In at Williams Gateway Airport Con tact Bob Hasson 5201228-5480 or 5201298-3522

OCTOBER 8- 10 - EVER GR EEN A LshyABAMA - South eas t EAA Regional Fly-In Con tact Harold Bubba Hamitel 3341765-9109 or 3341743-39 16

OCTOB ER 8-10 WILMINGTON DELAWARE - East Coast Regional FlyshyIn COli tact Andy Alvarez 3021738-8883

OCTOBER 14-7 -A BILENE TEXAS shySouthwest EAA Regional Fly-in at Abilene Regional Airport Contact Stan Shannon 8301997-8802

STROBE LIGHT TRIVIA QUESTION

ANSWER (From page 9)

Harold E Doc Edgerton (1903-1990) a professor at MIT invented the gas discharge strobe light during work in the MIT labs during 1926 through 1931 Originally developed as a elecshytronic stroboscope the strobe light was quickly adapted for photographic uses including pishyoneering high speed slow motion photography His work with the strobe extended to aircraft but not for position identification shyduring WW-II he experimented with a large strobe light ring used to illuminate the ground for nighttime aerial photography

28 FEBRUARY 1999

GRIMES AIRPORT FLY-IN by Andrew King EAA 275985 VAA 10739

Grimes Airport in Bethel Pennsylvashynia is rapidly becoming a mecca for antique airplane nuts in the

northeast The 2800 foot grass strip is the home of the Golden Age Air Museum a small but growing collection of 1920s and 1930s airplanes and memorabilia and twice a year in July and October the Mushyseum hosts an antique airplane fly-in Last years summer event was on July II and drew about 60 planes The weather was alshymost perfect sunny and clear with low humidity not the typical July heat and haze The wind was a little strong during the day but by lunch time the parking area was pretty full and the hamburger stand was busy

Some ofthe unusual attendees included a Bellanca CH-400 Skyrocket a Stinson SR-5 a Travel Air 4000 and a Fleet Model 2 with an air starter Several of the Mushyseums ships were out on the line as well including the E-2 Cub and the Rangershypowered Great Lakes In the hangar was the one-of-a-kind Winstead Special an OX-5 powered biplane from the late 1920s The Winstead is almost ready to fly with only the installation of the engine and some minor details to fmish

Classics were the most numerous types on the grounds with plenty of Luscombes and Taylorcrafts and Cessna 140s to look at and one really beautiful Swift

A Stearman was busy all afternoon barnstorming and several others flew in including one that according to a map on the side had flown to all of the United States and all of the Provinces of Canada

There were also a number of antique cars on hand including a couple of Model As and a 1910 Maxwell and as is normal with these kind of events a good time was had by all The next Golden Age Air Mushyseum Fly-In will be a two-day affair October 3-4 and if last year was any examshyple the fall fly-in will be even bigger than the summer one For more information on the Museum and its activities the phone number is 717933-9566 and the address is 371 Airport Rd Bethel PA 19507 ~

6 FEBRUARY 1999

GAAM-owned 1927 Winstead Special waiting for the installation of its OX-So

The Museums Taylor E-2 Cub and Great Lakes Sport Trainer with a Model T Airport Hack and 1910 Maxwell

Great Lakes powered by a 200 Ranger in front of the Museum hangar

Strobe lights were installed on Convair 340s which were later re-engiried witb Allison turboprops and were designated CV-S80

Aircraft strobe lights flickering across the darkened sky are a common sight to us all But how did strobes come to be on airshy

planes in the first place And whats a blue duck named Herman got to do with it anyway

In the late 1950s a gentleman named Bill Adkins who at that time was a first officer for Northwest Airlines was also a camera buff Stroboscopic lights were beshycoming available on the new generation of cameras Air traffic was becoming more congested and the need for good illuminashytion of aircraft at night had become more evident

8 FEBRUARY 1999

He began experiments with various types of strobe lights and with the probshylems ofmounting them on airplanes When he had developed what he thought was a good system he realized there would be great costs involved He took his device to Minneapolis Honeywell and the Maxishymum Safety Light was built He then tried to get someone to conduct an experiment with the strobes on an airliner

Northwest was not interested in conshyducting experiments such as this so he approached some friends at North Central Airlines When the necessary paperwork equaled the weight of the airplane it beshycame possible to attach the strobe units to

one of North Centrals DC-3s Actually two units were necessary one for each wing The strobes wer secured in a pod unshyder the wingtip and were not visible from the cockpit

We the pilots were cautioned not to operate the strobes on the ground and only in clear air because the bright flashes could be very disorienting when reflected by objects or cloud form They would also be a disturbance to other pilots who were nearby when on the ground

Tower operators were asked if the strobes enhanced visibility and made it easier to spot traffic Other pilots were asked ifthe strobe lights were any easier to

see in flight than the conventional rotating beacon and position lights The responses were very positive and our company North Central decided to make them stanshydard on our entire fleet

The strobe lights created some interestshying thoughts among our passengers One evening early in winter we were cruising northward across Wisconsin in that first strobe equipped DC-3 Snow showers were present and while were were flying through one the cockpit door opened The stewardess came in and said that a passenshyger wanted to know if we were flying through static

Static Remember we were still in the early

days of television long before cable TV and a channel on every spot on the dial Static was seen every time you rotated the channel dial on your big RCA televishysion and sometimes there even snow or static when you had station tuned in

We could only smile for we knew just what the passenger was seeing Every time wingtip strobes would flash it froze the movement of the snow flakes for a split second and all the passenger could see out his window was a world filled with brilshyliant dashes

While planning to use the strobes North Central was starting a program to rep lace the DC-3s with Convairs Since the DC-3s were to be disposed of the strobes were engineered for only the soonshyto-be-acquired Convairs

Within a short while we had nearly forty Convairs each with a set of strobes on the wing tips The units consisted of three lights one flashing forward at 180 cycles per minute one flashing to the side at 80 cycles and a third pointed to the rear flashing at 40 cyc les Each li ght was shielded so that the flashes did not enter the cockpit In the late 1960s North Censhytral converted the strobe equipped Convairs to use Allison turboprop engines and they were designated the CV-580

For quite some time there was no doubt whose plane it was winging its way across the night sky If it had strobes it was

North Central Eventually other manushy

facturers and airl ines picked up the program so strobe lights were incorporated into each generation of modern aircraft The usage of strobes has spread to surshyface operat ions too Strobes can now be seen on police vehic les ambushylances school buses barricades and in many other places Instead ofonly having the bright white lightning flash color filshyters have been added for some of these purposes

When Douglas proshy

A North Central DC-3 on the ramp at land Olakes WI Flying the summer schedule it waits for its passengers and crew Our thanks to Patti Barry VP of Barry Aviation for supplying us with this photo A DC-3 just like this was used for the tests by North Central of strobe lights on aircraft

duced the DC-1 0 they installed strobes that were operated in a particular sequence A you watched one cruise across the sky the strobes winked flash - flash - pause - flash This made it very easy to idenshytify a plane as a DC-I O Now one seldom sees a DC-IO domestically but some of the other aircraft have adopted that parshyticular pattern

Flashing strobes can be seen all over the sky when you step outside at night They are tributes to a forward thinking pishylot who was a camera buff and to an airline that was willing to take a chance

If you happen to see an old Convair 580 parked at an airport Look closely beshycause if it has wingtip strobes it probably belonged to North Central

mSTORICAL NOTES -Bill Adkins went on to complete a cashy

reer as a Captain for Northwest retiring at age 60 Not happy with retirement he sl id back to the engineer position for twelve more years Now in his seventies he conshyducts demo nstratio n fl ights in the big simulators that are normally used to train the airlines pilots

-Fifty one years ago in February 1948 an airline called Wisconsin Central came into being They chose a blue mall ard duck with a circle around it as their logo The mallard was known for its hi ghl y adaptable pattern of short efficient flights as well as for its strength and endurance in long flights The circle symbolized the sun by day and the moon my night

Later to better the refl ect the airlines expanding area of operation the name was changed to North Central Airlines Since

the Mallard duck was chosen as Wisconshysin Centrals symbol North Central became the airline with the Blue Duck on the tail The duck who we called Hershyman was usually mis-referred to by the public as a blue goose so most everyone else called us the Blue goose Airline

Herman the blue duck even survived after North Central bought out Southern Airways and Hughes AirWest forming the newly merged Republic Airlines

However sometime later during the change to a new paint scheme for the Boeing 757 the duck was dropped from the tail and dispatched to the land of lost logos Now that Republic has merged into Northwest Herman North Centrals blue duck is unfortunately more ofa dead duck

So now neither Wisconsin Central North Centra l Republic nor the Blue Duck exists But there are those of us who wi ll always remember when there was a strong and forward thinking little airline named North Central and a blue duck named Herman who winged hi s way across the night sky sporting the very first aircraft strobe lights

Thanks North Central Thanks Helman

Heres a trivia question Ill bet many or you can answer

Who invented the strobe light

The answer is published on page 28

VINTAGE AIRPLANE 9

Our Mystery Airplane for February is fairly well known but surprisshyingly weve never feashytured it in the column Have at it and be sure to have your answer in to the Vintage Airplane office no later than February Mjrst~ PIJlil1J~ March 25 1999

November Mystery Plane Still ~ Mystery

10 FEBRUARY 1999

by HG Frautschy

Not surpri s ingly the November Mystery Plane remains just that a one-of-a-kind lightplane that is lost in the dusty fi le drawers of aviation hi story No one dared send in a reshysponse Theres a rotary engine installed and you can just see what appears to be an engine contro l in the ca bin as yo u look through the pyralin windows

There is a passing resemblance to the smaller Alco Sportplane feashytured in the 1930 Flying and Glider manual but only with extens ive

changes could it even be reshylated to the A lco Like many of its pre-CAA contemposhyrarie s it s most like ly a homebuilt project built up with war surplus parts and was not destined for production

Here s a note related to the September Mystery Plane picshyture from Don Toppen

Th e thing that rea lly caught my attention [in th e photo was the Gee Bee model Y In 1933 1 worked atthe Air Race as a gopher along with about five other Eagle Scouts in th e press box 1 wa tched Florence Klingensmith buy the farm flying the modified Y

She came around the home py lon and lost what appeared to be the major portion of the

I

fabric from the top ofthe right wing She straightened it out and flew level on an ESE direction toward Glenshyview She got it across Lake Avenue the E- W road south ofthe airport and across the Milwaukee Railroad tracks At that point she lost it it went from level flight to a straight nose-dive into the ground

This Air Race was in conjunction with the Chicago Worlds Fair of 1933 held at Curtiss Reynolds Field During WW II it became NAS Glenshyview I went by there before AirVenture 98 and they are pulling out all the runways now that the airshyport is closed

This airport holds fond memories for me as it was here I had my first airplane ride It was in a Ford TrishyMotor the fee being a penny a pound Whenever we could my friend Bill Crawford and I would play hooky and ride our bikes to Curtiss Reynolds Bill became a meteoroloshygist they taught him to fly and he para-dropped equipment along the Hump route The engineers built

Keystone K-78 Patrician

the airstrips he set up the WX stashytions and kept them going until the war ended

On these visits we would watch Gray Goose Airline Fords come and go Thats when I decided I was going to darn well be an airline pilot

While working at the Air Race I met such pilots as Major Ernst Udet I took his picture for one ofthe writers His specialty was a handkerchief pickup with the wingtip ofhis plane Another was Roscoe Turner A t a later date after Gene Tritt and I founded the United Pilots Speakers Panel I worked a convention with Roscoe down in French Lick Indiana

Well there were many more Ill never forget the squadrons

Race Program my employee badge and red identification card for the Race to the EAA Boeing Library know D enn is Parks has it stashed away not 50 feet from your desk

There are many more stories lurkshying in the back ofthe old noggin and it is fun reminiscing with others from the same era but as for a stand alone article there is not much ofgeneral interest

Enjoy your magazine H G Sincerely Don Toppen (EAA 109869 VAA 7836) Sun City West AZ

ofP-6s and P-12s the Army J Gee Bee

I

Air Force had on site The fellows flew them around the pylons too In those days everything was a race horse start Impressive

A number ofyears ago as we movedfrom Illinois to Wisconsin I gave the

VINTAGE MAGAZINE 11

ON THE COVER

Luscombes T -8F

Plenty of Class to Watch the World CoDy I

f you were a salesman who represhy

sented a company that made

aluminum and plastic polishes

then youd want to know Brice Newberry

(EAA 587092 V AA 29373) of Kingfisher OK Brice and his wife Vicki have a thing for the Luscombe line of airplanes and in particular he really loves the T-8 Luscombes utility airplane that came about during Luscombe s bid to proshycure a military contract

The T -8F features plenty of plexiglass to keep clean (33 sq ft i) and quite a few square feet of aluminum sheet to keep polished Maybe thats why one of his T-8Fs is bare metal with red trim and the other flying T -8F in his stable is painted in a military green

Brices work with the T-8F series began with a mention by one of his best buddies Randy

12 FEBRUARY 1999

Briscoe He indicated he was ready for a special airplane restoration project one that was differshyent He d owned a variety of airplanes in the past inc luding Cessnas Stearmans Citabrias and a Bellanca Viking but he wanted someshything special Brice knew what Randy needed -a Luscombe

Randy and his wife Jamie started to research Luscombes after he and Brice decided to look for a T-8F Compiling a list of all the owners letshyters were sent out inquiring if anyone was interested in selling their airplanes Some never came back and many came with notes that effecshytively said well never sell

Fortunately there were a few who said they d be interested in selling In March of 1997 Randy located N2202B in Death Valley CA Brice flew commercially to Reno NV and was met by the T-8Fs owner John Mulvey With an annual good until the following October Brice flew it home to Oklahoma where he and Randy enjoyed

By HG Frautschy

~he unusual lines of the Luscombe T-SF came about when Luscombe was vying for a military liaison plane contract They didnt win but the airplane was certified by the CAA and has developed quite a following for the 30 remaining out of lOS built

it for the summer When annual inspecshytion time came up they decided to install an electrical system in the airplane Well one thing led to another and you all know what that can lead to

The Luscombe T -SF started out purely as the speculative answer to an Air Force question Looking for a new light liaison airplane for the Army to use in the post-war era the Air Force (who was doing the evaluation for the Army) made it clear they wanted an off-theshyshelf airplane that would meet their specifications In order to keep the cost to the military down the airplanes had to be CAA Type Certificated For Lusshycombe the basic 8F airframe contributed about 90 percent of the the parts for the new model but there was one important

difference in the specification that reshyquired Luscombes engineers to spend some drafting table time The Air Force wanted an airplane with tandem seating and Luscombe didnt make any airplanes with that seating arrangement In order to make that work when they moved the passenger aft they got an added bonus The plastic bubble added to the top half of the aft cockpit gave the observer in the back spectacular views Now it did nothing for the airplanes lines and in fact the revised fuselage shape required the addition of a dorsal fin to the vertishycal tail to give some added stability But the added side windows in the doors and to the left and right of the aft seat gave the T -SF superb visibility The late Max Karant wrote about the view out

the T-SF Maneuverability in the air is quite

satisfactory and somewhat startling if you happen to look around through the various windows A steep turn for inshystance looks a lot more dramatic in the airplane you can look back and see the world cocked at an angle and nearly all ofthe Observers tail unit is visible And even in level flight its somewhat startling to look down the whole ofboth sides ofthe airplane are window enabling pilot and passenger to see clear under the plane (From Flying September 1945)

For ventilation the upper door winshydows open as do the aft side windows With all that overhead clear plexishyglasss on a warm summer day you might need all the windows open and dont forget the sunscreen and a hat

The first of the military Luscombes was the T -8E which was powered per the Air Force spec by the Continental C-S5 engine After tests at Fort Bragg SC during which the Luscombe Tayshylorcraft and Aeronca airplanes were tested and found satisfactory the conshytract was awarded based on the bid price Aeronca won with a bid of $1649 per airplane for the 439 7BCs it was to deliver

After being shipped home to Dallas Luscombe continued work to have the T -SE certificated It was hoped the milshyitary would be interested in the airplane during a later off-the-shelf buy As

The T-SF cockpit differs from its cousin the SF The throttle is located on the left side of the cockpit at the forward edge of the door and the stick is now in the center of the floor The aft passenger does have a set of rudder pedals and a stick The red handle on the upper left The aft seat can be a great place to get a of the photo is the flap handle tan - dont forget the sunscreen and a hat

14 FEBRUARY 1999

the program progressed it was decided to equip the airplane with the C-90 Continental a decision made easier with the concurrent certification of the Luscombe 8F In fact the T-8F and 8F were certified on the same day by the CAA and T-8Fs were soon being deshylivered to customers The first model available the Observer was issued with two levels ofequipment The Speshycial and Deluxe The Special lacked the electrical system landing lights and starter the Deluxe was given Plans were also being made to put the T-8F in another market - crop dusting

The T-8F duster was dubbed the Crop Master Installed in the wings were a pair of 30 gallon spray tanks and mounted on the struts and fuselage was a spray rig built by the Indepenshydent Cropdusters company of Campell CA By midwinter of 1948-49 the deshysign was ready and approved in the Standard and Restricted categories by the CAA in February Also included in the Crop Master T -8F was the new Luscombe wing flap design which had just been given production approval by theCAA

1949 was not going to be a great year for the Luscombe company and the production life of the T -8F sprayer was short lived - from March until June of that year Only 35 of the Crop Masshyter sprayers were built and delivered before Luscombe Aircraft Co was forced into bankruptcy

The T -8F about to be annualed by Brice and Randy was originally built in

Brice Newberry and his friend Randy Brisco have to squint just a bit because of their polish job on the T-SF

the second batch of airplanes comshypleted April 30 1949 In May CL Butler and Sons of Pine Bluff WY bought the Crop Master for use on their ranch and continued to own and fly it until 1991 when it was sold to Mr Mulvey Their only changes to the airshyplane were the installation of a Lycoming 0-320 of 150 hp and the mounting of a pair of 850x6 tires to handle their ranch strip

When October arrived and the anshynual was due the work was begun Vicki Newberry describes the next part ofNC2202Bs history

We ordered the parts we needed to install the electrical system and this is where things sort of got carried away

33 square feet of plexiglass surround the pilot and observer in the T-SF Both the upper side windows on the doors and the windows just below the aft bubble can be opened in flight

We decided to remove the wings to do the inspection for inner granular corshyrosion and we djust take the spray tanks out then We were very pleased at the condition the wings were in and decided to incorporate the wing tanks and the spray tanks to give us a bit more fuel range We thought now would be the time to install landing lights and why not just go ahead and install strobes too We installed the starter prop extension alternator and to maintain the original Luscombe cowling look we lengthened the rear of the cowl (upper and lower) approxshyimately six inches

Brice fabricated the new cowling doors to allow clearance for the spark plugs and valve covers this is the only skin that is not original from the facshytory He also installed a new prop spinner he fabricated the battery box baggage compartment and installed them The tail was removed and the horizonta l stabilizer fitting was reshyplaced with part 1000 furnished by the DLHF new ball bearing pulleys and new cables were installed The paint was stripped Control sticks rudder pedals and door latches and throttle quadrant were sent offand chromed The instrument panel was removed cleaned and repainted two tone silverred with a tiny black pinshystripe and has wood grain accents New instruments were installed but he maintained the original panel look The exterior was painted with Air Techs Firestorm Red and pinstriped with 116 black pinstripe thefactory installed original skins were polished

VINTAGE AIRPLANE 15

space anything we needed) Like the potato chip commercial

where nobody can eat just one the Newberrys now have five T-8Fs located at their private airstrip White Airport Two are currently flying (NC2123B and 2202B) and the others are undergoing restoration one of them (N 1589B) by Willy Luber manager of the Kingfisher airport N220 I B is being restored for Randy Briscoe Brice s friend and Kingshyfisher businessman The engine will be a Lycoming 0290-02 (135 hp) a full compliment ofVFR instruments and a red and silver color scheme Randy and Brice s eyes just sparkled when they were talking about the new restoration and you could tell it will be something special We look forward to seeing it The other project is N 1583B All of the airplanes have the horizontal tail fitting replaced with the new PMAd fitting

Heres the entire brood all five of the T-8Fs now at Brices airstrip White airport manufactured by the Don Luscombe Each will have the latest mods available for the Luscombe including the DLAHF Aviation History Foundation (DLAHF) PMAd horizontal tail fitting and the BAS tail pull handle mounted on the aft fuseshy They also have the BAS tail pull handle lage The second aircraft on the right in the dark green color scheme was restored in installed used to move the airplanerecent years by the Don Luscombe Aviation History Foundation long after it had been damaged back in 1961 around on the ground instead of pushing

and pulling on the tail surfaces Brice is plenty busy in his life as a

until they looked like new the Classic Division Award at the EAA cropduster and he also enjoys ropin The interior was painted with Air Fly-in in Eldorado Kansas (By the and making horse saddles but Vicki

Tech s Nevada Silver and we decided to way they are a great group ofpeople says the top of his recreation list has the try to design some type ofinterior we th ey helped us get a motel room and heading Luscombe With the way chose salt and p epper red and black were friendly and extra eager to help N2202B looks what will he and Randy carpet and th e side pan el are red with transportation finding hangar have for us to see in the future ~ tuckroll inserts with silver New glass was installed This particular example is powered by a Lycoming 0-320 of 150 hp The high country stance of this T-8 F is We received a one time field emphasized by the 850x6 tires

approval from the FAA This annual took in

excess of 1300 hours of Brices time he worked in excess of12 hour days and many seven days a week Willy Luber of Okarche Oklahoma sp ent many long hours working side by side Brice Very few visitors at the hangar esshycaped without holding a screwdriv er or wrench For quite some time I was co nvinced this wasnt a proj ect it was turning out to be a career

We were honored to have received the Classic Division Award and the Grand Champion Award at th e Antique Airplan e Fly-in at Pauls Valley Okshylah oma and we received

16 JANUARY 1999

Buck Hilberts 1938 Fleet Model lOF on Pontoons

Unusual airplanes deshymand unusual people E E Buck Hilbert (EAA 21 AI C 5) of Union IL is one of

those people - and his Fleet Model 10F is one of those airplanes Not only is it a rare model but most unusual is the fact that it was never certificated in the United States prior to Bucks ownership Therein lies a problem that was tough to sunnount as we shall see

The original Fleet Model I was designed and sold in 1929 with a Warner 110 engine and many early pilots received their initial training in them This model begat the

Model 2 the Model 7 the Model 8 and the Model 9 which were powshyered with Kinner engines of 100 to 125 hp By the time the mid thirties came along Fleet Aircraft was busy selling airplanes to foreign counshytries especially those in Central and South America

Buck s Fleet Model 10F was built in June of 1938 and in June 1939 it was shipped from Canada to Nicaragua as a fighter complete with aux fuel tanks bomb racks and a 30 caliber machine gun that fired through the propeller The serial number on the airplane is 263 which many experts suspect was the protoshytype Model 10 to be exported as the

export numbers run from 263 to 411 all exported as military aircraft

The F leet served in the Nicaraguan military from 1939 until 1955 when it was surplused to the civilian market and eventually was collected as a basket case by Danny Martinez (EAA 72116) of San Antonio TX Danny is a longshytime EAAer and has an avid interest in antique airplanes including Fleet biplanes He labored away on the Fleet Modell 0 for nearly 16 years doing a tremendous amount of work on the airframe and overhauling the original Warner 145 engine When the time came to install the ailerons on the wings the eight-foot-Iong

By Norm Petersen

hinge pins would not go in It was maddening to say the least

Enter one Buck Hilbert The time was 1989 and Danny was at his wits end Buck figured there must be a way to mount the ailerons so he bought the Fleet and hauled it to his home in Illishynois The fun began

With no previous certification the entire Fleet biplane had to be closely inspected for conformity to Standard Certification Using hard-to-get drawshyings it was possible for the FAA inspectors to put their stamp of apshyproval on everything up to the fuewall However there was no record of a Fleet Modell 0 ever using a Warner 145 engine and the inspectors were stopped cold It would take another three years before Buck Hilbert was able to have a heart-to-heart talk with Admiral Busey the FAA Administrashytor at the time Once the word came down things started to move forward and the airplane was certified in the Standard Category as a Hilbert Fleet ModeIIOF

18 FEBRUARY 1999

Early in the morning Buck Hilbert (closest to the camera) readies the Fleet for the EAA televishysion crew to take some video footage of the seaplane Standing on the wing is Scott Guyette and walking by the tail is Robb McAllister both of the EAA video crew

The old gray iron streamlined flyshying wires were replaced by a complete set of stainless wires from Nick d Ashypuzzo who commented that the measurements were identical to a set of Fleet 16 wires Sadly this would be the last set of wires that Nick sold

before his passing The airplane was flown on wheels

for about 16 hours when the engine beshygan showing signs of ill health Buck and Charlie Smith overhauled the Warner and found two pistons that were bad and some of the valve train

needed help before it once again ran well By now the concept of a genshyuine biplane on floats was starting to haunt Buck so he began looking The idea just wouldn t go away One day in Trade-A-Plane he spotted a set of Edo 1835 floats for sale complete with Fleet rigging The owner turned out to be Sandy Brown the present newsletter editor of the International Fleet Club based in Marlborough CT

Once the set of floats built in May 1930 were purchased they were hauled to Brian Van Wagnen s place in Michigan The Fleet was flown from Illinois to Michigan for the installation Every part of the float installation fit very well and the only additions needed were a couple of sets of float wires to complete the truss work between the floats and the airplane

A metal HamiltonStandard ground adjustable propeller was installed for float work as wooden props are seshyverely eaten away by water spray With a setting that allows the big 500 cubic inch Warner to crank up to 2100

(Top) Buck Hilbert departs the seaplane base to make the Seaplane Fly-By at Wittman Field His was one of nearly forty seaplanes that took part (Middle) With this author in the front cockpit Buck taxies the Fleet at idle speed as he lines up for the takeoff run The Fleet is very stable in the water and the Edo 1835 floats do an excellent job The 145 Warner accelerates with complete authority on the takeoff run and climbs out with gusto (Below) Pictured from the rear quarter we get a good look at the float installation with its myriad of wires The dual water rudders are in the up position being raised by pulling a handle in the rear cockpit You can plainly see the noticeable dihedral in the lower wings of the Fleet a trademark of the biplane

VINTAGE AIRPLANE 19

RPM the big metal propeller really gets with the program on takeoff The Fleet gets off the water very nicely and climbs out smartly Normal cruise is 75 to 80 mph on floats which is about 5 mph slower than wheels

The Fleet was flown to the Otsego Lake Seaplane Fly-In in Michigan in early June where it drew rave notices among the crowd From there it was flown up to Sault Ste Marie Ontario Canada for the Canadian Bushplane Heritage gathering Again the pretty blue and yellow Fleet was the hit of the show

After resting in Canada for a few weeks the Fleet was flown to Oshkosh for the big seaplane fly-in where our photographers caught up with the unique floatplane

Believe me when I say the many thousands of Vet tel Blust Seaplane Base visitors during AirVenture 98 reshyally enjoyed watching the Fleet come and go as it chugged by with the Warner at idle doing a slow taxi or at full bore on a takeoff run across the outer bay The exciting part was when Buck would cut the power for landing and the Fleet would come down like a proverbial stone - its glide ratio with all the drag of a biplane and float rigshyging is hard to imagine - and the Fleet would s lide onto the water right in

20 FEBRUARY 1999

front of the crowd During the Convention Buck estishy

mates nearly 100 rides were given (this author was one of the lucky ones) in some 25 hours of float flying The sixty-year-old Fleet never missed a beat and the folks were extremely happy with the performance Even Sue Sanders of the Seaplane Pilots Associashytion (SPA) enjoyed her ride so much that she wrote an article in the SPA magazine about her beautiful ride in Buck Hilberts Waco on floats (Cant win em all)

Since the summer has passed the

floats have been removed form the Fleet and Buck has been busy doing a few updates and improvements He reshycently installed a brand new exhaust system made of highly polished type 321 stainless steel that is a remarkable piece of work In addition he is presently busy building a set of new windshie ld s for the pretty biplane One thing about Buck Hilbert he never quits he just keeps making things betshyter Special congratulations to Buck amp Dorothy Hilbert for making our seashyplane fly-in so much more interesting Yah done good

A happy twosome the author and Buck return to the VetteBlust Seaplane Base after a dandy ride in the Fleet on floats Check out the thick airfoil (Clark Y) on the wings

o o e v e w

Whats in a name Would it have held up to the test of time if the

headlines of May 221927 had read CHARLES MANSON LANDS IN

PARIS That was the family name until Ola Mannson arrived in

Minnesota in 1859 with Charles A Lindberghs father then an infant

Comments on A Scott Bergs LINDBERGH

O la a former member of the Swedish parliashyment had become entangled in scandal He was accused of embezzlement and was supporting a mistress on the side who bore

him a son later to be Congressman C A Lindbergh Sr Mannson or Manson as CAL Jr spe lled it had been stripped of his civil rights and might well have landed in jail had he not fled Sweden He made changing the fami ly name the first order of business upon settling in the New World The Lindberg surshyname was rare in Sweden but spelled with an h it was all but unknown

Scott Berg spent nine years writing LINDshyBERGH the latest biography of one ofthis centurys most controversial figures It is also the only authoshyrized biography Berg had the blessing of the Lindbergh family who unsealed all the archives apshyparently with no strings attached This is a compelling volume for anyone who has a serious interest in the subject Alas Berg is not an airplane man and much of what one might wish for is e ither ignored or glossed over

Berg traces Lindberghs early impressions of aviashytion back to the day in Little Falls Minnesota while playing alone upstairs he heard the spluttering of an engine overhead It was an exhibition biplane his

mother explained a very dangerous affair In the conshytext of Bergs account this happened circa 1907 but there was no flying in the area until September 191 1 when Tom Mc Goey performed under contract to the loca l farmers co-op in a homebuilt Curtiss type pusher Lindbergh was then nine

In June 19 12 whi le domiciled in Washington DC where the elder Lindbergh was serving a term in Congress CAL had an opportunity to see the Armys fledgling air fo rce in action at Fort Myer Virginia The outing had been arranged for by his parents CALs recollection of the occasion was highlighted by a race between one of the aviators and an automobile

On the whole Berg seems to have a good grasp of the facts though there are some errors- a few of which may be typographical He refers to Juan Trippe as the founder of Eastern Airlines and proshymotes Maj A B Lambert a Spirit of St Louis backer and founder of Lambert-St Louis Airport to General He a lso refers to Marvin Northrup proprietor of a Minneapol is aeronautical supply house as a manufacturer perhaps confusing him with Jack Northrop Berg also describes the trishymotored Ju 52 as the standard bombardment plane in Hitler s new Luftwaffe

By John Underwood EAA 1989

VINTAGE AIRPLANE 21

Charles Lindbergh seldom posed for testimonials This was an exception

All of this does not really weigh too heavily against Bergs prose and purshypose- namely to reveal the Lindbergh the American public has long sought to understand He has undoubtedly come as close to the definitive treatment as anyone ever will which includes the Lindberghs themselves CALs grandshychildren will probably find this book as absorbing as this reviewer all 600-odd pages of it for the Lone Eagle was as much a mystery to his own children as he was to a public that both idolized and reviled him

The Lindbergh babys kidnapping is of course recounted in detail The facts are both moving and appalling One can readily understand CALs loathing for the press The trial itself was a meshydia circus but no more so than the O J affair of more recent memory Hauptshymann had to be guilty although not necessarily of murder Anyone who subscribes to the crackpot theories that have been advanced in the interim should read and weep over what hapshypened to the Lindberghs Reeve Lindberghs insightful UNDER A

22 FEBRUARY 1999

WING is also highly recommended Members of the Jewish faith have

long held that Lindbergh was an antishySemite Berg who is Jewish himself explores the reasons for this and conshycludes that he was not Lindbergh in his America First speeches struck out at Jewish influence which he pershyceived to be among the elements committed to engaging the U S in a war with Germany Such a war he beshylieved would result in the destruction of westem civilization

The fact is that Lindbergh was a pashytriotic American and would-be peacemaker albeit somewhat naive in his conceptions Although he felt comshypelled to leave the U S for a period of time for his family s sake he never at any point considered for a moment givshying up his citizenship Indeed he became a key element in keeping the War Department abreast of what was happening in European aviation Moreshyover he was eager to serve Berg points out that CAL applied for reappointment as an Air Corps reserve officer while in self-imposed exile By then he had alshy

ready been labeled a Nazi by such synshydicated smut-peddlers as Walter Winchell

Its interesting to note that the Amershyican Air Attache in Berlin wanted Lindbergh to meet with Hitler That meeting never came about although he did meet twice with Goering and once with Rudolf Hess Hitlers deputy Hess an enthusiastic airman since 1918 was a great admirer of Lindbergh He too had dreamed of undertaking a longshydistance flight As it transpired Hess did complete a long and perilous flight when he surreptitiously piloted a Messerschmitt 110 to Scotland in May of 1941 hoping to make peace with England

The Lindberghs were fascinated by what was happening in Germany as was everyone else at the time and they nearly spent the winter of 1938 in Berlin This was in part at the behest of Ambassador Wilson and the Air Atshytache Truman Smith who hoped it would avail CAL of further opportunishyties to study German aviation Indeed Lindbergh got to see things that no forshy

eigner had seen such as the Ju 88 He also got to fly a number of new aircraft such as the Me 109 and Fieseler Storch

Berg in recounting Lindshyberghs association with Messerschmitt declares that the latter never recovered emotionally or financially from WW- TI This implies a degree of impoverishment which is misleading to say the least Messerschmitt was not long in getting back to manufacturing aircraft first in Spain and later in Gershymany Messerschmitt amp Co helped build the F -104 for the new Luftwaffe and the designer lived to provide Airshybus recommendations

Berg only devotes a few pages to CALs test-flying which is worth a book in it- Tom Mc Goey in his homemade Curtiss type pusher He over flew the Lindbergh home in Little Falls in self With Chance Vought 1911 finished the season and quit the flying game

for example he had much to do with service testing the F4U Corsair He made several demonshy Corsair which had the new bubble Lindbergh at the relatively old age stration tours as well familiarizing the canopy instead of the jailhouse hatch of 42 would be called upon to demonshyNavy and Marines with new developshy Lindbergh was glad to oblige The 22- strate his skills as a fighter pilot albeit ments Berg makes no mention of a year-old lieutenant was John Glenn an unofficially and unavoidably He was shavetaillieutenant at El Centro who icon in the making They were both detailed as a civilian to the South Pashybrashly asked CAL if he could try his destined for combat in the Pacific cific as a tech rep and observer first

CAL and AML on arrival at Prague 2 September 1938 The worried look no doubt reflects their feelings toward the mob approaching A moment later he gunned the engine and taxied to the far side while police contained the crowd

VINTAGE AIRPLANE 23

with USMA Corsair units later with the AAF in P-38s His mission was to observe from the periphery mostly avoidi ng actual combat with enemy aircraft which by them were seldom seen Altogether he flew 50 missions logging nearly 200 hours time in four and a half months

Berg gets carried away in implying that CAL was prepared to meet his maker and commended hi s sou l to God when a Zero jumped him on 1 August 1944 That quotation could hardly have been Lindberghs It was a momentary encounter and stressfu l to be sure but the Zero broke off the atshytack before the pilot could bring effective fire to bear on CALs P-38

Only once did CAL himself fire on an enemy aircraft That engagement lasted but a few seconds and involved a single head-on pass between his P-38 and a Mitsubishi Ki-51 attack aircraft code named Sonia The Japanese pishylot outgunned and outnumbered had

who rolled over and dived into the sea Berg claims Lindbergh prayed for the pilots soul for many years thereafter

President Roosevelt who never forshygave CAL for challenging the wisdom of his sending the Army out to fly the mail and for his antiwar activism in 1941 barred him from military service The ban was enforced even after FDRs death Berg credits Gen Bob (GOD IS MY COPILOT) Scott with Lindberghs reinstement as an Air Force officer Scott then a colonel running the Air Forces Office of Information Services told his boss Harold Talbott that makshying CAL a general would be a shrewd move President Eisenhower apparently concurred Lindbergh was placed on the active reserve list as a brigadier general in April 1954

Lindbergh felt that the U S was on a collision course with the Soviet Union says Berg He got involved with bolstering the defense posture most notably as a SAC advisor and beshy

pearances disconcerting CAL with his many eccentricities was a strict discishyplinarian and his frequent absences were both painful on the one hand and welcome respites on the other

Reeve Lindbergh who inherited her parents artistic talent reveals in UNshyDER A WING what it was like to be offspring of the Lone Eagle With the exception of Jon who earned his Private Pilots License before taking up a career as a deep-sea diver none of them really took to flying That was fine with Lindbergh who never lost his love of the art For him all that matshytered was doing something challenging and worthwhile and doing it well - 101m Underwood

Editors Note I cant help but add my two cents worth to Johns comments First off ifyoure contemplating reading this book you should know that it is not an aviation book in the sense that many ofus might have expected Berg is not an aviator and it shows in his writ-

The fact is that Lindbergh was a patriotic American and would-be peacemaker albeit somewhat narve in his conceptions Although he felt compelled to leave the U S for a period of time for his familys sake he never at any point considered for a moment giving up his citizenship Indeed he became a key element in keeping the War Deshypartment abreast of what was happening in European aviation

made monkeys out of the attacking Americans but he was smoking from a hit and survival depended on shaking off several P-38s In a bid to escape he banked sharply in CALs direction and held a collision course

The Japanese were now facing an opshyponent on more equal terms They were closing at something like 600 mph oneshyon-one firing at targets that grew larger with each passing second There was still a chance the Japanese might score a vicshytory and indeed elude the P-38s by then short of ammunition and low on fuel He was over his home base and there was heavy ground fire from anti-aircraft inshystallations

Lindbergh could easily have joined the ranks ofKIAs but his gunnery exshypertise and instinct for survival prevailed The Japanese perhaps wounded undershot his target and Lindshybergh cleared the Sonia avoiding a collision by a scant ten feet or less It was all over for the Emperors airman

24 FEBRUARY 1999

gan flying the latest jets He also designed and built his own bomb shelshyter and directed his family to head for the Maine woods in the event of a nushyclear attack

It was widely supposed that the Lindshyberghs were well matched in their marriage Not so according to Berg Anne Morrow Lindbergh who loved her husshyband deeply found her domestic situation intolerable by the late 1950s CAL had beshycome a compulsive wanderer of the world At home one day gone the next to whoshyknows-where Oft times it was on gratuitous Air Force business such as helpshying select a site for the Air Force academy In later years these sojoums had more to do with ecological considerations Lindbergh the humanitarian was constantly on a crushysade of one sort or another For Anne Morrow Lindbergh these protracted abshysences proved devastating

The five surviving Lindbergh chilshydren too found their fathers jack-in-the-box appearances and disapshy

ing Thats not necessarily a negative since his perspective on Lindbergh is not tainted by the myths that have built around the Lindbergh story among aviashytion history buffs But it does mean that aviation is not the main focus of this book It is a biography ofLindbergh the man not just his aviator persona It paints a somewhat dark portrait about a man who was at times unwielding in his opinshyions sometimes at the expense ofhis personal relationships But thats only onefacet ofwhat was and still continues to be one ofthe great enigmatic personalshyities ofthe 20th century Theres far more to his personality make up than that and Berg s nine years ofwork detail it well You may not like everything you read about Lindbergh but for that you can t fault the messenger For most ofus there still remains to be written the definitive aeronautical history of Charles lindshybergh including a review ofhis logbooks We have more to look forward toshyHG Frautschy

PASS IT TO BUCK by EE Buck Hilbert

EAA 21 VAA 5 PO Box 424 Union IL 60180

Odds and ends and a new way to hone cylinders

CHAPTER NEWSLETTERS Builders tips often turn up inforshy

mation that is applicable to all of our airplanes not just homebuilders The Technical Counselor staff in my book comes off as one of the best sources for practical maintenance Their exposure to a myriad of probshylems and their solutions provides experience that benefits all of us Every chapter newsletter Im privishyleged to receive contains useful information Chapters maintain lishybraries tool inventories listings for part sources and best of all camashyraderie Where else can you talk airp lanes but with the guys and girls who want the same things you do The Been there done that passed on to your buddy gives both of you a boost You get to expound a little he gets the benefit of your experience and in the long run we all gain

Gary Hunter Pushy Galores enshygineer is possibly one of the best efficiency experts I have ever met Sure hes a homebuilder but he comes up with solutions to common problems that are simple and practical almost as a matter of course I call him an engishyneer and thats what he is He typifies the airplane mechanic of old Able to fix anything He can be a jeweler he can be a blacksmith Ill bet he could even shoe horses He flies his VariEze too so he appreciates the pilot point of

Gary Hunter (llpushy

Galore engineer) is

possibly one of the

best efficiency experts

I have ever met he

comes up with

solutions to common

problems he typifies

the airplane

mechanic of old

view as well But I m getting away from why I

started to write this Gary had conshytributed a short blurb to the January Quad Cities Chapter 75 Newsletter His subject was spinner wobble and its easy cure

All of us have seen a beautiful airshyplane and at one time or another watched in awe as the spinner wobbled all over the place when the engine

started Weve all read or seen or even experienced spinner cracks and sometimes even shed one in flight

Gary says truing the spinner is a simple and easy thing to do Balancshying isn t the issue that comes later

Basically you start by making sure your bulkheads are true They are the basis you hang the spinner on and theyd better be true to start with That assured you get on with it

Youre going to be rotating the prop whi le youre doing this so pull the spark plugs to make rotation easier

Position the airplane so it cant inshyadvertently move and position a stable reference just under the tip of the spinner (a stepladder chair tool box anything that will remain stable)

Rotate the prop and watch the spinshyner tip It will be obvious which way its out of whack Simply loosen the screws around the spinner bulkheads and adjust accordingly Elongate any holes that require it Keep working

until you get it nice and true Once you have established that it is true retighten all the sc rews the way you normally do

Now comes the simple part (If you had only thought ofthis back when our Ryan STA was ALWAYS cracking and shedding spinners) Using a small diameter drill (I16th) drill three alignshyment holes around the periphery of the spinner into the rear bulkhead One

VINTAGE AIRPLANE 25

alignment hole will suffice in the front bulkhead Now whenever you reinshysta ll the spinner insert pins into these alignment holes before tightening the sc rews Your spinner will be autoshymaticallytrued

Garys last comment Whenever you remove the props pinner mark eve rything so it a ll goes back toshyge ther in th e sa me relation s hip to each other

See what T mean about thi s guy Hes kept Bruce Bohannon and Pushy Galore in the record books for years Next time you visit the Air Adventure Museum up in Oshkosh take a look at Pushy and give credit where credit is due

Dear Buck Here is a story that yo ur rea de rs

might find interesting However I will not mention any names for obvious reasons and I would like as well to reshyma in anonymous as if my name appears anybody who knows me could identify the operator involved

INVENTOR DEVELOPS NEW WAY TO HONE CYLINDERS

(without removing them from the engine) A friend of mine operates a fine

antique aeroplane with a Continental W-670 He is very meticulous about the maintena nce changes oil every 25 hours or less and cleans the plugs at that time He spends most of his spare time polishing and waxing and touching up the finish when needed He never allows a fingerprint to reshymain on the big shiny HSGA prop overnight Now this is not a museum piece or s ho w plane it is a workshyhorse flying a lmo st da il y on sightseeing rides and photo work

The engin e is approaching 1000 hours since overhaul and some of the paint on th e cy linder heads had burned or worn off so he decided to bead blast a few corroded spots and prime and paint them When he finshyished he had the engine looking better than new with a ll black cy lind ers silver rocker box covers and exhaust elbows And the stain less heat muff was so shiny you cou ld look in it to see if you needed a shave

But when he started it up it didnt seem to be running quite right so he shut it down and the prop stopped abruptly without bouncing back and forth between compression strokes as

26 FEBRUARY 1999

an engine does when the rings are properly sealed He got out and turned the prop by hand it was dragshyging Upon removing the spark plugs he found evidence of glass beads on th e inside s of th em Some of th e g la ss beads had gotten into th e air maze filter and had been sucked into the engine

So it is now due for a major overshyhaul I told him to look at the bright side New rings can be fitted without having to deglaze the cylinders The inventor of thi s system does not wish to be given credit for it

Bes t regard s and have a happy holiday

Your anonymous friend Ouch Over To You whoever you are

ff Blaquock

Dear Buck In the December VTNTAGE AIRshy

PLANE there was a comment on R stick L throttle vs L stick R throttle and you suggested input Here is my two quarts worth

Having flown since 1946 and being a flying buddy of S keeter Carlson since 1965 Ive been exposed to quite a variety of flying mashychinery In my first logbook totaling some 220 hours I had flown 46 different airshyplanes and 23 different kinds Over the years I have flown Aeronca Champ Chief Sedan Piper J-3 J-4 J-5 and most of the PAs Ryan CshyI PT-22 Navion Luscombe Fairchild 24 PT-19 PT-23 PT -26 Taylorcraft BC-12 Lshy2 Cessna 120 140 170 A W plus all the ones with the trainshyin g wheel up front I even fl ew the tes t flights on a Pietenpol Aircamper with two throttles one on each side no less I still own and fly my Duncan Sport (2POLB) that I bou ght from Bill and Loshyraine Duncan in 1971 I owned and flew o ur 15AC Sedan and (38 Dart G al ternate ly for several years I ve gotten out of a Stinson Tri -m otor a nd into a Fokker Trip lane the same

day and I feel that it makes very little difference as long as Im in the left seat that is until I got into Skeeter s Thomas Morse Scout with the LeRshyhone rotary then I don t care who you are or where you sit youre still one hand short

Anyw ay we were all Johnny come late ly when we first started and all I can say is never tum down an opportunity to fl y something differshyent Try it youll like it I remember getting to fly an 1124 Westwind from Burbank California to Santa Barbara for lunch J was half finished with m y sandwich before I finally caught up with the airplane So much for that Over to you

Gene Soper EAA 27385 AC 360 Thanks for the note Gene How

about the rest ofyou Hey Dorothy and I will be trave lshy

ing all over the southwest this month so if you dont get a reply back from a phone message or note youll know were still out having fun Talk to you when we get back

Over to you

Want to keep your spinner running true Read what Gary Hunter does (Kent and Sandy Blankenburgs Spartan Executive)

Wayne Milburn

Toowoomba QLD Australia

Patrick P Cloudier

Pincourt PQ Canada

Grumier Willy Chatillon France

Nowell W Izard

Masterton New Zealand

Charles A Birdsall Apo AE

Klaus E Marx Juneau AK

Richard Binderim Enterprise AL

Larry K Tillery Trussville AL

Gary Moseley Chandler AZ

T W Aronson Rosamond CA

Raymond J Barak

Huntington Beach CA

Keith Charles Carnahan

Costa Mesa CA

Tom Lambrick Morgan Hill CA

Douglas L Maxwell Riverside CA

Dr R Richmond San Francisco CA

Anthony R Rivera Nevada City CA

Charles Spurrell

Palos Verdes Estates CA

Howard Thompson Fort Bragg CA

Thomas R Weeks San Diego CA

Raymie Raymie Littleton CO

James T Broady Weirsdale FL

Allen E Kaluzniak

Jacksonville Beach FL

Joshua Knerr Sanford FL

E P RosenthaI Miami FL

C Mitchell Smith Lakeland FL

Gary L Johnson Bainbridge GA

John Stiles Stockbridge GA

Keith Beem Ipan GU

Eugene Honigford

Machesney Park IL

Mike Linden Rockford IL

Barry L Schroeder B1oomington IN

Harry Bartel EI Dorado KS

Bobbie Bradford Topeka KS

Jamie Smith Shawnee KS

Nathan T Rider Groton MA

Alexander J Van Wert

Marlboro MA

Rod Teel Silver Spring MD

James C Walker Baltimore MD

David Stainton

Cranberry Island ME

Alexander M Allan Sr Au Gres MI

Michael J Damone

w Bloomfield MI

Trent H Steinbach

International Falls MN

Jack Dilliard Washington MO

Douglas D Derscheid ONeil NE

George F Johnson Wolfeboro NH

Angelo A Carnevale Hopewell NJ

Bill K Laskar Albuquerque NM

Jim Catalano Cornwall NY

Joseph DiStefano Fort Plain NY

Hugh Weidinger Great Neck NY

Benjamin Gleason Vermilion OH

Gail R Bailey Tulsa OK

Reymold Watt West Lynn OR

Marc S Ludtke Franklin PA

Alan L Moyer Perkasie PA

Elford S Wyatt West Union SC

Derek Amos Harker Heights TX

Charles M Baynard Dallas TX

Thomas E Eanes Granbury TX

Michael Halle Humble TX

Robert Heath Austin TX

W W Hill Houston TX

Justin Layton Houston TX

Eldon W Moore Texas City TX

Nick Berg Lehi UT

Richard Cole Fairfax VA

Peter Hays Arlington VA

Joseph Schoofs Leesburg VA

John A Cahoon Hudson WI

Dennis J Dalka Rhinelander WI

Keegan Ray Janesville WI

Gary B Green Beaver WV

VINTAGE AIRPLANE 27

JMNEWMAN

rshy

Fly-In Calendar The following list ofcoming events isfurnished to our readers as a mailer ofinformation only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the information to EAA All Golda Cox Po Box 3086 Oshkosh WI 54903-3086 Information should be receivedfour months prior to the event date

FEBRUARY 13-14 - MINNEAPOLIS MN shyMinnesota Sport Aviation Conference Minshyneapolis Convention Center Info Way ne Petersen 1-8001657-3922 or web site at wwwflightexpocom

FEBRUA RY 20 - HUN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

FEBRUARY 24-25 - ROMEOVILLE ILLIshyN OIS 25th annual Aviation MaintenanceExhibit Seminar at Lewis Unishyversity Contact Don Cramer 217785shy5798 or Mike Streit 8151836-5431

FEBRUARY 25-27 - BUTTE MT - Montana Aviation Conference Ramada Copper King Inn Workshops seminars nationally recogshynized speakers trade show Info MT Aeronautics Div Box 5 178 lie lna MT 50694 4061444-2506

FEBRUARY 27 - SPR INGFIELD ILLIshyN OIS - lliinois State Safety Seminar at lliinois State Fairgrounds Springfield fllishyl1Ois Contact Lee Creviel 815939-0976

FEBRUARY 27-28 - RIVERSIDE CALIFORshyN IA - EAA Chapter I Open House at Flabob Airport Contact 909689-9213

MARCH 5- 7 - CASA GRANDEAZ - 41st Anshynual Ca ctus Fly- In sponsored by the Arizona Antique Aircraft Association Info wwwamericanpilot orgkactus or call Jon Engle at 60289 1-6012 days only

MARCH 6 - WISCONSIN RA PIDS WISshyCONSIN - Wisconsin State Safety Seminar at the Mead Inn COlllact Harold Benisch 9201623-4457

MA RCH 20 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Aiport 256852-978 1

A PRIL 11-1 7 - LAKELAND FL - 25th Annual Sun n Fun EAA Fly-In and Convention Info 941644-243 1 Web site wwwsun-nshyfunorg

A PRIL 17 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

APRIL 25 - HALF MOON BAY CA LIFORshyN IA - 9th ann ual Pacific Coast Dream Machinesjly-in at HalfMoon Bay Airport 10 am - 4 pm Antiques classics warbirds vintage autos trucks Contact 6501726-2328

MAY 7-9 - PlNEHURSTISOUTHERN PINES NC - Moore County Aiport (SOP) EAA Chap ter 3 Spring Fly-ln Trophies EAA fellowsh ip Friday golf tournament Sat banquetlguest speakel Sunday poker run YE jlights vintage aviationjilms HQ Holiday Inn Southern Pines 9101692-3212 Info 9101947-6896 - 1853 (Fax) or the web WWWsouthern-aviator comlac3

MAY 16 - ROMEOVILLE IL - Le wis Romeoville airport (LOT) EAA Chapter 15 Fly- In breakfast 7 am-Noon Contact Frank Goebel 8 151436-6153

J UNE 26-27 - WALWORTH WI- Bigfoot Field (WI05) Pancake breakfastbrunch Aeroshybatic demo at 10 am Stearman rides and displays of vintage aircraji warbirds and experimentals 7 am-l pm Info John Anshyderson 4141248-8748

J ULY 5-8 - DENVER CO - Centennial Airshyport Short Wing Piper Club annua l co nvention This years theme Rocky Mountain Rendezvous Info Kent 0 Kelly 3031979-3012 (Headwindsmsn com) or vis it the SWPC web site at hllpwwwshortshywing com

JULY 7- 11 -ARLINGTON WA - n w EAA FlyshyIn and Sport Aviation Convention 30th anniversary event FOlllms seminars workshyshops evening programs spec ial night airshow Sat evening Info 360435-5857 or on the web at http wwwnweaaorg

J UNE 11-13 - MATTOON IL - 3rd Annual MTO Luscombe Fly- In Luscombejudging and awardsforullls and banquet $50 cash to Luscombe that jlies the fartest to attend Contacts Jerry Cox 2171234-8720 or Shanshynon Yoakim 217234-7120

JUNE 26-27 - PETERSBURG-DINWIDshyDIE VIRGINIA - 3rd Annual State EAA Fly-ln Contact Ron VanSickle 832932shy4709 wwwvaeaaorg

J UNE 26-27 - LONGMONT COLORADO - 21st Annual Rocky Mountain EAA Fly shyIn Contact Bill Marcy 3031798-6086

J UL Y 7-11 -ARLING TON WASHINGTON - Northwest EAA Regional Fly-in at Arshylin g ton Airport Co ntact Barbara Lawrence-Tolbert 3601435-5 857 or wwwnweaaOIglnweaal

J ULY 16-18 WEST YELLOWSTONE MONshyTANA - 13th annual Northwest Mountain

Region Family Fly- In Safety Conferen ce and Trade Show at the Holiday Inn Confershyence Center Sponsored by local EAA Chapters and the FAA Flight Standards Disshytrict Office Kit plan e exhibitors and seminars Contact Jim Cooney FAA FSDO 1-800457-991 7 wwwfaagovlfsdolhln

J UL Y 28-AUGUST 3 - OSHKOSH WI- 47th A llllllal EAA Air Veil til re Oshkosh 99 Wittl1llII Regional Airport COlltact Johll Bllrtoll EAA ROBox 3086 WI 54903-3086 or see the web site at IIwlIairvelltllreorg

SEPTEMBER 4 - STEAMBOAT SPRINGS CO - EAA Chapter 649 Vintage Fly- In

SEPTEMBER 10-12 -ATWATER CALIshyFORNIA - Goldell West EAA Fly- In at Castle Airport Contact wwwgwjly-inolg

SEPTEMBER 11-12 - MA RION OHIOshyMERFI Mid-Eastern Regional Fly-In Conshytact Lou Lindeman 9371849-9455

OCTOBER 7-IO - MESAARlZONA - Copshyperstate EAA Regional Fly-In at Williams Gateway Airport Con tact Bob Hasson 5201228-5480 or 5201298-3522

OCTOBER 8- 10 - EVER GR EEN A LshyABAMA - South eas t EAA Regional Fly-In Con tact Harold Bubba Hamitel 3341765-9109 or 3341743-39 16

OCTOB ER 8-10 WILMINGTON DELAWARE - East Coast Regional FlyshyIn COli tact Andy Alvarez 3021738-8883

OCTOBER 14-7 -A BILENE TEXAS shySouthwest EAA Regional Fly-in at Abilene Regional Airport Contact Stan Shannon 8301997-8802

STROBE LIGHT TRIVIA QUESTION

ANSWER (From page 9)

Harold E Doc Edgerton (1903-1990) a professor at MIT invented the gas discharge strobe light during work in the MIT labs during 1926 through 1931 Originally developed as a elecshytronic stroboscope the strobe light was quickly adapted for photographic uses including pishyoneering high speed slow motion photography His work with the strobe extended to aircraft but not for position identification shyduring WW-II he experimented with a large strobe light ring used to illuminate the ground for nighttime aerial photography

28 FEBRUARY 1999

Strobe lights were installed on Convair 340s which were later re-engiried witb Allison turboprops and were designated CV-S80

Aircraft strobe lights flickering across the darkened sky are a common sight to us all But how did strobes come to be on airshy

planes in the first place And whats a blue duck named Herman got to do with it anyway

In the late 1950s a gentleman named Bill Adkins who at that time was a first officer for Northwest Airlines was also a camera buff Stroboscopic lights were beshycoming available on the new generation of cameras Air traffic was becoming more congested and the need for good illuminashytion of aircraft at night had become more evident

8 FEBRUARY 1999

He began experiments with various types of strobe lights and with the probshylems ofmounting them on airplanes When he had developed what he thought was a good system he realized there would be great costs involved He took his device to Minneapolis Honeywell and the Maxishymum Safety Light was built He then tried to get someone to conduct an experiment with the strobes on an airliner

Northwest was not interested in conshyducting experiments such as this so he approached some friends at North Central Airlines When the necessary paperwork equaled the weight of the airplane it beshycame possible to attach the strobe units to

one of North Centrals DC-3s Actually two units were necessary one for each wing The strobes wer secured in a pod unshyder the wingtip and were not visible from the cockpit

We the pilots were cautioned not to operate the strobes on the ground and only in clear air because the bright flashes could be very disorienting when reflected by objects or cloud form They would also be a disturbance to other pilots who were nearby when on the ground

Tower operators were asked if the strobes enhanced visibility and made it easier to spot traffic Other pilots were asked ifthe strobe lights were any easier to

see in flight than the conventional rotating beacon and position lights The responses were very positive and our company North Central decided to make them stanshydard on our entire fleet

The strobe lights created some interestshying thoughts among our passengers One evening early in winter we were cruising northward across Wisconsin in that first strobe equipped DC-3 Snow showers were present and while were were flying through one the cockpit door opened The stewardess came in and said that a passenshyger wanted to know if we were flying through static

Static Remember we were still in the early

days of television long before cable TV and a channel on every spot on the dial Static was seen every time you rotated the channel dial on your big RCA televishysion and sometimes there even snow or static when you had station tuned in

We could only smile for we knew just what the passenger was seeing Every time wingtip strobes would flash it froze the movement of the snow flakes for a split second and all the passenger could see out his window was a world filled with brilshyliant dashes

While planning to use the strobes North Central was starting a program to rep lace the DC-3s with Convairs Since the DC-3s were to be disposed of the strobes were engineered for only the soonshyto-be-acquired Convairs

Within a short while we had nearly forty Convairs each with a set of strobes on the wing tips The units consisted of three lights one flashing forward at 180 cycles per minute one flashing to the side at 80 cycles and a third pointed to the rear flashing at 40 cyc les Each li ght was shielded so that the flashes did not enter the cockpit In the late 1960s North Censhytral converted the strobe equipped Convairs to use Allison turboprop engines and they were designated the CV-580

For quite some time there was no doubt whose plane it was winging its way across the night sky If it had strobes it was

North Central Eventually other manushy

facturers and airl ines picked up the program so strobe lights were incorporated into each generation of modern aircraft The usage of strobes has spread to surshyface operat ions too Strobes can now be seen on police vehic les ambushylances school buses barricades and in many other places Instead ofonly having the bright white lightning flash color filshyters have been added for some of these purposes

When Douglas proshy

A North Central DC-3 on the ramp at land Olakes WI Flying the summer schedule it waits for its passengers and crew Our thanks to Patti Barry VP of Barry Aviation for supplying us with this photo A DC-3 just like this was used for the tests by North Central of strobe lights on aircraft

duced the DC-1 0 they installed strobes that were operated in a particular sequence A you watched one cruise across the sky the strobes winked flash - flash - pause - flash This made it very easy to idenshytify a plane as a DC-I O Now one seldom sees a DC-IO domestically but some of the other aircraft have adopted that parshyticular pattern

Flashing strobes can be seen all over the sky when you step outside at night They are tributes to a forward thinking pishylot who was a camera buff and to an airline that was willing to take a chance

If you happen to see an old Convair 580 parked at an airport Look closely beshycause if it has wingtip strobes it probably belonged to North Central

mSTORICAL NOTES -Bill Adkins went on to complete a cashy

reer as a Captain for Northwest retiring at age 60 Not happy with retirement he sl id back to the engineer position for twelve more years Now in his seventies he conshyducts demo nstratio n fl ights in the big simulators that are normally used to train the airlines pilots

-Fifty one years ago in February 1948 an airline called Wisconsin Central came into being They chose a blue mall ard duck with a circle around it as their logo The mallard was known for its hi ghl y adaptable pattern of short efficient flights as well as for its strength and endurance in long flights The circle symbolized the sun by day and the moon my night

Later to better the refl ect the airlines expanding area of operation the name was changed to North Central Airlines Since

the Mallard duck was chosen as Wisconshysin Centrals symbol North Central became the airline with the Blue Duck on the tail The duck who we called Hershyman was usually mis-referred to by the public as a blue goose so most everyone else called us the Blue goose Airline

Herman the blue duck even survived after North Central bought out Southern Airways and Hughes AirWest forming the newly merged Republic Airlines

However sometime later during the change to a new paint scheme for the Boeing 757 the duck was dropped from the tail and dispatched to the land of lost logos Now that Republic has merged into Northwest Herman North Centrals blue duck is unfortunately more ofa dead duck

So now neither Wisconsin Central North Centra l Republic nor the Blue Duck exists But there are those of us who wi ll always remember when there was a strong and forward thinking little airline named North Central and a blue duck named Herman who winged hi s way across the night sky sporting the very first aircraft strobe lights

Thanks North Central Thanks Helman

Heres a trivia question Ill bet many or you can answer

Who invented the strobe light

The answer is published on page 28

VINTAGE AIRPLANE 9

Our Mystery Airplane for February is fairly well known but surprisshyingly weve never feashytured it in the column Have at it and be sure to have your answer in to the Vintage Airplane office no later than February Mjrst~ PIJlil1J~ March 25 1999

November Mystery Plane Still ~ Mystery

10 FEBRUARY 1999

by HG Frautschy

Not surpri s ingly the November Mystery Plane remains just that a one-of-a-kind lightplane that is lost in the dusty fi le drawers of aviation hi story No one dared send in a reshysponse Theres a rotary engine installed and you can just see what appears to be an engine contro l in the ca bin as yo u look through the pyralin windows

There is a passing resemblance to the smaller Alco Sportplane feashytured in the 1930 Flying and Glider manual but only with extens ive

changes could it even be reshylated to the A lco Like many of its pre-CAA contemposhyrarie s it s most like ly a homebuilt project built up with war surplus parts and was not destined for production

Here s a note related to the September Mystery Plane picshyture from Don Toppen

Th e thing that rea lly caught my attention [in th e photo was the Gee Bee model Y In 1933 1 worked atthe Air Race as a gopher along with about five other Eagle Scouts in th e press box 1 wa tched Florence Klingensmith buy the farm flying the modified Y

She came around the home py lon and lost what appeared to be the major portion of the

I

fabric from the top ofthe right wing She straightened it out and flew level on an ESE direction toward Glenshyview She got it across Lake Avenue the E- W road south ofthe airport and across the Milwaukee Railroad tracks At that point she lost it it went from level flight to a straight nose-dive into the ground

This Air Race was in conjunction with the Chicago Worlds Fair of 1933 held at Curtiss Reynolds Field During WW II it became NAS Glenshyview I went by there before AirVenture 98 and they are pulling out all the runways now that the airshyport is closed

This airport holds fond memories for me as it was here I had my first airplane ride It was in a Ford TrishyMotor the fee being a penny a pound Whenever we could my friend Bill Crawford and I would play hooky and ride our bikes to Curtiss Reynolds Bill became a meteoroloshygist they taught him to fly and he para-dropped equipment along the Hump route The engineers built

Keystone K-78 Patrician

the airstrips he set up the WX stashytions and kept them going until the war ended

On these visits we would watch Gray Goose Airline Fords come and go Thats when I decided I was going to darn well be an airline pilot

While working at the Air Race I met such pilots as Major Ernst Udet I took his picture for one ofthe writers His specialty was a handkerchief pickup with the wingtip ofhis plane Another was Roscoe Turner A t a later date after Gene Tritt and I founded the United Pilots Speakers Panel I worked a convention with Roscoe down in French Lick Indiana

Well there were many more Ill never forget the squadrons

Race Program my employee badge and red identification card for the Race to the EAA Boeing Library know D enn is Parks has it stashed away not 50 feet from your desk

There are many more stories lurkshying in the back ofthe old noggin and it is fun reminiscing with others from the same era but as for a stand alone article there is not much ofgeneral interest

Enjoy your magazine H G Sincerely Don Toppen (EAA 109869 VAA 7836) Sun City West AZ

ofP-6s and P-12s the Army J Gee Bee

I

Air Force had on site The fellows flew them around the pylons too In those days everything was a race horse start Impressive

A number ofyears ago as we movedfrom Illinois to Wisconsin I gave the

VINTAGE MAGAZINE 11

ON THE COVER

Luscombes T -8F

Plenty of Class to Watch the World CoDy I

f you were a salesman who represhy

sented a company that made

aluminum and plastic polishes

then youd want to know Brice Newberry

(EAA 587092 V AA 29373) of Kingfisher OK Brice and his wife Vicki have a thing for the Luscombe line of airplanes and in particular he really loves the T-8 Luscombes utility airplane that came about during Luscombe s bid to proshycure a military contract

The T -8F features plenty of plexiglass to keep clean (33 sq ft i) and quite a few square feet of aluminum sheet to keep polished Maybe thats why one of his T-8Fs is bare metal with red trim and the other flying T -8F in his stable is painted in a military green

Brices work with the T-8F series began with a mention by one of his best buddies Randy

12 FEBRUARY 1999

Briscoe He indicated he was ready for a special airplane restoration project one that was differshyent He d owned a variety of airplanes in the past inc luding Cessnas Stearmans Citabrias and a Bellanca Viking but he wanted someshything special Brice knew what Randy needed -a Luscombe

Randy and his wife Jamie started to research Luscombes after he and Brice decided to look for a T-8F Compiling a list of all the owners letshyters were sent out inquiring if anyone was interested in selling their airplanes Some never came back and many came with notes that effecshytively said well never sell

Fortunately there were a few who said they d be interested in selling In March of 1997 Randy located N2202B in Death Valley CA Brice flew commercially to Reno NV and was met by the T-8Fs owner John Mulvey With an annual good until the following October Brice flew it home to Oklahoma where he and Randy enjoyed

By HG Frautschy

~he unusual lines of the Luscombe T-SF came about when Luscombe was vying for a military liaison plane contract They didnt win but the airplane was certified by the CAA and has developed quite a following for the 30 remaining out of lOS built

it for the summer When annual inspecshytion time came up they decided to install an electrical system in the airplane Well one thing led to another and you all know what that can lead to

The Luscombe T -SF started out purely as the speculative answer to an Air Force question Looking for a new light liaison airplane for the Army to use in the post-war era the Air Force (who was doing the evaluation for the Army) made it clear they wanted an off-theshyshelf airplane that would meet their specifications In order to keep the cost to the military down the airplanes had to be CAA Type Certificated For Lusshycombe the basic 8F airframe contributed about 90 percent of the the parts for the new model but there was one important

difference in the specification that reshyquired Luscombes engineers to spend some drafting table time The Air Force wanted an airplane with tandem seating and Luscombe didnt make any airplanes with that seating arrangement In order to make that work when they moved the passenger aft they got an added bonus The plastic bubble added to the top half of the aft cockpit gave the observer in the back spectacular views Now it did nothing for the airplanes lines and in fact the revised fuselage shape required the addition of a dorsal fin to the vertishycal tail to give some added stability But the added side windows in the doors and to the left and right of the aft seat gave the T -SF superb visibility The late Max Karant wrote about the view out

the T-SF Maneuverability in the air is quite

satisfactory and somewhat startling if you happen to look around through the various windows A steep turn for inshystance looks a lot more dramatic in the airplane you can look back and see the world cocked at an angle and nearly all ofthe Observers tail unit is visible And even in level flight its somewhat startling to look down the whole ofboth sides ofthe airplane are window enabling pilot and passenger to see clear under the plane (From Flying September 1945)

For ventilation the upper door winshydows open as do the aft side windows With all that overhead clear plexishyglasss on a warm summer day you might need all the windows open and dont forget the sunscreen and a hat

The first of the military Luscombes was the T -8E which was powered per the Air Force spec by the Continental C-S5 engine After tests at Fort Bragg SC during which the Luscombe Tayshylorcraft and Aeronca airplanes were tested and found satisfactory the conshytract was awarded based on the bid price Aeronca won with a bid of $1649 per airplane for the 439 7BCs it was to deliver

After being shipped home to Dallas Luscombe continued work to have the T -SE certificated It was hoped the milshyitary would be interested in the airplane during a later off-the-shelf buy As

The T-SF cockpit differs from its cousin the SF The throttle is located on the left side of the cockpit at the forward edge of the door and the stick is now in the center of the floor The aft passenger does have a set of rudder pedals and a stick The red handle on the upper left The aft seat can be a great place to get a of the photo is the flap handle tan - dont forget the sunscreen and a hat

14 FEBRUARY 1999

the program progressed it was decided to equip the airplane with the C-90 Continental a decision made easier with the concurrent certification of the Luscombe 8F In fact the T-8F and 8F were certified on the same day by the CAA and T-8Fs were soon being deshylivered to customers The first model available the Observer was issued with two levels ofequipment The Speshycial and Deluxe The Special lacked the electrical system landing lights and starter the Deluxe was given Plans were also being made to put the T-8F in another market - crop dusting

The T-8F duster was dubbed the Crop Master Installed in the wings were a pair of 30 gallon spray tanks and mounted on the struts and fuselage was a spray rig built by the Indepenshydent Cropdusters company of Campell CA By midwinter of 1948-49 the deshysign was ready and approved in the Standard and Restricted categories by the CAA in February Also included in the Crop Master T -8F was the new Luscombe wing flap design which had just been given production approval by theCAA

1949 was not going to be a great year for the Luscombe company and the production life of the T -8F sprayer was short lived - from March until June of that year Only 35 of the Crop Masshyter sprayers were built and delivered before Luscombe Aircraft Co was forced into bankruptcy

The T -8F about to be annualed by Brice and Randy was originally built in

Brice Newberry and his friend Randy Brisco have to squint just a bit because of their polish job on the T-SF

the second batch of airplanes comshypleted April 30 1949 In May CL Butler and Sons of Pine Bluff WY bought the Crop Master for use on their ranch and continued to own and fly it until 1991 when it was sold to Mr Mulvey Their only changes to the airshyplane were the installation of a Lycoming 0-320 of 150 hp and the mounting of a pair of 850x6 tires to handle their ranch strip

When October arrived and the anshynual was due the work was begun Vicki Newberry describes the next part ofNC2202Bs history

We ordered the parts we needed to install the electrical system and this is where things sort of got carried away

33 square feet of plexiglass surround the pilot and observer in the T-SF Both the upper side windows on the doors and the windows just below the aft bubble can be opened in flight

We decided to remove the wings to do the inspection for inner granular corshyrosion and we djust take the spray tanks out then We were very pleased at the condition the wings were in and decided to incorporate the wing tanks and the spray tanks to give us a bit more fuel range We thought now would be the time to install landing lights and why not just go ahead and install strobes too We installed the starter prop extension alternator and to maintain the original Luscombe cowling look we lengthened the rear of the cowl (upper and lower) approxshyimately six inches

Brice fabricated the new cowling doors to allow clearance for the spark plugs and valve covers this is the only skin that is not original from the facshytory He also installed a new prop spinner he fabricated the battery box baggage compartment and installed them The tail was removed and the horizonta l stabilizer fitting was reshyplaced with part 1000 furnished by the DLHF new ball bearing pulleys and new cables were installed The paint was stripped Control sticks rudder pedals and door latches and throttle quadrant were sent offand chromed The instrument panel was removed cleaned and repainted two tone silverred with a tiny black pinshystripe and has wood grain accents New instruments were installed but he maintained the original panel look The exterior was painted with Air Techs Firestorm Red and pinstriped with 116 black pinstripe thefactory installed original skins were polished

VINTAGE AIRPLANE 15

space anything we needed) Like the potato chip commercial

where nobody can eat just one the Newberrys now have five T-8Fs located at their private airstrip White Airport Two are currently flying (NC2123B and 2202B) and the others are undergoing restoration one of them (N 1589B) by Willy Luber manager of the Kingfisher airport N220 I B is being restored for Randy Briscoe Brice s friend and Kingshyfisher businessman The engine will be a Lycoming 0290-02 (135 hp) a full compliment ofVFR instruments and a red and silver color scheme Randy and Brice s eyes just sparkled when they were talking about the new restoration and you could tell it will be something special We look forward to seeing it The other project is N 1583B All of the airplanes have the horizontal tail fitting replaced with the new PMAd fitting

Heres the entire brood all five of the T-8Fs now at Brices airstrip White airport manufactured by the Don Luscombe Each will have the latest mods available for the Luscombe including the DLAHF Aviation History Foundation (DLAHF) PMAd horizontal tail fitting and the BAS tail pull handle mounted on the aft fuseshy They also have the BAS tail pull handle lage The second aircraft on the right in the dark green color scheme was restored in installed used to move the airplanerecent years by the Don Luscombe Aviation History Foundation long after it had been damaged back in 1961 around on the ground instead of pushing

and pulling on the tail surfaces Brice is plenty busy in his life as a

until they looked like new the Classic Division Award at the EAA cropduster and he also enjoys ropin The interior was painted with Air Fly-in in Eldorado Kansas (By the and making horse saddles but Vicki

Tech s Nevada Silver and we decided to way they are a great group ofpeople says the top of his recreation list has the try to design some type ofinterior we th ey helped us get a motel room and heading Luscombe With the way chose salt and p epper red and black were friendly and extra eager to help N2202B looks what will he and Randy carpet and th e side pan el are red with transportation finding hangar have for us to see in the future ~ tuckroll inserts with silver New glass was installed This particular example is powered by a Lycoming 0-320 of 150 hp The high country stance of this T-8 F is We received a one time field emphasized by the 850x6 tires

approval from the FAA This annual took in

excess of 1300 hours of Brices time he worked in excess of12 hour days and many seven days a week Willy Luber of Okarche Oklahoma sp ent many long hours working side by side Brice Very few visitors at the hangar esshycaped without holding a screwdriv er or wrench For quite some time I was co nvinced this wasnt a proj ect it was turning out to be a career

We were honored to have received the Classic Division Award and the Grand Champion Award at th e Antique Airplan e Fly-in at Pauls Valley Okshylah oma and we received

16 JANUARY 1999

Buck Hilberts 1938 Fleet Model lOF on Pontoons

Unusual airplanes deshymand unusual people E E Buck Hilbert (EAA 21 AI C 5) of Union IL is one of

those people - and his Fleet Model 10F is one of those airplanes Not only is it a rare model but most unusual is the fact that it was never certificated in the United States prior to Bucks ownership Therein lies a problem that was tough to sunnount as we shall see

The original Fleet Model I was designed and sold in 1929 with a Warner 110 engine and many early pilots received their initial training in them This model begat the

Model 2 the Model 7 the Model 8 and the Model 9 which were powshyered with Kinner engines of 100 to 125 hp By the time the mid thirties came along Fleet Aircraft was busy selling airplanes to foreign counshytries especially those in Central and South America

Buck s Fleet Model 10F was built in June of 1938 and in June 1939 it was shipped from Canada to Nicaragua as a fighter complete with aux fuel tanks bomb racks and a 30 caliber machine gun that fired through the propeller The serial number on the airplane is 263 which many experts suspect was the protoshytype Model 10 to be exported as the

export numbers run from 263 to 411 all exported as military aircraft

The F leet served in the Nicaraguan military from 1939 until 1955 when it was surplused to the civilian market and eventually was collected as a basket case by Danny Martinez (EAA 72116) of San Antonio TX Danny is a longshytime EAAer and has an avid interest in antique airplanes including Fleet biplanes He labored away on the Fleet Modell 0 for nearly 16 years doing a tremendous amount of work on the airframe and overhauling the original Warner 145 engine When the time came to install the ailerons on the wings the eight-foot-Iong

By Norm Petersen

hinge pins would not go in It was maddening to say the least

Enter one Buck Hilbert The time was 1989 and Danny was at his wits end Buck figured there must be a way to mount the ailerons so he bought the Fleet and hauled it to his home in Illishynois The fun began

With no previous certification the entire Fleet biplane had to be closely inspected for conformity to Standard Certification Using hard-to-get drawshyings it was possible for the FAA inspectors to put their stamp of apshyproval on everything up to the fuewall However there was no record of a Fleet Modell 0 ever using a Warner 145 engine and the inspectors were stopped cold It would take another three years before Buck Hilbert was able to have a heart-to-heart talk with Admiral Busey the FAA Administrashytor at the time Once the word came down things started to move forward and the airplane was certified in the Standard Category as a Hilbert Fleet ModeIIOF

18 FEBRUARY 1999

Early in the morning Buck Hilbert (closest to the camera) readies the Fleet for the EAA televishysion crew to take some video footage of the seaplane Standing on the wing is Scott Guyette and walking by the tail is Robb McAllister both of the EAA video crew

The old gray iron streamlined flyshying wires were replaced by a complete set of stainless wires from Nick d Ashypuzzo who commented that the measurements were identical to a set of Fleet 16 wires Sadly this would be the last set of wires that Nick sold

before his passing The airplane was flown on wheels

for about 16 hours when the engine beshygan showing signs of ill health Buck and Charlie Smith overhauled the Warner and found two pistons that were bad and some of the valve train

needed help before it once again ran well By now the concept of a genshyuine biplane on floats was starting to haunt Buck so he began looking The idea just wouldn t go away One day in Trade-A-Plane he spotted a set of Edo 1835 floats for sale complete with Fleet rigging The owner turned out to be Sandy Brown the present newsletter editor of the International Fleet Club based in Marlborough CT

Once the set of floats built in May 1930 were purchased they were hauled to Brian Van Wagnen s place in Michigan The Fleet was flown from Illinois to Michigan for the installation Every part of the float installation fit very well and the only additions needed were a couple of sets of float wires to complete the truss work between the floats and the airplane

A metal HamiltonStandard ground adjustable propeller was installed for float work as wooden props are seshyverely eaten away by water spray With a setting that allows the big 500 cubic inch Warner to crank up to 2100

(Top) Buck Hilbert departs the seaplane base to make the Seaplane Fly-By at Wittman Field His was one of nearly forty seaplanes that took part (Middle) With this author in the front cockpit Buck taxies the Fleet at idle speed as he lines up for the takeoff run The Fleet is very stable in the water and the Edo 1835 floats do an excellent job The 145 Warner accelerates with complete authority on the takeoff run and climbs out with gusto (Below) Pictured from the rear quarter we get a good look at the float installation with its myriad of wires The dual water rudders are in the up position being raised by pulling a handle in the rear cockpit You can plainly see the noticeable dihedral in the lower wings of the Fleet a trademark of the biplane

VINTAGE AIRPLANE 19

RPM the big metal propeller really gets with the program on takeoff The Fleet gets off the water very nicely and climbs out smartly Normal cruise is 75 to 80 mph on floats which is about 5 mph slower than wheels

The Fleet was flown to the Otsego Lake Seaplane Fly-In in Michigan in early June where it drew rave notices among the crowd From there it was flown up to Sault Ste Marie Ontario Canada for the Canadian Bushplane Heritage gathering Again the pretty blue and yellow Fleet was the hit of the show

After resting in Canada for a few weeks the Fleet was flown to Oshkosh for the big seaplane fly-in where our photographers caught up with the unique floatplane

Believe me when I say the many thousands of Vet tel Blust Seaplane Base visitors during AirVenture 98 reshyally enjoyed watching the Fleet come and go as it chugged by with the Warner at idle doing a slow taxi or at full bore on a takeoff run across the outer bay The exciting part was when Buck would cut the power for landing and the Fleet would come down like a proverbial stone - its glide ratio with all the drag of a biplane and float rigshyging is hard to imagine - and the Fleet would s lide onto the water right in

20 FEBRUARY 1999

front of the crowd During the Convention Buck estishy

mates nearly 100 rides were given (this author was one of the lucky ones) in some 25 hours of float flying The sixty-year-old Fleet never missed a beat and the folks were extremely happy with the performance Even Sue Sanders of the Seaplane Pilots Associashytion (SPA) enjoyed her ride so much that she wrote an article in the SPA magazine about her beautiful ride in Buck Hilberts Waco on floats (Cant win em all)

Since the summer has passed the

floats have been removed form the Fleet and Buck has been busy doing a few updates and improvements He reshycently installed a brand new exhaust system made of highly polished type 321 stainless steel that is a remarkable piece of work In addition he is presently busy building a set of new windshie ld s for the pretty biplane One thing about Buck Hilbert he never quits he just keeps making things betshyter Special congratulations to Buck amp Dorothy Hilbert for making our seashyplane fly-in so much more interesting Yah done good

A happy twosome the author and Buck return to the VetteBlust Seaplane Base after a dandy ride in the Fleet on floats Check out the thick airfoil (Clark Y) on the wings

o o e v e w

Whats in a name Would it have held up to the test of time if the

headlines of May 221927 had read CHARLES MANSON LANDS IN

PARIS That was the family name until Ola Mannson arrived in

Minnesota in 1859 with Charles A Lindberghs father then an infant

Comments on A Scott Bergs LINDBERGH

O la a former member of the Swedish parliashyment had become entangled in scandal He was accused of embezzlement and was supporting a mistress on the side who bore

him a son later to be Congressman C A Lindbergh Sr Mannson or Manson as CAL Jr spe lled it had been stripped of his civil rights and might well have landed in jail had he not fled Sweden He made changing the fami ly name the first order of business upon settling in the New World The Lindberg surshyname was rare in Sweden but spelled with an h it was all but unknown

Scott Berg spent nine years writing LINDshyBERGH the latest biography of one ofthis centurys most controversial figures It is also the only authoshyrized biography Berg had the blessing of the Lindbergh family who unsealed all the archives apshyparently with no strings attached This is a compelling volume for anyone who has a serious interest in the subject Alas Berg is not an airplane man and much of what one might wish for is e ither ignored or glossed over

Berg traces Lindberghs early impressions of aviashytion back to the day in Little Falls Minnesota while playing alone upstairs he heard the spluttering of an engine overhead It was an exhibition biplane his

mother explained a very dangerous affair In the conshytext of Bergs account this happened circa 1907 but there was no flying in the area until September 191 1 when Tom Mc Goey performed under contract to the loca l farmers co-op in a homebuilt Curtiss type pusher Lindbergh was then nine

In June 19 12 whi le domiciled in Washington DC where the elder Lindbergh was serving a term in Congress CAL had an opportunity to see the Armys fledgling air fo rce in action at Fort Myer Virginia The outing had been arranged for by his parents CALs recollection of the occasion was highlighted by a race between one of the aviators and an automobile

On the whole Berg seems to have a good grasp of the facts though there are some errors- a few of which may be typographical He refers to Juan Trippe as the founder of Eastern Airlines and proshymotes Maj A B Lambert a Spirit of St Louis backer and founder of Lambert-St Louis Airport to General He a lso refers to Marvin Northrup proprietor of a Minneapol is aeronautical supply house as a manufacturer perhaps confusing him with Jack Northrop Berg also describes the trishymotored Ju 52 as the standard bombardment plane in Hitler s new Luftwaffe

By John Underwood EAA 1989

VINTAGE AIRPLANE 21

Charles Lindbergh seldom posed for testimonials This was an exception

All of this does not really weigh too heavily against Bergs prose and purshypose- namely to reveal the Lindbergh the American public has long sought to understand He has undoubtedly come as close to the definitive treatment as anyone ever will which includes the Lindberghs themselves CALs grandshychildren will probably find this book as absorbing as this reviewer all 600-odd pages of it for the Lone Eagle was as much a mystery to his own children as he was to a public that both idolized and reviled him

The Lindbergh babys kidnapping is of course recounted in detail The facts are both moving and appalling One can readily understand CALs loathing for the press The trial itself was a meshydia circus but no more so than the O J affair of more recent memory Hauptshymann had to be guilty although not necessarily of murder Anyone who subscribes to the crackpot theories that have been advanced in the interim should read and weep over what hapshypened to the Lindberghs Reeve Lindberghs insightful UNDER A

22 FEBRUARY 1999

WING is also highly recommended Members of the Jewish faith have

long held that Lindbergh was an antishySemite Berg who is Jewish himself explores the reasons for this and conshycludes that he was not Lindbergh in his America First speeches struck out at Jewish influence which he pershyceived to be among the elements committed to engaging the U S in a war with Germany Such a war he beshylieved would result in the destruction of westem civilization

The fact is that Lindbergh was a pashytriotic American and would-be peacemaker albeit somewhat naive in his conceptions Although he felt comshypelled to leave the U S for a period of time for his family s sake he never at any point considered for a moment givshying up his citizenship Indeed he became a key element in keeping the War Department abreast of what was happening in European aviation Moreshyover he was eager to serve Berg points out that CAL applied for reappointment as an Air Corps reserve officer while in self-imposed exile By then he had alshy

ready been labeled a Nazi by such synshydicated smut-peddlers as Walter Winchell

Its interesting to note that the Amershyican Air Attache in Berlin wanted Lindbergh to meet with Hitler That meeting never came about although he did meet twice with Goering and once with Rudolf Hess Hitlers deputy Hess an enthusiastic airman since 1918 was a great admirer of Lindbergh He too had dreamed of undertaking a longshydistance flight As it transpired Hess did complete a long and perilous flight when he surreptitiously piloted a Messerschmitt 110 to Scotland in May of 1941 hoping to make peace with England

The Lindberghs were fascinated by what was happening in Germany as was everyone else at the time and they nearly spent the winter of 1938 in Berlin This was in part at the behest of Ambassador Wilson and the Air Atshytache Truman Smith who hoped it would avail CAL of further opportunishyties to study German aviation Indeed Lindbergh got to see things that no forshy

eigner had seen such as the Ju 88 He also got to fly a number of new aircraft such as the Me 109 and Fieseler Storch

Berg in recounting Lindshyberghs association with Messerschmitt declares that the latter never recovered emotionally or financially from WW- TI This implies a degree of impoverishment which is misleading to say the least Messerschmitt was not long in getting back to manufacturing aircraft first in Spain and later in Gershymany Messerschmitt amp Co helped build the F -104 for the new Luftwaffe and the designer lived to provide Airshybus recommendations

Berg only devotes a few pages to CALs test-flying which is worth a book in it- Tom Mc Goey in his homemade Curtiss type pusher He over flew the Lindbergh home in Little Falls in self With Chance Vought 1911 finished the season and quit the flying game

for example he had much to do with service testing the F4U Corsair He made several demonshy Corsair which had the new bubble Lindbergh at the relatively old age stration tours as well familiarizing the canopy instead of the jailhouse hatch of 42 would be called upon to demonshyNavy and Marines with new developshy Lindbergh was glad to oblige The 22- strate his skills as a fighter pilot albeit ments Berg makes no mention of a year-old lieutenant was John Glenn an unofficially and unavoidably He was shavetaillieutenant at El Centro who icon in the making They were both detailed as a civilian to the South Pashybrashly asked CAL if he could try his destined for combat in the Pacific cific as a tech rep and observer first

CAL and AML on arrival at Prague 2 September 1938 The worried look no doubt reflects their feelings toward the mob approaching A moment later he gunned the engine and taxied to the far side while police contained the crowd

VINTAGE AIRPLANE 23

with USMA Corsair units later with the AAF in P-38s His mission was to observe from the periphery mostly avoidi ng actual combat with enemy aircraft which by them were seldom seen Altogether he flew 50 missions logging nearly 200 hours time in four and a half months

Berg gets carried away in implying that CAL was prepared to meet his maker and commended hi s sou l to God when a Zero jumped him on 1 August 1944 That quotation could hardly have been Lindberghs It was a momentary encounter and stressfu l to be sure but the Zero broke off the atshytack before the pilot could bring effective fire to bear on CALs P-38

Only once did CAL himself fire on an enemy aircraft That engagement lasted but a few seconds and involved a single head-on pass between his P-38 and a Mitsubishi Ki-51 attack aircraft code named Sonia The Japanese pishylot outgunned and outnumbered had

who rolled over and dived into the sea Berg claims Lindbergh prayed for the pilots soul for many years thereafter

President Roosevelt who never forshygave CAL for challenging the wisdom of his sending the Army out to fly the mail and for his antiwar activism in 1941 barred him from military service The ban was enforced even after FDRs death Berg credits Gen Bob (GOD IS MY COPILOT) Scott with Lindberghs reinstement as an Air Force officer Scott then a colonel running the Air Forces Office of Information Services told his boss Harold Talbott that makshying CAL a general would be a shrewd move President Eisenhower apparently concurred Lindbergh was placed on the active reserve list as a brigadier general in April 1954

Lindbergh felt that the U S was on a collision course with the Soviet Union says Berg He got involved with bolstering the defense posture most notably as a SAC advisor and beshy

pearances disconcerting CAL with his many eccentricities was a strict discishyplinarian and his frequent absences were both painful on the one hand and welcome respites on the other

Reeve Lindbergh who inherited her parents artistic talent reveals in UNshyDER A WING what it was like to be offspring of the Lone Eagle With the exception of Jon who earned his Private Pilots License before taking up a career as a deep-sea diver none of them really took to flying That was fine with Lindbergh who never lost his love of the art For him all that matshytered was doing something challenging and worthwhile and doing it well - 101m Underwood

Editors Note I cant help but add my two cents worth to Johns comments First off ifyoure contemplating reading this book you should know that it is not an aviation book in the sense that many ofus might have expected Berg is not an aviator and it shows in his writ-

The fact is that Lindbergh was a patriotic American and would-be peacemaker albeit somewhat narve in his conceptions Although he felt compelled to leave the U S for a period of time for his familys sake he never at any point considered for a moment giving up his citizenship Indeed he became a key element in keeping the War Deshypartment abreast of what was happening in European aviation

made monkeys out of the attacking Americans but he was smoking from a hit and survival depended on shaking off several P-38s In a bid to escape he banked sharply in CALs direction and held a collision course

The Japanese were now facing an opshyponent on more equal terms They were closing at something like 600 mph oneshyon-one firing at targets that grew larger with each passing second There was still a chance the Japanese might score a vicshytory and indeed elude the P-38s by then short of ammunition and low on fuel He was over his home base and there was heavy ground fire from anti-aircraft inshystallations

Lindbergh could easily have joined the ranks ofKIAs but his gunnery exshypertise and instinct for survival prevailed The Japanese perhaps wounded undershot his target and Lindshybergh cleared the Sonia avoiding a collision by a scant ten feet or less It was all over for the Emperors airman

24 FEBRUARY 1999

gan flying the latest jets He also designed and built his own bomb shelshyter and directed his family to head for the Maine woods in the event of a nushyclear attack

It was widely supposed that the Lindshyberghs were well matched in their marriage Not so according to Berg Anne Morrow Lindbergh who loved her husshyband deeply found her domestic situation intolerable by the late 1950s CAL had beshycome a compulsive wanderer of the world At home one day gone the next to whoshyknows-where Oft times it was on gratuitous Air Force business such as helpshying select a site for the Air Force academy In later years these sojoums had more to do with ecological considerations Lindbergh the humanitarian was constantly on a crushysade of one sort or another For Anne Morrow Lindbergh these protracted abshysences proved devastating

The five surviving Lindbergh chilshydren too found their fathers jack-in-the-box appearances and disapshy

ing Thats not necessarily a negative since his perspective on Lindbergh is not tainted by the myths that have built around the Lindbergh story among aviashytion history buffs But it does mean that aviation is not the main focus of this book It is a biography ofLindbergh the man not just his aviator persona It paints a somewhat dark portrait about a man who was at times unwielding in his opinshyions sometimes at the expense ofhis personal relationships But thats only onefacet ofwhat was and still continues to be one ofthe great enigmatic personalshyities ofthe 20th century Theres far more to his personality make up than that and Berg s nine years ofwork detail it well You may not like everything you read about Lindbergh but for that you can t fault the messenger For most ofus there still remains to be written the definitive aeronautical history of Charles lindshybergh including a review ofhis logbooks We have more to look forward toshyHG Frautschy

PASS IT TO BUCK by EE Buck Hilbert

EAA 21 VAA 5 PO Box 424 Union IL 60180

Odds and ends and a new way to hone cylinders

CHAPTER NEWSLETTERS Builders tips often turn up inforshy

mation that is applicable to all of our airplanes not just homebuilders The Technical Counselor staff in my book comes off as one of the best sources for practical maintenance Their exposure to a myriad of probshylems and their solutions provides experience that benefits all of us Every chapter newsletter Im privishyleged to receive contains useful information Chapters maintain lishybraries tool inventories listings for part sources and best of all camashyraderie Where else can you talk airp lanes but with the guys and girls who want the same things you do The Been there done that passed on to your buddy gives both of you a boost You get to expound a little he gets the benefit of your experience and in the long run we all gain

Gary Hunter Pushy Galores enshygineer is possibly one of the best efficiency experts I have ever met Sure hes a homebuilder but he comes up with solutions to common problems that are simple and practical almost as a matter of course I call him an engishyneer and thats what he is He typifies the airplane mechanic of old Able to fix anything He can be a jeweler he can be a blacksmith Ill bet he could even shoe horses He flies his VariEze too so he appreciates the pilot point of

Gary Hunter (llpushy

Galore engineer) is

possibly one of the

best efficiency experts

I have ever met he

comes up with

solutions to common

problems he typifies

the airplane

mechanic of old

view as well But I m getting away from why I

started to write this Gary had conshytributed a short blurb to the January Quad Cities Chapter 75 Newsletter His subject was spinner wobble and its easy cure

All of us have seen a beautiful airshyplane and at one time or another watched in awe as the spinner wobbled all over the place when the engine

started Weve all read or seen or even experienced spinner cracks and sometimes even shed one in flight

Gary says truing the spinner is a simple and easy thing to do Balancshying isn t the issue that comes later

Basically you start by making sure your bulkheads are true They are the basis you hang the spinner on and theyd better be true to start with That assured you get on with it

Youre going to be rotating the prop whi le youre doing this so pull the spark plugs to make rotation easier

Position the airplane so it cant inshyadvertently move and position a stable reference just under the tip of the spinner (a stepladder chair tool box anything that will remain stable)

Rotate the prop and watch the spinshyner tip It will be obvious which way its out of whack Simply loosen the screws around the spinner bulkheads and adjust accordingly Elongate any holes that require it Keep working

until you get it nice and true Once you have established that it is true retighten all the sc rews the way you normally do

Now comes the simple part (If you had only thought ofthis back when our Ryan STA was ALWAYS cracking and shedding spinners) Using a small diameter drill (I16th) drill three alignshyment holes around the periphery of the spinner into the rear bulkhead One

VINTAGE AIRPLANE 25

alignment hole will suffice in the front bulkhead Now whenever you reinshysta ll the spinner insert pins into these alignment holes before tightening the sc rews Your spinner will be autoshymaticallytrued

Garys last comment Whenever you remove the props pinner mark eve rything so it a ll goes back toshyge ther in th e sa me relation s hip to each other

See what T mean about thi s guy Hes kept Bruce Bohannon and Pushy Galore in the record books for years Next time you visit the Air Adventure Museum up in Oshkosh take a look at Pushy and give credit where credit is due

Dear Buck Here is a story that yo ur rea de rs

might find interesting However I will not mention any names for obvious reasons and I would like as well to reshyma in anonymous as if my name appears anybody who knows me could identify the operator involved

INVENTOR DEVELOPS NEW WAY TO HONE CYLINDERS

(without removing them from the engine) A friend of mine operates a fine

antique aeroplane with a Continental W-670 He is very meticulous about the maintena nce changes oil every 25 hours or less and cleans the plugs at that time He spends most of his spare time polishing and waxing and touching up the finish when needed He never allows a fingerprint to reshymain on the big shiny HSGA prop overnight Now this is not a museum piece or s ho w plane it is a workshyhorse flying a lmo st da il y on sightseeing rides and photo work

The engin e is approaching 1000 hours since overhaul and some of the paint on th e cy linder heads had burned or worn off so he decided to bead blast a few corroded spots and prime and paint them When he finshyished he had the engine looking better than new with a ll black cy lind ers silver rocker box covers and exhaust elbows And the stain less heat muff was so shiny you cou ld look in it to see if you needed a shave

But when he started it up it didnt seem to be running quite right so he shut it down and the prop stopped abruptly without bouncing back and forth between compression strokes as

26 FEBRUARY 1999

an engine does when the rings are properly sealed He got out and turned the prop by hand it was dragshyging Upon removing the spark plugs he found evidence of glass beads on th e inside s of th em Some of th e g la ss beads had gotten into th e air maze filter and had been sucked into the engine

So it is now due for a major overshyhaul I told him to look at the bright side New rings can be fitted without having to deglaze the cylinders The inventor of thi s system does not wish to be given credit for it

Bes t regard s and have a happy holiday

Your anonymous friend Ouch Over To You whoever you are

ff Blaquock

Dear Buck In the December VTNTAGE AIRshy

PLANE there was a comment on R stick L throttle vs L stick R throttle and you suggested input Here is my two quarts worth

Having flown since 1946 and being a flying buddy of S keeter Carlson since 1965 Ive been exposed to quite a variety of flying mashychinery In my first logbook totaling some 220 hours I had flown 46 different airshyplanes and 23 different kinds Over the years I have flown Aeronca Champ Chief Sedan Piper J-3 J-4 J-5 and most of the PAs Ryan CshyI PT-22 Navion Luscombe Fairchild 24 PT-19 PT-23 PT -26 Taylorcraft BC-12 Lshy2 Cessna 120 140 170 A W plus all the ones with the trainshyin g wheel up front I even fl ew the tes t flights on a Pietenpol Aircamper with two throttles one on each side no less I still own and fly my Duncan Sport (2POLB) that I bou ght from Bill and Loshyraine Duncan in 1971 I owned and flew o ur 15AC Sedan and (38 Dart G al ternate ly for several years I ve gotten out of a Stinson Tri -m otor a nd into a Fokker Trip lane the same

day and I feel that it makes very little difference as long as Im in the left seat that is until I got into Skeeter s Thomas Morse Scout with the LeRshyhone rotary then I don t care who you are or where you sit youre still one hand short

Anyw ay we were all Johnny come late ly when we first started and all I can say is never tum down an opportunity to fl y something differshyent Try it youll like it I remember getting to fly an 1124 Westwind from Burbank California to Santa Barbara for lunch J was half finished with m y sandwich before I finally caught up with the airplane So much for that Over to you

Gene Soper EAA 27385 AC 360 Thanks for the note Gene How

about the rest ofyou Hey Dorothy and I will be trave lshy

ing all over the southwest this month so if you dont get a reply back from a phone message or note youll know were still out having fun Talk to you when we get back

Over to you

Want to keep your spinner running true Read what Gary Hunter does (Kent and Sandy Blankenburgs Spartan Executive)

Wayne Milburn

Toowoomba QLD Australia

Patrick P Cloudier

Pincourt PQ Canada

Grumier Willy Chatillon France

Nowell W Izard

Masterton New Zealand

Charles A Birdsall Apo AE

Klaus E Marx Juneau AK

Richard Binderim Enterprise AL

Larry K Tillery Trussville AL

Gary Moseley Chandler AZ

T W Aronson Rosamond CA

Raymond J Barak

Huntington Beach CA

Keith Charles Carnahan

Costa Mesa CA

Tom Lambrick Morgan Hill CA

Douglas L Maxwell Riverside CA

Dr R Richmond San Francisco CA

Anthony R Rivera Nevada City CA

Charles Spurrell

Palos Verdes Estates CA

Howard Thompson Fort Bragg CA

Thomas R Weeks San Diego CA

Raymie Raymie Littleton CO

James T Broady Weirsdale FL

Allen E Kaluzniak

Jacksonville Beach FL

Joshua Knerr Sanford FL

E P RosenthaI Miami FL

C Mitchell Smith Lakeland FL

Gary L Johnson Bainbridge GA

John Stiles Stockbridge GA

Keith Beem Ipan GU

Eugene Honigford

Machesney Park IL

Mike Linden Rockford IL

Barry L Schroeder B1oomington IN

Harry Bartel EI Dorado KS

Bobbie Bradford Topeka KS

Jamie Smith Shawnee KS

Nathan T Rider Groton MA

Alexander J Van Wert

Marlboro MA

Rod Teel Silver Spring MD

James C Walker Baltimore MD

David Stainton

Cranberry Island ME

Alexander M Allan Sr Au Gres MI

Michael J Damone

w Bloomfield MI

Trent H Steinbach

International Falls MN

Jack Dilliard Washington MO

Douglas D Derscheid ONeil NE

George F Johnson Wolfeboro NH

Angelo A Carnevale Hopewell NJ

Bill K Laskar Albuquerque NM

Jim Catalano Cornwall NY

Joseph DiStefano Fort Plain NY

Hugh Weidinger Great Neck NY

Benjamin Gleason Vermilion OH

Gail R Bailey Tulsa OK

Reymold Watt West Lynn OR

Marc S Ludtke Franklin PA

Alan L Moyer Perkasie PA

Elford S Wyatt West Union SC

Derek Amos Harker Heights TX

Charles M Baynard Dallas TX

Thomas E Eanes Granbury TX

Michael Halle Humble TX

Robert Heath Austin TX

W W Hill Houston TX

Justin Layton Houston TX

Eldon W Moore Texas City TX

Nick Berg Lehi UT

Richard Cole Fairfax VA

Peter Hays Arlington VA

Joseph Schoofs Leesburg VA

John A Cahoon Hudson WI

Dennis J Dalka Rhinelander WI

Keegan Ray Janesville WI

Gary B Green Beaver WV

VINTAGE AIRPLANE 27

JMNEWMAN

rshy

Fly-In Calendar The following list ofcoming events isfurnished to our readers as a mailer ofinformation only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the information to EAA All Golda Cox Po Box 3086 Oshkosh WI 54903-3086 Information should be receivedfour months prior to the event date

FEBRUARY 13-14 - MINNEAPOLIS MN shyMinnesota Sport Aviation Conference Minshyneapolis Convention Center Info Way ne Petersen 1-8001657-3922 or web site at wwwflightexpocom

FEBRUA RY 20 - HUN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

FEBRUARY 24-25 - ROMEOVILLE ILLIshyN OIS 25th annual Aviation MaintenanceExhibit Seminar at Lewis Unishyversity Contact Don Cramer 217785shy5798 or Mike Streit 8151836-5431

FEBRUARY 25-27 - BUTTE MT - Montana Aviation Conference Ramada Copper King Inn Workshops seminars nationally recogshynized speakers trade show Info MT Aeronautics Div Box 5 178 lie lna MT 50694 4061444-2506

FEBRUARY 27 - SPR INGFIELD ILLIshyN OIS - lliinois State Safety Seminar at lliinois State Fairgrounds Springfield fllishyl1Ois Contact Lee Creviel 815939-0976

FEBRUARY 27-28 - RIVERSIDE CALIFORshyN IA - EAA Chapter I Open House at Flabob Airport Contact 909689-9213

MARCH 5- 7 - CASA GRANDEAZ - 41st Anshynual Ca ctus Fly- In sponsored by the Arizona Antique Aircraft Association Info wwwamericanpilot orgkactus or call Jon Engle at 60289 1-6012 days only

MARCH 6 - WISCONSIN RA PIDS WISshyCONSIN - Wisconsin State Safety Seminar at the Mead Inn COlllact Harold Benisch 9201623-4457

MA RCH 20 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Aiport 256852-978 1

A PRIL 11-1 7 - LAKELAND FL - 25th Annual Sun n Fun EAA Fly-In and Convention Info 941644-243 1 Web site wwwsun-nshyfunorg

A PRIL 17 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

APRIL 25 - HALF MOON BAY CA LIFORshyN IA - 9th ann ual Pacific Coast Dream Machinesjly-in at HalfMoon Bay Airport 10 am - 4 pm Antiques classics warbirds vintage autos trucks Contact 6501726-2328

MAY 7-9 - PlNEHURSTISOUTHERN PINES NC - Moore County Aiport (SOP) EAA Chap ter 3 Spring Fly-ln Trophies EAA fellowsh ip Friday golf tournament Sat banquetlguest speakel Sunday poker run YE jlights vintage aviationjilms HQ Holiday Inn Southern Pines 9101692-3212 Info 9101947-6896 - 1853 (Fax) or the web WWWsouthern-aviator comlac3

MAY 16 - ROMEOVILLE IL - Le wis Romeoville airport (LOT) EAA Chapter 15 Fly- In breakfast 7 am-Noon Contact Frank Goebel 8 151436-6153

J UNE 26-27 - WALWORTH WI- Bigfoot Field (WI05) Pancake breakfastbrunch Aeroshybatic demo at 10 am Stearman rides and displays of vintage aircraji warbirds and experimentals 7 am-l pm Info John Anshyderson 4141248-8748

J ULY 5-8 - DENVER CO - Centennial Airshyport Short Wing Piper Club annua l co nvention This years theme Rocky Mountain Rendezvous Info Kent 0 Kelly 3031979-3012 (Headwindsmsn com) or vis it the SWPC web site at hllpwwwshortshywing com

JULY 7- 11 -ARLINGTON WA - n w EAA FlyshyIn and Sport Aviation Convention 30th anniversary event FOlllms seminars workshyshops evening programs spec ial night airshow Sat evening Info 360435-5857 or on the web at http wwwnweaaorg

J UNE 11-13 - MATTOON IL - 3rd Annual MTO Luscombe Fly- In Luscombejudging and awardsforullls and banquet $50 cash to Luscombe that jlies the fartest to attend Contacts Jerry Cox 2171234-8720 or Shanshynon Yoakim 217234-7120

JUNE 26-27 - PETERSBURG-DINWIDshyDIE VIRGINIA - 3rd Annual State EAA Fly-ln Contact Ron VanSickle 832932shy4709 wwwvaeaaorg

J UNE 26-27 - LONGMONT COLORADO - 21st Annual Rocky Mountain EAA Fly shyIn Contact Bill Marcy 3031798-6086

J UL Y 7-11 -ARLING TON WASHINGTON - Northwest EAA Regional Fly-in at Arshylin g ton Airport Co ntact Barbara Lawrence-Tolbert 3601435-5 857 or wwwnweaaOIglnweaal

J ULY 16-18 WEST YELLOWSTONE MONshyTANA - 13th annual Northwest Mountain

Region Family Fly- In Safety Conferen ce and Trade Show at the Holiday Inn Confershyence Center Sponsored by local EAA Chapters and the FAA Flight Standards Disshytrict Office Kit plan e exhibitors and seminars Contact Jim Cooney FAA FSDO 1-800457-991 7 wwwfaagovlfsdolhln

J UL Y 28-AUGUST 3 - OSHKOSH WI- 47th A llllllal EAA Air Veil til re Oshkosh 99 Wittl1llII Regional Airport COlltact Johll Bllrtoll EAA ROBox 3086 WI 54903-3086 or see the web site at IIwlIairvelltllreorg

SEPTEMBER 4 - STEAMBOAT SPRINGS CO - EAA Chapter 649 Vintage Fly- In

SEPTEMBER 10-12 -ATWATER CALIshyFORNIA - Goldell West EAA Fly- In at Castle Airport Contact wwwgwjly-inolg

SEPTEMBER 11-12 - MA RION OHIOshyMERFI Mid-Eastern Regional Fly-In Conshytact Lou Lindeman 9371849-9455

OCTOBER 7-IO - MESAARlZONA - Copshyperstate EAA Regional Fly-In at Williams Gateway Airport Con tact Bob Hasson 5201228-5480 or 5201298-3522

OCTOBER 8- 10 - EVER GR EEN A LshyABAMA - South eas t EAA Regional Fly-In Con tact Harold Bubba Hamitel 3341765-9109 or 3341743-39 16

OCTOB ER 8-10 WILMINGTON DELAWARE - East Coast Regional FlyshyIn COli tact Andy Alvarez 3021738-8883

OCTOBER 14-7 -A BILENE TEXAS shySouthwest EAA Regional Fly-in at Abilene Regional Airport Contact Stan Shannon 8301997-8802

STROBE LIGHT TRIVIA QUESTION

ANSWER (From page 9)

Harold E Doc Edgerton (1903-1990) a professor at MIT invented the gas discharge strobe light during work in the MIT labs during 1926 through 1931 Originally developed as a elecshytronic stroboscope the strobe light was quickly adapted for photographic uses including pishyoneering high speed slow motion photography His work with the strobe extended to aircraft but not for position identification shyduring WW-II he experimented with a large strobe light ring used to illuminate the ground for nighttime aerial photography

28 FEBRUARY 1999

see in flight than the conventional rotating beacon and position lights The responses were very positive and our company North Central decided to make them stanshydard on our entire fleet

The strobe lights created some interestshying thoughts among our passengers One evening early in winter we were cruising northward across Wisconsin in that first strobe equipped DC-3 Snow showers were present and while were were flying through one the cockpit door opened The stewardess came in and said that a passenshyger wanted to know if we were flying through static

Static Remember we were still in the early

days of television long before cable TV and a channel on every spot on the dial Static was seen every time you rotated the channel dial on your big RCA televishysion and sometimes there even snow or static when you had station tuned in

We could only smile for we knew just what the passenger was seeing Every time wingtip strobes would flash it froze the movement of the snow flakes for a split second and all the passenger could see out his window was a world filled with brilshyliant dashes

While planning to use the strobes North Central was starting a program to rep lace the DC-3s with Convairs Since the DC-3s were to be disposed of the strobes were engineered for only the soonshyto-be-acquired Convairs

Within a short while we had nearly forty Convairs each with a set of strobes on the wing tips The units consisted of three lights one flashing forward at 180 cycles per minute one flashing to the side at 80 cycles and a third pointed to the rear flashing at 40 cyc les Each li ght was shielded so that the flashes did not enter the cockpit In the late 1960s North Censhytral converted the strobe equipped Convairs to use Allison turboprop engines and they were designated the CV-580

For quite some time there was no doubt whose plane it was winging its way across the night sky If it had strobes it was

North Central Eventually other manushy

facturers and airl ines picked up the program so strobe lights were incorporated into each generation of modern aircraft The usage of strobes has spread to surshyface operat ions too Strobes can now be seen on police vehic les ambushylances school buses barricades and in many other places Instead ofonly having the bright white lightning flash color filshyters have been added for some of these purposes

When Douglas proshy

A North Central DC-3 on the ramp at land Olakes WI Flying the summer schedule it waits for its passengers and crew Our thanks to Patti Barry VP of Barry Aviation for supplying us with this photo A DC-3 just like this was used for the tests by North Central of strobe lights on aircraft

duced the DC-1 0 they installed strobes that were operated in a particular sequence A you watched one cruise across the sky the strobes winked flash - flash - pause - flash This made it very easy to idenshytify a plane as a DC-I O Now one seldom sees a DC-IO domestically but some of the other aircraft have adopted that parshyticular pattern

Flashing strobes can be seen all over the sky when you step outside at night They are tributes to a forward thinking pishylot who was a camera buff and to an airline that was willing to take a chance

If you happen to see an old Convair 580 parked at an airport Look closely beshycause if it has wingtip strobes it probably belonged to North Central

mSTORICAL NOTES -Bill Adkins went on to complete a cashy

reer as a Captain for Northwest retiring at age 60 Not happy with retirement he sl id back to the engineer position for twelve more years Now in his seventies he conshyducts demo nstratio n fl ights in the big simulators that are normally used to train the airlines pilots

-Fifty one years ago in February 1948 an airline called Wisconsin Central came into being They chose a blue mall ard duck with a circle around it as their logo The mallard was known for its hi ghl y adaptable pattern of short efficient flights as well as for its strength and endurance in long flights The circle symbolized the sun by day and the moon my night

Later to better the refl ect the airlines expanding area of operation the name was changed to North Central Airlines Since

the Mallard duck was chosen as Wisconshysin Centrals symbol North Central became the airline with the Blue Duck on the tail The duck who we called Hershyman was usually mis-referred to by the public as a blue goose so most everyone else called us the Blue goose Airline

Herman the blue duck even survived after North Central bought out Southern Airways and Hughes AirWest forming the newly merged Republic Airlines

However sometime later during the change to a new paint scheme for the Boeing 757 the duck was dropped from the tail and dispatched to the land of lost logos Now that Republic has merged into Northwest Herman North Centrals blue duck is unfortunately more ofa dead duck

So now neither Wisconsin Central North Centra l Republic nor the Blue Duck exists But there are those of us who wi ll always remember when there was a strong and forward thinking little airline named North Central and a blue duck named Herman who winged hi s way across the night sky sporting the very first aircraft strobe lights

Thanks North Central Thanks Helman

Heres a trivia question Ill bet many or you can answer

Who invented the strobe light

The answer is published on page 28

VINTAGE AIRPLANE 9

Our Mystery Airplane for February is fairly well known but surprisshyingly weve never feashytured it in the column Have at it and be sure to have your answer in to the Vintage Airplane office no later than February Mjrst~ PIJlil1J~ March 25 1999

November Mystery Plane Still ~ Mystery

10 FEBRUARY 1999

by HG Frautschy

Not surpri s ingly the November Mystery Plane remains just that a one-of-a-kind lightplane that is lost in the dusty fi le drawers of aviation hi story No one dared send in a reshysponse Theres a rotary engine installed and you can just see what appears to be an engine contro l in the ca bin as yo u look through the pyralin windows

There is a passing resemblance to the smaller Alco Sportplane feashytured in the 1930 Flying and Glider manual but only with extens ive

changes could it even be reshylated to the A lco Like many of its pre-CAA contemposhyrarie s it s most like ly a homebuilt project built up with war surplus parts and was not destined for production

Here s a note related to the September Mystery Plane picshyture from Don Toppen

Th e thing that rea lly caught my attention [in th e photo was the Gee Bee model Y In 1933 1 worked atthe Air Race as a gopher along with about five other Eagle Scouts in th e press box 1 wa tched Florence Klingensmith buy the farm flying the modified Y

She came around the home py lon and lost what appeared to be the major portion of the

I

fabric from the top ofthe right wing She straightened it out and flew level on an ESE direction toward Glenshyview She got it across Lake Avenue the E- W road south ofthe airport and across the Milwaukee Railroad tracks At that point she lost it it went from level flight to a straight nose-dive into the ground

This Air Race was in conjunction with the Chicago Worlds Fair of 1933 held at Curtiss Reynolds Field During WW II it became NAS Glenshyview I went by there before AirVenture 98 and they are pulling out all the runways now that the airshyport is closed

This airport holds fond memories for me as it was here I had my first airplane ride It was in a Ford TrishyMotor the fee being a penny a pound Whenever we could my friend Bill Crawford and I would play hooky and ride our bikes to Curtiss Reynolds Bill became a meteoroloshygist they taught him to fly and he para-dropped equipment along the Hump route The engineers built

Keystone K-78 Patrician

the airstrips he set up the WX stashytions and kept them going until the war ended

On these visits we would watch Gray Goose Airline Fords come and go Thats when I decided I was going to darn well be an airline pilot

While working at the Air Race I met such pilots as Major Ernst Udet I took his picture for one ofthe writers His specialty was a handkerchief pickup with the wingtip ofhis plane Another was Roscoe Turner A t a later date after Gene Tritt and I founded the United Pilots Speakers Panel I worked a convention with Roscoe down in French Lick Indiana

Well there were many more Ill never forget the squadrons

Race Program my employee badge and red identification card for the Race to the EAA Boeing Library know D enn is Parks has it stashed away not 50 feet from your desk

There are many more stories lurkshying in the back ofthe old noggin and it is fun reminiscing with others from the same era but as for a stand alone article there is not much ofgeneral interest

Enjoy your magazine H G Sincerely Don Toppen (EAA 109869 VAA 7836) Sun City West AZ

ofP-6s and P-12s the Army J Gee Bee

I

Air Force had on site The fellows flew them around the pylons too In those days everything was a race horse start Impressive

A number ofyears ago as we movedfrom Illinois to Wisconsin I gave the

VINTAGE MAGAZINE 11

ON THE COVER

Luscombes T -8F

Plenty of Class to Watch the World CoDy I

f you were a salesman who represhy

sented a company that made

aluminum and plastic polishes

then youd want to know Brice Newberry

(EAA 587092 V AA 29373) of Kingfisher OK Brice and his wife Vicki have a thing for the Luscombe line of airplanes and in particular he really loves the T-8 Luscombes utility airplane that came about during Luscombe s bid to proshycure a military contract

The T -8F features plenty of plexiglass to keep clean (33 sq ft i) and quite a few square feet of aluminum sheet to keep polished Maybe thats why one of his T-8Fs is bare metal with red trim and the other flying T -8F in his stable is painted in a military green

Brices work with the T-8F series began with a mention by one of his best buddies Randy

12 FEBRUARY 1999

Briscoe He indicated he was ready for a special airplane restoration project one that was differshyent He d owned a variety of airplanes in the past inc luding Cessnas Stearmans Citabrias and a Bellanca Viking but he wanted someshything special Brice knew what Randy needed -a Luscombe

Randy and his wife Jamie started to research Luscombes after he and Brice decided to look for a T-8F Compiling a list of all the owners letshyters were sent out inquiring if anyone was interested in selling their airplanes Some never came back and many came with notes that effecshytively said well never sell

Fortunately there were a few who said they d be interested in selling In March of 1997 Randy located N2202B in Death Valley CA Brice flew commercially to Reno NV and was met by the T-8Fs owner John Mulvey With an annual good until the following October Brice flew it home to Oklahoma where he and Randy enjoyed

By HG Frautschy

~he unusual lines of the Luscombe T-SF came about when Luscombe was vying for a military liaison plane contract They didnt win but the airplane was certified by the CAA and has developed quite a following for the 30 remaining out of lOS built

it for the summer When annual inspecshytion time came up they decided to install an electrical system in the airplane Well one thing led to another and you all know what that can lead to

The Luscombe T -SF started out purely as the speculative answer to an Air Force question Looking for a new light liaison airplane for the Army to use in the post-war era the Air Force (who was doing the evaluation for the Army) made it clear they wanted an off-theshyshelf airplane that would meet their specifications In order to keep the cost to the military down the airplanes had to be CAA Type Certificated For Lusshycombe the basic 8F airframe contributed about 90 percent of the the parts for the new model but there was one important

difference in the specification that reshyquired Luscombes engineers to spend some drafting table time The Air Force wanted an airplane with tandem seating and Luscombe didnt make any airplanes with that seating arrangement In order to make that work when they moved the passenger aft they got an added bonus The plastic bubble added to the top half of the aft cockpit gave the observer in the back spectacular views Now it did nothing for the airplanes lines and in fact the revised fuselage shape required the addition of a dorsal fin to the vertishycal tail to give some added stability But the added side windows in the doors and to the left and right of the aft seat gave the T -SF superb visibility The late Max Karant wrote about the view out

the T-SF Maneuverability in the air is quite

satisfactory and somewhat startling if you happen to look around through the various windows A steep turn for inshystance looks a lot more dramatic in the airplane you can look back and see the world cocked at an angle and nearly all ofthe Observers tail unit is visible And even in level flight its somewhat startling to look down the whole ofboth sides ofthe airplane are window enabling pilot and passenger to see clear under the plane (From Flying September 1945)

For ventilation the upper door winshydows open as do the aft side windows With all that overhead clear plexishyglasss on a warm summer day you might need all the windows open and dont forget the sunscreen and a hat

The first of the military Luscombes was the T -8E which was powered per the Air Force spec by the Continental C-S5 engine After tests at Fort Bragg SC during which the Luscombe Tayshylorcraft and Aeronca airplanes were tested and found satisfactory the conshytract was awarded based on the bid price Aeronca won with a bid of $1649 per airplane for the 439 7BCs it was to deliver

After being shipped home to Dallas Luscombe continued work to have the T -SE certificated It was hoped the milshyitary would be interested in the airplane during a later off-the-shelf buy As

The T-SF cockpit differs from its cousin the SF The throttle is located on the left side of the cockpit at the forward edge of the door and the stick is now in the center of the floor The aft passenger does have a set of rudder pedals and a stick The red handle on the upper left The aft seat can be a great place to get a of the photo is the flap handle tan - dont forget the sunscreen and a hat

14 FEBRUARY 1999

the program progressed it was decided to equip the airplane with the C-90 Continental a decision made easier with the concurrent certification of the Luscombe 8F In fact the T-8F and 8F were certified on the same day by the CAA and T-8Fs were soon being deshylivered to customers The first model available the Observer was issued with two levels ofequipment The Speshycial and Deluxe The Special lacked the electrical system landing lights and starter the Deluxe was given Plans were also being made to put the T-8F in another market - crop dusting

The T-8F duster was dubbed the Crop Master Installed in the wings were a pair of 30 gallon spray tanks and mounted on the struts and fuselage was a spray rig built by the Indepenshydent Cropdusters company of Campell CA By midwinter of 1948-49 the deshysign was ready and approved in the Standard and Restricted categories by the CAA in February Also included in the Crop Master T -8F was the new Luscombe wing flap design which had just been given production approval by theCAA

1949 was not going to be a great year for the Luscombe company and the production life of the T -8F sprayer was short lived - from March until June of that year Only 35 of the Crop Masshyter sprayers were built and delivered before Luscombe Aircraft Co was forced into bankruptcy

The T -8F about to be annualed by Brice and Randy was originally built in

Brice Newberry and his friend Randy Brisco have to squint just a bit because of their polish job on the T-SF

the second batch of airplanes comshypleted April 30 1949 In May CL Butler and Sons of Pine Bluff WY bought the Crop Master for use on their ranch and continued to own and fly it until 1991 when it was sold to Mr Mulvey Their only changes to the airshyplane were the installation of a Lycoming 0-320 of 150 hp and the mounting of a pair of 850x6 tires to handle their ranch strip

When October arrived and the anshynual was due the work was begun Vicki Newberry describes the next part ofNC2202Bs history

We ordered the parts we needed to install the electrical system and this is where things sort of got carried away

33 square feet of plexiglass surround the pilot and observer in the T-SF Both the upper side windows on the doors and the windows just below the aft bubble can be opened in flight

We decided to remove the wings to do the inspection for inner granular corshyrosion and we djust take the spray tanks out then We were very pleased at the condition the wings were in and decided to incorporate the wing tanks and the spray tanks to give us a bit more fuel range We thought now would be the time to install landing lights and why not just go ahead and install strobes too We installed the starter prop extension alternator and to maintain the original Luscombe cowling look we lengthened the rear of the cowl (upper and lower) approxshyimately six inches

Brice fabricated the new cowling doors to allow clearance for the spark plugs and valve covers this is the only skin that is not original from the facshytory He also installed a new prop spinner he fabricated the battery box baggage compartment and installed them The tail was removed and the horizonta l stabilizer fitting was reshyplaced with part 1000 furnished by the DLHF new ball bearing pulleys and new cables were installed The paint was stripped Control sticks rudder pedals and door latches and throttle quadrant were sent offand chromed The instrument panel was removed cleaned and repainted two tone silverred with a tiny black pinshystripe and has wood grain accents New instruments were installed but he maintained the original panel look The exterior was painted with Air Techs Firestorm Red and pinstriped with 116 black pinstripe thefactory installed original skins were polished

VINTAGE AIRPLANE 15

space anything we needed) Like the potato chip commercial

where nobody can eat just one the Newberrys now have five T-8Fs located at their private airstrip White Airport Two are currently flying (NC2123B and 2202B) and the others are undergoing restoration one of them (N 1589B) by Willy Luber manager of the Kingfisher airport N220 I B is being restored for Randy Briscoe Brice s friend and Kingshyfisher businessman The engine will be a Lycoming 0290-02 (135 hp) a full compliment ofVFR instruments and a red and silver color scheme Randy and Brice s eyes just sparkled when they were talking about the new restoration and you could tell it will be something special We look forward to seeing it The other project is N 1583B All of the airplanes have the horizontal tail fitting replaced with the new PMAd fitting

Heres the entire brood all five of the T-8Fs now at Brices airstrip White airport manufactured by the Don Luscombe Each will have the latest mods available for the Luscombe including the DLAHF Aviation History Foundation (DLAHF) PMAd horizontal tail fitting and the BAS tail pull handle mounted on the aft fuseshy They also have the BAS tail pull handle lage The second aircraft on the right in the dark green color scheme was restored in installed used to move the airplanerecent years by the Don Luscombe Aviation History Foundation long after it had been damaged back in 1961 around on the ground instead of pushing

and pulling on the tail surfaces Brice is plenty busy in his life as a

until they looked like new the Classic Division Award at the EAA cropduster and he also enjoys ropin The interior was painted with Air Fly-in in Eldorado Kansas (By the and making horse saddles but Vicki

Tech s Nevada Silver and we decided to way they are a great group ofpeople says the top of his recreation list has the try to design some type ofinterior we th ey helped us get a motel room and heading Luscombe With the way chose salt and p epper red and black were friendly and extra eager to help N2202B looks what will he and Randy carpet and th e side pan el are red with transportation finding hangar have for us to see in the future ~ tuckroll inserts with silver New glass was installed This particular example is powered by a Lycoming 0-320 of 150 hp The high country stance of this T-8 F is We received a one time field emphasized by the 850x6 tires

approval from the FAA This annual took in

excess of 1300 hours of Brices time he worked in excess of12 hour days and many seven days a week Willy Luber of Okarche Oklahoma sp ent many long hours working side by side Brice Very few visitors at the hangar esshycaped without holding a screwdriv er or wrench For quite some time I was co nvinced this wasnt a proj ect it was turning out to be a career

We were honored to have received the Classic Division Award and the Grand Champion Award at th e Antique Airplan e Fly-in at Pauls Valley Okshylah oma and we received

16 JANUARY 1999

Buck Hilberts 1938 Fleet Model lOF on Pontoons

Unusual airplanes deshymand unusual people E E Buck Hilbert (EAA 21 AI C 5) of Union IL is one of

those people - and his Fleet Model 10F is one of those airplanes Not only is it a rare model but most unusual is the fact that it was never certificated in the United States prior to Bucks ownership Therein lies a problem that was tough to sunnount as we shall see

The original Fleet Model I was designed and sold in 1929 with a Warner 110 engine and many early pilots received their initial training in them This model begat the

Model 2 the Model 7 the Model 8 and the Model 9 which were powshyered with Kinner engines of 100 to 125 hp By the time the mid thirties came along Fleet Aircraft was busy selling airplanes to foreign counshytries especially those in Central and South America

Buck s Fleet Model 10F was built in June of 1938 and in June 1939 it was shipped from Canada to Nicaragua as a fighter complete with aux fuel tanks bomb racks and a 30 caliber machine gun that fired through the propeller The serial number on the airplane is 263 which many experts suspect was the protoshytype Model 10 to be exported as the

export numbers run from 263 to 411 all exported as military aircraft

The F leet served in the Nicaraguan military from 1939 until 1955 when it was surplused to the civilian market and eventually was collected as a basket case by Danny Martinez (EAA 72116) of San Antonio TX Danny is a longshytime EAAer and has an avid interest in antique airplanes including Fleet biplanes He labored away on the Fleet Modell 0 for nearly 16 years doing a tremendous amount of work on the airframe and overhauling the original Warner 145 engine When the time came to install the ailerons on the wings the eight-foot-Iong

By Norm Petersen

hinge pins would not go in It was maddening to say the least

Enter one Buck Hilbert The time was 1989 and Danny was at his wits end Buck figured there must be a way to mount the ailerons so he bought the Fleet and hauled it to his home in Illishynois The fun began

With no previous certification the entire Fleet biplane had to be closely inspected for conformity to Standard Certification Using hard-to-get drawshyings it was possible for the FAA inspectors to put their stamp of apshyproval on everything up to the fuewall However there was no record of a Fleet Modell 0 ever using a Warner 145 engine and the inspectors were stopped cold It would take another three years before Buck Hilbert was able to have a heart-to-heart talk with Admiral Busey the FAA Administrashytor at the time Once the word came down things started to move forward and the airplane was certified in the Standard Category as a Hilbert Fleet ModeIIOF

18 FEBRUARY 1999

Early in the morning Buck Hilbert (closest to the camera) readies the Fleet for the EAA televishysion crew to take some video footage of the seaplane Standing on the wing is Scott Guyette and walking by the tail is Robb McAllister both of the EAA video crew

The old gray iron streamlined flyshying wires were replaced by a complete set of stainless wires from Nick d Ashypuzzo who commented that the measurements were identical to a set of Fleet 16 wires Sadly this would be the last set of wires that Nick sold

before his passing The airplane was flown on wheels

for about 16 hours when the engine beshygan showing signs of ill health Buck and Charlie Smith overhauled the Warner and found two pistons that were bad and some of the valve train

needed help before it once again ran well By now the concept of a genshyuine biplane on floats was starting to haunt Buck so he began looking The idea just wouldn t go away One day in Trade-A-Plane he spotted a set of Edo 1835 floats for sale complete with Fleet rigging The owner turned out to be Sandy Brown the present newsletter editor of the International Fleet Club based in Marlborough CT

Once the set of floats built in May 1930 were purchased they were hauled to Brian Van Wagnen s place in Michigan The Fleet was flown from Illinois to Michigan for the installation Every part of the float installation fit very well and the only additions needed were a couple of sets of float wires to complete the truss work between the floats and the airplane

A metal HamiltonStandard ground adjustable propeller was installed for float work as wooden props are seshyverely eaten away by water spray With a setting that allows the big 500 cubic inch Warner to crank up to 2100

(Top) Buck Hilbert departs the seaplane base to make the Seaplane Fly-By at Wittman Field His was one of nearly forty seaplanes that took part (Middle) With this author in the front cockpit Buck taxies the Fleet at idle speed as he lines up for the takeoff run The Fleet is very stable in the water and the Edo 1835 floats do an excellent job The 145 Warner accelerates with complete authority on the takeoff run and climbs out with gusto (Below) Pictured from the rear quarter we get a good look at the float installation with its myriad of wires The dual water rudders are in the up position being raised by pulling a handle in the rear cockpit You can plainly see the noticeable dihedral in the lower wings of the Fleet a trademark of the biplane

VINTAGE AIRPLANE 19

RPM the big metal propeller really gets with the program on takeoff The Fleet gets off the water very nicely and climbs out smartly Normal cruise is 75 to 80 mph on floats which is about 5 mph slower than wheels

The Fleet was flown to the Otsego Lake Seaplane Fly-In in Michigan in early June where it drew rave notices among the crowd From there it was flown up to Sault Ste Marie Ontario Canada for the Canadian Bushplane Heritage gathering Again the pretty blue and yellow Fleet was the hit of the show

After resting in Canada for a few weeks the Fleet was flown to Oshkosh for the big seaplane fly-in where our photographers caught up with the unique floatplane

Believe me when I say the many thousands of Vet tel Blust Seaplane Base visitors during AirVenture 98 reshyally enjoyed watching the Fleet come and go as it chugged by with the Warner at idle doing a slow taxi or at full bore on a takeoff run across the outer bay The exciting part was when Buck would cut the power for landing and the Fleet would come down like a proverbial stone - its glide ratio with all the drag of a biplane and float rigshyging is hard to imagine - and the Fleet would s lide onto the water right in

20 FEBRUARY 1999

front of the crowd During the Convention Buck estishy

mates nearly 100 rides were given (this author was one of the lucky ones) in some 25 hours of float flying The sixty-year-old Fleet never missed a beat and the folks were extremely happy with the performance Even Sue Sanders of the Seaplane Pilots Associashytion (SPA) enjoyed her ride so much that she wrote an article in the SPA magazine about her beautiful ride in Buck Hilberts Waco on floats (Cant win em all)

Since the summer has passed the

floats have been removed form the Fleet and Buck has been busy doing a few updates and improvements He reshycently installed a brand new exhaust system made of highly polished type 321 stainless steel that is a remarkable piece of work In addition he is presently busy building a set of new windshie ld s for the pretty biplane One thing about Buck Hilbert he never quits he just keeps making things betshyter Special congratulations to Buck amp Dorothy Hilbert for making our seashyplane fly-in so much more interesting Yah done good

A happy twosome the author and Buck return to the VetteBlust Seaplane Base after a dandy ride in the Fleet on floats Check out the thick airfoil (Clark Y) on the wings

o o e v e w

Whats in a name Would it have held up to the test of time if the

headlines of May 221927 had read CHARLES MANSON LANDS IN

PARIS That was the family name until Ola Mannson arrived in

Minnesota in 1859 with Charles A Lindberghs father then an infant

Comments on A Scott Bergs LINDBERGH

O la a former member of the Swedish parliashyment had become entangled in scandal He was accused of embezzlement and was supporting a mistress on the side who bore

him a son later to be Congressman C A Lindbergh Sr Mannson or Manson as CAL Jr spe lled it had been stripped of his civil rights and might well have landed in jail had he not fled Sweden He made changing the fami ly name the first order of business upon settling in the New World The Lindberg surshyname was rare in Sweden but spelled with an h it was all but unknown

Scott Berg spent nine years writing LINDshyBERGH the latest biography of one ofthis centurys most controversial figures It is also the only authoshyrized biography Berg had the blessing of the Lindbergh family who unsealed all the archives apshyparently with no strings attached This is a compelling volume for anyone who has a serious interest in the subject Alas Berg is not an airplane man and much of what one might wish for is e ither ignored or glossed over

Berg traces Lindberghs early impressions of aviashytion back to the day in Little Falls Minnesota while playing alone upstairs he heard the spluttering of an engine overhead It was an exhibition biplane his

mother explained a very dangerous affair In the conshytext of Bergs account this happened circa 1907 but there was no flying in the area until September 191 1 when Tom Mc Goey performed under contract to the loca l farmers co-op in a homebuilt Curtiss type pusher Lindbergh was then nine

In June 19 12 whi le domiciled in Washington DC where the elder Lindbergh was serving a term in Congress CAL had an opportunity to see the Armys fledgling air fo rce in action at Fort Myer Virginia The outing had been arranged for by his parents CALs recollection of the occasion was highlighted by a race between one of the aviators and an automobile

On the whole Berg seems to have a good grasp of the facts though there are some errors- a few of which may be typographical He refers to Juan Trippe as the founder of Eastern Airlines and proshymotes Maj A B Lambert a Spirit of St Louis backer and founder of Lambert-St Louis Airport to General He a lso refers to Marvin Northrup proprietor of a Minneapol is aeronautical supply house as a manufacturer perhaps confusing him with Jack Northrop Berg also describes the trishymotored Ju 52 as the standard bombardment plane in Hitler s new Luftwaffe

By John Underwood EAA 1989

VINTAGE AIRPLANE 21

Charles Lindbergh seldom posed for testimonials This was an exception

All of this does not really weigh too heavily against Bergs prose and purshypose- namely to reveal the Lindbergh the American public has long sought to understand He has undoubtedly come as close to the definitive treatment as anyone ever will which includes the Lindberghs themselves CALs grandshychildren will probably find this book as absorbing as this reviewer all 600-odd pages of it for the Lone Eagle was as much a mystery to his own children as he was to a public that both idolized and reviled him

The Lindbergh babys kidnapping is of course recounted in detail The facts are both moving and appalling One can readily understand CALs loathing for the press The trial itself was a meshydia circus but no more so than the O J affair of more recent memory Hauptshymann had to be guilty although not necessarily of murder Anyone who subscribes to the crackpot theories that have been advanced in the interim should read and weep over what hapshypened to the Lindberghs Reeve Lindberghs insightful UNDER A

22 FEBRUARY 1999

WING is also highly recommended Members of the Jewish faith have

long held that Lindbergh was an antishySemite Berg who is Jewish himself explores the reasons for this and conshycludes that he was not Lindbergh in his America First speeches struck out at Jewish influence which he pershyceived to be among the elements committed to engaging the U S in a war with Germany Such a war he beshylieved would result in the destruction of westem civilization

The fact is that Lindbergh was a pashytriotic American and would-be peacemaker albeit somewhat naive in his conceptions Although he felt comshypelled to leave the U S for a period of time for his family s sake he never at any point considered for a moment givshying up his citizenship Indeed he became a key element in keeping the War Department abreast of what was happening in European aviation Moreshyover he was eager to serve Berg points out that CAL applied for reappointment as an Air Corps reserve officer while in self-imposed exile By then he had alshy

ready been labeled a Nazi by such synshydicated smut-peddlers as Walter Winchell

Its interesting to note that the Amershyican Air Attache in Berlin wanted Lindbergh to meet with Hitler That meeting never came about although he did meet twice with Goering and once with Rudolf Hess Hitlers deputy Hess an enthusiastic airman since 1918 was a great admirer of Lindbergh He too had dreamed of undertaking a longshydistance flight As it transpired Hess did complete a long and perilous flight when he surreptitiously piloted a Messerschmitt 110 to Scotland in May of 1941 hoping to make peace with England

The Lindberghs were fascinated by what was happening in Germany as was everyone else at the time and they nearly spent the winter of 1938 in Berlin This was in part at the behest of Ambassador Wilson and the Air Atshytache Truman Smith who hoped it would avail CAL of further opportunishyties to study German aviation Indeed Lindbergh got to see things that no forshy

eigner had seen such as the Ju 88 He also got to fly a number of new aircraft such as the Me 109 and Fieseler Storch

Berg in recounting Lindshyberghs association with Messerschmitt declares that the latter never recovered emotionally or financially from WW- TI This implies a degree of impoverishment which is misleading to say the least Messerschmitt was not long in getting back to manufacturing aircraft first in Spain and later in Gershymany Messerschmitt amp Co helped build the F -104 for the new Luftwaffe and the designer lived to provide Airshybus recommendations

Berg only devotes a few pages to CALs test-flying which is worth a book in it- Tom Mc Goey in his homemade Curtiss type pusher He over flew the Lindbergh home in Little Falls in self With Chance Vought 1911 finished the season and quit the flying game

for example he had much to do with service testing the F4U Corsair He made several demonshy Corsair which had the new bubble Lindbergh at the relatively old age stration tours as well familiarizing the canopy instead of the jailhouse hatch of 42 would be called upon to demonshyNavy and Marines with new developshy Lindbergh was glad to oblige The 22- strate his skills as a fighter pilot albeit ments Berg makes no mention of a year-old lieutenant was John Glenn an unofficially and unavoidably He was shavetaillieutenant at El Centro who icon in the making They were both detailed as a civilian to the South Pashybrashly asked CAL if he could try his destined for combat in the Pacific cific as a tech rep and observer first

CAL and AML on arrival at Prague 2 September 1938 The worried look no doubt reflects their feelings toward the mob approaching A moment later he gunned the engine and taxied to the far side while police contained the crowd

VINTAGE AIRPLANE 23

with USMA Corsair units later with the AAF in P-38s His mission was to observe from the periphery mostly avoidi ng actual combat with enemy aircraft which by them were seldom seen Altogether he flew 50 missions logging nearly 200 hours time in four and a half months

Berg gets carried away in implying that CAL was prepared to meet his maker and commended hi s sou l to God when a Zero jumped him on 1 August 1944 That quotation could hardly have been Lindberghs It was a momentary encounter and stressfu l to be sure but the Zero broke off the atshytack before the pilot could bring effective fire to bear on CALs P-38

Only once did CAL himself fire on an enemy aircraft That engagement lasted but a few seconds and involved a single head-on pass between his P-38 and a Mitsubishi Ki-51 attack aircraft code named Sonia The Japanese pishylot outgunned and outnumbered had

who rolled over and dived into the sea Berg claims Lindbergh prayed for the pilots soul for many years thereafter

President Roosevelt who never forshygave CAL for challenging the wisdom of his sending the Army out to fly the mail and for his antiwar activism in 1941 barred him from military service The ban was enforced even after FDRs death Berg credits Gen Bob (GOD IS MY COPILOT) Scott with Lindberghs reinstement as an Air Force officer Scott then a colonel running the Air Forces Office of Information Services told his boss Harold Talbott that makshying CAL a general would be a shrewd move President Eisenhower apparently concurred Lindbergh was placed on the active reserve list as a brigadier general in April 1954

Lindbergh felt that the U S was on a collision course with the Soviet Union says Berg He got involved with bolstering the defense posture most notably as a SAC advisor and beshy

pearances disconcerting CAL with his many eccentricities was a strict discishyplinarian and his frequent absences were both painful on the one hand and welcome respites on the other

Reeve Lindbergh who inherited her parents artistic talent reveals in UNshyDER A WING what it was like to be offspring of the Lone Eagle With the exception of Jon who earned his Private Pilots License before taking up a career as a deep-sea diver none of them really took to flying That was fine with Lindbergh who never lost his love of the art For him all that matshytered was doing something challenging and worthwhile and doing it well - 101m Underwood

Editors Note I cant help but add my two cents worth to Johns comments First off ifyoure contemplating reading this book you should know that it is not an aviation book in the sense that many ofus might have expected Berg is not an aviator and it shows in his writ-

The fact is that Lindbergh was a patriotic American and would-be peacemaker albeit somewhat narve in his conceptions Although he felt compelled to leave the U S for a period of time for his familys sake he never at any point considered for a moment giving up his citizenship Indeed he became a key element in keeping the War Deshypartment abreast of what was happening in European aviation

made monkeys out of the attacking Americans but he was smoking from a hit and survival depended on shaking off several P-38s In a bid to escape he banked sharply in CALs direction and held a collision course

The Japanese were now facing an opshyponent on more equal terms They were closing at something like 600 mph oneshyon-one firing at targets that grew larger with each passing second There was still a chance the Japanese might score a vicshytory and indeed elude the P-38s by then short of ammunition and low on fuel He was over his home base and there was heavy ground fire from anti-aircraft inshystallations

Lindbergh could easily have joined the ranks ofKIAs but his gunnery exshypertise and instinct for survival prevailed The Japanese perhaps wounded undershot his target and Lindshybergh cleared the Sonia avoiding a collision by a scant ten feet or less It was all over for the Emperors airman

24 FEBRUARY 1999

gan flying the latest jets He also designed and built his own bomb shelshyter and directed his family to head for the Maine woods in the event of a nushyclear attack

It was widely supposed that the Lindshyberghs were well matched in their marriage Not so according to Berg Anne Morrow Lindbergh who loved her husshyband deeply found her domestic situation intolerable by the late 1950s CAL had beshycome a compulsive wanderer of the world At home one day gone the next to whoshyknows-where Oft times it was on gratuitous Air Force business such as helpshying select a site for the Air Force academy In later years these sojoums had more to do with ecological considerations Lindbergh the humanitarian was constantly on a crushysade of one sort or another For Anne Morrow Lindbergh these protracted abshysences proved devastating

The five surviving Lindbergh chilshydren too found their fathers jack-in-the-box appearances and disapshy

ing Thats not necessarily a negative since his perspective on Lindbergh is not tainted by the myths that have built around the Lindbergh story among aviashytion history buffs But it does mean that aviation is not the main focus of this book It is a biography ofLindbergh the man not just his aviator persona It paints a somewhat dark portrait about a man who was at times unwielding in his opinshyions sometimes at the expense ofhis personal relationships But thats only onefacet ofwhat was and still continues to be one ofthe great enigmatic personalshyities ofthe 20th century Theres far more to his personality make up than that and Berg s nine years ofwork detail it well You may not like everything you read about Lindbergh but for that you can t fault the messenger For most ofus there still remains to be written the definitive aeronautical history of Charles lindshybergh including a review ofhis logbooks We have more to look forward toshyHG Frautschy

PASS IT TO BUCK by EE Buck Hilbert

EAA 21 VAA 5 PO Box 424 Union IL 60180

Odds and ends and a new way to hone cylinders

CHAPTER NEWSLETTERS Builders tips often turn up inforshy

mation that is applicable to all of our airplanes not just homebuilders The Technical Counselor staff in my book comes off as one of the best sources for practical maintenance Their exposure to a myriad of probshylems and their solutions provides experience that benefits all of us Every chapter newsletter Im privishyleged to receive contains useful information Chapters maintain lishybraries tool inventories listings for part sources and best of all camashyraderie Where else can you talk airp lanes but with the guys and girls who want the same things you do The Been there done that passed on to your buddy gives both of you a boost You get to expound a little he gets the benefit of your experience and in the long run we all gain

Gary Hunter Pushy Galores enshygineer is possibly one of the best efficiency experts I have ever met Sure hes a homebuilder but he comes up with solutions to common problems that are simple and practical almost as a matter of course I call him an engishyneer and thats what he is He typifies the airplane mechanic of old Able to fix anything He can be a jeweler he can be a blacksmith Ill bet he could even shoe horses He flies his VariEze too so he appreciates the pilot point of

Gary Hunter (llpushy

Galore engineer) is

possibly one of the

best efficiency experts

I have ever met he

comes up with

solutions to common

problems he typifies

the airplane

mechanic of old

view as well But I m getting away from why I

started to write this Gary had conshytributed a short blurb to the January Quad Cities Chapter 75 Newsletter His subject was spinner wobble and its easy cure

All of us have seen a beautiful airshyplane and at one time or another watched in awe as the spinner wobbled all over the place when the engine

started Weve all read or seen or even experienced spinner cracks and sometimes even shed one in flight

Gary says truing the spinner is a simple and easy thing to do Balancshying isn t the issue that comes later

Basically you start by making sure your bulkheads are true They are the basis you hang the spinner on and theyd better be true to start with That assured you get on with it

Youre going to be rotating the prop whi le youre doing this so pull the spark plugs to make rotation easier

Position the airplane so it cant inshyadvertently move and position a stable reference just under the tip of the spinner (a stepladder chair tool box anything that will remain stable)

Rotate the prop and watch the spinshyner tip It will be obvious which way its out of whack Simply loosen the screws around the spinner bulkheads and adjust accordingly Elongate any holes that require it Keep working

until you get it nice and true Once you have established that it is true retighten all the sc rews the way you normally do

Now comes the simple part (If you had only thought ofthis back when our Ryan STA was ALWAYS cracking and shedding spinners) Using a small diameter drill (I16th) drill three alignshyment holes around the periphery of the spinner into the rear bulkhead One

VINTAGE AIRPLANE 25

alignment hole will suffice in the front bulkhead Now whenever you reinshysta ll the spinner insert pins into these alignment holes before tightening the sc rews Your spinner will be autoshymaticallytrued

Garys last comment Whenever you remove the props pinner mark eve rything so it a ll goes back toshyge ther in th e sa me relation s hip to each other

See what T mean about thi s guy Hes kept Bruce Bohannon and Pushy Galore in the record books for years Next time you visit the Air Adventure Museum up in Oshkosh take a look at Pushy and give credit where credit is due

Dear Buck Here is a story that yo ur rea de rs

might find interesting However I will not mention any names for obvious reasons and I would like as well to reshyma in anonymous as if my name appears anybody who knows me could identify the operator involved

INVENTOR DEVELOPS NEW WAY TO HONE CYLINDERS

(without removing them from the engine) A friend of mine operates a fine

antique aeroplane with a Continental W-670 He is very meticulous about the maintena nce changes oil every 25 hours or less and cleans the plugs at that time He spends most of his spare time polishing and waxing and touching up the finish when needed He never allows a fingerprint to reshymain on the big shiny HSGA prop overnight Now this is not a museum piece or s ho w plane it is a workshyhorse flying a lmo st da il y on sightseeing rides and photo work

The engin e is approaching 1000 hours since overhaul and some of the paint on th e cy linder heads had burned or worn off so he decided to bead blast a few corroded spots and prime and paint them When he finshyished he had the engine looking better than new with a ll black cy lind ers silver rocker box covers and exhaust elbows And the stain less heat muff was so shiny you cou ld look in it to see if you needed a shave

But when he started it up it didnt seem to be running quite right so he shut it down and the prop stopped abruptly without bouncing back and forth between compression strokes as

26 FEBRUARY 1999

an engine does when the rings are properly sealed He got out and turned the prop by hand it was dragshyging Upon removing the spark plugs he found evidence of glass beads on th e inside s of th em Some of th e g la ss beads had gotten into th e air maze filter and had been sucked into the engine

So it is now due for a major overshyhaul I told him to look at the bright side New rings can be fitted without having to deglaze the cylinders The inventor of thi s system does not wish to be given credit for it

Bes t regard s and have a happy holiday

Your anonymous friend Ouch Over To You whoever you are

ff Blaquock

Dear Buck In the December VTNTAGE AIRshy

PLANE there was a comment on R stick L throttle vs L stick R throttle and you suggested input Here is my two quarts worth

Having flown since 1946 and being a flying buddy of S keeter Carlson since 1965 Ive been exposed to quite a variety of flying mashychinery In my first logbook totaling some 220 hours I had flown 46 different airshyplanes and 23 different kinds Over the years I have flown Aeronca Champ Chief Sedan Piper J-3 J-4 J-5 and most of the PAs Ryan CshyI PT-22 Navion Luscombe Fairchild 24 PT-19 PT-23 PT -26 Taylorcraft BC-12 Lshy2 Cessna 120 140 170 A W plus all the ones with the trainshyin g wheel up front I even fl ew the tes t flights on a Pietenpol Aircamper with two throttles one on each side no less I still own and fly my Duncan Sport (2POLB) that I bou ght from Bill and Loshyraine Duncan in 1971 I owned and flew o ur 15AC Sedan and (38 Dart G al ternate ly for several years I ve gotten out of a Stinson Tri -m otor a nd into a Fokker Trip lane the same

day and I feel that it makes very little difference as long as Im in the left seat that is until I got into Skeeter s Thomas Morse Scout with the LeRshyhone rotary then I don t care who you are or where you sit youre still one hand short

Anyw ay we were all Johnny come late ly when we first started and all I can say is never tum down an opportunity to fl y something differshyent Try it youll like it I remember getting to fly an 1124 Westwind from Burbank California to Santa Barbara for lunch J was half finished with m y sandwich before I finally caught up with the airplane So much for that Over to you

Gene Soper EAA 27385 AC 360 Thanks for the note Gene How

about the rest ofyou Hey Dorothy and I will be trave lshy

ing all over the southwest this month so if you dont get a reply back from a phone message or note youll know were still out having fun Talk to you when we get back

Over to you

Want to keep your spinner running true Read what Gary Hunter does (Kent and Sandy Blankenburgs Spartan Executive)

Wayne Milburn

Toowoomba QLD Australia

Patrick P Cloudier

Pincourt PQ Canada

Grumier Willy Chatillon France

Nowell W Izard

Masterton New Zealand

Charles A Birdsall Apo AE

Klaus E Marx Juneau AK

Richard Binderim Enterprise AL

Larry K Tillery Trussville AL

Gary Moseley Chandler AZ

T W Aronson Rosamond CA

Raymond J Barak

Huntington Beach CA

Keith Charles Carnahan

Costa Mesa CA

Tom Lambrick Morgan Hill CA

Douglas L Maxwell Riverside CA

Dr R Richmond San Francisco CA

Anthony R Rivera Nevada City CA

Charles Spurrell

Palos Verdes Estates CA

Howard Thompson Fort Bragg CA

Thomas R Weeks San Diego CA

Raymie Raymie Littleton CO

James T Broady Weirsdale FL

Allen E Kaluzniak

Jacksonville Beach FL

Joshua Knerr Sanford FL

E P RosenthaI Miami FL

C Mitchell Smith Lakeland FL

Gary L Johnson Bainbridge GA

John Stiles Stockbridge GA

Keith Beem Ipan GU

Eugene Honigford

Machesney Park IL

Mike Linden Rockford IL

Barry L Schroeder B1oomington IN

Harry Bartel EI Dorado KS

Bobbie Bradford Topeka KS

Jamie Smith Shawnee KS

Nathan T Rider Groton MA

Alexander J Van Wert

Marlboro MA

Rod Teel Silver Spring MD

James C Walker Baltimore MD

David Stainton

Cranberry Island ME

Alexander M Allan Sr Au Gres MI

Michael J Damone

w Bloomfield MI

Trent H Steinbach

International Falls MN

Jack Dilliard Washington MO

Douglas D Derscheid ONeil NE

George F Johnson Wolfeboro NH

Angelo A Carnevale Hopewell NJ

Bill K Laskar Albuquerque NM

Jim Catalano Cornwall NY

Joseph DiStefano Fort Plain NY

Hugh Weidinger Great Neck NY

Benjamin Gleason Vermilion OH

Gail R Bailey Tulsa OK

Reymold Watt West Lynn OR

Marc S Ludtke Franklin PA

Alan L Moyer Perkasie PA

Elford S Wyatt West Union SC

Derek Amos Harker Heights TX

Charles M Baynard Dallas TX

Thomas E Eanes Granbury TX

Michael Halle Humble TX

Robert Heath Austin TX

W W Hill Houston TX

Justin Layton Houston TX

Eldon W Moore Texas City TX

Nick Berg Lehi UT

Richard Cole Fairfax VA

Peter Hays Arlington VA

Joseph Schoofs Leesburg VA

John A Cahoon Hudson WI

Dennis J Dalka Rhinelander WI

Keegan Ray Janesville WI

Gary B Green Beaver WV

VINTAGE AIRPLANE 27

JMNEWMAN

rshy

Fly-In Calendar The following list ofcoming events isfurnished to our readers as a mailer ofinformation only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the information to EAA All Golda Cox Po Box 3086 Oshkosh WI 54903-3086 Information should be receivedfour months prior to the event date

FEBRUARY 13-14 - MINNEAPOLIS MN shyMinnesota Sport Aviation Conference Minshyneapolis Convention Center Info Way ne Petersen 1-8001657-3922 or web site at wwwflightexpocom

FEBRUA RY 20 - HUN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

FEBRUARY 24-25 - ROMEOVILLE ILLIshyN OIS 25th annual Aviation MaintenanceExhibit Seminar at Lewis Unishyversity Contact Don Cramer 217785shy5798 or Mike Streit 8151836-5431

FEBRUARY 25-27 - BUTTE MT - Montana Aviation Conference Ramada Copper King Inn Workshops seminars nationally recogshynized speakers trade show Info MT Aeronautics Div Box 5 178 lie lna MT 50694 4061444-2506

FEBRUARY 27 - SPR INGFIELD ILLIshyN OIS - lliinois State Safety Seminar at lliinois State Fairgrounds Springfield fllishyl1Ois Contact Lee Creviel 815939-0976

FEBRUARY 27-28 - RIVERSIDE CALIFORshyN IA - EAA Chapter I Open House at Flabob Airport Contact 909689-9213

MARCH 5- 7 - CASA GRANDEAZ - 41st Anshynual Ca ctus Fly- In sponsored by the Arizona Antique Aircraft Association Info wwwamericanpilot orgkactus or call Jon Engle at 60289 1-6012 days only

MARCH 6 - WISCONSIN RA PIDS WISshyCONSIN - Wisconsin State Safety Seminar at the Mead Inn COlllact Harold Benisch 9201623-4457

MA RCH 20 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Aiport 256852-978 1

A PRIL 11-1 7 - LAKELAND FL - 25th Annual Sun n Fun EAA Fly-In and Convention Info 941644-243 1 Web site wwwsun-nshyfunorg

A PRIL 17 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

APRIL 25 - HALF MOON BAY CA LIFORshyN IA - 9th ann ual Pacific Coast Dream Machinesjly-in at HalfMoon Bay Airport 10 am - 4 pm Antiques classics warbirds vintage autos trucks Contact 6501726-2328

MAY 7-9 - PlNEHURSTISOUTHERN PINES NC - Moore County Aiport (SOP) EAA Chap ter 3 Spring Fly-ln Trophies EAA fellowsh ip Friday golf tournament Sat banquetlguest speakel Sunday poker run YE jlights vintage aviationjilms HQ Holiday Inn Southern Pines 9101692-3212 Info 9101947-6896 - 1853 (Fax) or the web WWWsouthern-aviator comlac3

MAY 16 - ROMEOVILLE IL - Le wis Romeoville airport (LOT) EAA Chapter 15 Fly- In breakfast 7 am-Noon Contact Frank Goebel 8 151436-6153

J UNE 26-27 - WALWORTH WI- Bigfoot Field (WI05) Pancake breakfastbrunch Aeroshybatic demo at 10 am Stearman rides and displays of vintage aircraji warbirds and experimentals 7 am-l pm Info John Anshyderson 4141248-8748

J ULY 5-8 - DENVER CO - Centennial Airshyport Short Wing Piper Club annua l co nvention This years theme Rocky Mountain Rendezvous Info Kent 0 Kelly 3031979-3012 (Headwindsmsn com) or vis it the SWPC web site at hllpwwwshortshywing com

JULY 7- 11 -ARLINGTON WA - n w EAA FlyshyIn and Sport Aviation Convention 30th anniversary event FOlllms seminars workshyshops evening programs spec ial night airshow Sat evening Info 360435-5857 or on the web at http wwwnweaaorg

J UNE 11-13 - MATTOON IL - 3rd Annual MTO Luscombe Fly- In Luscombejudging and awardsforullls and banquet $50 cash to Luscombe that jlies the fartest to attend Contacts Jerry Cox 2171234-8720 or Shanshynon Yoakim 217234-7120

JUNE 26-27 - PETERSBURG-DINWIDshyDIE VIRGINIA - 3rd Annual State EAA Fly-ln Contact Ron VanSickle 832932shy4709 wwwvaeaaorg

J UNE 26-27 - LONGMONT COLORADO - 21st Annual Rocky Mountain EAA Fly shyIn Contact Bill Marcy 3031798-6086

J UL Y 7-11 -ARLING TON WASHINGTON - Northwest EAA Regional Fly-in at Arshylin g ton Airport Co ntact Barbara Lawrence-Tolbert 3601435-5 857 or wwwnweaaOIglnweaal

J ULY 16-18 WEST YELLOWSTONE MONshyTANA - 13th annual Northwest Mountain

Region Family Fly- In Safety Conferen ce and Trade Show at the Holiday Inn Confershyence Center Sponsored by local EAA Chapters and the FAA Flight Standards Disshytrict Office Kit plan e exhibitors and seminars Contact Jim Cooney FAA FSDO 1-800457-991 7 wwwfaagovlfsdolhln

J UL Y 28-AUGUST 3 - OSHKOSH WI- 47th A llllllal EAA Air Veil til re Oshkosh 99 Wittl1llII Regional Airport COlltact Johll Bllrtoll EAA ROBox 3086 WI 54903-3086 or see the web site at IIwlIairvelltllreorg

SEPTEMBER 4 - STEAMBOAT SPRINGS CO - EAA Chapter 649 Vintage Fly- In

SEPTEMBER 10-12 -ATWATER CALIshyFORNIA - Goldell West EAA Fly- In at Castle Airport Contact wwwgwjly-inolg

SEPTEMBER 11-12 - MA RION OHIOshyMERFI Mid-Eastern Regional Fly-In Conshytact Lou Lindeman 9371849-9455

OCTOBER 7-IO - MESAARlZONA - Copshyperstate EAA Regional Fly-In at Williams Gateway Airport Con tact Bob Hasson 5201228-5480 or 5201298-3522

OCTOBER 8- 10 - EVER GR EEN A LshyABAMA - South eas t EAA Regional Fly-In Con tact Harold Bubba Hamitel 3341765-9109 or 3341743-39 16

OCTOB ER 8-10 WILMINGTON DELAWARE - East Coast Regional FlyshyIn COli tact Andy Alvarez 3021738-8883

OCTOBER 14-7 -A BILENE TEXAS shySouthwest EAA Regional Fly-in at Abilene Regional Airport Contact Stan Shannon 8301997-8802

STROBE LIGHT TRIVIA QUESTION

ANSWER (From page 9)

Harold E Doc Edgerton (1903-1990) a professor at MIT invented the gas discharge strobe light during work in the MIT labs during 1926 through 1931 Originally developed as a elecshytronic stroboscope the strobe light was quickly adapted for photographic uses including pishyoneering high speed slow motion photography His work with the strobe extended to aircraft but not for position identification shyduring WW-II he experimented with a large strobe light ring used to illuminate the ground for nighttime aerial photography

28 FEBRUARY 1999

Our Mystery Airplane for February is fairly well known but surprisshyingly weve never feashytured it in the column Have at it and be sure to have your answer in to the Vintage Airplane office no later than February Mjrst~ PIJlil1J~ March 25 1999

November Mystery Plane Still ~ Mystery

10 FEBRUARY 1999

by HG Frautschy

Not surpri s ingly the November Mystery Plane remains just that a one-of-a-kind lightplane that is lost in the dusty fi le drawers of aviation hi story No one dared send in a reshysponse Theres a rotary engine installed and you can just see what appears to be an engine contro l in the ca bin as yo u look through the pyralin windows

There is a passing resemblance to the smaller Alco Sportplane feashytured in the 1930 Flying and Glider manual but only with extens ive

changes could it even be reshylated to the A lco Like many of its pre-CAA contemposhyrarie s it s most like ly a homebuilt project built up with war surplus parts and was not destined for production

Here s a note related to the September Mystery Plane picshyture from Don Toppen

Th e thing that rea lly caught my attention [in th e photo was the Gee Bee model Y In 1933 1 worked atthe Air Race as a gopher along with about five other Eagle Scouts in th e press box 1 wa tched Florence Klingensmith buy the farm flying the modified Y

She came around the home py lon and lost what appeared to be the major portion of the

I

fabric from the top ofthe right wing She straightened it out and flew level on an ESE direction toward Glenshyview She got it across Lake Avenue the E- W road south ofthe airport and across the Milwaukee Railroad tracks At that point she lost it it went from level flight to a straight nose-dive into the ground

This Air Race was in conjunction with the Chicago Worlds Fair of 1933 held at Curtiss Reynolds Field During WW II it became NAS Glenshyview I went by there before AirVenture 98 and they are pulling out all the runways now that the airshyport is closed

This airport holds fond memories for me as it was here I had my first airplane ride It was in a Ford TrishyMotor the fee being a penny a pound Whenever we could my friend Bill Crawford and I would play hooky and ride our bikes to Curtiss Reynolds Bill became a meteoroloshygist they taught him to fly and he para-dropped equipment along the Hump route The engineers built

Keystone K-78 Patrician

the airstrips he set up the WX stashytions and kept them going until the war ended

On these visits we would watch Gray Goose Airline Fords come and go Thats when I decided I was going to darn well be an airline pilot

While working at the Air Race I met such pilots as Major Ernst Udet I took his picture for one ofthe writers His specialty was a handkerchief pickup with the wingtip ofhis plane Another was Roscoe Turner A t a later date after Gene Tritt and I founded the United Pilots Speakers Panel I worked a convention with Roscoe down in French Lick Indiana

Well there were many more Ill never forget the squadrons

Race Program my employee badge and red identification card for the Race to the EAA Boeing Library know D enn is Parks has it stashed away not 50 feet from your desk

There are many more stories lurkshying in the back ofthe old noggin and it is fun reminiscing with others from the same era but as for a stand alone article there is not much ofgeneral interest

Enjoy your magazine H G Sincerely Don Toppen (EAA 109869 VAA 7836) Sun City West AZ

ofP-6s and P-12s the Army J Gee Bee

I

Air Force had on site The fellows flew them around the pylons too In those days everything was a race horse start Impressive

A number ofyears ago as we movedfrom Illinois to Wisconsin I gave the

VINTAGE MAGAZINE 11

ON THE COVER

Luscombes T -8F

Plenty of Class to Watch the World CoDy I

f you were a salesman who represhy

sented a company that made

aluminum and plastic polishes

then youd want to know Brice Newberry

(EAA 587092 V AA 29373) of Kingfisher OK Brice and his wife Vicki have a thing for the Luscombe line of airplanes and in particular he really loves the T-8 Luscombes utility airplane that came about during Luscombe s bid to proshycure a military contract

The T -8F features plenty of plexiglass to keep clean (33 sq ft i) and quite a few square feet of aluminum sheet to keep polished Maybe thats why one of his T-8Fs is bare metal with red trim and the other flying T -8F in his stable is painted in a military green

Brices work with the T-8F series began with a mention by one of his best buddies Randy

12 FEBRUARY 1999

Briscoe He indicated he was ready for a special airplane restoration project one that was differshyent He d owned a variety of airplanes in the past inc luding Cessnas Stearmans Citabrias and a Bellanca Viking but he wanted someshything special Brice knew what Randy needed -a Luscombe

Randy and his wife Jamie started to research Luscombes after he and Brice decided to look for a T-8F Compiling a list of all the owners letshyters were sent out inquiring if anyone was interested in selling their airplanes Some never came back and many came with notes that effecshytively said well never sell

Fortunately there were a few who said they d be interested in selling In March of 1997 Randy located N2202B in Death Valley CA Brice flew commercially to Reno NV and was met by the T-8Fs owner John Mulvey With an annual good until the following October Brice flew it home to Oklahoma where he and Randy enjoyed

By HG Frautschy

~he unusual lines of the Luscombe T-SF came about when Luscombe was vying for a military liaison plane contract They didnt win but the airplane was certified by the CAA and has developed quite a following for the 30 remaining out of lOS built

it for the summer When annual inspecshytion time came up they decided to install an electrical system in the airplane Well one thing led to another and you all know what that can lead to

The Luscombe T -SF started out purely as the speculative answer to an Air Force question Looking for a new light liaison airplane for the Army to use in the post-war era the Air Force (who was doing the evaluation for the Army) made it clear they wanted an off-theshyshelf airplane that would meet their specifications In order to keep the cost to the military down the airplanes had to be CAA Type Certificated For Lusshycombe the basic 8F airframe contributed about 90 percent of the the parts for the new model but there was one important

difference in the specification that reshyquired Luscombes engineers to spend some drafting table time The Air Force wanted an airplane with tandem seating and Luscombe didnt make any airplanes with that seating arrangement In order to make that work when they moved the passenger aft they got an added bonus The plastic bubble added to the top half of the aft cockpit gave the observer in the back spectacular views Now it did nothing for the airplanes lines and in fact the revised fuselage shape required the addition of a dorsal fin to the vertishycal tail to give some added stability But the added side windows in the doors and to the left and right of the aft seat gave the T -SF superb visibility The late Max Karant wrote about the view out

the T-SF Maneuverability in the air is quite

satisfactory and somewhat startling if you happen to look around through the various windows A steep turn for inshystance looks a lot more dramatic in the airplane you can look back and see the world cocked at an angle and nearly all ofthe Observers tail unit is visible And even in level flight its somewhat startling to look down the whole ofboth sides ofthe airplane are window enabling pilot and passenger to see clear under the plane (From Flying September 1945)

For ventilation the upper door winshydows open as do the aft side windows With all that overhead clear plexishyglasss on a warm summer day you might need all the windows open and dont forget the sunscreen and a hat

The first of the military Luscombes was the T -8E which was powered per the Air Force spec by the Continental C-S5 engine After tests at Fort Bragg SC during which the Luscombe Tayshylorcraft and Aeronca airplanes were tested and found satisfactory the conshytract was awarded based on the bid price Aeronca won with a bid of $1649 per airplane for the 439 7BCs it was to deliver

After being shipped home to Dallas Luscombe continued work to have the T -SE certificated It was hoped the milshyitary would be interested in the airplane during a later off-the-shelf buy As

The T-SF cockpit differs from its cousin the SF The throttle is located on the left side of the cockpit at the forward edge of the door and the stick is now in the center of the floor The aft passenger does have a set of rudder pedals and a stick The red handle on the upper left The aft seat can be a great place to get a of the photo is the flap handle tan - dont forget the sunscreen and a hat

14 FEBRUARY 1999

the program progressed it was decided to equip the airplane with the C-90 Continental a decision made easier with the concurrent certification of the Luscombe 8F In fact the T-8F and 8F were certified on the same day by the CAA and T-8Fs were soon being deshylivered to customers The first model available the Observer was issued with two levels ofequipment The Speshycial and Deluxe The Special lacked the electrical system landing lights and starter the Deluxe was given Plans were also being made to put the T-8F in another market - crop dusting

The T-8F duster was dubbed the Crop Master Installed in the wings were a pair of 30 gallon spray tanks and mounted on the struts and fuselage was a spray rig built by the Indepenshydent Cropdusters company of Campell CA By midwinter of 1948-49 the deshysign was ready and approved in the Standard and Restricted categories by the CAA in February Also included in the Crop Master T -8F was the new Luscombe wing flap design which had just been given production approval by theCAA

1949 was not going to be a great year for the Luscombe company and the production life of the T -8F sprayer was short lived - from March until June of that year Only 35 of the Crop Masshyter sprayers were built and delivered before Luscombe Aircraft Co was forced into bankruptcy

The T -8F about to be annualed by Brice and Randy was originally built in

Brice Newberry and his friend Randy Brisco have to squint just a bit because of their polish job on the T-SF

the second batch of airplanes comshypleted April 30 1949 In May CL Butler and Sons of Pine Bluff WY bought the Crop Master for use on their ranch and continued to own and fly it until 1991 when it was sold to Mr Mulvey Their only changes to the airshyplane were the installation of a Lycoming 0-320 of 150 hp and the mounting of a pair of 850x6 tires to handle their ranch strip

When October arrived and the anshynual was due the work was begun Vicki Newberry describes the next part ofNC2202Bs history

We ordered the parts we needed to install the electrical system and this is where things sort of got carried away

33 square feet of plexiglass surround the pilot and observer in the T-SF Both the upper side windows on the doors and the windows just below the aft bubble can be opened in flight

We decided to remove the wings to do the inspection for inner granular corshyrosion and we djust take the spray tanks out then We were very pleased at the condition the wings were in and decided to incorporate the wing tanks and the spray tanks to give us a bit more fuel range We thought now would be the time to install landing lights and why not just go ahead and install strobes too We installed the starter prop extension alternator and to maintain the original Luscombe cowling look we lengthened the rear of the cowl (upper and lower) approxshyimately six inches

Brice fabricated the new cowling doors to allow clearance for the spark plugs and valve covers this is the only skin that is not original from the facshytory He also installed a new prop spinner he fabricated the battery box baggage compartment and installed them The tail was removed and the horizonta l stabilizer fitting was reshyplaced with part 1000 furnished by the DLHF new ball bearing pulleys and new cables were installed The paint was stripped Control sticks rudder pedals and door latches and throttle quadrant were sent offand chromed The instrument panel was removed cleaned and repainted two tone silverred with a tiny black pinshystripe and has wood grain accents New instruments were installed but he maintained the original panel look The exterior was painted with Air Techs Firestorm Red and pinstriped with 116 black pinstripe thefactory installed original skins were polished

VINTAGE AIRPLANE 15

space anything we needed) Like the potato chip commercial

where nobody can eat just one the Newberrys now have five T-8Fs located at their private airstrip White Airport Two are currently flying (NC2123B and 2202B) and the others are undergoing restoration one of them (N 1589B) by Willy Luber manager of the Kingfisher airport N220 I B is being restored for Randy Briscoe Brice s friend and Kingshyfisher businessman The engine will be a Lycoming 0290-02 (135 hp) a full compliment ofVFR instruments and a red and silver color scheme Randy and Brice s eyes just sparkled when they were talking about the new restoration and you could tell it will be something special We look forward to seeing it The other project is N 1583B All of the airplanes have the horizontal tail fitting replaced with the new PMAd fitting

Heres the entire brood all five of the T-8Fs now at Brices airstrip White airport manufactured by the Don Luscombe Each will have the latest mods available for the Luscombe including the DLAHF Aviation History Foundation (DLAHF) PMAd horizontal tail fitting and the BAS tail pull handle mounted on the aft fuseshy They also have the BAS tail pull handle lage The second aircraft on the right in the dark green color scheme was restored in installed used to move the airplanerecent years by the Don Luscombe Aviation History Foundation long after it had been damaged back in 1961 around on the ground instead of pushing

and pulling on the tail surfaces Brice is plenty busy in his life as a

until they looked like new the Classic Division Award at the EAA cropduster and he also enjoys ropin The interior was painted with Air Fly-in in Eldorado Kansas (By the and making horse saddles but Vicki

Tech s Nevada Silver and we decided to way they are a great group ofpeople says the top of his recreation list has the try to design some type ofinterior we th ey helped us get a motel room and heading Luscombe With the way chose salt and p epper red and black were friendly and extra eager to help N2202B looks what will he and Randy carpet and th e side pan el are red with transportation finding hangar have for us to see in the future ~ tuckroll inserts with silver New glass was installed This particular example is powered by a Lycoming 0-320 of 150 hp The high country stance of this T-8 F is We received a one time field emphasized by the 850x6 tires

approval from the FAA This annual took in

excess of 1300 hours of Brices time he worked in excess of12 hour days and many seven days a week Willy Luber of Okarche Oklahoma sp ent many long hours working side by side Brice Very few visitors at the hangar esshycaped without holding a screwdriv er or wrench For quite some time I was co nvinced this wasnt a proj ect it was turning out to be a career

We were honored to have received the Classic Division Award and the Grand Champion Award at th e Antique Airplan e Fly-in at Pauls Valley Okshylah oma and we received

16 JANUARY 1999

Buck Hilberts 1938 Fleet Model lOF on Pontoons

Unusual airplanes deshymand unusual people E E Buck Hilbert (EAA 21 AI C 5) of Union IL is one of

those people - and his Fleet Model 10F is one of those airplanes Not only is it a rare model but most unusual is the fact that it was never certificated in the United States prior to Bucks ownership Therein lies a problem that was tough to sunnount as we shall see

The original Fleet Model I was designed and sold in 1929 with a Warner 110 engine and many early pilots received their initial training in them This model begat the

Model 2 the Model 7 the Model 8 and the Model 9 which were powshyered with Kinner engines of 100 to 125 hp By the time the mid thirties came along Fleet Aircraft was busy selling airplanes to foreign counshytries especially those in Central and South America

Buck s Fleet Model 10F was built in June of 1938 and in June 1939 it was shipped from Canada to Nicaragua as a fighter complete with aux fuel tanks bomb racks and a 30 caliber machine gun that fired through the propeller The serial number on the airplane is 263 which many experts suspect was the protoshytype Model 10 to be exported as the

export numbers run from 263 to 411 all exported as military aircraft

The F leet served in the Nicaraguan military from 1939 until 1955 when it was surplused to the civilian market and eventually was collected as a basket case by Danny Martinez (EAA 72116) of San Antonio TX Danny is a longshytime EAAer and has an avid interest in antique airplanes including Fleet biplanes He labored away on the Fleet Modell 0 for nearly 16 years doing a tremendous amount of work on the airframe and overhauling the original Warner 145 engine When the time came to install the ailerons on the wings the eight-foot-Iong

By Norm Petersen

hinge pins would not go in It was maddening to say the least

Enter one Buck Hilbert The time was 1989 and Danny was at his wits end Buck figured there must be a way to mount the ailerons so he bought the Fleet and hauled it to his home in Illishynois The fun began

With no previous certification the entire Fleet biplane had to be closely inspected for conformity to Standard Certification Using hard-to-get drawshyings it was possible for the FAA inspectors to put their stamp of apshyproval on everything up to the fuewall However there was no record of a Fleet Modell 0 ever using a Warner 145 engine and the inspectors were stopped cold It would take another three years before Buck Hilbert was able to have a heart-to-heart talk with Admiral Busey the FAA Administrashytor at the time Once the word came down things started to move forward and the airplane was certified in the Standard Category as a Hilbert Fleet ModeIIOF

18 FEBRUARY 1999

Early in the morning Buck Hilbert (closest to the camera) readies the Fleet for the EAA televishysion crew to take some video footage of the seaplane Standing on the wing is Scott Guyette and walking by the tail is Robb McAllister both of the EAA video crew

The old gray iron streamlined flyshying wires were replaced by a complete set of stainless wires from Nick d Ashypuzzo who commented that the measurements were identical to a set of Fleet 16 wires Sadly this would be the last set of wires that Nick sold

before his passing The airplane was flown on wheels

for about 16 hours when the engine beshygan showing signs of ill health Buck and Charlie Smith overhauled the Warner and found two pistons that were bad and some of the valve train

needed help before it once again ran well By now the concept of a genshyuine biplane on floats was starting to haunt Buck so he began looking The idea just wouldn t go away One day in Trade-A-Plane he spotted a set of Edo 1835 floats for sale complete with Fleet rigging The owner turned out to be Sandy Brown the present newsletter editor of the International Fleet Club based in Marlborough CT

Once the set of floats built in May 1930 were purchased they were hauled to Brian Van Wagnen s place in Michigan The Fleet was flown from Illinois to Michigan for the installation Every part of the float installation fit very well and the only additions needed were a couple of sets of float wires to complete the truss work between the floats and the airplane

A metal HamiltonStandard ground adjustable propeller was installed for float work as wooden props are seshyverely eaten away by water spray With a setting that allows the big 500 cubic inch Warner to crank up to 2100

(Top) Buck Hilbert departs the seaplane base to make the Seaplane Fly-By at Wittman Field His was one of nearly forty seaplanes that took part (Middle) With this author in the front cockpit Buck taxies the Fleet at idle speed as he lines up for the takeoff run The Fleet is very stable in the water and the Edo 1835 floats do an excellent job The 145 Warner accelerates with complete authority on the takeoff run and climbs out with gusto (Below) Pictured from the rear quarter we get a good look at the float installation with its myriad of wires The dual water rudders are in the up position being raised by pulling a handle in the rear cockpit You can plainly see the noticeable dihedral in the lower wings of the Fleet a trademark of the biplane

VINTAGE AIRPLANE 19

RPM the big metal propeller really gets with the program on takeoff The Fleet gets off the water very nicely and climbs out smartly Normal cruise is 75 to 80 mph on floats which is about 5 mph slower than wheels

The Fleet was flown to the Otsego Lake Seaplane Fly-In in Michigan in early June where it drew rave notices among the crowd From there it was flown up to Sault Ste Marie Ontario Canada for the Canadian Bushplane Heritage gathering Again the pretty blue and yellow Fleet was the hit of the show

After resting in Canada for a few weeks the Fleet was flown to Oshkosh for the big seaplane fly-in where our photographers caught up with the unique floatplane

Believe me when I say the many thousands of Vet tel Blust Seaplane Base visitors during AirVenture 98 reshyally enjoyed watching the Fleet come and go as it chugged by with the Warner at idle doing a slow taxi or at full bore on a takeoff run across the outer bay The exciting part was when Buck would cut the power for landing and the Fleet would come down like a proverbial stone - its glide ratio with all the drag of a biplane and float rigshyging is hard to imagine - and the Fleet would s lide onto the water right in

20 FEBRUARY 1999

front of the crowd During the Convention Buck estishy

mates nearly 100 rides were given (this author was one of the lucky ones) in some 25 hours of float flying The sixty-year-old Fleet never missed a beat and the folks were extremely happy with the performance Even Sue Sanders of the Seaplane Pilots Associashytion (SPA) enjoyed her ride so much that she wrote an article in the SPA magazine about her beautiful ride in Buck Hilberts Waco on floats (Cant win em all)

Since the summer has passed the

floats have been removed form the Fleet and Buck has been busy doing a few updates and improvements He reshycently installed a brand new exhaust system made of highly polished type 321 stainless steel that is a remarkable piece of work In addition he is presently busy building a set of new windshie ld s for the pretty biplane One thing about Buck Hilbert he never quits he just keeps making things betshyter Special congratulations to Buck amp Dorothy Hilbert for making our seashyplane fly-in so much more interesting Yah done good

A happy twosome the author and Buck return to the VetteBlust Seaplane Base after a dandy ride in the Fleet on floats Check out the thick airfoil (Clark Y) on the wings

o o e v e w

Whats in a name Would it have held up to the test of time if the

headlines of May 221927 had read CHARLES MANSON LANDS IN

PARIS That was the family name until Ola Mannson arrived in

Minnesota in 1859 with Charles A Lindberghs father then an infant

Comments on A Scott Bergs LINDBERGH

O la a former member of the Swedish parliashyment had become entangled in scandal He was accused of embezzlement and was supporting a mistress on the side who bore

him a son later to be Congressman C A Lindbergh Sr Mannson or Manson as CAL Jr spe lled it had been stripped of his civil rights and might well have landed in jail had he not fled Sweden He made changing the fami ly name the first order of business upon settling in the New World The Lindberg surshyname was rare in Sweden but spelled with an h it was all but unknown

Scott Berg spent nine years writing LINDshyBERGH the latest biography of one ofthis centurys most controversial figures It is also the only authoshyrized biography Berg had the blessing of the Lindbergh family who unsealed all the archives apshyparently with no strings attached This is a compelling volume for anyone who has a serious interest in the subject Alas Berg is not an airplane man and much of what one might wish for is e ither ignored or glossed over

Berg traces Lindberghs early impressions of aviashytion back to the day in Little Falls Minnesota while playing alone upstairs he heard the spluttering of an engine overhead It was an exhibition biplane his

mother explained a very dangerous affair In the conshytext of Bergs account this happened circa 1907 but there was no flying in the area until September 191 1 when Tom Mc Goey performed under contract to the loca l farmers co-op in a homebuilt Curtiss type pusher Lindbergh was then nine

In June 19 12 whi le domiciled in Washington DC where the elder Lindbergh was serving a term in Congress CAL had an opportunity to see the Armys fledgling air fo rce in action at Fort Myer Virginia The outing had been arranged for by his parents CALs recollection of the occasion was highlighted by a race between one of the aviators and an automobile

On the whole Berg seems to have a good grasp of the facts though there are some errors- a few of which may be typographical He refers to Juan Trippe as the founder of Eastern Airlines and proshymotes Maj A B Lambert a Spirit of St Louis backer and founder of Lambert-St Louis Airport to General He a lso refers to Marvin Northrup proprietor of a Minneapol is aeronautical supply house as a manufacturer perhaps confusing him with Jack Northrop Berg also describes the trishymotored Ju 52 as the standard bombardment plane in Hitler s new Luftwaffe

By John Underwood EAA 1989

VINTAGE AIRPLANE 21

Charles Lindbergh seldom posed for testimonials This was an exception

All of this does not really weigh too heavily against Bergs prose and purshypose- namely to reveal the Lindbergh the American public has long sought to understand He has undoubtedly come as close to the definitive treatment as anyone ever will which includes the Lindberghs themselves CALs grandshychildren will probably find this book as absorbing as this reviewer all 600-odd pages of it for the Lone Eagle was as much a mystery to his own children as he was to a public that both idolized and reviled him

The Lindbergh babys kidnapping is of course recounted in detail The facts are both moving and appalling One can readily understand CALs loathing for the press The trial itself was a meshydia circus but no more so than the O J affair of more recent memory Hauptshymann had to be guilty although not necessarily of murder Anyone who subscribes to the crackpot theories that have been advanced in the interim should read and weep over what hapshypened to the Lindberghs Reeve Lindberghs insightful UNDER A

22 FEBRUARY 1999

WING is also highly recommended Members of the Jewish faith have

long held that Lindbergh was an antishySemite Berg who is Jewish himself explores the reasons for this and conshycludes that he was not Lindbergh in his America First speeches struck out at Jewish influence which he pershyceived to be among the elements committed to engaging the U S in a war with Germany Such a war he beshylieved would result in the destruction of westem civilization

The fact is that Lindbergh was a pashytriotic American and would-be peacemaker albeit somewhat naive in his conceptions Although he felt comshypelled to leave the U S for a period of time for his family s sake he never at any point considered for a moment givshying up his citizenship Indeed he became a key element in keeping the War Department abreast of what was happening in European aviation Moreshyover he was eager to serve Berg points out that CAL applied for reappointment as an Air Corps reserve officer while in self-imposed exile By then he had alshy

ready been labeled a Nazi by such synshydicated smut-peddlers as Walter Winchell

Its interesting to note that the Amershyican Air Attache in Berlin wanted Lindbergh to meet with Hitler That meeting never came about although he did meet twice with Goering and once with Rudolf Hess Hitlers deputy Hess an enthusiastic airman since 1918 was a great admirer of Lindbergh He too had dreamed of undertaking a longshydistance flight As it transpired Hess did complete a long and perilous flight when he surreptitiously piloted a Messerschmitt 110 to Scotland in May of 1941 hoping to make peace with England

The Lindberghs were fascinated by what was happening in Germany as was everyone else at the time and they nearly spent the winter of 1938 in Berlin This was in part at the behest of Ambassador Wilson and the Air Atshytache Truman Smith who hoped it would avail CAL of further opportunishyties to study German aviation Indeed Lindbergh got to see things that no forshy

eigner had seen such as the Ju 88 He also got to fly a number of new aircraft such as the Me 109 and Fieseler Storch

Berg in recounting Lindshyberghs association with Messerschmitt declares that the latter never recovered emotionally or financially from WW- TI This implies a degree of impoverishment which is misleading to say the least Messerschmitt was not long in getting back to manufacturing aircraft first in Spain and later in Gershymany Messerschmitt amp Co helped build the F -104 for the new Luftwaffe and the designer lived to provide Airshybus recommendations

Berg only devotes a few pages to CALs test-flying which is worth a book in it- Tom Mc Goey in his homemade Curtiss type pusher He over flew the Lindbergh home in Little Falls in self With Chance Vought 1911 finished the season and quit the flying game

for example he had much to do with service testing the F4U Corsair He made several demonshy Corsair which had the new bubble Lindbergh at the relatively old age stration tours as well familiarizing the canopy instead of the jailhouse hatch of 42 would be called upon to demonshyNavy and Marines with new developshy Lindbergh was glad to oblige The 22- strate his skills as a fighter pilot albeit ments Berg makes no mention of a year-old lieutenant was John Glenn an unofficially and unavoidably He was shavetaillieutenant at El Centro who icon in the making They were both detailed as a civilian to the South Pashybrashly asked CAL if he could try his destined for combat in the Pacific cific as a tech rep and observer first

CAL and AML on arrival at Prague 2 September 1938 The worried look no doubt reflects their feelings toward the mob approaching A moment later he gunned the engine and taxied to the far side while police contained the crowd

VINTAGE AIRPLANE 23

with USMA Corsair units later with the AAF in P-38s His mission was to observe from the periphery mostly avoidi ng actual combat with enemy aircraft which by them were seldom seen Altogether he flew 50 missions logging nearly 200 hours time in four and a half months

Berg gets carried away in implying that CAL was prepared to meet his maker and commended hi s sou l to God when a Zero jumped him on 1 August 1944 That quotation could hardly have been Lindberghs It was a momentary encounter and stressfu l to be sure but the Zero broke off the atshytack before the pilot could bring effective fire to bear on CALs P-38

Only once did CAL himself fire on an enemy aircraft That engagement lasted but a few seconds and involved a single head-on pass between his P-38 and a Mitsubishi Ki-51 attack aircraft code named Sonia The Japanese pishylot outgunned and outnumbered had

who rolled over and dived into the sea Berg claims Lindbergh prayed for the pilots soul for many years thereafter

President Roosevelt who never forshygave CAL for challenging the wisdom of his sending the Army out to fly the mail and for his antiwar activism in 1941 barred him from military service The ban was enforced even after FDRs death Berg credits Gen Bob (GOD IS MY COPILOT) Scott with Lindberghs reinstement as an Air Force officer Scott then a colonel running the Air Forces Office of Information Services told his boss Harold Talbott that makshying CAL a general would be a shrewd move President Eisenhower apparently concurred Lindbergh was placed on the active reserve list as a brigadier general in April 1954

Lindbergh felt that the U S was on a collision course with the Soviet Union says Berg He got involved with bolstering the defense posture most notably as a SAC advisor and beshy

pearances disconcerting CAL with his many eccentricities was a strict discishyplinarian and his frequent absences were both painful on the one hand and welcome respites on the other

Reeve Lindbergh who inherited her parents artistic talent reveals in UNshyDER A WING what it was like to be offspring of the Lone Eagle With the exception of Jon who earned his Private Pilots License before taking up a career as a deep-sea diver none of them really took to flying That was fine with Lindbergh who never lost his love of the art For him all that matshytered was doing something challenging and worthwhile and doing it well - 101m Underwood

Editors Note I cant help but add my two cents worth to Johns comments First off ifyoure contemplating reading this book you should know that it is not an aviation book in the sense that many ofus might have expected Berg is not an aviator and it shows in his writ-

The fact is that Lindbergh was a patriotic American and would-be peacemaker albeit somewhat narve in his conceptions Although he felt compelled to leave the U S for a period of time for his familys sake he never at any point considered for a moment giving up his citizenship Indeed he became a key element in keeping the War Deshypartment abreast of what was happening in European aviation

made monkeys out of the attacking Americans but he was smoking from a hit and survival depended on shaking off several P-38s In a bid to escape he banked sharply in CALs direction and held a collision course

The Japanese were now facing an opshyponent on more equal terms They were closing at something like 600 mph oneshyon-one firing at targets that grew larger with each passing second There was still a chance the Japanese might score a vicshytory and indeed elude the P-38s by then short of ammunition and low on fuel He was over his home base and there was heavy ground fire from anti-aircraft inshystallations

Lindbergh could easily have joined the ranks ofKIAs but his gunnery exshypertise and instinct for survival prevailed The Japanese perhaps wounded undershot his target and Lindshybergh cleared the Sonia avoiding a collision by a scant ten feet or less It was all over for the Emperors airman

24 FEBRUARY 1999

gan flying the latest jets He also designed and built his own bomb shelshyter and directed his family to head for the Maine woods in the event of a nushyclear attack

It was widely supposed that the Lindshyberghs were well matched in their marriage Not so according to Berg Anne Morrow Lindbergh who loved her husshyband deeply found her domestic situation intolerable by the late 1950s CAL had beshycome a compulsive wanderer of the world At home one day gone the next to whoshyknows-where Oft times it was on gratuitous Air Force business such as helpshying select a site for the Air Force academy In later years these sojoums had more to do with ecological considerations Lindbergh the humanitarian was constantly on a crushysade of one sort or another For Anne Morrow Lindbergh these protracted abshysences proved devastating

The five surviving Lindbergh chilshydren too found their fathers jack-in-the-box appearances and disapshy

ing Thats not necessarily a negative since his perspective on Lindbergh is not tainted by the myths that have built around the Lindbergh story among aviashytion history buffs But it does mean that aviation is not the main focus of this book It is a biography ofLindbergh the man not just his aviator persona It paints a somewhat dark portrait about a man who was at times unwielding in his opinshyions sometimes at the expense ofhis personal relationships But thats only onefacet ofwhat was and still continues to be one ofthe great enigmatic personalshyities ofthe 20th century Theres far more to his personality make up than that and Berg s nine years ofwork detail it well You may not like everything you read about Lindbergh but for that you can t fault the messenger For most ofus there still remains to be written the definitive aeronautical history of Charles lindshybergh including a review ofhis logbooks We have more to look forward toshyHG Frautschy

PASS IT TO BUCK by EE Buck Hilbert

EAA 21 VAA 5 PO Box 424 Union IL 60180

Odds and ends and a new way to hone cylinders

CHAPTER NEWSLETTERS Builders tips often turn up inforshy

mation that is applicable to all of our airplanes not just homebuilders The Technical Counselor staff in my book comes off as one of the best sources for practical maintenance Their exposure to a myriad of probshylems and their solutions provides experience that benefits all of us Every chapter newsletter Im privishyleged to receive contains useful information Chapters maintain lishybraries tool inventories listings for part sources and best of all camashyraderie Where else can you talk airp lanes but with the guys and girls who want the same things you do The Been there done that passed on to your buddy gives both of you a boost You get to expound a little he gets the benefit of your experience and in the long run we all gain

Gary Hunter Pushy Galores enshygineer is possibly one of the best efficiency experts I have ever met Sure hes a homebuilder but he comes up with solutions to common problems that are simple and practical almost as a matter of course I call him an engishyneer and thats what he is He typifies the airplane mechanic of old Able to fix anything He can be a jeweler he can be a blacksmith Ill bet he could even shoe horses He flies his VariEze too so he appreciates the pilot point of

Gary Hunter (llpushy

Galore engineer) is

possibly one of the

best efficiency experts

I have ever met he

comes up with

solutions to common

problems he typifies

the airplane

mechanic of old

view as well But I m getting away from why I

started to write this Gary had conshytributed a short blurb to the January Quad Cities Chapter 75 Newsletter His subject was spinner wobble and its easy cure

All of us have seen a beautiful airshyplane and at one time or another watched in awe as the spinner wobbled all over the place when the engine

started Weve all read or seen or even experienced spinner cracks and sometimes even shed one in flight

Gary says truing the spinner is a simple and easy thing to do Balancshying isn t the issue that comes later

Basically you start by making sure your bulkheads are true They are the basis you hang the spinner on and theyd better be true to start with That assured you get on with it

Youre going to be rotating the prop whi le youre doing this so pull the spark plugs to make rotation easier

Position the airplane so it cant inshyadvertently move and position a stable reference just under the tip of the spinner (a stepladder chair tool box anything that will remain stable)

Rotate the prop and watch the spinshyner tip It will be obvious which way its out of whack Simply loosen the screws around the spinner bulkheads and adjust accordingly Elongate any holes that require it Keep working

until you get it nice and true Once you have established that it is true retighten all the sc rews the way you normally do

Now comes the simple part (If you had only thought ofthis back when our Ryan STA was ALWAYS cracking and shedding spinners) Using a small diameter drill (I16th) drill three alignshyment holes around the periphery of the spinner into the rear bulkhead One

VINTAGE AIRPLANE 25

alignment hole will suffice in the front bulkhead Now whenever you reinshysta ll the spinner insert pins into these alignment holes before tightening the sc rews Your spinner will be autoshymaticallytrued

Garys last comment Whenever you remove the props pinner mark eve rything so it a ll goes back toshyge ther in th e sa me relation s hip to each other

See what T mean about thi s guy Hes kept Bruce Bohannon and Pushy Galore in the record books for years Next time you visit the Air Adventure Museum up in Oshkosh take a look at Pushy and give credit where credit is due

Dear Buck Here is a story that yo ur rea de rs

might find interesting However I will not mention any names for obvious reasons and I would like as well to reshyma in anonymous as if my name appears anybody who knows me could identify the operator involved

INVENTOR DEVELOPS NEW WAY TO HONE CYLINDERS

(without removing them from the engine) A friend of mine operates a fine

antique aeroplane with a Continental W-670 He is very meticulous about the maintena nce changes oil every 25 hours or less and cleans the plugs at that time He spends most of his spare time polishing and waxing and touching up the finish when needed He never allows a fingerprint to reshymain on the big shiny HSGA prop overnight Now this is not a museum piece or s ho w plane it is a workshyhorse flying a lmo st da il y on sightseeing rides and photo work

The engin e is approaching 1000 hours since overhaul and some of the paint on th e cy linder heads had burned or worn off so he decided to bead blast a few corroded spots and prime and paint them When he finshyished he had the engine looking better than new with a ll black cy lind ers silver rocker box covers and exhaust elbows And the stain less heat muff was so shiny you cou ld look in it to see if you needed a shave

But when he started it up it didnt seem to be running quite right so he shut it down and the prop stopped abruptly without bouncing back and forth between compression strokes as

26 FEBRUARY 1999

an engine does when the rings are properly sealed He got out and turned the prop by hand it was dragshyging Upon removing the spark plugs he found evidence of glass beads on th e inside s of th em Some of th e g la ss beads had gotten into th e air maze filter and had been sucked into the engine

So it is now due for a major overshyhaul I told him to look at the bright side New rings can be fitted without having to deglaze the cylinders The inventor of thi s system does not wish to be given credit for it

Bes t regard s and have a happy holiday

Your anonymous friend Ouch Over To You whoever you are

ff Blaquock

Dear Buck In the December VTNTAGE AIRshy

PLANE there was a comment on R stick L throttle vs L stick R throttle and you suggested input Here is my two quarts worth

Having flown since 1946 and being a flying buddy of S keeter Carlson since 1965 Ive been exposed to quite a variety of flying mashychinery In my first logbook totaling some 220 hours I had flown 46 different airshyplanes and 23 different kinds Over the years I have flown Aeronca Champ Chief Sedan Piper J-3 J-4 J-5 and most of the PAs Ryan CshyI PT-22 Navion Luscombe Fairchild 24 PT-19 PT-23 PT -26 Taylorcraft BC-12 Lshy2 Cessna 120 140 170 A W plus all the ones with the trainshyin g wheel up front I even fl ew the tes t flights on a Pietenpol Aircamper with two throttles one on each side no less I still own and fly my Duncan Sport (2POLB) that I bou ght from Bill and Loshyraine Duncan in 1971 I owned and flew o ur 15AC Sedan and (38 Dart G al ternate ly for several years I ve gotten out of a Stinson Tri -m otor a nd into a Fokker Trip lane the same

day and I feel that it makes very little difference as long as Im in the left seat that is until I got into Skeeter s Thomas Morse Scout with the LeRshyhone rotary then I don t care who you are or where you sit youre still one hand short

Anyw ay we were all Johnny come late ly when we first started and all I can say is never tum down an opportunity to fl y something differshyent Try it youll like it I remember getting to fly an 1124 Westwind from Burbank California to Santa Barbara for lunch J was half finished with m y sandwich before I finally caught up with the airplane So much for that Over to you

Gene Soper EAA 27385 AC 360 Thanks for the note Gene How

about the rest ofyou Hey Dorothy and I will be trave lshy

ing all over the southwest this month so if you dont get a reply back from a phone message or note youll know were still out having fun Talk to you when we get back

Over to you

Want to keep your spinner running true Read what Gary Hunter does (Kent and Sandy Blankenburgs Spartan Executive)

Wayne Milburn

Toowoomba QLD Australia

Patrick P Cloudier

Pincourt PQ Canada

Grumier Willy Chatillon France

Nowell W Izard

Masterton New Zealand

Charles A Birdsall Apo AE

Klaus E Marx Juneau AK

Richard Binderim Enterprise AL

Larry K Tillery Trussville AL

Gary Moseley Chandler AZ

T W Aronson Rosamond CA

Raymond J Barak

Huntington Beach CA

Keith Charles Carnahan

Costa Mesa CA

Tom Lambrick Morgan Hill CA

Douglas L Maxwell Riverside CA

Dr R Richmond San Francisco CA

Anthony R Rivera Nevada City CA

Charles Spurrell

Palos Verdes Estates CA

Howard Thompson Fort Bragg CA

Thomas R Weeks San Diego CA

Raymie Raymie Littleton CO

James T Broady Weirsdale FL

Allen E Kaluzniak

Jacksonville Beach FL

Joshua Knerr Sanford FL

E P RosenthaI Miami FL

C Mitchell Smith Lakeland FL

Gary L Johnson Bainbridge GA

John Stiles Stockbridge GA

Keith Beem Ipan GU

Eugene Honigford

Machesney Park IL

Mike Linden Rockford IL

Barry L Schroeder B1oomington IN

Harry Bartel EI Dorado KS

Bobbie Bradford Topeka KS

Jamie Smith Shawnee KS

Nathan T Rider Groton MA

Alexander J Van Wert

Marlboro MA

Rod Teel Silver Spring MD

James C Walker Baltimore MD

David Stainton

Cranberry Island ME

Alexander M Allan Sr Au Gres MI

Michael J Damone

w Bloomfield MI

Trent H Steinbach

International Falls MN

Jack Dilliard Washington MO

Douglas D Derscheid ONeil NE

George F Johnson Wolfeboro NH

Angelo A Carnevale Hopewell NJ

Bill K Laskar Albuquerque NM

Jim Catalano Cornwall NY

Joseph DiStefano Fort Plain NY

Hugh Weidinger Great Neck NY

Benjamin Gleason Vermilion OH

Gail R Bailey Tulsa OK

Reymold Watt West Lynn OR

Marc S Ludtke Franklin PA

Alan L Moyer Perkasie PA

Elford S Wyatt West Union SC

Derek Amos Harker Heights TX

Charles M Baynard Dallas TX

Thomas E Eanes Granbury TX

Michael Halle Humble TX

Robert Heath Austin TX

W W Hill Houston TX

Justin Layton Houston TX

Eldon W Moore Texas City TX

Nick Berg Lehi UT

Richard Cole Fairfax VA

Peter Hays Arlington VA

Joseph Schoofs Leesburg VA

John A Cahoon Hudson WI

Dennis J Dalka Rhinelander WI

Keegan Ray Janesville WI

Gary B Green Beaver WV

VINTAGE AIRPLANE 27

JMNEWMAN

rshy

Fly-In Calendar The following list ofcoming events isfurnished to our readers as a mailer ofinformation only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the information to EAA All Golda Cox Po Box 3086 Oshkosh WI 54903-3086 Information should be receivedfour months prior to the event date

FEBRUARY 13-14 - MINNEAPOLIS MN shyMinnesota Sport Aviation Conference Minshyneapolis Convention Center Info Way ne Petersen 1-8001657-3922 or web site at wwwflightexpocom

FEBRUA RY 20 - HUN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

FEBRUARY 24-25 - ROMEOVILLE ILLIshyN OIS 25th annual Aviation MaintenanceExhibit Seminar at Lewis Unishyversity Contact Don Cramer 217785shy5798 or Mike Streit 8151836-5431

FEBRUARY 25-27 - BUTTE MT - Montana Aviation Conference Ramada Copper King Inn Workshops seminars nationally recogshynized speakers trade show Info MT Aeronautics Div Box 5 178 lie lna MT 50694 4061444-2506

FEBRUARY 27 - SPR INGFIELD ILLIshyN OIS - lliinois State Safety Seminar at lliinois State Fairgrounds Springfield fllishyl1Ois Contact Lee Creviel 815939-0976

FEBRUARY 27-28 - RIVERSIDE CALIFORshyN IA - EAA Chapter I Open House at Flabob Airport Contact 909689-9213

MARCH 5- 7 - CASA GRANDEAZ - 41st Anshynual Ca ctus Fly- In sponsored by the Arizona Antique Aircraft Association Info wwwamericanpilot orgkactus or call Jon Engle at 60289 1-6012 days only

MARCH 6 - WISCONSIN RA PIDS WISshyCONSIN - Wisconsin State Safety Seminar at the Mead Inn COlllact Harold Benisch 9201623-4457

MA RCH 20 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Aiport 256852-978 1

A PRIL 11-1 7 - LAKELAND FL - 25th Annual Sun n Fun EAA Fly-In and Convention Info 941644-243 1 Web site wwwsun-nshyfunorg

A PRIL 17 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

APRIL 25 - HALF MOON BAY CA LIFORshyN IA - 9th ann ual Pacific Coast Dream Machinesjly-in at HalfMoon Bay Airport 10 am - 4 pm Antiques classics warbirds vintage autos trucks Contact 6501726-2328

MAY 7-9 - PlNEHURSTISOUTHERN PINES NC - Moore County Aiport (SOP) EAA Chap ter 3 Spring Fly-ln Trophies EAA fellowsh ip Friday golf tournament Sat banquetlguest speakel Sunday poker run YE jlights vintage aviationjilms HQ Holiday Inn Southern Pines 9101692-3212 Info 9101947-6896 - 1853 (Fax) or the web WWWsouthern-aviator comlac3

MAY 16 - ROMEOVILLE IL - Le wis Romeoville airport (LOT) EAA Chapter 15 Fly- In breakfast 7 am-Noon Contact Frank Goebel 8 151436-6153

J UNE 26-27 - WALWORTH WI- Bigfoot Field (WI05) Pancake breakfastbrunch Aeroshybatic demo at 10 am Stearman rides and displays of vintage aircraji warbirds and experimentals 7 am-l pm Info John Anshyderson 4141248-8748

J ULY 5-8 - DENVER CO - Centennial Airshyport Short Wing Piper Club annua l co nvention This years theme Rocky Mountain Rendezvous Info Kent 0 Kelly 3031979-3012 (Headwindsmsn com) or vis it the SWPC web site at hllpwwwshortshywing com

JULY 7- 11 -ARLINGTON WA - n w EAA FlyshyIn and Sport Aviation Convention 30th anniversary event FOlllms seminars workshyshops evening programs spec ial night airshow Sat evening Info 360435-5857 or on the web at http wwwnweaaorg

J UNE 11-13 - MATTOON IL - 3rd Annual MTO Luscombe Fly- In Luscombejudging and awardsforullls and banquet $50 cash to Luscombe that jlies the fartest to attend Contacts Jerry Cox 2171234-8720 or Shanshynon Yoakim 217234-7120

JUNE 26-27 - PETERSBURG-DINWIDshyDIE VIRGINIA - 3rd Annual State EAA Fly-ln Contact Ron VanSickle 832932shy4709 wwwvaeaaorg

J UNE 26-27 - LONGMONT COLORADO - 21st Annual Rocky Mountain EAA Fly shyIn Contact Bill Marcy 3031798-6086

J UL Y 7-11 -ARLING TON WASHINGTON - Northwest EAA Regional Fly-in at Arshylin g ton Airport Co ntact Barbara Lawrence-Tolbert 3601435-5 857 or wwwnweaaOIglnweaal

J ULY 16-18 WEST YELLOWSTONE MONshyTANA - 13th annual Northwest Mountain

Region Family Fly- In Safety Conferen ce and Trade Show at the Holiday Inn Confershyence Center Sponsored by local EAA Chapters and the FAA Flight Standards Disshytrict Office Kit plan e exhibitors and seminars Contact Jim Cooney FAA FSDO 1-800457-991 7 wwwfaagovlfsdolhln

J UL Y 28-AUGUST 3 - OSHKOSH WI- 47th A llllllal EAA Air Veil til re Oshkosh 99 Wittl1llII Regional Airport COlltact Johll Bllrtoll EAA ROBox 3086 WI 54903-3086 or see the web site at IIwlIairvelltllreorg

SEPTEMBER 4 - STEAMBOAT SPRINGS CO - EAA Chapter 649 Vintage Fly- In

SEPTEMBER 10-12 -ATWATER CALIshyFORNIA - Goldell West EAA Fly- In at Castle Airport Contact wwwgwjly-inolg

SEPTEMBER 11-12 - MA RION OHIOshyMERFI Mid-Eastern Regional Fly-In Conshytact Lou Lindeman 9371849-9455

OCTOBER 7-IO - MESAARlZONA - Copshyperstate EAA Regional Fly-In at Williams Gateway Airport Con tact Bob Hasson 5201228-5480 or 5201298-3522

OCTOBER 8- 10 - EVER GR EEN A LshyABAMA - South eas t EAA Regional Fly-In Con tact Harold Bubba Hamitel 3341765-9109 or 3341743-39 16

OCTOB ER 8-10 WILMINGTON DELAWARE - East Coast Regional FlyshyIn COli tact Andy Alvarez 3021738-8883

OCTOBER 14-7 -A BILENE TEXAS shySouthwest EAA Regional Fly-in at Abilene Regional Airport Contact Stan Shannon 8301997-8802

STROBE LIGHT TRIVIA QUESTION

ANSWER (From page 9)

Harold E Doc Edgerton (1903-1990) a professor at MIT invented the gas discharge strobe light during work in the MIT labs during 1926 through 1931 Originally developed as a elecshytronic stroboscope the strobe light was quickly adapted for photographic uses including pishyoneering high speed slow motion photography His work with the strobe extended to aircraft but not for position identification shyduring WW-II he experimented with a large strobe light ring used to illuminate the ground for nighttime aerial photography

28 FEBRUARY 1999

I

fabric from the top ofthe right wing She straightened it out and flew level on an ESE direction toward Glenshyview She got it across Lake Avenue the E- W road south ofthe airport and across the Milwaukee Railroad tracks At that point she lost it it went from level flight to a straight nose-dive into the ground

This Air Race was in conjunction with the Chicago Worlds Fair of 1933 held at Curtiss Reynolds Field During WW II it became NAS Glenshyview I went by there before AirVenture 98 and they are pulling out all the runways now that the airshyport is closed

This airport holds fond memories for me as it was here I had my first airplane ride It was in a Ford TrishyMotor the fee being a penny a pound Whenever we could my friend Bill Crawford and I would play hooky and ride our bikes to Curtiss Reynolds Bill became a meteoroloshygist they taught him to fly and he para-dropped equipment along the Hump route The engineers built

Keystone K-78 Patrician

the airstrips he set up the WX stashytions and kept them going until the war ended

On these visits we would watch Gray Goose Airline Fords come and go Thats when I decided I was going to darn well be an airline pilot

While working at the Air Race I met such pilots as Major Ernst Udet I took his picture for one ofthe writers His specialty was a handkerchief pickup with the wingtip ofhis plane Another was Roscoe Turner A t a later date after Gene Tritt and I founded the United Pilots Speakers Panel I worked a convention with Roscoe down in French Lick Indiana

Well there were many more Ill never forget the squadrons

Race Program my employee badge and red identification card for the Race to the EAA Boeing Library know D enn is Parks has it stashed away not 50 feet from your desk

There are many more stories lurkshying in the back ofthe old noggin and it is fun reminiscing with others from the same era but as for a stand alone article there is not much ofgeneral interest

Enjoy your magazine H G Sincerely Don Toppen (EAA 109869 VAA 7836) Sun City West AZ

ofP-6s and P-12s the Army J Gee Bee

I

Air Force had on site The fellows flew them around the pylons too In those days everything was a race horse start Impressive

A number ofyears ago as we movedfrom Illinois to Wisconsin I gave the

VINTAGE MAGAZINE 11

ON THE COVER

Luscombes T -8F

Plenty of Class to Watch the World CoDy I

f you were a salesman who represhy

sented a company that made

aluminum and plastic polishes

then youd want to know Brice Newberry

(EAA 587092 V AA 29373) of Kingfisher OK Brice and his wife Vicki have a thing for the Luscombe line of airplanes and in particular he really loves the T-8 Luscombes utility airplane that came about during Luscombe s bid to proshycure a military contract

The T -8F features plenty of plexiglass to keep clean (33 sq ft i) and quite a few square feet of aluminum sheet to keep polished Maybe thats why one of his T-8Fs is bare metal with red trim and the other flying T -8F in his stable is painted in a military green

Brices work with the T-8F series began with a mention by one of his best buddies Randy

12 FEBRUARY 1999

Briscoe He indicated he was ready for a special airplane restoration project one that was differshyent He d owned a variety of airplanes in the past inc luding Cessnas Stearmans Citabrias and a Bellanca Viking but he wanted someshything special Brice knew what Randy needed -a Luscombe

Randy and his wife Jamie started to research Luscombes after he and Brice decided to look for a T-8F Compiling a list of all the owners letshyters were sent out inquiring if anyone was interested in selling their airplanes Some never came back and many came with notes that effecshytively said well never sell

Fortunately there were a few who said they d be interested in selling In March of 1997 Randy located N2202B in Death Valley CA Brice flew commercially to Reno NV and was met by the T-8Fs owner John Mulvey With an annual good until the following October Brice flew it home to Oklahoma where he and Randy enjoyed

By HG Frautschy

~he unusual lines of the Luscombe T-SF came about when Luscombe was vying for a military liaison plane contract They didnt win but the airplane was certified by the CAA and has developed quite a following for the 30 remaining out of lOS built

it for the summer When annual inspecshytion time came up they decided to install an electrical system in the airplane Well one thing led to another and you all know what that can lead to

The Luscombe T -SF started out purely as the speculative answer to an Air Force question Looking for a new light liaison airplane for the Army to use in the post-war era the Air Force (who was doing the evaluation for the Army) made it clear they wanted an off-theshyshelf airplane that would meet their specifications In order to keep the cost to the military down the airplanes had to be CAA Type Certificated For Lusshycombe the basic 8F airframe contributed about 90 percent of the the parts for the new model but there was one important

difference in the specification that reshyquired Luscombes engineers to spend some drafting table time The Air Force wanted an airplane with tandem seating and Luscombe didnt make any airplanes with that seating arrangement In order to make that work when they moved the passenger aft they got an added bonus The plastic bubble added to the top half of the aft cockpit gave the observer in the back spectacular views Now it did nothing for the airplanes lines and in fact the revised fuselage shape required the addition of a dorsal fin to the vertishycal tail to give some added stability But the added side windows in the doors and to the left and right of the aft seat gave the T -SF superb visibility The late Max Karant wrote about the view out

the T-SF Maneuverability in the air is quite

satisfactory and somewhat startling if you happen to look around through the various windows A steep turn for inshystance looks a lot more dramatic in the airplane you can look back and see the world cocked at an angle and nearly all ofthe Observers tail unit is visible And even in level flight its somewhat startling to look down the whole ofboth sides ofthe airplane are window enabling pilot and passenger to see clear under the plane (From Flying September 1945)

For ventilation the upper door winshydows open as do the aft side windows With all that overhead clear plexishyglasss on a warm summer day you might need all the windows open and dont forget the sunscreen and a hat

The first of the military Luscombes was the T -8E which was powered per the Air Force spec by the Continental C-S5 engine After tests at Fort Bragg SC during which the Luscombe Tayshylorcraft and Aeronca airplanes were tested and found satisfactory the conshytract was awarded based on the bid price Aeronca won with a bid of $1649 per airplane for the 439 7BCs it was to deliver

After being shipped home to Dallas Luscombe continued work to have the T -SE certificated It was hoped the milshyitary would be interested in the airplane during a later off-the-shelf buy As

The T-SF cockpit differs from its cousin the SF The throttle is located on the left side of the cockpit at the forward edge of the door and the stick is now in the center of the floor The aft passenger does have a set of rudder pedals and a stick The red handle on the upper left The aft seat can be a great place to get a of the photo is the flap handle tan - dont forget the sunscreen and a hat

14 FEBRUARY 1999

the program progressed it was decided to equip the airplane with the C-90 Continental a decision made easier with the concurrent certification of the Luscombe 8F In fact the T-8F and 8F were certified on the same day by the CAA and T-8Fs were soon being deshylivered to customers The first model available the Observer was issued with two levels ofequipment The Speshycial and Deluxe The Special lacked the electrical system landing lights and starter the Deluxe was given Plans were also being made to put the T-8F in another market - crop dusting

The T-8F duster was dubbed the Crop Master Installed in the wings were a pair of 30 gallon spray tanks and mounted on the struts and fuselage was a spray rig built by the Indepenshydent Cropdusters company of Campell CA By midwinter of 1948-49 the deshysign was ready and approved in the Standard and Restricted categories by the CAA in February Also included in the Crop Master T -8F was the new Luscombe wing flap design which had just been given production approval by theCAA

1949 was not going to be a great year for the Luscombe company and the production life of the T -8F sprayer was short lived - from March until June of that year Only 35 of the Crop Masshyter sprayers were built and delivered before Luscombe Aircraft Co was forced into bankruptcy

The T -8F about to be annualed by Brice and Randy was originally built in

Brice Newberry and his friend Randy Brisco have to squint just a bit because of their polish job on the T-SF

the second batch of airplanes comshypleted April 30 1949 In May CL Butler and Sons of Pine Bluff WY bought the Crop Master for use on their ranch and continued to own and fly it until 1991 when it was sold to Mr Mulvey Their only changes to the airshyplane were the installation of a Lycoming 0-320 of 150 hp and the mounting of a pair of 850x6 tires to handle their ranch strip

When October arrived and the anshynual was due the work was begun Vicki Newberry describes the next part ofNC2202Bs history

We ordered the parts we needed to install the electrical system and this is where things sort of got carried away

33 square feet of plexiglass surround the pilot and observer in the T-SF Both the upper side windows on the doors and the windows just below the aft bubble can be opened in flight

We decided to remove the wings to do the inspection for inner granular corshyrosion and we djust take the spray tanks out then We were very pleased at the condition the wings were in and decided to incorporate the wing tanks and the spray tanks to give us a bit more fuel range We thought now would be the time to install landing lights and why not just go ahead and install strobes too We installed the starter prop extension alternator and to maintain the original Luscombe cowling look we lengthened the rear of the cowl (upper and lower) approxshyimately six inches

Brice fabricated the new cowling doors to allow clearance for the spark plugs and valve covers this is the only skin that is not original from the facshytory He also installed a new prop spinner he fabricated the battery box baggage compartment and installed them The tail was removed and the horizonta l stabilizer fitting was reshyplaced with part 1000 furnished by the DLHF new ball bearing pulleys and new cables were installed The paint was stripped Control sticks rudder pedals and door latches and throttle quadrant were sent offand chromed The instrument panel was removed cleaned and repainted two tone silverred with a tiny black pinshystripe and has wood grain accents New instruments were installed but he maintained the original panel look The exterior was painted with Air Techs Firestorm Red and pinstriped with 116 black pinstripe thefactory installed original skins were polished

VINTAGE AIRPLANE 15

space anything we needed) Like the potato chip commercial

where nobody can eat just one the Newberrys now have five T-8Fs located at their private airstrip White Airport Two are currently flying (NC2123B and 2202B) and the others are undergoing restoration one of them (N 1589B) by Willy Luber manager of the Kingfisher airport N220 I B is being restored for Randy Briscoe Brice s friend and Kingshyfisher businessman The engine will be a Lycoming 0290-02 (135 hp) a full compliment ofVFR instruments and a red and silver color scheme Randy and Brice s eyes just sparkled when they were talking about the new restoration and you could tell it will be something special We look forward to seeing it The other project is N 1583B All of the airplanes have the horizontal tail fitting replaced with the new PMAd fitting

Heres the entire brood all five of the T-8Fs now at Brices airstrip White airport manufactured by the Don Luscombe Each will have the latest mods available for the Luscombe including the DLAHF Aviation History Foundation (DLAHF) PMAd horizontal tail fitting and the BAS tail pull handle mounted on the aft fuseshy They also have the BAS tail pull handle lage The second aircraft on the right in the dark green color scheme was restored in installed used to move the airplanerecent years by the Don Luscombe Aviation History Foundation long after it had been damaged back in 1961 around on the ground instead of pushing

and pulling on the tail surfaces Brice is plenty busy in his life as a

until they looked like new the Classic Division Award at the EAA cropduster and he also enjoys ropin The interior was painted with Air Fly-in in Eldorado Kansas (By the and making horse saddles but Vicki

Tech s Nevada Silver and we decided to way they are a great group ofpeople says the top of his recreation list has the try to design some type ofinterior we th ey helped us get a motel room and heading Luscombe With the way chose salt and p epper red and black were friendly and extra eager to help N2202B looks what will he and Randy carpet and th e side pan el are red with transportation finding hangar have for us to see in the future ~ tuckroll inserts with silver New glass was installed This particular example is powered by a Lycoming 0-320 of 150 hp The high country stance of this T-8 F is We received a one time field emphasized by the 850x6 tires

approval from the FAA This annual took in

excess of 1300 hours of Brices time he worked in excess of12 hour days and many seven days a week Willy Luber of Okarche Oklahoma sp ent many long hours working side by side Brice Very few visitors at the hangar esshycaped without holding a screwdriv er or wrench For quite some time I was co nvinced this wasnt a proj ect it was turning out to be a career

We were honored to have received the Classic Division Award and the Grand Champion Award at th e Antique Airplan e Fly-in at Pauls Valley Okshylah oma and we received

16 JANUARY 1999

Buck Hilberts 1938 Fleet Model lOF on Pontoons

Unusual airplanes deshymand unusual people E E Buck Hilbert (EAA 21 AI C 5) of Union IL is one of

those people - and his Fleet Model 10F is one of those airplanes Not only is it a rare model but most unusual is the fact that it was never certificated in the United States prior to Bucks ownership Therein lies a problem that was tough to sunnount as we shall see

The original Fleet Model I was designed and sold in 1929 with a Warner 110 engine and many early pilots received their initial training in them This model begat the

Model 2 the Model 7 the Model 8 and the Model 9 which were powshyered with Kinner engines of 100 to 125 hp By the time the mid thirties came along Fleet Aircraft was busy selling airplanes to foreign counshytries especially those in Central and South America

Buck s Fleet Model 10F was built in June of 1938 and in June 1939 it was shipped from Canada to Nicaragua as a fighter complete with aux fuel tanks bomb racks and a 30 caliber machine gun that fired through the propeller The serial number on the airplane is 263 which many experts suspect was the protoshytype Model 10 to be exported as the

export numbers run from 263 to 411 all exported as military aircraft

The F leet served in the Nicaraguan military from 1939 until 1955 when it was surplused to the civilian market and eventually was collected as a basket case by Danny Martinez (EAA 72116) of San Antonio TX Danny is a longshytime EAAer and has an avid interest in antique airplanes including Fleet biplanes He labored away on the Fleet Modell 0 for nearly 16 years doing a tremendous amount of work on the airframe and overhauling the original Warner 145 engine When the time came to install the ailerons on the wings the eight-foot-Iong

By Norm Petersen

hinge pins would not go in It was maddening to say the least

Enter one Buck Hilbert The time was 1989 and Danny was at his wits end Buck figured there must be a way to mount the ailerons so he bought the Fleet and hauled it to his home in Illishynois The fun began

With no previous certification the entire Fleet biplane had to be closely inspected for conformity to Standard Certification Using hard-to-get drawshyings it was possible for the FAA inspectors to put their stamp of apshyproval on everything up to the fuewall However there was no record of a Fleet Modell 0 ever using a Warner 145 engine and the inspectors were stopped cold It would take another three years before Buck Hilbert was able to have a heart-to-heart talk with Admiral Busey the FAA Administrashytor at the time Once the word came down things started to move forward and the airplane was certified in the Standard Category as a Hilbert Fleet ModeIIOF

18 FEBRUARY 1999

Early in the morning Buck Hilbert (closest to the camera) readies the Fleet for the EAA televishysion crew to take some video footage of the seaplane Standing on the wing is Scott Guyette and walking by the tail is Robb McAllister both of the EAA video crew

The old gray iron streamlined flyshying wires were replaced by a complete set of stainless wires from Nick d Ashypuzzo who commented that the measurements were identical to a set of Fleet 16 wires Sadly this would be the last set of wires that Nick sold

before his passing The airplane was flown on wheels

for about 16 hours when the engine beshygan showing signs of ill health Buck and Charlie Smith overhauled the Warner and found two pistons that were bad and some of the valve train

needed help before it once again ran well By now the concept of a genshyuine biplane on floats was starting to haunt Buck so he began looking The idea just wouldn t go away One day in Trade-A-Plane he spotted a set of Edo 1835 floats for sale complete with Fleet rigging The owner turned out to be Sandy Brown the present newsletter editor of the International Fleet Club based in Marlborough CT

Once the set of floats built in May 1930 were purchased they were hauled to Brian Van Wagnen s place in Michigan The Fleet was flown from Illinois to Michigan for the installation Every part of the float installation fit very well and the only additions needed were a couple of sets of float wires to complete the truss work between the floats and the airplane

A metal HamiltonStandard ground adjustable propeller was installed for float work as wooden props are seshyverely eaten away by water spray With a setting that allows the big 500 cubic inch Warner to crank up to 2100

(Top) Buck Hilbert departs the seaplane base to make the Seaplane Fly-By at Wittman Field His was one of nearly forty seaplanes that took part (Middle) With this author in the front cockpit Buck taxies the Fleet at idle speed as he lines up for the takeoff run The Fleet is very stable in the water and the Edo 1835 floats do an excellent job The 145 Warner accelerates with complete authority on the takeoff run and climbs out with gusto (Below) Pictured from the rear quarter we get a good look at the float installation with its myriad of wires The dual water rudders are in the up position being raised by pulling a handle in the rear cockpit You can plainly see the noticeable dihedral in the lower wings of the Fleet a trademark of the biplane

VINTAGE AIRPLANE 19

RPM the big metal propeller really gets with the program on takeoff The Fleet gets off the water very nicely and climbs out smartly Normal cruise is 75 to 80 mph on floats which is about 5 mph slower than wheels

The Fleet was flown to the Otsego Lake Seaplane Fly-In in Michigan in early June where it drew rave notices among the crowd From there it was flown up to Sault Ste Marie Ontario Canada for the Canadian Bushplane Heritage gathering Again the pretty blue and yellow Fleet was the hit of the show

After resting in Canada for a few weeks the Fleet was flown to Oshkosh for the big seaplane fly-in where our photographers caught up with the unique floatplane

Believe me when I say the many thousands of Vet tel Blust Seaplane Base visitors during AirVenture 98 reshyally enjoyed watching the Fleet come and go as it chugged by with the Warner at idle doing a slow taxi or at full bore on a takeoff run across the outer bay The exciting part was when Buck would cut the power for landing and the Fleet would come down like a proverbial stone - its glide ratio with all the drag of a biplane and float rigshyging is hard to imagine - and the Fleet would s lide onto the water right in

20 FEBRUARY 1999

front of the crowd During the Convention Buck estishy

mates nearly 100 rides were given (this author was one of the lucky ones) in some 25 hours of float flying The sixty-year-old Fleet never missed a beat and the folks were extremely happy with the performance Even Sue Sanders of the Seaplane Pilots Associashytion (SPA) enjoyed her ride so much that she wrote an article in the SPA magazine about her beautiful ride in Buck Hilberts Waco on floats (Cant win em all)

Since the summer has passed the

floats have been removed form the Fleet and Buck has been busy doing a few updates and improvements He reshycently installed a brand new exhaust system made of highly polished type 321 stainless steel that is a remarkable piece of work In addition he is presently busy building a set of new windshie ld s for the pretty biplane One thing about Buck Hilbert he never quits he just keeps making things betshyter Special congratulations to Buck amp Dorothy Hilbert for making our seashyplane fly-in so much more interesting Yah done good

A happy twosome the author and Buck return to the VetteBlust Seaplane Base after a dandy ride in the Fleet on floats Check out the thick airfoil (Clark Y) on the wings

o o e v e w

Whats in a name Would it have held up to the test of time if the

headlines of May 221927 had read CHARLES MANSON LANDS IN

PARIS That was the family name until Ola Mannson arrived in

Minnesota in 1859 with Charles A Lindberghs father then an infant

Comments on A Scott Bergs LINDBERGH

O la a former member of the Swedish parliashyment had become entangled in scandal He was accused of embezzlement and was supporting a mistress on the side who bore

him a son later to be Congressman C A Lindbergh Sr Mannson or Manson as CAL Jr spe lled it had been stripped of his civil rights and might well have landed in jail had he not fled Sweden He made changing the fami ly name the first order of business upon settling in the New World The Lindberg surshyname was rare in Sweden but spelled with an h it was all but unknown

Scott Berg spent nine years writing LINDshyBERGH the latest biography of one ofthis centurys most controversial figures It is also the only authoshyrized biography Berg had the blessing of the Lindbergh family who unsealed all the archives apshyparently with no strings attached This is a compelling volume for anyone who has a serious interest in the subject Alas Berg is not an airplane man and much of what one might wish for is e ither ignored or glossed over

Berg traces Lindberghs early impressions of aviashytion back to the day in Little Falls Minnesota while playing alone upstairs he heard the spluttering of an engine overhead It was an exhibition biplane his

mother explained a very dangerous affair In the conshytext of Bergs account this happened circa 1907 but there was no flying in the area until September 191 1 when Tom Mc Goey performed under contract to the loca l farmers co-op in a homebuilt Curtiss type pusher Lindbergh was then nine

In June 19 12 whi le domiciled in Washington DC where the elder Lindbergh was serving a term in Congress CAL had an opportunity to see the Armys fledgling air fo rce in action at Fort Myer Virginia The outing had been arranged for by his parents CALs recollection of the occasion was highlighted by a race between one of the aviators and an automobile

On the whole Berg seems to have a good grasp of the facts though there are some errors- a few of which may be typographical He refers to Juan Trippe as the founder of Eastern Airlines and proshymotes Maj A B Lambert a Spirit of St Louis backer and founder of Lambert-St Louis Airport to General He a lso refers to Marvin Northrup proprietor of a Minneapol is aeronautical supply house as a manufacturer perhaps confusing him with Jack Northrop Berg also describes the trishymotored Ju 52 as the standard bombardment plane in Hitler s new Luftwaffe

By John Underwood EAA 1989

VINTAGE AIRPLANE 21

Charles Lindbergh seldom posed for testimonials This was an exception

All of this does not really weigh too heavily against Bergs prose and purshypose- namely to reveal the Lindbergh the American public has long sought to understand He has undoubtedly come as close to the definitive treatment as anyone ever will which includes the Lindberghs themselves CALs grandshychildren will probably find this book as absorbing as this reviewer all 600-odd pages of it for the Lone Eagle was as much a mystery to his own children as he was to a public that both idolized and reviled him

The Lindbergh babys kidnapping is of course recounted in detail The facts are both moving and appalling One can readily understand CALs loathing for the press The trial itself was a meshydia circus but no more so than the O J affair of more recent memory Hauptshymann had to be guilty although not necessarily of murder Anyone who subscribes to the crackpot theories that have been advanced in the interim should read and weep over what hapshypened to the Lindberghs Reeve Lindberghs insightful UNDER A

22 FEBRUARY 1999

WING is also highly recommended Members of the Jewish faith have

long held that Lindbergh was an antishySemite Berg who is Jewish himself explores the reasons for this and conshycludes that he was not Lindbergh in his America First speeches struck out at Jewish influence which he pershyceived to be among the elements committed to engaging the U S in a war with Germany Such a war he beshylieved would result in the destruction of westem civilization

The fact is that Lindbergh was a pashytriotic American and would-be peacemaker albeit somewhat naive in his conceptions Although he felt comshypelled to leave the U S for a period of time for his family s sake he never at any point considered for a moment givshying up his citizenship Indeed he became a key element in keeping the War Department abreast of what was happening in European aviation Moreshyover he was eager to serve Berg points out that CAL applied for reappointment as an Air Corps reserve officer while in self-imposed exile By then he had alshy

ready been labeled a Nazi by such synshydicated smut-peddlers as Walter Winchell

Its interesting to note that the Amershyican Air Attache in Berlin wanted Lindbergh to meet with Hitler That meeting never came about although he did meet twice with Goering and once with Rudolf Hess Hitlers deputy Hess an enthusiastic airman since 1918 was a great admirer of Lindbergh He too had dreamed of undertaking a longshydistance flight As it transpired Hess did complete a long and perilous flight when he surreptitiously piloted a Messerschmitt 110 to Scotland in May of 1941 hoping to make peace with England

The Lindberghs were fascinated by what was happening in Germany as was everyone else at the time and they nearly spent the winter of 1938 in Berlin This was in part at the behest of Ambassador Wilson and the Air Atshytache Truman Smith who hoped it would avail CAL of further opportunishyties to study German aviation Indeed Lindbergh got to see things that no forshy

eigner had seen such as the Ju 88 He also got to fly a number of new aircraft such as the Me 109 and Fieseler Storch

Berg in recounting Lindshyberghs association with Messerschmitt declares that the latter never recovered emotionally or financially from WW- TI This implies a degree of impoverishment which is misleading to say the least Messerschmitt was not long in getting back to manufacturing aircraft first in Spain and later in Gershymany Messerschmitt amp Co helped build the F -104 for the new Luftwaffe and the designer lived to provide Airshybus recommendations

Berg only devotes a few pages to CALs test-flying which is worth a book in it- Tom Mc Goey in his homemade Curtiss type pusher He over flew the Lindbergh home in Little Falls in self With Chance Vought 1911 finished the season and quit the flying game

for example he had much to do with service testing the F4U Corsair He made several demonshy Corsair which had the new bubble Lindbergh at the relatively old age stration tours as well familiarizing the canopy instead of the jailhouse hatch of 42 would be called upon to demonshyNavy and Marines with new developshy Lindbergh was glad to oblige The 22- strate his skills as a fighter pilot albeit ments Berg makes no mention of a year-old lieutenant was John Glenn an unofficially and unavoidably He was shavetaillieutenant at El Centro who icon in the making They were both detailed as a civilian to the South Pashybrashly asked CAL if he could try his destined for combat in the Pacific cific as a tech rep and observer first

CAL and AML on arrival at Prague 2 September 1938 The worried look no doubt reflects their feelings toward the mob approaching A moment later he gunned the engine and taxied to the far side while police contained the crowd

VINTAGE AIRPLANE 23

with USMA Corsair units later with the AAF in P-38s His mission was to observe from the periphery mostly avoidi ng actual combat with enemy aircraft which by them were seldom seen Altogether he flew 50 missions logging nearly 200 hours time in four and a half months

Berg gets carried away in implying that CAL was prepared to meet his maker and commended hi s sou l to God when a Zero jumped him on 1 August 1944 That quotation could hardly have been Lindberghs It was a momentary encounter and stressfu l to be sure but the Zero broke off the atshytack before the pilot could bring effective fire to bear on CALs P-38

Only once did CAL himself fire on an enemy aircraft That engagement lasted but a few seconds and involved a single head-on pass between his P-38 and a Mitsubishi Ki-51 attack aircraft code named Sonia The Japanese pishylot outgunned and outnumbered had

who rolled over and dived into the sea Berg claims Lindbergh prayed for the pilots soul for many years thereafter

President Roosevelt who never forshygave CAL for challenging the wisdom of his sending the Army out to fly the mail and for his antiwar activism in 1941 barred him from military service The ban was enforced even after FDRs death Berg credits Gen Bob (GOD IS MY COPILOT) Scott with Lindberghs reinstement as an Air Force officer Scott then a colonel running the Air Forces Office of Information Services told his boss Harold Talbott that makshying CAL a general would be a shrewd move President Eisenhower apparently concurred Lindbergh was placed on the active reserve list as a brigadier general in April 1954

Lindbergh felt that the U S was on a collision course with the Soviet Union says Berg He got involved with bolstering the defense posture most notably as a SAC advisor and beshy

pearances disconcerting CAL with his many eccentricities was a strict discishyplinarian and his frequent absences were both painful on the one hand and welcome respites on the other

Reeve Lindbergh who inherited her parents artistic talent reveals in UNshyDER A WING what it was like to be offspring of the Lone Eagle With the exception of Jon who earned his Private Pilots License before taking up a career as a deep-sea diver none of them really took to flying That was fine with Lindbergh who never lost his love of the art For him all that matshytered was doing something challenging and worthwhile and doing it well - 101m Underwood

Editors Note I cant help but add my two cents worth to Johns comments First off ifyoure contemplating reading this book you should know that it is not an aviation book in the sense that many ofus might have expected Berg is not an aviator and it shows in his writ-

The fact is that Lindbergh was a patriotic American and would-be peacemaker albeit somewhat narve in his conceptions Although he felt compelled to leave the U S for a period of time for his familys sake he never at any point considered for a moment giving up his citizenship Indeed he became a key element in keeping the War Deshypartment abreast of what was happening in European aviation

made monkeys out of the attacking Americans but he was smoking from a hit and survival depended on shaking off several P-38s In a bid to escape he banked sharply in CALs direction and held a collision course

The Japanese were now facing an opshyponent on more equal terms They were closing at something like 600 mph oneshyon-one firing at targets that grew larger with each passing second There was still a chance the Japanese might score a vicshytory and indeed elude the P-38s by then short of ammunition and low on fuel He was over his home base and there was heavy ground fire from anti-aircraft inshystallations

Lindbergh could easily have joined the ranks ofKIAs but his gunnery exshypertise and instinct for survival prevailed The Japanese perhaps wounded undershot his target and Lindshybergh cleared the Sonia avoiding a collision by a scant ten feet or less It was all over for the Emperors airman

24 FEBRUARY 1999

gan flying the latest jets He also designed and built his own bomb shelshyter and directed his family to head for the Maine woods in the event of a nushyclear attack

It was widely supposed that the Lindshyberghs were well matched in their marriage Not so according to Berg Anne Morrow Lindbergh who loved her husshyband deeply found her domestic situation intolerable by the late 1950s CAL had beshycome a compulsive wanderer of the world At home one day gone the next to whoshyknows-where Oft times it was on gratuitous Air Force business such as helpshying select a site for the Air Force academy In later years these sojoums had more to do with ecological considerations Lindbergh the humanitarian was constantly on a crushysade of one sort or another For Anne Morrow Lindbergh these protracted abshysences proved devastating

The five surviving Lindbergh chilshydren too found their fathers jack-in-the-box appearances and disapshy

ing Thats not necessarily a negative since his perspective on Lindbergh is not tainted by the myths that have built around the Lindbergh story among aviashytion history buffs But it does mean that aviation is not the main focus of this book It is a biography ofLindbergh the man not just his aviator persona It paints a somewhat dark portrait about a man who was at times unwielding in his opinshyions sometimes at the expense ofhis personal relationships But thats only onefacet ofwhat was and still continues to be one ofthe great enigmatic personalshyities ofthe 20th century Theres far more to his personality make up than that and Berg s nine years ofwork detail it well You may not like everything you read about Lindbergh but for that you can t fault the messenger For most ofus there still remains to be written the definitive aeronautical history of Charles lindshybergh including a review ofhis logbooks We have more to look forward toshyHG Frautschy

PASS IT TO BUCK by EE Buck Hilbert

EAA 21 VAA 5 PO Box 424 Union IL 60180

Odds and ends and a new way to hone cylinders

CHAPTER NEWSLETTERS Builders tips often turn up inforshy

mation that is applicable to all of our airplanes not just homebuilders The Technical Counselor staff in my book comes off as one of the best sources for practical maintenance Their exposure to a myriad of probshylems and their solutions provides experience that benefits all of us Every chapter newsletter Im privishyleged to receive contains useful information Chapters maintain lishybraries tool inventories listings for part sources and best of all camashyraderie Where else can you talk airp lanes but with the guys and girls who want the same things you do The Been there done that passed on to your buddy gives both of you a boost You get to expound a little he gets the benefit of your experience and in the long run we all gain

Gary Hunter Pushy Galores enshygineer is possibly one of the best efficiency experts I have ever met Sure hes a homebuilder but he comes up with solutions to common problems that are simple and practical almost as a matter of course I call him an engishyneer and thats what he is He typifies the airplane mechanic of old Able to fix anything He can be a jeweler he can be a blacksmith Ill bet he could even shoe horses He flies his VariEze too so he appreciates the pilot point of

Gary Hunter (llpushy

Galore engineer) is

possibly one of the

best efficiency experts

I have ever met he

comes up with

solutions to common

problems he typifies

the airplane

mechanic of old

view as well But I m getting away from why I

started to write this Gary had conshytributed a short blurb to the January Quad Cities Chapter 75 Newsletter His subject was spinner wobble and its easy cure

All of us have seen a beautiful airshyplane and at one time or another watched in awe as the spinner wobbled all over the place when the engine

started Weve all read or seen or even experienced spinner cracks and sometimes even shed one in flight

Gary says truing the spinner is a simple and easy thing to do Balancshying isn t the issue that comes later

Basically you start by making sure your bulkheads are true They are the basis you hang the spinner on and theyd better be true to start with That assured you get on with it

Youre going to be rotating the prop whi le youre doing this so pull the spark plugs to make rotation easier

Position the airplane so it cant inshyadvertently move and position a stable reference just under the tip of the spinner (a stepladder chair tool box anything that will remain stable)

Rotate the prop and watch the spinshyner tip It will be obvious which way its out of whack Simply loosen the screws around the spinner bulkheads and adjust accordingly Elongate any holes that require it Keep working

until you get it nice and true Once you have established that it is true retighten all the sc rews the way you normally do

Now comes the simple part (If you had only thought ofthis back when our Ryan STA was ALWAYS cracking and shedding spinners) Using a small diameter drill (I16th) drill three alignshyment holes around the periphery of the spinner into the rear bulkhead One

VINTAGE AIRPLANE 25

alignment hole will suffice in the front bulkhead Now whenever you reinshysta ll the spinner insert pins into these alignment holes before tightening the sc rews Your spinner will be autoshymaticallytrued

Garys last comment Whenever you remove the props pinner mark eve rything so it a ll goes back toshyge ther in th e sa me relation s hip to each other

See what T mean about thi s guy Hes kept Bruce Bohannon and Pushy Galore in the record books for years Next time you visit the Air Adventure Museum up in Oshkosh take a look at Pushy and give credit where credit is due

Dear Buck Here is a story that yo ur rea de rs

might find interesting However I will not mention any names for obvious reasons and I would like as well to reshyma in anonymous as if my name appears anybody who knows me could identify the operator involved

INVENTOR DEVELOPS NEW WAY TO HONE CYLINDERS

(without removing them from the engine) A friend of mine operates a fine

antique aeroplane with a Continental W-670 He is very meticulous about the maintena nce changes oil every 25 hours or less and cleans the plugs at that time He spends most of his spare time polishing and waxing and touching up the finish when needed He never allows a fingerprint to reshymain on the big shiny HSGA prop overnight Now this is not a museum piece or s ho w plane it is a workshyhorse flying a lmo st da il y on sightseeing rides and photo work

The engin e is approaching 1000 hours since overhaul and some of the paint on th e cy linder heads had burned or worn off so he decided to bead blast a few corroded spots and prime and paint them When he finshyished he had the engine looking better than new with a ll black cy lind ers silver rocker box covers and exhaust elbows And the stain less heat muff was so shiny you cou ld look in it to see if you needed a shave

But when he started it up it didnt seem to be running quite right so he shut it down and the prop stopped abruptly without bouncing back and forth between compression strokes as

26 FEBRUARY 1999

an engine does when the rings are properly sealed He got out and turned the prop by hand it was dragshyging Upon removing the spark plugs he found evidence of glass beads on th e inside s of th em Some of th e g la ss beads had gotten into th e air maze filter and had been sucked into the engine

So it is now due for a major overshyhaul I told him to look at the bright side New rings can be fitted without having to deglaze the cylinders The inventor of thi s system does not wish to be given credit for it

Bes t regard s and have a happy holiday

Your anonymous friend Ouch Over To You whoever you are

ff Blaquock

Dear Buck In the December VTNTAGE AIRshy

PLANE there was a comment on R stick L throttle vs L stick R throttle and you suggested input Here is my two quarts worth

Having flown since 1946 and being a flying buddy of S keeter Carlson since 1965 Ive been exposed to quite a variety of flying mashychinery In my first logbook totaling some 220 hours I had flown 46 different airshyplanes and 23 different kinds Over the years I have flown Aeronca Champ Chief Sedan Piper J-3 J-4 J-5 and most of the PAs Ryan CshyI PT-22 Navion Luscombe Fairchild 24 PT-19 PT-23 PT -26 Taylorcraft BC-12 Lshy2 Cessna 120 140 170 A W plus all the ones with the trainshyin g wheel up front I even fl ew the tes t flights on a Pietenpol Aircamper with two throttles one on each side no less I still own and fly my Duncan Sport (2POLB) that I bou ght from Bill and Loshyraine Duncan in 1971 I owned and flew o ur 15AC Sedan and (38 Dart G al ternate ly for several years I ve gotten out of a Stinson Tri -m otor a nd into a Fokker Trip lane the same

day and I feel that it makes very little difference as long as Im in the left seat that is until I got into Skeeter s Thomas Morse Scout with the LeRshyhone rotary then I don t care who you are or where you sit youre still one hand short

Anyw ay we were all Johnny come late ly when we first started and all I can say is never tum down an opportunity to fl y something differshyent Try it youll like it I remember getting to fly an 1124 Westwind from Burbank California to Santa Barbara for lunch J was half finished with m y sandwich before I finally caught up with the airplane So much for that Over to you

Gene Soper EAA 27385 AC 360 Thanks for the note Gene How

about the rest ofyou Hey Dorothy and I will be trave lshy

ing all over the southwest this month so if you dont get a reply back from a phone message or note youll know were still out having fun Talk to you when we get back

Over to you

Want to keep your spinner running true Read what Gary Hunter does (Kent and Sandy Blankenburgs Spartan Executive)

Wayne Milburn

Toowoomba QLD Australia

Patrick P Cloudier

Pincourt PQ Canada

Grumier Willy Chatillon France

Nowell W Izard

Masterton New Zealand

Charles A Birdsall Apo AE

Klaus E Marx Juneau AK

Richard Binderim Enterprise AL

Larry K Tillery Trussville AL

Gary Moseley Chandler AZ

T W Aronson Rosamond CA

Raymond J Barak

Huntington Beach CA

Keith Charles Carnahan

Costa Mesa CA

Tom Lambrick Morgan Hill CA

Douglas L Maxwell Riverside CA

Dr R Richmond San Francisco CA

Anthony R Rivera Nevada City CA

Charles Spurrell

Palos Verdes Estates CA

Howard Thompson Fort Bragg CA

Thomas R Weeks San Diego CA

Raymie Raymie Littleton CO

James T Broady Weirsdale FL

Allen E Kaluzniak

Jacksonville Beach FL

Joshua Knerr Sanford FL

E P RosenthaI Miami FL

C Mitchell Smith Lakeland FL

Gary L Johnson Bainbridge GA

John Stiles Stockbridge GA

Keith Beem Ipan GU

Eugene Honigford

Machesney Park IL

Mike Linden Rockford IL

Barry L Schroeder B1oomington IN

Harry Bartel EI Dorado KS

Bobbie Bradford Topeka KS

Jamie Smith Shawnee KS

Nathan T Rider Groton MA

Alexander J Van Wert

Marlboro MA

Rod Teel Silver Spring MD

James C Walker Baltimore MD

David Stainton

Cranberry Island ME

Alexander M Allan Sr Au Gres MI

Michael J Damone

w Bloomfield MI

Trent H Steinbach

International Falls MN

Jack Dilliard Washington MO

Douglas D Derscheid ONeil NE

George F Johnson Wolfeboro NH

Angelo A Carnevale Hopewell NJ

Bill K Laskar Albuquerque NM

Jim Catalano Cornwall NY

Joseph DiStefano Fort Plain NY

Hugh Weidinger Great Neck NY

Benjamin Gleason Vermilion OH

Gail R Bailey Tulsa OK

Reymold Watt West Lynn OR

Marc S Ludtke Franklin PA

Alan L Moyer Perkasie PA

Elford S Wyatt West Union SC

Derek Amos Harker Heights TX

Charles M Baynard Dallas TX

Thomas E Eanes Granbury TX

Michael Halle Humble TX

Robert Heath Austin TX

W W Hill Houston TX

Justin Layton Houston TX

Eldon W Moore Texas City TX

Nick Berg Lehi UT

Richard Cole Fairfax VA

Peter Hays Arlington VA

Joseph Schoofs Leesburg VA

John A Cahoon Hudson WI

Dennis J Dalka Rhinelander WI

Keegan Ray Janesville WI

Gary B Green Beaver WV

VINTAGE AIRPLANE 27

JMNEWMAN

rshy

Fly-In Calendar The following list ofcoming events isfurnished to our readers as a mailer ofinformation only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the information to EAA All Golda Cox Po Box 3086 Oshkosh WI 54903-3086 Information should be receivedfour months prior to the event date

FEBRUARY 13-14 - MINNEAPOLIS MN shyMinnesota Sport Aviation Conference Minshyneapolis Convention Center Info Way ne Petersen 1-8001657-3922 or web site at wwwflightexpocom

FEBRUA RY 20 - HUN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

FEBRUARY 24-25 - ROMEOVILLE ILLIshyN OIS 25th annual Aviation MaintenanceExhibit Seminar at Lewis Unishyversity Contact Don Cramer 217785shy5798 or Mike Streit 8151836-5431

FEBRUARY 25-27 - BUTTE MT - Montana Aviation Conference Ramada Copper King Inn Workshops seminars nationally recogshynized speakers trade show Info MT Aeronautics Div Box 5 178 lie lna MT 50694 4061444-2506

FEBRUARY 27 - SPR INGFIELD ILLIshyN OIS - lliinois State Safety Seminar at lliinois State Fairgrounds Springfield fllishyl1Ois Contact Lee Creviel 815939-0976

FEBRUARY 27-28 - RIVERSIDE CALIFORshyN IA - EAA Chapter I Open House at Flabob Airport Contact 909689-9213

MARCH 5- 7 - CASA GRANDEAZ - 41st Anshynual Ca ctus Fly- In sponsored by the Arizona Antique Aircraft Association Info wwwamericanpilot orgkactus or call Jon Engle at 60289 1-6012 days only

MARCH 6 - WISCONSIN RA PIDS WISshyCONSIN - Wisconsin State Safety Seminar at the Mead Inn COlllact Harold Benisch 9201623-4457

MA RCH 20 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Aiport 256852-978 1

A PRIL 11-1 7 - LAKELAND FL - 25th Annual Sun n Fun EAA Fly-In and Convention Info 941644-243 1 Web site wwwsun-nshyfunorg

A PRIL 17 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

APRIL 25 - HALF MOON BAY CA LIFORshyN IA - 9th ann ual Pacific Coast Dream Machinesjly-in at HalfMoon Bay Airport 10 am - 4 pm Antiques classics warbirds vintage autos trucks Contact 6501726-2328

MAY 7-9 - PlNEHURSTISOUTHERN PINES NC - Moore County Aiport (SOP) EAA Chap ter 3 Spring Fly-ln Trophies EAA fellowsh ip Friday golf tournament Sat banquetlguest speakel Sunday poker run YE jlights vintage aviationjilms HQ Holiday Inn Southern Pines 9101692-3212 Info 9101947-6896 - 1853 (Fax) or the web WWWsouthern-aviator comlac3

MAY 16 - ROMEOVILLE IL - Le wis Romeoville airport (LOT) EAA Chapter 15 Fly- In breakfast 7 am-Noon Contact Frank Goebel 8 151436-6153

J UNE 26-27 - WALWORTH WI- Bigfoot Field (WI05) Pancake breakfastbrunch Aeroshybatic demo at 10 am Stearman rides and displays of vintage aircraji warbirds and experimentals 7 am-l pm Info John Anshyderson 4141248-8748

J ULY 5-8 - DENVER CO - Centennial Airshyport Short Wing Piper Club annua l co nvention This years theme Rocky Mountain Rendezvous Info Kent 0 Kelly 3031979-3012 (Headwindsmsn com) or vis it the SWPC web site at hllpwwwshortshywing com

JULY 7- 11 -ARLINGTON WA - n w EAA FlyshyIn and Sport Aviation Convention 30th anniversary event FOlllms seminars workshyshops evening programs spec ial night airshow Sat evening Info 360435-5857 or on the web at http wwwnweaaorg

J UNE 11-13 - MATTOON IL - 3rd Annual MTO Luscombe Fly- In Luscombejudging and awardsforullls and banquet $50 cash to Luscombe that jlies the fartest to attend Contacts Jerry Cox 2171234-8720 or Shanshynon Yoakim 217234-7120

JUNE 26-27 - PETERSBURG-DINWIDshyDIE VIRGINIA - 3rd Annual State EAA Fly-ln Contact Ron VanSickle 832932shy4709 wwwvaeaaorg

J UNE 26-27 - LONGMONT COLORADO - 21st Annual Rocky Mountain EAA Fly shyIn Contact Bill Marcy 3031798-6086

J UL Y 7-11 -ARLING TON WASHINGTON - Northwest EAA Regional Fly-in at Arshylin g ton Airport Co ntact Barbara Lawrence-Tolbert 3601435-5 857 or wwwnweaaOIglnweaal

J ULY 16-18 WEST YELLOWSTONE MONshyTANA - 13th annual Northwest Mountain

Region Family Fly- In Safety Conferen ce and Trade Show at the Holiday Inn Confershyence Center Sponsored by local EAA Chapters and the FAA Flight Standards Disshytrict Office Kit plan e exhibitors and seminars Contact Jim Cooney FAA FSDO 1-800457-991 7 wwwfaagovlfsdolhln

J UL Y 28-AUGUST 3 - OSHKOSH WI- 47th A llllllal EAA Air Veil til re Oshkosh 99 Wittl1llII Regional Airport COlltact Johll Bllrtoll EAA ROBox 3086 WI 54903-3086 or see the web site at IIwlIairvelltllreorg

SEPTEMBER 4 - STEAMBOAT SPRINGS CO - EAA Chapter 649 Vintage Fly- In

SEPTEMBER 10-12 -ATWATER CALIshyFORNIA - Goldell West EAA Fly- In at Castle Airport Contact wwwgwjly-inolg

SEPTEMBER 11-12 - MA RION OHIOshyMERFI Mid-Eastern Regional Fly-In Conshytact Lou Lindeman 9371849-9455

OCTOBER 7-IO - MESAARlZONA - Copshyperstate EAA Regional Fly-In at Williams Gateway Airport Con tact Bob Hasson 5201228-5480 or 5201298-3522

OCTOBER 8- 10 - EVER GR EEN A LshyABAMA - South eas t EAA Regional Fly-In Con tact Harold Bubba Hamitel 3341765-9109 or 3341743-39 16

OCTOB ER 8-10 WILMINGTON DELAWARE - East Coast Regional FlyshyIn COli tact Andy Alvarez 3021738-8883

OCTOBER 14-7 -A BILENE TEXAS shySouthwest EAA Regional Fly-in at Abilene Regional Airport Contact Stan Shannon 8301997-8802

STROBE LIGHT TRIVIA QUESTION

ANSWER (From page 9)

Harold E Doc Edgerton (1903-1990) a professor at MIT invented the gas discharge strobe light during work in the MIT labs during 1926 through 1931 Originally developed as a elecshytronic stroboscope the strobe light was quickly adapted for photographic uses including pishyoneering high speed slow motion photography His work with the strobe extended to aircraft but not for position identification shyduring WW-II he experimented with a large strobe light ring used to illuminate the ground for nighttime aerial photography

28 FEBRUARY 1999

ON THE COVER

Luscombes T -8F

Plenty of Class to Watch the World CoDy I

f you were a salesman who represhy

sented a company that made

aluminum and plastic polishes

then youd want to know Brice Newberry

(EAA 587092 V AA 29373) of Kingfisher OK Brice and his wife Vicki have a thing for the Luscombe line of airplanes and in particular he really loves the T-8 Luscombes utility airplane that came about during Luscombe s bid to proshycure a military contract

The T -8F features plenty of plexiglass to keep clean (33 sq ft i) and quite a few square feet of aluminum sheet to keep polished Maybe thats why one of his T-8Fs is bare metal with red trim and the other flying T -8F in his stable is painted in a military green

Brices work with the T-8F series began with a mention by one of his best buddies Randy

12 FEBRUARY 1999

Briscoe He indicated he was ready for a special airplane restoration project one that was differshyent He d owned a variety of airplanes in the past inc luding Cessnas Stearmans Citabrias and a Bellanca Viking but he wanted someshything special Brice knew what Randy needed -a Luscombe

Randy and his wife Jamie started to research Luscombes after he and Brice decided to look for a T-8F Compiling a list of all the owners letshyters were sent out inquiring if anyone was interested in selling their airplanes Some never came back and many came with notes that effecshytively said well never sell

Fortunately there were a few who said they d be interested in selling In March of 1997 Randy located N2202B in Death Valley CA Brice flew commercially to Reno NV and was met by the T-8Fs owner John Mulvey With an annual good until the following October Brice flew it home to Oklahoma where he and Randy enjoyed

By HG Frautschy

~he unusual lines of the Luscombe T-SF came about when Luscombe was vying for a military liaison plane contract They didnt win but the airplane was certified by the CAA and has developed quite a following for the 30 remaining out of lOS built

it for the summer When annual inspecshytion time came up they decided to install an electrical system in the airplane Well one thing led to another and you all know what that can lead to

The Luscombe T -SF started out purely as the speculative answer to an Air Force question Looking for a new light liaison airplane for the Army to use in the post-war era the Air Force (who was doing the evaluation for the Army) made it clear they wanted an off-theshyshelf airplane that would meet their specifications In order to keep the cost to the military down the airplanes had to be CAA Type Certificated For Lusshycombe the basic 8F airframe contributed about 90 percent of the the parts for the new model but there was one important

difference in the specification that reshyquired Luscombes engineers to spend some drafting table time The Air Force wanted an airplane with tandem seating and Luscombe didnt make any airplanes with that seating arrangement In order to make that work when they moved the passenger aft they got an added bonus The plastic bubble added to the top half of the aft cockpit gave the observer in the back spectacular views Now it did nothing for the airplanes lines and in fact the revised fuselage shape required the addition of a dorsal fin to the vertishycal tail to give some added stability But the added side windows in the doors and to the left and right of the aft seat gave the T -SF superb visibility The late Max Karant wrote about the view out

the T-SF Maneuverability in the air is quite

satisfactory and somewhat startling if you happen to look around through the various windows A steep turn for inshystance looks a lot more dramatic in the airplane you can look back and see the world cocked at an angle and nearly all ofthe Observers tail unit is visible And even in level flight its somewhat startling to look down the whole ofboth sides ofthe airplane are window enabling pilot and passenger to see clear under the plane (From Flying September 1945)

For ventilation the upper door winshydows open as do the aft side windows With all that overhead clear plexishyglasss on a warm summer day you might need all the windows open and dont forget the sunscreen and a hat

The first of the military Luscombes was the T -8E which was powered per the Air Force spec by the Continental C-S5 engine After tests at Fort Bragg SC during which the Luscombe Tayshylorcraft and Aeronca airplanes were tested and found satisfactory the conshytract was awarded based on the bid price Aeronca won with a bid of $1649 per airplane for the 439 7BCs it was to deliver

After being shipped home to Dallas Luscombe continued work to have the T -SE certificated It was hoped the milshyitary would be interested in the airplane during a later off-the-shelf buy As

The T-SF cockpit differs from its cousin the SF The throttle is located on the left side of the cockpit at the forward edge of the door and the stick is now in the center of the floor The aft passenger does have a set of rudder pedals and a stick The red handle on the upper left The aft seat can be a great place to get a of the photo is the flap handle tan - dont forget the sunscreen and a hat

14 FEBRUARY 1999

the program progressed it was decided to equip the airplane with the C-90 Continental a decision made easier with the concurrent certification of the Luscombe 8F In fact the T-8F and 8F were certified on the same day by the CAA and T-8Fs were soon being deshylivered to customers The first model available the Observer was issued with two levels ofequipment The Speshycial and Deluxe The Special lacked the electrical system landing lights and starter the Deluxe was given Plans were also being made to put the T-8F in another market - crop dusting

The T-8F duster was dubbed the Crop Master Installed in the wings were a pair of 30 gallon spray tanks and mounted on the struts and fuselage was a spray rig built by the Indepenshydent Cropdusters company of Campell CA By midwinter of 1948-49 the deshysign was ready and approved in the Standard and Restricted categories by the CAA in February Also included in the Crop Master T -8F was the new Luscombe wing flap design which had just been given production approval by theCAA

1949 was not going to be a great year for the Luscombe company and the production life of the T -8F sprayer was short lived - from March until June of that year Only 35 of the Crop Masshyter sprayers were built and delivered before Luscombe Aircraft Co was forced into bankruptcy

The T -8F about to be annualed by Brice and Randy was originally built in

Brice Newberry and his friend Randy Brisco have to squint just a bit because of their polish job on the T-SF

the second batch of airplanes comshypleted April 30 1949 In May CL Butler and Sons of Pine Bluff WY bought the Crop Master for use on their ranch and continued to own and fly it until 1991 when it was sold to Mr Mulvey Their only changes to the airshyplane were the installation of a Lycoming 0-320 of 150 hp and the mounting of a pair of 850x6 tires to handle their ranch strip

When October arrived and the anshynual was due the work was begun Vicki Newberry describes the next part ofNC2202Bs history

We ordered the parts we needed to install the electrical system and this is where things sort of got carried away

33 square feet of plexiglass surround the pilot and observer in the T-SF Both the upper side windows on the doors and the windows just below the aft bubble can be opened in flight

We decided to remove the wings to do the inspection for inner granular corshyrosion and we djust take the spray tanks out then We were very pleased at the condition the wings were in and decided to incorporate the wing tanks and the spray tanks to give us a bit more fuel range We thought now would be the time to install landing lights and why not just go ahead and install strobes too We installed the starter prop extension alternator and to maintain the original Luscombe cowling look we lengthened the rear of the cowl (upper and lower) approxshyimately six inches

Brice fabricated the new cowling doors to allow clearance for the spark plugs and valve covers this is the only skin that is not original from the facshytory He also installed a new prop spinner he fabricated the battery box baggage compartment and installed them The tail was removed and the horizonta l stabilizer fitting was reshyplaced with part 1000 furnished by the DLHF new ball bearing pulleys and new cables were installed The paint was stripped Control sticks rudder pedals and door latches and throttle quadrant were sent offand chromed The instrument panel was removed cleaned and repainted two tone silverred with a tiny black pinshystripe and has wood grain accents New instruments were installed but he maintained the original panel look The exterior was painted with Air Techs Firestorm Red and pinstriped with 116 black pinstripe thefactory installed original skins were polished

VINTAGE AIRPLANE 15

space anything we needed) Like the potato chip commercial

where nobody can eat just one the Newberrys now have five T-8Fs located at their private airstrip White Airport Two are currently flying (NC2123B and 2202B) and the others are undergoing restoration one of them (N 1589B) by Willy Luber manager of the Kingfisher airport N220 I B is being restored for Randy Briscoe Brice s friend and Kingshyfisher businessman The engine will be a Lycoming 0290-02 (135 hp) a full compliment ofVFR instruments and a red and silver color scheme Randy and Brice s eyes just sparkled when they were talking about the new restoration and you could tell it will be something special We look forward to seeing it The other project is N 1583B All of the airplanes have the horizontal tail fitting replaced with the new PMAd fitting

Heres the entire brood all five of the T-8Fs now at Brices airstrip White airport manufactured by the Don Luscombe Each will have the latest mods available for the Luscombe including the DLAHF Aviation History Foundation (DLAHF) PMAd horizontal tail fitting and the BAS tail pull handle mounted on the aft fuseshy They also have the BAS tail pull handle lage The second aircraft on the right in the dark green color scheme was restored in installed used to move the airplanerecent years by the Don Luscombe Aviation History Foundation long after it had been damaged back in 1961 around on the ground instead of pushing

and pulling on the tail surfaces Brice is plenty busy in his life as a

until they looked like new the Classic Division Award at the EAA cropduster and he also enjoys ropin The interior was painted with Air Fly-in in Eldorado Kansas (By the and making horse saddles but Vicki

Tech s Nevada Silver and we decided to way they are a great group ofpeople says the top of his recreation list has the try to design some type ofinterior we th ey helped us get a motel room and heading Luscombe With the way chose salt and p epper red and black were friendly and extra eager to help N2202B looks what will he and Randy carpet and th e side pan el are red with transportation finding hangar have for us to see in the future ~ tuckroll inserts with silver New glass was installed This particular example is powered by a Lycoming 0-320 of 150 hp The high country stance of this T-8 F is We received a one time field emphasized by the 850x6 tires

approval from the FAA This annual took in

excess of 1300 hours of Brices time he worked in excess of12 hour days and many seven days a week Willy Luber of Okarche Oklahoma sp ent many long hours working side by side Brice Very few visitors at the hangar esshycaped without holding a screwdriv er or wrench For quite some time I was co nvinced this wasnt a proj ect it was turning out to be a career

We were honored to have received the Classic Division Award and the Grand Champion Award at th e Antique Airplan e Fly-in at Pauls Valley Okshylah oma and we received

16 JANUARY 1999

Buck Hilberts 1938 Fleet Model lOF on Pontoons

Unusual airplanes deshymand unusual people E E Buck Hilbert (EAA 21 AI C 5) of Union IL is one of

those people - and his Fleet Model 10F is one of those airplanes Not only is it a rare model but most unusual is the fact that it was never certificated in the United States prior to Bucks ownership Therein lies a problem that was tough to sunnount as we shall see

The original Fleet Model I was designed and sold in 1929 with a Warner 110 engine and many early pilots received their initial training in them This model begat the

Model 2 the Model 7 the Model 8 and the Model 9 which were powshyered with Kinner engines of 100 to 125 hp By the time the mid thirties came along Fleet Aircraft was busy selling airplanes to foreign counshytries especially those in Central and South America

Buck s Fleet Model 10F was built in June of 1938 and in June 1939 it was shipped from Canada to Nicaragua as a fighter complete with aux fuel tanks bomb racks and a 30 caliber machine gun that fired through the propeller The serial number on the airplane is 263 which many experts suspect was the protoshytype Model 10 to be exported as the

export numbers run from 263 to 411 all exported as military aircraft

The F leet served in the Nicaraguan military from 1939 until 1955 when it was surplused to the civilian market and eventually was collected as a basket case by Danny Martinez (EAA 72116) of San Antonio TX Danny is a longshytime EAAer and has an avid interest in antique airplanes including Fleet biplanes He labored away on the Fleet Modell 0 for nearly 16 years doing a tremendous amount of work on the airframe and overhauling the original Warner 145 engine When the time came to install the ailerons on the wings the eight-foot-Iong

By Norm Petersen

hinge pins would not go in It was maddening to say the least

Enter one Buck Hilbert The time was 1989 and Danny was at his wits end Buck figured there must be a way to mount the ailerons so he bought the Fleet and hauled it to his home in Illishynois The fun began

With no previous certification the entire Fleet biplane had to be closely inspected for conformity to Standard Certification Using hard-to-get drawshyings it was possible for the FAA inspectors to put their stamp of apshyproval on everything up to the fuewall However there was no record of a Fleet Modell 0 ever using a Warner 145 engine and the inspectors were stopped cold It would take another three years before Buck Hilbert was able to have a heart-to-heart talk with Admiral Busey the FAA Administrashytor at the time Once the word came down things started to move forward and the airplane was certified in the Standard Category as a Hilbert Fleet ModeIIOF

18 FEBRUARY 1999

Early in the morning Buck Hilbert (closest to the camera) readies the Fleet for the EAA televishysion crew to take some video footage of the seaplane Standing on the wing is Scott Guyette and walking by the tail is Robb McAllister both of the EAA video crew

The old gray iron streamlined flyshying wires were replaced by a complete set of stainless wires from Nick d Ashypuzzo who commented that the measurements were identical to a set of Fleet 16 wires Sadly this would be the last set of wires that Nick sold

before his passing The airplane was flown on wheels

for about 16 hours when the engine beshygan showing signs of ill health Buck and Charlie Smith overhauled the Warner and found two pistons that were bad and some of the valve train

needed help before it once again ran well By now the concept of a genshyuine biplane on floats was starting to haunt Buck so he began looking The idea just wouldn t go away One day in Trade-A-Plane he spotted a set of Edo 1835 floats for sale complete with Fleet rigging The owner turned out to be Sandy Brown the present newsletter editor of the International Fleet Club based in Marlborough CT

Once the set of floats built in May 1930 were purchased they were hauled to Brian Van Wagnen s place in Michigan The Fleet was flown from Illinois to Michigan for the installation Every part of the float installation fit very well and the only additions needed were a couple of sets of float wires to complete the truss work between the floats and the airplane

A metal HamiltonStandard ground adjustable propeller was installed for float work as wooden props are seshyverely eaten away by water spray With a setting that allows the big 500 cubic inch Warner to crank up to 2100

(Top) Buck Hilbert departs the seaplane base to make the Seaplane Fly-By at Wittman Field His was one of nearly forty seaplanes that took part (Middle) With this author in the front cockpit Buck taxies the Fleet at idle speed as he lines up for the takeoff run The Fleet is very stable in the water and the Edo 1835 floats do an excellent job The 145 Warner accelerates with complete authority on the takeoff run and climbs out with gusto (Below) Pictured from the rear quarter we get a good look at the float installation with its myriad of wires The dual water rudders are in the up position being raised by pulling a handle in the rear cockpit You can plainly see the noticeable dihedral in the lower wings of the Fleet a trademark of the biplane

VINTAGE AIRPLANE 19

RPM the big metal propeller really gets with the program on takeoff The Fleet gets off the water very nicely and climbs out smartly Normal cruise is 75 to 80 mph on floats which is about 5 mph slower than wheels

The Fleet was flown to the Otsego Lake Seaplane Fly-In in Michigan in early June where it drew rave notices among the crowd From there it was flown up to Sault Ste Marie Ontario Canada for the Canadian Bushplane Heritage gathering Again the pretty blue and yellow Fleet was the hit of the show

After resting in Canada for a few weeks the Fleet was flown to Oshkosh for the big seaplane fly-in where our photographers caught up with the unique floatplane

Believe me when I say the many thousands of Vet tel Blust Seaplane Base visitors during AirVenture 98 reshyally enjoyed watching the Fleet come and go as it chugged by with the Warner at idle doing a slow taxi or at full bore on a takeoff run across the outer bay The exciting part was when Buck would cut the power for landing and the Fleet would come down like a proverbial stone - its glide ratio with all the drag of a biplane and float rigshyging is hard to imagine - and the Fleet would s lide onto the water right in

20 FEBRUARY 1999

front of the crowd During the Convention Buck estishy

mates nearly 100 rides were given (this author was one of the lucky ones) in some 25 hours of float flying The sixty-year-old Fleet never missed a beat and the folks were extremely happy with the performance Even Sue Sanders of the Seaplane Pilots Associashytion (SPA) enjoyed her ride so much that she wrote an article in the SPA magazine about her beautiful ride in Buck Hilberts Waco on floats (Cant win em all)

Since the summer has passed the

floats have been removed form the Fleet and Buck has been busy doing a few updates and improvements He reshycently installed a brand new exhaust system made of highly polished type 321 stainless steel that is a remarkable piece of work In addition he is presently busy building a set of new windshie ld s for the pretty biplane One thing about Buck Hilbert he never quits he just keeps making things betshyter Special congratulations to Buck amp Dorothy Hilbert for making our seashyplane fly-in so much more interesting Yah done good

A happy twosome the author and Buck return to the VetteBlust Seaplane Base after a dandy ride in the Fleet on floats Check out the thick airfoil (Clark Y) on the wings

o o e v e w

Whats in a name Would it have held up to the test of time if the

headlines of May 221927 had read CHARLES MANSON LANDS IN

PARIS That was the family name until Ola Mannson arrived in

Minnesota in 1859 with Charles A Lindberghs father then an infant

Comments on A Scott Bergs LINDBERGH

O la a former member of the Swedish parliashyment had become entangled in scandal He was accused of embezzlement and was supporting a mistress on the side who bore

him a son later to be Congressman C A Lindbergh Sr Mannson or Manson as CAL Jr spe lled it had been stripped of his civil rights and might well have landed in jail had he not fled Sweden He made changing the fami ly name the first order of business upon settling in the New World The Lindberg surshyname was rare in Sweden but spelled with an h it was all but unknown

Scott Berg spent nine years writing LINDshyBERGH the latest biography of one ofthis centurys most controversial figures It is also the only authoshyrized biography Berg had the blessing of the Lindbergh family who unsealed all the archives apshyparently with no strings attached This is a compelling volume for anyone who has a serious interest in the subject Alas Berg is not an airplane man and much of what one might wish for is e ither ignored or glossed over

Berg traces Lindberghs early impressions of aviashytion back to the day in Little Falls Minnesota while playing alone upstairs he heard the spluttering of an engine overhead It was an exhibition biplane his

mother explained a very dangerous affair In the conshytext of Bergs account this happened circa 1907 but there was no flying in the area until September 191 1 when Tom Mc Goey performed under contract to the loca l farmers co-op in a homebuilt Curtiss type pusher Lindbergh was then nine

In June 19 12 whi le domiciled in Washington DC where the elder Lindbergh was serving a term in Congress CAL had an opportunity to see the Armys fledgling air fo rce in action at Fort Myer Virginia The outing had been arranged for by his parents CALs recollection of the occasion was highlighted by a race between one of the aviators and an automobile

On the whole Berg seems to have a good grasp of the facts though there are some errors- a few of which may be typographical He refers to Juan Trippe as the founder of Eastern Airlines and proshymotes Maj A B Lambert a Spirit of St Louis backer and founder of Lambert-St Louis Airport to General He a lso refers to Marvin Northrup proprietor of a Minneapol is aeronautical supply house as a manufacturer perhaps confusing him with Jack Northrop Berg also describes the trishymotored Ju 52 as the standard bombardment plane in Hitler s new Luftwaffe

By John Underwood EAA 1989

VINTAGE AIRPLANE 21

Charles Lindbergh seldom posed for testimonials This was an exception

All of this does not really weigh too heavily against Bergs prose and purshypose- namely to reveal the Lindbergh the American public has long sought to understand He has undoubtedly come as close to the definitive treatment as anyone ever will which includes the Lindberghs themselves CALs grandshychildren will probably find this book as absorbing as this reviewer all 600-odd pages of it for the Lone Eagle was as much a mystery to his own children as he was to a public that both idolized and reviled him

The Lindbergh babys kidnapping is of course recounted in detail The facts are both moving and appalling One can readily understand CALs loathing for the press The trial itself was a meshydia circus but no more so than the O J affair of more recent memory Hauptshymann had to be guilty although not necessarily of murder Anyone who subscribes to the crackpot theories that have been advanced in the interim should read and weep over what hapshypened to the Lindberghs Reeve Lindberghs insightful UNDER A

22 FEBRUARY 1999

WING is also highly recommended Members of the Jewish faith have

long held that Lindbergh was an antishySemite Berg who is Jewish himself explores the reasons for this and conshycludes that he was not Lindbergh in his America First speeches struck out at Jewish influence which he pershyceived to be among the elements committed to engaging the U S in a war with Germany Such a war he beshylieved would result in the destruction of westem civilization

The fact is that Lindbergh was a pashytriotic American and would-be peacemaker albeit somewhat naive in his conceptions Although he felt comshypelled to leave the U S for a period of time for his family s sake he never at any point considered for a moment givshying up his citizenship Indeed he became a key element in keeping the War Department abreast of what was happening in European aviation Moreshyover he was eager to serve Berg points out that CAL applied for reappointment as an Air Corps reserve officer while in self-imposed exile By then he had alshy

ready been labeled a Nazi by such synshydicated smut-peddlers as Walter Winchell

Its interesting to note that the Amershyican Air Attache in Berlin wanted Lindbergh to meet with Hitler That meeting never came about although he did meet twice with Goering and once with Rudolf Hess Hitlers deputy Hess an enthusiastic airman since 1918 was a great admirer of Lindbergh He too had dreamed of undertaking a longshydistance flight As it transpired Hess did complete a long and perilous flight when he surreptitiously piloted a Messerschmitt 110 to Scotland in May of 1941 hoping to make peace with England

The Lindberghs were fascinated by what was happening in Germany as was everyone else at the time and they nearly spent the winter of 1938 in Berlin This was in part at the behest of Ambassador Wilson and the Air Atshytache Truman Smith who hoped it would avail CAL of further opportunishyties to study German aviation Indeed Lindbergh got to see things that no forshy

eigner had seen such as the Ju 88 He also got to fly a number of new aircraft such as the Me 109 and Fieseler Storch

Berg in recounting Lindshyberghs association with Messerschmitt declares that the latter never recovered emotionally or financially from WW- TI This implies a degree of impoverishment which is misleading to say the least Messerschmitt was not long in getting back to manufacturing aircraft first in Spain and later in Gershymany Messerschmitt amp Co helped build the F -104 for the new Luftwaffe and the designer lived to provide Airshybus recommendations

Berg only devotes a few pages to CALs test-flying which is worth a book in it- Tom Mc Goey in his homemade Curtiss type pusher He over flew the Lindbergh home in Little Falls in self With Chance Vought 1911 finished the season and quit the flying game

for example he had much to do with service testing the F4U Corsair He made several demonshy Corsair which had the new bubble Lindbergh at the relatively old age stration tours as well familiarizing the canopy instead of the jailhouse hatch of 42 would be called upon to demonshyNavy and Marines with new developshy Lindbergh was glad to oblige The 22- strate his skills as a fighter pilot albeit ments Berg makes no mention of a year-old lieutenant was John Glenn an unofficially and unavoidably He was shavetaillieutenant at El Centro who icon in the making They were both detailed as a civilian to the South Pashybrashly asked CAL if he could try his destined for combat in the Pacific cific as a tech rep and observer first

CAL and AML on arrival at Prague 2 September 1938 The worried look no doubt reflects their feelings toward the mob approaching A moment later he gunned the engine and taxied to the far side while police contained the crowd

VINTAGE AIRPLANE 23

with USMA Corsair units later with the AAF in P-38s His mission was to observe from the periphery mostly avoidi ng actual combat with enemy aircraft which by them were seldom seen Altogether he flew 50 missions logging nearly 200 hours time in four and a half months

Berg gets carried away in implying that CAL was prepared to meet his maker and commended hi s sou l to God when a Zero jumped him on 1 August 1944 That quotation could hardly have been Lindberghs It was a momentary encounter and stressfu l to be sure but the Zero broke off the atshytack before the pilot could bring effective fire to bear on CALs P-38

Only once did CAL himself fire on an enemy aircraft That engagement lasted but a few seconds and involved a single head-on pass between his P-38 and a Mitsubishi Ki-51 attack aircraft code named Sonia The Japanese pishylot outgunned and outnumbered had

who rolled over and dived into the sea Berg claims Lindbergh prayed for the pilots soul for many years thereafter

President Roosevelt who never forshygave CAL for challenging the wisdom of his sending the Army out to fly the mail and for his antiwar activism in 1941 barred him from military service The ban was enforced even after FDRs death Berg credits Gen Bob (GOD IS MY COPILOT) Scott with Lindberghs reinstement as an Air Force officer Scott then a colonel running the Air Forces Office of Information Services told his boss Harold Talbott that makshying CAL a general would be a shrewd move President Eisenhower apparently concurred Lindbergh was placed on the active reserve list as a brigadier general in April 1954

Lindbergh felt that the U S was on a collision course with the Soviet Union says Berg He got involved with bolstering the defense posture most notably as a SAC advisor and beshy

pearances disconcerting CAL with his many eccentricities was a strict discishyplinarian and his frequent absences were both painful on the one hand and welcome respites on the other

Reeve Lindbergh who inherited her parents artistic talent reveals in UNshyDER A WING what it was like to be offspring of the Lone Eagle With the exception of Jon who earned his Private Pilots License before taking up a career as a deep-sea diver none of them really took to flying That was fine with Lindbergh who never lost his love of the art For him all that matshytered was doing something challenging and worthwhile and doing it well - 101m Underwood

Editors Note I cant help but add my two cents worth to Johns comments First off ifyoure contemplating reading this book you should know that it is not an aviation book in the sense that many ofus might have expected Berg is not an aviator and it shows in his writ-

The fact is that Lindbergh was a patriotic American and would-be peacemaker albeit somewhat narve in his conceptions Although he felt compelled to leave the U S for a period of time for his familys sake he never at any point considered for a moment giving up his citizenship Indeed he became a key element in keeping the War Deshypartment abreast of what was happening in European aviation

made monkeys out of the attacking Americans but he was smoking from a hit and survival depended on shaking off several P-38s In a bid to escape he banked sharply in CALs direction and held a collision course

The Japanese were now facing an opshyponent on more equal terms They were closing at something like 600 mph oneshyon-one firing at targets that grew larger with each passing second There was still a chance the Japanese might score a vicshytory and indeed elude the P-38s by then short of ammunition and low on fuel He was over his home base and there was heavy ground fire from anti-aircraft inshystallations

Lindbergh could easily have joined the ranks ofKIAs but his gunnery exshypertise and instinct for survival prevailed The Japanese perhaps wounded undershot his target and Lindshybergh cleared the Sonia avoiding a collision by a scant ten feet or less It was all over for the Emperors airman

24 FEBRUARY 1999

gan flying the latest jets He also designed and built his own bomb shelshyter and directed his family to head for the Maine woods in the event of a nushyclear attack

It was widely supposed that the Lindshyberghs were well matched in their marriage Not so according to Berg Anne Morrow Lindbergh who loved her husshyband deeply found her domestic situation intolerable by the late 1950s CAL had beshycome a compulsive wanderer of the world At home one day gone the next to whoshyknows-where Oft times it was on gratuitous Air Force business such as helpshying select a site for the Air Force academy In later years these sojoums had more to do with ecological considerations Lindbergh the humanitarian was constantly on a crushysade of one sort or another For Anne Morrow Lindbergh these protracted abshysences proved devastating

The five surviving Lindbergh chilshydren too found their fathers jack-in-the-box appearances and disapshy

ing Thats not necessarily a negative since his perspective on Lindbergh is not tainted by the myths that have built around the Lindbergh story among aviashytion history buffs But it does mean that aviation is not the main focus of this book It is a biography ofLindbergh the man not just his aviator persona It paints a somewhat dark portrait about a man who was at times unwielding in his opinshyions sometimes at the expense ofhis personal relationships But thats only onefacet ofwhat was and still continues to be one ofthe great enigmatic personalshyities ofthe 20th century Theres far more to his personality make up than that and Berg s nine years ofwork detail it well You may not like everything you read about Lindbergh but for that you can t fault the messenger For most ofus there still remains to be written the definitive aeronautical history of Charles lindshybergh including a review ofhis logbooks We have more to look forward toshyHG Frautschy

PASS IT TO BUCK by EE Buck Hilbert

EAA 21 VAA 5 PO Box 424 Union IL 60180

Odds and ends and a new way to hone cylinders

CHAPTER NEWSLETTERS Builders tips often turn up inforshy

mation that is applicable to all of our airplanes not just homebuilders The Technical Counselor staff in my book comes off as one of the best sources for practical maintenance Their exposure to a myriad of probshylems and their solutions provides experience that benefits all of us Every chapter newsletter Im privishyleged to receive contains useful information Chapters maintain lishybraries tool inventories listings for part sources and best of all camashyraderie Where else can you talk airp lanes but with the guys and girls who want the same things you do The Been there done that passed on to your buddy gives both of you a boost You get to expound a little he gets the benefit of your experience and in the long run we all gain

Gary Hunter Pushy Galores enshygineer is possibly one of the best efficiency experts I have ever met Sure hes a homebuilder but he comes up with solutions to common problems that are simple and practical almost as a matter of course I call him an engishyneer and thats what he is He typifies the airplane mechanic of old Able to fix anything He can be a jeweler he can be a blacksmith Ill bet he could even shoe horses He flies his VariEze too so he appreciates the pilot point of

Gary Hunter (llpushy

Galore engineer) is

possibly one of the

best efficiency experts

I have ever met he

comes up with

solutions to common

problems he typifies

the airplane

mechanic of old

view as well But I m getting away from why I

started to write this Gary had conshytributed a short blurb to the January Quad Cities Chapter 75 Newsletter His subject was spinner wobble and its easy cure

All of us have seen a beautiful airshyplane and at one time or another watched in awe as the spinner wobbled all over the place when the engine

started Weve all read or seen or even experienced spinner cracks and sometimes even shed one in flight

Gary says truing the spinner is a simple and easy thing to do Balancshying isn t the issue that comes later

Basically you start by making sure your bulkheads are true They are the basis you hang the spinner on and theyd better be true to start with That assured you get on with it

Youre going to be rotating the prop whi le youre doing this so pull the spark plugs to make rotation easier

Position the airplane so it cant inshyadvertently move and position a stable reference just under the tip of the spinner (a stepladder chair tool box anything that will remain stable)

Rotate the prop and watch the spinshyner tip It will be obvious which way its out of whack Simply loosen the screws around the spinner bulkheads and adjust accordingly Elongate any holes that require it Keep working

until you get it nice and true Once you have established that it is true retighten all the sc rews the way you normally do

Now comes the simple part (If you had only thought ofthis back when our Ryan STA was ALWAYS cracking and shedding spinners) Using a small diameter drill (I16th) drill three alignshyment holes around the periphery of the spinner into the rear bulkhead One

VINTAGE AIRPLANE 25

alignment hole will suffice in the front bulkhead Now whenever you reinshysta ll the spinner insert pins into these alignment holes before tightening the sc rews Your spinner will be autoshymaticallytrued

Garys last comment Whenever you remove the props pinner mark eve rything so it a ll goes back toshyge ther in th e sa me relation s hip to each other

See what T mean about thi s guy Hes kept Bruce Bohannon and Pushy Galore in the record books for years Next time you visit the Air Adventure Museum up in Oshkosh take a look at Pushy and give credit where credit is due

Dear Buck Here is a story that yo ur rea de rs

might find interesting However I will not mention any names for obvious reasons and I would like as well to reshyma in anonymous as if my name appears anybody who knows me could identify the operator involved

INVENTOR DEVELOPS NEW WAY TO HONE CYLINDERS

(without removing them from the engine) A friend of mine operates a fine

antique aeroplane with a Continental W-670 He is very meticulous about the maintena nce changes oil every 25 hours or less and cleans the plugs at that time He spends most of his spare time polishing and waxing and touching up the finish when needed He never allows a fingerprint to reshymain on the big shiny HSGA prop overnight Now this is not a museum piece or s ho w plane it is a workshyhorse flying a lmo st da il y on sightseeing rides and photo work

The engin e is approaching 1000 hours since overhaul and some of the paint on th e cy linder heads had burned or worn off so he decided to bead blast a few corroded spots and prime and paint them When he finshyished he had the engine looking better than new with a ll black cy lind ers silver rocker box covers and exhaust elbows And the stain less heat muff was so shiny you cou ld look in it to see if you needed a shave

But when he started it up it didnt seem to be running quite right so he shut it down and the prop stopped abruptly without bouncing back and forth between compression strokes as

26 FEBRUARY 1999

an engine does when the rings are properly sealed He got out and turned the prop by hand it was dragshyging Upon removing the spark plugs he found evidence of glass beads on th e inside s of th em Some of th e g la ss beads had gotten into th e air maze filter and had been sucked into the engine

So it is now due for a major overshyhaul I told him to look at the bright side New rings can be fitted without having to deglaze the cylinders The inventor of thi s system does not wish to be given credit for it

Bes t regard s and have a happy holiday

Your anonymous friend Ouch Over To You whoever you are

ff Blaquock

Dear Buck In the December VTNTAGE AIRshy

PLANE there was a comment on R stick L throttle vs L stick R throttle and you suggested input Here is my two quarts worth

Having flown since 1946 and being a flying buddy of S keeter Carlson since 1965 Ive been exposed to quite a variety of flying mashychinery In my first logbook totaling some 220 hours I had flown 46 different airshyplanes and 23 different kinds Over the years I have flown Aeronca Champ Chief Sedan Piper J-3 J-4 J-5 and most of the PAs Ryan CshyI PT-22 Navion Luscombe Fairchild 24 PT-19 PT-23 PT -26 Taylorcraft BC-12 Lshy2 Cessna 120 140 170 A W plus all the ones with the trainshyin g wheel up front I even fl ew the tes t flights on a Pietenpol Aircamper with two throttles one on each side no less I still own and fly my Duncan Sport (2POLB) that I bou ght from Bill and Loshyraine Duncan in 1971 I owned and flew o ur 15AC Sedan and (38 Dart G al ternate ly for several years I ve gotten out of a Stinson Tri -m otor a nd into a Fokker Trip lane the same

day and I feel that it makes very little difference as long as Im in the left seat that is until I got into Skeeter s Thomas Morse Scout with the LeRshyhone rotary then I don t care who you are or where you sit youre still one hand short

Anyw ay we were all Johnny come late ly when we first started and all I can say is never tum down an opportunity to fl y something differshyent Try it youll like it I remember getting to fly an 1124 Westwind from Burbank California to Santa Barbara for lunch J was half finished with m y sandwich before I finally caught up with the airplane So much for that Over to you

Gene Soper EAA 27385 AC 360 Thanks for the note Gene How

about the rest ofyou Hey Dorothy and I will be trave lshy

ing all over the southwest this month so if you dont get a reply back from a phone message or note youll know were still out having fun Talk to you when we get back

Over to you

Want to keep your spinner running true Read what Gary Hunter does (Kent and Sandy Blankenburgs Spartan Executive)

Wayne Milburn

Toowoomba QLD Australia

Patrick P Cloudier

Pincourt PQ Canada

Grumier Willy Chatillon France

Nowell W Izard

Masterton New Zealand

Charles A Birdsall Apo AE

Klaus E Marx Juneau AK

Richard Binderim Enterprise AL

Larry K Tillery Trussville AL

Gary Moseley Chandler AZ

T W Aronson Rosamond CA

Raymond J Barak

Huntington Beach CA

Keith Charles Carnahan

Costa Mesa CA

Tom Lambrick Morgan Hill CA

Douglas L Maxwell Riverside CA

Dr R Richmond San Francisco CA

Anthony R Rivera Nevada City CA

Charles Spurrell

Palos Verdes Estates CA

Howard Thompson Fort Bragg CA

Thomas R Weeks San Diego CA

Raymie Raymie Littleton CO

James T Broady Weirsdale FL

Allen E Kaluzniak

Jacksonville Beach FL

Joshua Knerr Sanford FL

E P RosenthaI Miami FL

C Mitchell Smith Lakeland FL

Gary L Johnson Bainbridge GA

John Stiles Stockbridge GA

Keith Beem Ipan GU

Eugene Honigford

Machesney Park IL

Mike Linden Rockford IL

Barry L Schroeder B1oomington IN

Harry Bartel EI Dorado KS

Bobbie Bradford Topeka KS

Jamie Smith Shawnee KS

Nathan T Rider Groton MA

Alexander J Van Wert

Marlboro MA

Rod Teel Silver Spring MD

James C Walker Baltimore MD

David Stainton

Cranberry Island ME

Alexander M Allan Sr Au Gres MI

Michael J Damone

w Bloomfield MI

Trent H Steinbach

International Falls MN

Jack Dilliard Washington MO

Douglas D Derscheid ONeil NE

George F Johnson Wolfeboro NH

Angelo A Carnevale Hopewell NJ

Bill K Laskar Albuquerque NM

Jim Catalano Cornwall NY

Joseph DiStefano Fort Plain NY

Hugh Weidinger Great Neck NY

Benjamin Gleason Vermilion OH

Gail R Bailey Tulsa OK

Reymold Watt West Lynn OR

Marc S Ludtke Franklin PA

Alan L Moyer Perkasie PA

Elford S Wyatt West Union SC

Derek Amos Harker Heights TX

Charles M Baynard Dallas TX

Thomas E Eanes Granbury TX

Michael Halle Humble TX

Robert Heath Austin TX

W W Hill Houston TX

Justin Layton Houston TX

Eldon W Moore Texas City TX

Nick Berg Lehi UT

Richard Cole Fairfax VA

Peter Hays Arlington VA

Joseph Schoofs Leesburg VA

John A Cahoon Hudson WI

Dennis J Dalka Rhinelander WI

Keegan Ray Janesville WI

Gary B Green Beaver WV

VINTAGE AIRPLANE 27

JMNEWMAN

rshy

Fly-In Calendar The following list ofcoming events isfurnished to our readers as a mailer ofinformation only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the information to EAA All Golda Cox Po Box 3086 Oshkosh WI 54903-3086 Information should be receivedfour months prior to the event date

FEBRUARY 13-14 - MINNEAPOLIS MN shyMinnesota Sport Aviation Conference Minshyneapolis Convention Center Info Way ne Petersen 1-8001657-3922 or web site at wwwflightexpocom

FEBRUA RY 20 - HUN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

FEBRUARY 24-25 - ROMEOVILLE ILLIshyN OIS 25th annual Aviation MaintenanceExhibit Seminar at Lewis Unishyversity Contact Don Cramer 217785shy5798 or Mike Streit 8151836-5431

FEBRUARY 25-27 - BUTTE MT - Montana Aviation Conference Ramada Copper King Inn Workshops seminars nationally recogshynized speakers trade show Info MT Aeronautics Div Box 5 178 lie lna MT 50694 4061444-2506

FEBRUARY 27 - SPR INGFIELD ILLIshyN OIS - lliinois State Safety Seminar at lliinois State Fairgrounds Springfield fllishyl1Ois Contact Lee Creviel 815939-0976

FEBRUARY 27-28 - RIVERSIDE CALIFORshyN IA - EAA Chapter I Open House at Flabob Airport Contact 909689-9213

MARCH 5- 7 - CASA GRANDEAZ - 41st Anshynual Ca ctus Fly- In sponsored by the Arizona Antique Aircraft Association Info wwwamericanpilot orgkactus or call Jon Engle at 60289 1-6012 days only

MARCH 6 - WISCONSIN RA PIDS WISshyCONSIN - Wisconsin State Safety Seminar at the Mead Inn COlllact Harold Benisch 9201623-4457

MA RCH 20 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Aiport 256852-978 1

A PRIL 11-1 7 - LAKELAND FL - 25th Annual Sun n Fun EAA Fly-In and Convention Info 941644-243 1 Web site wwwsun-nshyfunorg

A PRIL 17 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

APRIL 25 - HALF MOON BAY CA LIFORshyN IA - 9th ann ual Pacific Coast Dream Machinesjly-in at HalfMoon Bay Airport 10 am - 4 pm Antiques classics warbirds vintage autos trucks Contact 6501726-2328

MAY 7-9 - PlNEHURSTISOUTHERN PINES NC - Moore County Aiport (SOP) EAA Chap ter 3 Spring Fly-ln Trophies EAA fellowsh ip Friday golf tournament Sat banquetlguest speakel Sunday poker run YE jlights vintage aviationjilms HQ Holiday Inn Southern Pines 9101692-3212 Info 9101947-6896 - 1853 (Fax) or the web WWWsouthern-aviator comlac3

MAY 16 - ROMEOVILLE IL - Le wis Romeoville airport (LOT) EAA Chapter 15 Fly- In breakfast 7 am-Noon Contact Frank Goebel 8 151436-6153

J UNE 26-27 - WALWORTH WI- Bigfoot Field (WI05) Pancake breakfastbrunch Aeroshybatic demo at 10 am Stearman rides and displays of vintage aircraji warbirds and experimentals 7 am-l pm Info John Anshyderson 4141248-8748

J ULY 5-8 - DENVER CO - Centennial Airshyport Short Wing Piper Club annua l co nvention This years theme Rocky Mountain Rendezvous Info Kent 0 Kelly 3031979-3012 (Headwindsmsn com) or vis it the SWPC web site at hllpwwwshortshywing com

JULY 7- 11 -ARLINGTON WA - n w EAA FlyshyIn and Sport Aviation Convention 30th anniversary event FOlllms seminars workshyshops evening programs spec ial night airshow Sat evening Info 360435-5857 or on the web at http wwwnweaaorg

J UNE 11-13 - MATTOON IL - 3rd Annual MTO Luscombe Fly- In Luscombejudging and awardsforullls and banquet $50 cash to Luscombe that jlies the fartest to attend Contacts Jerry Cox 2171234-8720 or Shanshynon Yoakim 217234-7120

JUNE 26-27 - PETERSBURG-DINWIDshyDIE VIRGINIA - 3rd Annual State EAA Fly-ln Contact Ron VanSickle 832932shy4709 wwwvaeaaorg

J UNE 26-27 - LONGMONT COLORADO - 21st Annual Rocky Mountain EAA Fly shyIn Contact Bill Marcy 3031798-6086

J UL Y 7-11 -ARLING TON WASHINGTON - Northwest EAA Regional Fly-in at Arshylin g ton Airport Co ntact Barbara Lawrence-Tolbert 3601435-5 857 or wwwnweaaOIglnweaal

J ULY 16-18 WEST YELLOWSTONE MONshyTANA - 13th annual Northwest Mountain

Region Family Fly- In Safety Conferen ce and Trade Show at the Holiday Inn Confershyence Center Sponsored by local EAA Chapters and the FAA Flight Standards Disshytrict Office Kit plan e exhibitors and seminars Contact Jim Cooney FAA FSDO 1-800457-991 7 wwwfaagovlfsdolhln

J UL Y 28-AUGUST 3 - OSHKOSH WI- 47th A llllllal EAA Air Veil til re Oshkosh 99 Wittl1llII Regional Airport COlltact Johll Bllrtoll EAA ROBox 3086 WI 54903-3086 or see the web site at IIwlIairvelltllreorg

SEPTEMBER 4 - STEAMBOAT SPRINGS CO - EAA Chapter 649 Vintage Fly- In

SEPTEMBER 10-12 -ATWATER CALIshyFORNIA - Goldell West EAA Fly- In at Castle Airport Contact wwwgwjly-inolg

SEPTEMBER 11-12 - MA RION OHIOshyMERFI Mid-Eastern Regional Fly-In Conshytact Lou Lindeman 9371849-9455

OCTOBER 7-IO - MESAARlZONA - Copshyperstate EAA Regional Fly-In at Williams Gateway Airport Con tact Bob Hasson 5201228-5480 or 5201298-3522

OCTOBER 8- 10 - EVER GR EEN A LshyABAMA - South eas t EAA Regional Fly-In Con tact Harold Bubba Hamitel 3341765-9109 or 3341743-39 16

OCTOB ER 8-10 WILMINGTON DELAWARE - East Coast Regional FlyshyIn COli tact Andy Alvarez 3021738-8883

OCTOBER 14-7 -A BILENE TEXAS shySouthwest EAA Regional Fly-in at Abilene Regional Airport Contact Stan Shannon 8301997-8802

STROBE LIGHT TRIVIA QUESTION

ANSWER (From page 9)

Harold E Doc Edgerton (1903-1990) a professor at MIT invented the gas discharge strobe light during work in the MIT labs during 1926 through 1931 Originally developed as a elecshytronic stroboscope the strobe light was quickly adapted for photographic uses including pishyoneering high speed slow motion photography His work with the strobe extended to aircraft but not for position identification shyduring WW-II he experimented with a large strobe light ring used to illuminate the ground for nighttime aerial photography

28 FEBRUARY 1999

~he unusual lines of the Luscombe T-SF came about when Luscombe was vying for a military liaison plane contract They didnt win but the airplane was certified by the CAA and has developed quite a following for the 30 remaining out of lOS built

it for the summer When annual inspecshytion time came up they decided to install an electrical system in the airplane Well one thing led to another and you all know what that can lead to

The Luscombe T -SF started out purely as the speculative answer to an Air Force question Looking for a new light liaison airplane for the Army to use in the post-war era the Air Force (who was doing the evaluation for the Army) made it clear they wanted an off-theshyshelf airplane that would meet their specifications In order to keep the cost to the military down the airplanes had to be CAA Type Certificated For Lusshycombe the basic 8F airframe contributed about 90 percent of the the parts for the new model but there was one important

difference in the specification that reshyquired Luscombes engineers to spend some drafting table time The Air Force wanted an airplane with tandem seating and Luscombe didnt make any airplanes with that seating arrangement In order to make that work when they moved the passenger aft they got an added bonus The plastic bubble added to the top half of the aft cockpit gave the observer in the back spectacular views Now it did nothing for the airplanes lines and in fact the revised fuselage shape required the addition of a dorsal fin to the vertishycal tail to give some added stability But the added side windows in the doors and to the left and right of the aft seat gave the T -SF superb visibility The late Max Karant wrote about the view out

the T-SF Maneuverability in the air is quite

satisfactory and somewhat startling if you happen to look around through the various windows A steep turn for inshystance looks a lot more dramatic in the airplane you can look back and see the world cocked at an angle and nearly all ofthe Observers tail unit is visible And even in level flight its somewhat startling to look down the whole ofboth sides ofthe airplane are window enabling pilot and passenger to see clear under the plane (From Flying September 1945)

For ventilation the upper door winshydows open as do the aft side windows With all that overhead clear plexishyglasss on a warm summer day you might need all the windows open and dont forget the sunscreen and a hat

The first of the military Luscombes was the T -8E which was powered per the Air Force spec by the Continental C-S5 engine After tests at Fort Bragg SC during which the Luscombe Tayshylorcraft and Aeronca airplanes were tested and found satisfactory the conshytract was awarded based on the bid price Aeronca won with a bid of $1649 per airplane for the 439 7BCs it was to deliver

After being shipped home to Dallas Luscombe continued work to have the T -SE certificated It was hoped the milshyitary would be interested in the airplane during a later off-the-shelf buy As

The T-SF cockpit differs from its cousin the SF The throttle is located on the left side of the cockpit at the forward edge of the door and the stick is now in the center of the floor The aft passenger does have a set of rudder pedals and a stick The red handle on the upper left The aft seat can be a great place to get a of the photo is the flap handle tan - dont forget the sunscreen and a hat

14 FEBRUARY 1999

the program progressed it was decided to equip the airplane with the C-90 Continental a decision made easier with the concurrent certification of the Luscombe 8F In fact the T-8F and 8F were certified on the same day by the CAA and T-8Fs were soon being deshylivered to customers The first model available the Observer was issued with two levels ofequipment The Speshycial and Deluxe The Special lacked the electrical system landing lights and starter the Deluxe was given Plans were also being made to put the T-8F in another market - crop dusting

The T-8F duster was dubbed the Crop Master Installed in the wings were a pair of 30 gallon spray tanks and mounted on the struts and fuselage was a spray rig built by the Indepenshydent Cropdusters company of Campell CA By midwinter of 1948-49 the deshysign was ready and approved in the Standard and Restricted categories by the CAA in February Also included in the Crop Master T -8F was the new Luscombe wing flap design which had just been given production approval by theCAA

1949 was not going to be a great year for the Luscombe company and the production life of the T -8F sprayer was short lived - from March until June of that year Only 35 of the Crop Masshyter sprayers were built and delivered before Luscombe Aircraft Co was forced into bankruptcy

The T -8F about to be annualed by Brice and Randy was originally built in

Brice Newberry and his friend Randy Brisco have to squint just a bit because of their polish job on the T-SF

the second batch of airplanes comshypleted April 30 1949 In May CL Butler and Sons of Pine Bluff WY bought the Crop Master for use on their ranch and continued to own and fly it until 1991 when it was sold to Mr Mulvey Their only changes to the airshyplane were the installation of a Lycoming 0-320 of 150 hp and the mounting of a pair of 850x6 tires to handle their ranch strip

When October arrived and the anshynual was due the work was begun Vicki Newberry describes the next part ofNC2202Bs history

We ordered the parts we needed to install the electrical system and this is where things sort of got carried away

33 square feet of plexiglass surround the pilot and observer in the T-SF Both the upper side windows on the doors and the windows just below the aft bubble can be opened in flight

We decided to remove the wings to do the inspection for inner granular corshyrosion and we djust take the spray tanks out then We were very pleased at the condition the wings were in and decided to incorporate the wing tanks and the spray tanks to give us a bit more fuel range We thought now would be the time to install landing lights and why not just go ahead and install strobes too We installed the starter prop extension alternator and to maintain the original Luscombe cowling look we lengthened the rear of the cowl (upper and lower) approxshyimately six inches

Brice fabricated the new cowling doors to allow clearance for the spark plugs and valve covers this is the only skin that is not original from the facshytory He also installed a new prop spinner he fabricated the battery box baggage compartment and installed them The tail was removed and the horizonta l stabilizer fitting was reshyplaced with part 1000 furnished by the DLHF new ball bearing pulleys and new cables were installed The paint was stripped Control sticks rudder pedals and door latches and throttle quadrant were sent offand chromed The instrument panel was removed cleaned and repainted two tone silverred with a tiny black pinshystripe and has wood grain accents New instruments were installed but he maintained the original panel look The exterior was painted with Air Techs Firestorm Red and pinstriped with 116 black pinstripe thefactory installed original skins were polished

VINTAGE AIRPLANE 15

space anything we needed) Like the potato chip commercial

where nobody can eat just one the Newberrys now have five T-8Fs located at their private airstrip White Airport Two are currently flying (NC2123B and 2202B) and the others are undergoing restoration one of them (N 1589B) by Willy Luber manager of the Kingfisher airport N220 I B is being restored for Randy Briscoe Brice s friend and Kingshyfisher businessman The engine will be a Lycoming 0290-02 (135 hp) a full compliment ofVFR instruments and a red and silver color scheme Randy and Brice s eyes just sparkled when they were talking about the new restoration and you could tell it will be something special We look forward to seeing it The other project is N 1583B All of the airplanes have the horizontal tail fitting replaced with the new PMAd fitting

Heres the entire brood all five of the T-8Fs now at Brices airstrip White airport manufactured by the Don Luscombe Each will have the latest mods available for the Luscombe including the DLAHF Aviation History Foundation (DLAHF) PMAd horizontal tail fitting and the BAS tail pull handle mounted on the aft fuseshy They also have the BAS tail pull handle lage The second aircraft on the right in the dark green color scheme was restored in installed used to move the airplanerecent years by the Don Luscombe Aviation History Foundation long after it had been damaged back in 1961 around on the ground instead of pushing

and pulling on the tail surfaces Brice is plenty busy in his life as a

until they looked like new the Classic Division Award at the EAA cropduster and he also enjoys ropin The interior was painted with Air Fly-in in Eldorado Kansas (By the and making horse saddles but Vicki

Tech s Nevada Silver and we decided to way they are a great group ofpeople says the top of his recreation list has the try to design some type ofinterior we th ey helped us get a motel room and heading Luscombe With the way chose salt and p epper red and black were friendly and extra eager to help N2202B looks what will he and Randy carpet and th e side pan el are red with transportation finding hangar have for us to see in the future ~ tuckroll inserts with silver New glass was installed This particular example is powered by a Lycoming 0-320 of 150 hp The high country stance of this T-8 F is We received a one time field emphasized by the 850x6 tires

approval from the FAA This annual took in

excess of 1300 hours of Brices time he worked in excess of12 hour days and many seven days a week Willy Luber of Okarche Oklahoma sp ent many long hours working side by side Brice Very few visitors at the hangar esshycaped without holding a screwdriv er or wrench For quite some time I was co nvinced this wasnt a proj ect it was turning out to be a career

We were honored to have received the Classic Division Award and the Grand Champion Award at th e Antique Airplan e Fly-in at Pauls Valley Okshylah oma and we received

16 JANUARY 1999

Buck Hilberts 1938 Fleet Model lOF on Pontoons

Unusual airplanes deshymand unusual people E E Buck Hilbert (EAA 21 AI C 5) of Union IL is one of

those people - and his Fleet Model 10F is one of those airplanes Not only is it a rare model but most unusual is the fact that it was never certificated in the United States prior to Bucks ownership Therein lies a problem that was tough to sunnount as we shall see

The original Fleet Model I was designed and sold in 1929 with a Warner 110 engine and many early pilots received their initial training in them This model begat the

Model 2 the Model 7 the Model 8 and the Model 9 which were powshyered with Kinner engines of 100 to 125 hp By the time the mid thirties came along Fleet Aircraft was busy selling airplanes to foreign counshytries especially those in Central and South America

Buck s Fleet Model 10F was built in June of 1938 and in June 1939 it was shipped from Canada to Nicaragua as a fighter complete with aux fuel tanks bomb racks and a 30 caliber machine gun that fired through the propeller The serial number on the airplane is 263 which many experts suspect was the protoshytype Model 10 to be exported as the

export numbers run from 263 to 411 all exported as military aircraft

The F leet served in the Nicaraguan military from 1939 until 1955 when it was surplused to the civilian market and eventually was collected as a basket case by Danny Martinez (EAA 72116) of San Antonio TX Danny is a longshytime EAAer and has an avid interest in antique airplanes including Fleet biplanes He labored away on the Fleet Modell 0 for nearly 16 years doing a tremendous amount of work on the airframe and overhauling the original Warner 145 engine When the time came to install the ailerons on the wings the eight-foot-Iong

By Norm Petersen

hinge pins would not go in It was maddening to say the least

Enter one Buck Hilbert The time was 1989 and Danny was at his wits end Buck figured there must be a way to mount the ailerons so he bought the Fleet and hauled it to his home in Illishynois The fun began

With no previous certification the entire Fleet biplane had to be closely inspected for conformity to Standard Certification Using hard-to-get drawshyings it was possible for the FAA inspectors to put their stamp of apshyproval on everything up to the fuewall However there was no record of a Fleet Modell 0 ever using a Warner 145 engine and the inspectors were stopped cold It would take another three years before Buck Hilbert was able to have a heart-to-heart talk with Admiral Busey the FAA Administrashytor at the time Once the word came down things started to move forward and the airplane was certified in the Standard Category as a Hilbert Fleet ModeIIOF

18 FEBRUARY 1999

Early in the morning Buck Hilbert (closest to the camera) readies the Fleet for the EAA televishysion crew to take some video footage of the seaplane Standing on the wing is Scott Guyette and walking by the tail is Robb McAllister both of the EAA video crew

The old gray iron streamlined flyshying wires were replaced by a complete set of stainless wires from Nick d Ashypuzzo who commented that the measurements were identical to a set of Fleet 16 wires Sadly this would be the last set of wires that Nick sold

before his passing The airplane was flown on wheels

for about 16 hours when the engine beshygan showing signs of ill health Buck and Charlie Smith overhauled the Warner and found two pistons that were bad and some of the valve train

needed help before it once again ran well By now the concept of a genshyuine biplane on floats was starting to haunt Buck so he began looking The idea just wouldn t go away One day in Trade-A-Plane he spotted a set of Edo 1835 floats for sale complete with Fleet rigging The owner turned out to be Sandy Brown the present newsletter editor of the International Fleet Club based in Marlborough CT

Once the set of floats built in May 1930 were purchased they were hauled to Brian Van Wagnen s place in Michigan The Fleet was flown from Illinois to Michigan for the installation Every part of the float installation fit very well and the only additions needed were a couple of sets of float wires to complete the truss work between the floats and the airplane

A metal HamiltonStandard ground adjustable propeller was installed for float work as wooden props are seshyverely eaten away by water spray With a setting that allows the big 500 cubic inch Warner to crank up to 2100

(Top) Buck Hilbert departs the seaplane base to make the Seaplane Fly-By at Wittman Field His was one of nearly forty seaplanes that took part (Middle) With this author in the front cockpit Buck taxies the Fleet at idle speed as he lines up for the takeoff run The Fleet is very stable in the water and the Edo 1835 floats do an excellent job The 145 Warner accelerates with complete authority on the takeoff run and climbs out with gusto (Below) Pictured from the rear quarter we get a good look at the float installation with its myriad of wires The dual water rudders are in the up position being raised by pulling a handle in the rear cockpit You can plainly see the noticeable dihedral in the lower wings of the Fleet a trademark of the biplane

VINTAGE AIRPLANE 19

RPM the big metal propeller really gets with the program on takeoff The Fleet gets off the water very nicely and climbs out smartly Normal cruise is 75 to 80 mph on floats which is about 5 mph slower than wheels

The Fleet was flown to the Otsego Lake Seaplane Fly-In in Michigan in early June where it drew rave notices among the crowd From there it was flown up to Sault Ste Marie Ontario Canada for the Canadian Bushplane Heritage gathering Again the pretty blue and yellow Fleet was the hit of the show

After resting in Canada for a few weeks the Fleet was flown to Oshkosh for the big seaplane fly-in where our photographers caught up with the unique floatplane

Believe me when I say the many thousands of Vet tel Blust Seaplane Base visitors during AirVenture 98 reshyally enjoyed watching the Fleet come and go as it chugged by with the Warner at idle doing a slow taxi or at full bore on a takeoff run across the outer bay The exciting part was when Buck would cut the power for landing and the Fleet would come down like a proverbial stone - its glide ratio with all the drag of a biplane and float rigshyging is hard to imagine - and the Fleet would s lide onto the water right in

20 FEBRUARY 1999

front of the crowd During the Convention Buck estishy

mates nearly 100 rides were given (this author was one of the lucky ones) in some 25 hours of float flying The sixty-year-old Fleet never missed a beat and the folks were extremely happy with the performance Even Sue Sanders of the Seaplane Pilots Associashytion (SPA) enjoyed her ride so much that she wrote an article in the SPA magazine about her beautiful ride in Buck Hilberts Waco on floats (Cant win em all)

Since the summer has passed the

floats have been removed form the Fleet and Buck has been busy doing a few updates and improvements He reshycently installed a brand new exhaust system made of highly polished type 321 stainless steel that is a remarkable piece of work In addition he is presently busy building a set of new windshie ld s for the pretty biplane One thing about Buck Hilbert he never quits he just keeps making things betshyter Special congratulations to Buck amp Dorothy Hilbert for making our seashyplane fly-in so much more interesting Yah done good

A happy twosome the author and Buck return to the VetteBlust Seaplane Base after a dandy ride in the Fleet on floats Check out the thick airfoil (Clark Y) on the wings

o o e v e w

Whats in a name Would it have held up to the test of time if the

headlines of May 221927 had read CHARLES MANSON LANDS IN

PARIS That was the family name until Ola Mannson arrived in

Minnesota in 1859 with Charles A Lindberghs father then an infant

Comments on A Scott Bergs LINDBERGH

O la a former member of the Swedish parliashyment had become entangled in scandal He was accused of embezzlement and was supporting a mistress on the side who bore

him a son later to be Congressman C A Lindbergh Sr Mannson or Manson as CAL Jr spe lled it had been stripped of his civil rights and might well have landed in jail had he not fled Sweden He made changing the fami ly name the first order of business upon settling in the New World The Lindberg surshyname was rare in Sweden but spelled with an h it was all but unknown

Scott Berg spent nine years writing LINDshyBERGH the latest biography of one ofthis centurys most controversial figures It is also the only authoshyrized biography Berg had the blessing of the Lindbergh family who unsealed all the archives apshyparently with no strings attached This is a compelling volume for anyone who has a serious interest in the subject Alas Berg is not an airplane man and much of what one might wish for is e ither ignored or glossed over

Berg traces Lindberghs early impressions of aviashytion back to the day in Little Falls Minnesota while playing alone upstairs he heard the spluttering of an engine overhead It was an exhibition biplane his

mother explained a very dangerous affair In the conshytext of Bergs account this happened circa 1907 but there was no flying in the area until September 191 1 when Tom Mc Goey performed under contract to the loca l farmers co-op in a homebuilt Curtiss type pusher Lindbergh was then nine

In June 19 12 whi le domiciled in Washington DC where the elder Lindbergh was serving a term in Congress CAL had an opportunity to see the Armys fledgling air fo rce in action at Fort Myer Virginia The outing had been arranged for by his parents CALs recollection of the occasion was highlighted by a race between one of the aviators and an automobile

On the whole Berg seems to have a good grasp of the facts though there are some errors- a few of which may be typographical He refers to Juan Trippe as the founder of Eastern Airlines and proshymotes Maj A B Lambert a Spirit of St Louis backer and founder of Lambert-St Louis Airport to General He a lso refers to Marvin Northrup proprietor of a Minneapol is aeronautical supply house as a manufacturer perhaps confusing him with Jack Northrop Berg also describes the trishymotored Ju 52 as the standard bombardment plane in Hitler s new Luftwaffe

By John Underwood EAA 1989

VINTAGE AIRPLANE 21

Charles Lindbergh seldom posed for testimonials This was an exception

All of this does not really weigh too heavily against Bergs prose and purshypose- namely to reveal the Lindbergh the American public has long sought to understand He has undoubtedly come as close to the definitive treatment as anyone ever will which includes the Lindberghs themselves CALs grandshychildren will probably find this book as absorbing as this reviewer all 600-odd pages of it for the Lone Eagle was as much a mystery to his own children as he was to a public that both idolized and reviled him

The Lindbergh babys kidnapping is of course recounted in detail The facts are both moving and appalling One can readily understand CALs loathing for the press The trial itself was a meshydia circus but no more so than the O J affair of more recent memory Hauptshymann had to be guilty although not necessarily of murder Anyone who subscribes to the crackpot theories that have been advanced in the interim should read and weep over what hapshypened to the Lindberghs Reeve Lindberghs insightful UNDER A

22 FEBRUARY 1999

WING is also highly recommended Members of the Jewish faith have

long held that Lindbergh was an antishySemite Berg who is Jewish himself explores the reasons for this and conshycludes that he was not Lindbergh in his America First speeches struck out at Jewish influence which he pershyceived to be among the elements committed to engaging the U S in a war with Germany Such a war he beshylieved would result in the destruction of westem civilization

The fact is that Lindbergh was a pashytriotic American and would-be peacemaker albeit somewhat naive in his conceptions Although he felt comshypelled to leave the U S for a period of time for his family s sake he never at any point considered for a moment givshying up his citizenship Indeed he became a key element in keeping the War Department abreast of what was happening in European aviation Moreshyover he was eager to serve Berg points out that CAL applied for reappointment as an Air Corps reserve officer while in self-imposed exile By then he had alshy

ready been labeled a Nazi by such synshydicated smut-peddlers as Walter Winchell

Its interesting to note that the Amershyican Air Attache in Berlin wanted Lindbergh to meet with Hitler That meeting never came about although he did meet twice with Goering and once with Rudolf Hess Hitlers deputy Hess an enthusiastic airman since 1918 was a great admirer of Lindbergh He too had dreamed of undertaking a longshydistance flight As it transpired Hess did complete a long and perilous flight when he surreptitiously piloted a Messerschmitt 110 to Scotland in May of 1941 hoping to make peace with England

The Lindberghs were fascinated by what was happening in Germany as was everyone else at the time and they nearly spent the winter of 1938 in Berlin This was in part at the behest of Ambassador Wilson and the Air Atshytache Truman Smith who hoped it would avail CAL of further opportunishyties to study German aviation Indeed Lindbergh got to see things that no forshy

eigner had seen such as the Ju 88 He also got to fly a number of new aircraft such as the Me 109 and Fieseler Storch

Berg in recounting Lindshyberghs association with Messerschmitt declares that the latter never recovered emotionally or financially from WW- TI This implies a degree of impoverishment which is misleading to say the least Messerschmitt was not long in getting back to manufacturing aircraft first in Spain and later in Gershymany Messerschmitt amp Co helped build the F -104 for the new Luftwaffe and the designer lived to provide Airshybus recommendations

Berg only devotes a few pages to CALs test-flying which is worth a book in it- Tom Mc Goey in his homemade Curtiss type pusher He over flew the Lindbergh home in Little Falls in self With Chance Vought 1911 finished the season and quit the flying game

for example he had much to do with service testing the F4U Corsair He made several demonshy Corsair which had the new bubble Lindbergh at the relatively old age stration tours as well familiarizing the canopy instead of the jailhouse hatch of 42 would be called upon to demonshyNavy and Marines with new developshy Lindbergh was glad to oblige The 22- strate his skills as a fighter pilot albeit ments Berg makes no mention of a year-old lieutenant was John Glenn an unofficially and unavoidably He was shavetaillieutenant at El Centro who icon in the making They were both detailed as a civilian to the South Pashybrashly asked CAL if he could try his destined for combat in the Pacific cific as a tech rep and observer first

CAL and AML on arrival at Prague 2 September 1938 The worried look no doubt reflects their feelings toward the mob approaching A moment later he gunned the engine and taxied to the far side while police contained the crowd

VINTAGE AIRPLANE 23

with USMA Corsair units later with the AAF in P-38s His mission was to observe from the periphery mostly avoidi ng actual combat with enemy aircraft which by them were seldom seen Altogether he flew 50 missions logging nearly 200 hours time in four and a half months

Berg gets carried away in implying that CAL was prepared to meet his maker and commended hi s sou l to God when a Zero jumped him on 1 August 1944 That quotation could hardly have been Lindberghs It was a momentary encounter and stressfu l to be sure but the Zero broke off the atshytack before the pilot could bring effective fire to bear on CALs P-38

Only once did CAL himself fire on an enemy aircraft That engagement lasted but a few seconds and involved a single head-on pass between his P-38 and a Mitsubishi Ki-51 attack aircraft code named Sonia The Japanese pishylot outgunned and outnumbered had

who rolled over and dived into the sea Berg claims Lindbergh prayed for the pilots soul for many years thereafter

President Roosevelt who never forshygave CAL for challenging the wisdom of his sending the Army out to fly the mail and for his antiwar activism in 1941 barred him from military service The ban was enforced even after FDRs death Berg credits Gen Bob (GOD IS MY COPILOT) Scott with Lindberghs reinstement as an Air Force officer Scott then a colonel running the Air Forces Office of Information Services told his boss Harold Talbott that makshying CAL a general would be a shrewd move President Eisenhower apparently concurred Lindbergh was placed on the active reserve list as a brigadier general in April 1954

Lindbergh felt that the U S was on a collision course with the Soviet Union says Berg He got involved with bolstering the defense posture most notably as a SAC advisor and beshy

pearances disconcerting CAL with his many eccentricities was a strict discishyplinarian and his frequent absences were both painful on the one hand and welcome respites on the other

Reeve Lindbergh who inherited her parents artistic talent reveals in UNshyDER A WING what it was like to be offspring of the Lone Eagle With the exception of Jon who earned his Private Pilots License before taking up a career as a deep-sea diver none of them really took to flying That was fine with Lindbergh who never lost his love of the art For him all that matshytered was doing something challenging and worthwhile and doing it well - 101m Underwood

Editors Note I cant help but add my two cents worth to Johns comments First off ifyoure contemplating reading this book you should know that it is not an aviation book in the sense that many ofus might have expected Berg is not an aviator and it shows in his writ-

The fact is that Lindbergh was a patriotic American and would-be peacemaker albeit somewhat narve in his conceptions Although he felt compelled to leave the U S for a period of time for his familys sake he never at any point considered for a moment giving up his citizenship Indeed he became a key element in keeping the War Deshypartment abreast of what was happening in European aviation

made monkeys out of the attacking Americans but he was smoking from a hit and survival depended on shaking off several P-38s In a bid to escape he banked sharply in CALs direction and held a collision course

The Japanese were now facing an opshyponent on more equal terms They were closing at something like 600 mph oneshyon-one firing at targets that grew larger with each passing second There was still a chance the Japanese might score a vicshytory and indeed elude the P-38s by then short of ammunition and low on fuel He was over his home base and there was heavy ground fire from anti-aircraft inshystallations

Lindbergh could easily have joined the ranks ofKIAs but his gunnery exshypertise and instinct for survival prevailed The Japanese perhaps wounded undershot his target and Lindshybergh cleared the Sonia avoiding a collision by a scant ten feet or less It was all over for the Emperors airman

24 FEBRUARY 1999

gan flying the latest jets He also designed and built his own bomb shelshyter and directed his family to head for the Maine woods in the event of a nushyclear attack

It was widely supposed that the Lindshyberghs were well matched in their marriage Not so according to Berg Anne Morrow Lindbergh who loved her husshyband deeply found her domestic situation intolerable by the late 1950s CAL had beshycome a compulsive wanderer of the world At home one day gone the next to whoshyknows-where Oft times it was on gratuitous Air Force business such as helpshying select a site for the Air Force academy In later years these sojoums had more to do with ecological considerations Lindbergh the humanitarian was constantly on a crushysade of one sort or another For Anne Morrow Lindbergh these protracted abshysences proved devastating

The five surviving Lindbergh chilshydren too found their fathers jack-in-the-box appearances and disapshy

ing Thats not necessarily a negative since his perspective on Lindbergh is not tainted by the myths that have built around the Lindbergh story among aviashytion history buffs But it does mean that aviation is not the main focus of this book It is a biography ofLindbergh the man not just his aviator persona It paints a somewhat dark portrait about a man who was at times unwielding in his opinshyions sometimes at the expense ofhis personal relationships But thats only onefacet ofwhat was and still continues to be one ofthe great enigmatic personalshyities ofthe 20th century Theres far more to his personality make up than that and Berg s nine years ofwork detail it well You may not like everything you read about Lindbergh but for that you can t fault the messenger For most ofus there still remains to be written the definitive aeronautical history of Charles lindshybergh including a review ofhis logbooks We have more to look forward toshyHG Frautschy

PASS IT TO BUCK by EE Buck Hilbert

EAA 21 VAA 5 PO Box 424 Union IL 60180

Odds and ends and a new way to hone cylinders

CHAPTER NEWSLETTERS Builders tips often turn up inforshy

mation that is applicable to all of our airplanes not just homebuilders The Technical Counselor staff in my book comes off as one of the best sources for practical maintenance Their exposure to a myriad of probshylems and their solutions provides experience that benefits all of us Every chapter newsletter Im privishyleged to receive contains useful information Chapters maintain lishybraries tool inventories listings for part sources and best of all camashyraderie Where else can you talk airp lanes but with the guys and girls who want the same things you do The Been there done that passed on to your buddy gives both of you a boost You get to expound a little he gets the benefit of your experience and in the long run we all gain

Gary Hunter Pushy Galores enshygineer is possibly one of the best efficiency experts I have ever met Sure hes a homebuilder but he comes up with solutions to common problems that are simple and practical almost as a matter of course I call him an engishyneer and thats what he is He typifies the airplane mechanic of old Able to fix anything He can be a jeweler he can be a blacksmith Ill bet he could even shoe horses He flies his VariEze too so he appreciates the pilot point of

Gary Hunter (llpushy

Galore engineer) is

possibly one of the

best efficiency experts

I have ever met he

comes up with

solutions to common

problems he typifies

the airplane

mechanic of old

view as well But I m getting away from why I

started to write this Gary had conshytributed a short blurb to the January Quad Cities Chapter 75 Newsletter His subject was spinner wobble and its easy cure

All of us have seen a beautiful airshyplane and at one time or another watched in awe as the spinner wobbled all over the place when the engine

started Weve all read or seen or even experienced spinner cracks and sometimes even shed one in flight

Gary says truing the spinner is a simple and easy thing to do Balancshying isn t the issue that comes later

Basically you start by making sure your bulkheads are true They are the basis you hang the spinner on and theyd better be true to start with That assured you get on with it

Youre going to be rotating the prop whi le youre doing this so pull the spark plugs to make rotation easier

Position the airplane so it cant inshyadvertently move and position a stable reference just under the tip of the spinner (a stepladder chair tool box anything that will remain stable)

Rotate the prop and watch the spinshyner tip It will be obvious which way its out of whack Simply loosen the screws around the spinner bulkheads and adjust accordingly Elongate any holes that require it Keep working

until you get it nice and true Once you have established that it is true retighten all the sc rews the way you normally do

Now comes the simple part (If you had only thought ofthis back when our Ryan STA was ALWAYS cracking and shedding spinners) Using a small diameter drill (I16th) drill three alignshyment holes around the periphery of the spinner into the rear bulkhead One

VINTAGE AIRPLANE 25

alignment hole will suffice in the front bulkhead Now whenever you reinshysta ll the spinner insert pins into these alignment holes before tightening the sc rews Your spinner will be autoshymaticallytrued

Garys last comment Whenever you remove the props pinner mark eve rything so it a ll goes back toshyge ther in th e sa me relation s hip to each other

See what T mean about thi s guy Hes kept Bruce Bohannon and Pushy Galore in the record books for years Next time you visit the Air Adventure Museum up in Oshkosh take a look at Pushy and give credit where credit is due

Dear Buck Here is a story that yo ur rea de rs

might find interesting However I will not mention any names for obvious reasons and I would like as well to reshyma in anonymous as if my name appears anybody who knows me could identify the operator involved

INVENTOR DEVELOPS NEW WAY TO HONE CYLINDERS

(without removing them from the engine) A friend of mine operates a fine

antique aeroplane with a Continental W-670 He is very meticulous about the maintena nce changes oil every 25 hours or less and cleans the plugs at that time He spends most of his spare time polishing and waxing and touching up the finish when needed He never allows a fingerprint to reshymain on the big shiny HSGA prop overnight Now this is not a museum piece or s ho w plane it is a workshyhorse flying a lmo st da il y on sightseeing rides and photo work

The engin e is approaching 1000 hours since overhaul and some of the paint on th e cy linder heads had burned or worn off so he decided to bead blast a few corroded spots and prime and paint them When he finshyished he had the engine looking better than new with a ll black cy lind ers silver rocker box covers and exhaust elbows And the stain less heat muff was so shiny you cou ld look in it to see if you needed a shave

But when he started it up it didnt seem to be running quite right so he shut it down and the prop stopped abruptly without bouncing back and forth between compression strokes as

26 FEBRUARY 1999

an engine does when the rings are properly sealed He got out and turned the prop by hand it was dragshyging Upon removing the spark plugs he found evidence of glass beads on th e inside s of th em Some of th e g la ss beads had gotten into th e air maze filter and had been sucked into the engine

So it is now due for a major overshyhaul I told him to look at the bright side New rings can be fitted without having to deglaze the cylinders The inventor of thi s system does not wish to be given credit for it

Bes t regard s and have a happy holiday

Your anonymous friend Ouch Over To You whoever you are

ff Blaquock

Dear Buck In the December VTNTAGE AIRshy

PLANE there was a comment on R stick L throttle vs L stick R throttle and you suggested input Here is my two quarts worth

Having flown since 1946 and being a flying buddy of S keeter Carlson since 1965 Ive been exposed to quite a variety of flying mashychinery In my first logbook totaling some 220 hours I had flown 46 different airshyplanes and 23 different kinds Over the years I have flown Aeronca Champ Chief Sedan Piper J-3 J-4 J-5 and most of the PAs Ryan CshyI PT-22 Navion Luscombe Fairchild 24 PT-19 PT-23 PT -26 Taylorcraft BC-12 Lshy2 Cessna 120 140 170 A W plus all the ones with the trainshyin g wheel up front I even fl ew the tes t flights on a Pietenpol Aircamper with two throttles one on each side no less I still own and fly my Duncan Sport (2POLB) that I bou ght from Bill and Loshyraine Duncan in 1971 I owned and flew o ur 15AC Sedan and (38 Dart G al ternate ly for several years I ve gotten out of a Stinson Tri -m otor a nd into a Fokker Trip lane the same

day and I feel that it makes very little difference as long as Im in the left seat that is until I got into Skeeter s Thomas Morse Scout with the LeRshyhone rotary then I don t care who you are or where you sit youre still one hand short

Anyw ay we were all Johnny come late ly when we first started and all I can say is never tum down an opportunity to fl y something differshyent Try it youll like it I remember getting to fly an 1124 Westwind from Burbank California to Santa Barbara for lunch J was half finished with m y sandwich before I finally caught up with the airplane So much for that Over to you

Gene Soper EAA 27385 AC 360 Thanks for the note Gene How

about the rest ofyou Hey Dorothy and I will be trave lshy

ing all over the southwest this month so if you dont get a reply back from a phone message or note youll know were still out having fun Talk to you when we get back

Over to you

Want to keep your spinner running true Read what Gary Hunter does (Kent and Sandy Blankenburgs Spartan Executive)

Wayne Milburn

Toowoomba QLD Australia

Patrick P Cloudier

Pincourt PQ Canada

Grumier Willy Chatillon France

Nowell W Izard

Masterton New Zealand

Charles A Birdsall Apo AE

Klaus E Marx Juneau AK

Richard Binderim Enterprise AL

Larry K Tillery Trussville AL

Gary Moseley Chandler AZ

T W Aronson Rosamond CA

Raymond J Barak

Huntington Beach CA

Keith Charles Carnahan

Costa Mesa CA

Tom Lambrick Morgan Hill CA

Douglas L Maxwell Riverside CA

Dr R Richmond San Francisco CA

Anthony R Rivera Nevada City CA

Charles Spurrell

Palos Verdes Estates CA

Howard Thompson Fort Bragg CA

Thomas R Weeks San Diego CA

Raymie Raymie Littleton CO

James T Broady Weirsdale FL

Allen E Kaluzniak

Jacksonville Beach FL

Joshua Knerr Sanford FL

E P RosenthaI Miami FL

C Mitchell Smith Lakeland FL

Gary L Johnson Bainbridge GA

John Stiles Stockbridge GA

Keith Beem Ipan GU

Eugene Honigford

Machesney Park IL

Mike Linden Rockford IL

Barry L Schroeder B1oomington IN

Harry Bartel EI Dorado KS

Bobbie Bradford Topeka KS

Jamie Smith Shawnee KS

Nathan T Rider Groton MA

Alexander J Van Wert

Marlboro MA

Rod Teel Silver Spring MD

James C Walker Baltimore MD

David Stainton

Cranberry Island ME

Alexander M Allan Sr Au Gres MI

Michael J Damone

w Bloomfield MI

Trent H Steinbach

International Falls MN

Jack Dilliard Washington MO

Douglas D Derscheid ONeil NE

George F Johnson Wolfeboro NH

Angelo A Carnevale Hopewell NJ

Bill K Laskar Albuquerque NM

Jim Catalano Cornwall NY

Joseph DiStefano Fort Plain NY

Hugh Weidinger Great Neck NY

Benjamin Gleason Vermilion OH

Gail R Bailey Tulsa OK

Reymold Watt West Lynn OR

Marc S Ludtke Franklin PA

Alan L Moyer Perkasie PA

Elford S Wyatt West Union SC

Derek Amos Harker Heights TX

Charles M Baynard Dallas TX

Thomas E Eanes Granbury TX

Michael Halle Humble TX

Robert Heath Austin TX

W W Hill Houston TX

Justin Layton Houston TX

Eldon W Moore Texas City TX

Nick Berg Lehi UT

Richard Cole Fairfax VA

Peter Hays Arlington VA

Joseph Schoofs Leesburg VA

John A Cahoon Hudson WI

Dennis J Dalka Rhinelander WI

Keegan Ray Janesville WI

Gary B Green Beaver WV

VINTAGE AIRPLANE 27

JMNEWMAN

rshy

Fly-In Calendar The following list ofcoming events isfurnished to our readers as a mailer ofinformation only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the information to EAA All Golda Cox Po Box 3086 Oshkosh WI 54903-3086 Information should be receivedfour months prior to the event date

FEBRUARY 13-14 - MINNEAPOLIS MN shyMinnesota Sport Aviation Conference Minshyneapolis Convention Center Info Way ne Petersen 1-8001657-3922 or web site at wwwflightexpocom

FEBRUA RY 20 - HUN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

FEBRUARY 24-25 - ROMEOVILLE ILLIshyN OIS 25th annual Aviation MaintenanceExhibit Seminar at Lewis Unishyversity Contact Don Cramer 217785shy5798 or Mike Streit 8151836-5431

FEBRUARY 25-27 - BUTTE MT - Montana Aviation Conference Ramada Copper King Inn Workshops seminars nationally recogshynized speakers trade show Info MT Aeronautics Div Box 5 178 lie lna MT 50694 4061444-2506

FEBRUARY 27 - SPR INGFIELD ILLIshyN OIS - lliinois State Safety Seminar at lliinois State Fairgrounds Springfield fllishyl1Ois Contact Lee Creviel 815939-0976

FEBRUARY 27-28 - RIVERSIDE CALIFORshyN IA - EAA Chapter I Open House at Flabob Airport Contact 909689-9213

MARCH 5- 7 - CASA GRANDEAZ - 41st Anshynual Ca ctus Fly- In sponsored by the Arizona Antique Aircraft Association Info wwwamericanpilot orgkactus or call Jon Engle at 60289 1-6012 days only

MARCH 6 - WISCONSIN RA PIDS WISshyCONSIN - Wisconsin State Safety Seminar at the Mead Inn COlllact Harold Benisch 9201623-4457

MA RCH 20 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Aiport 256852-978 1

A PRIL 11-1 7 - LAKELAND FL - 25th Annual Sun n Fun EAA Fly-In and Convention Info 941644-243 1 Web site wwwsun-nshyfunorg

A PRIL 17 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

APRIL 25 - HALF MOON BAY CA LIFORshyN IA - 9th ann ual Pacific Coast Dream Machinesjly-in at HalfMoon Bay Airport 10 am - 4 pm Antiques classics warbirds vintage autos trucks Contact 6501726-2328

MAY 7-9 - PlNEHURSTISOUTHERN PINES NC - Moore County Aiport (SOP) EAA Chap ter 3 Spring Fly-ln Trophies EAA fellowsh ip Friday golf tournament Sat banquetlguest speakel Sunday poker run YE jlights vintage aviationjilms HQ Holiday Inn Southern Pines 9101692-3212 Info 9101947-6896 - 1853 (Fax) or the web WWWsouthern-aviator comlac3

MAY 16 - ROMEOVILLE IL - Le wis Romeoville airport (LOT) EAA Chapter 15 Fly- In breakfast 7 am-Noon Contact Frank Goebel 8 151436-6153

J UNE 26-27 - WALWORTH WI- Bigfoot Field (WI05) Pancake breakfastbrunch Aeroshybatic demo at 10 am Stearman rides and displays of vintage aircraji warbirds and experimentals 7 am-l pm Info John Anshyderson 4141248-8748

J ULY 5-8 - DENVER CO - Centennial Airshyport Short Wing Piper Club annua l co nvention This years theme Rocky Mountain Rendezvous Info Kent 0 Kelly 3031979-3012 (Headwindsmsn com) or vis it the SWPC web site at hllpwwwshortshywing com

JULY 7- 11 -ARLINGTON WA - n w EAA FlyshyIn and Sport Aviation Convention 30th anniversary event FOlllms seminars workshyshops evening programs spec ial night airshow Sat evening Info 360435-5857 or on the web at http wwwnweaaorg

J UNE 11-13 - MATTOON IL - 3rd Annual MTO Luscombe Fly- In Luscombejudging and awardsforullls and banquet $50 cash to Luscombe that jlies the fartest to attend Contacts Jerry Cox 2171234-8720 or Shanshynon Yoakim 217234-7120

JUNE 26-27 - PETERSBURG-DINWIDshyDIE VIRGINIA - 3rd Annual State EAA Fly-ln Contact Ron VanSickle 832932shy4709 wwwvaeaaorg

J UNE 26-27 - LONGMONT COLORADO - 21st Annual Rocky Mountain EAA Fly shyIn Contact Bill Marcy 3031798-6086

J UL Y 7-11 -ARLING TON WASHINGTON - Northwest EAA Regional Fly-in at Arshylin g ton Airport Co ntact Barbara Lawrence-Tolbert 3601435-5 857 or wwwnweaaOIglnweaal

J ULY 16-18 WEST YELLOWSTONE MONshyTANA - 13th annual Northwest Mountain

Region Family Fly- In Safety Conferen ce and Trade Show at the Holiday Inn Confershyence Center Sponsored by local EAA Chapters and the FAA Flight Standards Disshytrict Office Kit plan e exhibitors and seminars Contact Jim Cooney FAA FSDO 1-800457-991 7 wwwfaagovlfsdolhln

J UL Y 28-AUGUST 3 - OSHKOSH WI- 47th A llllllal EAA Air Veil til re Oshkosh 99 Wittl1llII Regional Airport COlltact Johll Bllrtoll EAA ROBox 3086 WI 54903-3086 or see the web site at IIwlIairvelltllreorg

SEPTEMBER 4 - STEAMBOAT SPRINGS CO - EAA Chapter 649 Vintage Fly- In

SEPTEMBER 10-12 -ATWATER CALIshyFORNIA - Goldell West EAA Fly- In at Castle Airport Contact wwwgwjly-inolg

SEPTEMBER 11-12 - MA RION OHIOshyMERFI Mid-Eastern Regional Fly-In Conshytact Lou Lindeman 9371849-9455

OCTOBER 7-IO - MESAARlZONA - Copshyperstate EAA Regional Fly-In at Williams Gateway Airport Con tact Bob Hasson 5201228-5480 or 5201298-3522

OCTOBER 8- 10 - EVER GR EEN A LshyABAMA - South eas t EAA Regional Fly-In Con tact Harold Bubba Hamitel 3341765-9109 or 3341743-39 16

OCTOB ER 8-10 WILMINGTON DELAWARE - East Coast Regional FlyshyIn COli tact Andy Alvarez 3021738-8883

OCTOBER 14-7 -A BILENE TEXAS shySouthwest EAA Regional Fly-in at Abilene Regional Airport Contact Stan Shannon 8301997-8802

STROBE LIGHT TRIVIA QUESTION

ANSWER (From page 9)

Harold E Doc Edgerton (1903-1990) a professor at MIT invented the gas discharge strobe light during work in the MIT labs during 1926 through 1931 Originally developed as a elecshytronic stroboscope the strobe light was quickly adapted for photographic uses including pishyoneering high speed slow motion photography His work with the strobe extended to aircraft but not for position identification shyduring WW-II he experimented with a large strobe light ring used to illuminate the ground for nighttime aerial photography

28 FEBRUARY 1999

the program progressed it was decided to equip the airplane with the C-90 Continental a decision made easier with the concurrent certification of the Luscombe 8F In fact the T-8F and 8F were certified on the same day by the CAA and T-8Fs were soon being deshylivered to customers The first model available the Observer was issued with two levels ofequipment The Speshycial and Deluxe The Special lacked the electrical system landing lights and starter the Deluxe was given Plans were also being made to put the T-8F in another market - crop dusting

The T-8F duster was dubbed the Crop Master Installed in the wings were a pair of 30 gallon spray tanks and mounted on the struts and fuselage was a spray rig built by the Indepenshydent Cropdusters company of Campell CA By midwinter of 1948-49 the deshysign was ready and approved in the Standard and Restricted categories by the CAA in February Also included in the Crop Master T -8F was the new Luscombe wing flap design which had just been given production approval by theCAA

1949 was not going to be a great year for the Luscombe company and the production life of the T -8F sprayer was short lived - from March until June of that year Only 35 of the Crop Masshyter sprayers were built and delivered before Luscombe Aircraft Co was forced into bankruptcy

The T -8F about to be annualed by Brice and Randy was originally built in

Brice Newberry and his friend Randy Brisco have to squint just a bit because of their polish job on the T-SF

the second batch of airplanes comshypleted April 30 1949 In May CL Butler and Sons of Pine Bluff WY bought the Crop Master for use on their ranch and continued to own and fly it until 1991 when it was sold to Mr Mulvey Their only changes to the airshyplane were the installation of a Lycoming 0-320 of 150 hp and the mounting of a pair of 850x6 tires to handle their ranch strip

When October arrived and the anshynual was due the work was begun Vicki Newberry describes the next part ofNC2202Bs history

We ordered the parts we needed to install the electrical system and this is where things sort of got carried away

33 square feet of plexiglass surround the pilot and observer in the T-SF Both the upper side windows on the doors and the windows just below the aft bubble can be opened in flight

We decided to remove the wings to do the inspection for inner granular corshyrosion and we djust take the spray tanks out then We were very pleased at the condition the wings were in and decided to incorporate the wing tanks and the spray tanks to give us a bit more fuel range We thought now would be the time to install landing lights and why not just go ahead and install strobes too We installed the starter prop extension alternator and to maintain the original Luscombe cowling look we lengthened the rear of the cowl (upper and lower) approxshyimately six inches

Brice fabricated the new cowling doors to allow clearance for the spark plugs and valve covers this is the only skin that is not original from the facshytory He also installed a new prop spinner he fabricated the battery box baggage compartment and installed them The tail was removed and the horizonta l stabilizer fitting was reshyplaced with part 1000 furnished by the DLHF new ball bearing pulleys and new cables were installed The paint was stripped Control sticks rudder pedals and door latches and throttle quadrant were sent offand chromed The instrument panel was removed cleaned and repainted two tone silverred with a tiny black pinshystripe and has wood grain accents New instruments were installed but he maintained the original panel look The exterior was painted with Air Techs Firestorm Red and pinstriped with 116 black pinstripe thefactory installed original skins were polished

VINTAGE AIRPLANE 15

space anything we needed) Like the potato chip commercial

where nobody can eat just one the Newberrys now have five T-8Fs located at their private airstrip White Airport Two are currently flying (NC2123B and 2202B) and the others are undergoing restoration one of them (N 1589B) by Willy Luber manager of the Kingfisher airport N220 I B is being restored for Randy Briscoe Brice s friend and Kingshyfisher businessman The engine will be a Lycoming 0290-02 (135 hp) a full compliment ofVFR instruments and a red and silver color scheme Randy and Brice s eyes just sparkled when they were talking about the new restoration and you could tell it will be something special We look forward to seeing it The other project is N 1583B All of the airplanes have the horizontal tail fitting replaced with the new PMAd fitting

Heres the entire brood all five of the T-8Fs now at Brices airstrip White airport manufactured by the Don Luscombe Each will have the latest mods available for the Luscombe including the DLAHF Aviation History Foundation (DLAHF) PMAd horizontal tail fitting and the BAS tail pull handle mounted on the aft fuseshy They also have the BAS tail pull handle lage The second aircraft on the right in the dark green color scheme was restored in installed used to move the airplanerecent years by the Don Luscombe Aviation History Foundation long after it had been damaged back in 1961 around on the ground instead of pushing

and pulling on the tail surfaces Brice is plenty busy in his life as a

until they looked like new the Classic Division Award at the EAA cropduster and he also enjoys ropin The interior was painted with Air Fly-in in Eldorado Kansas (By the and making horse saddles but Vicki

Tech s Nevada Silver and we decided to way they are a great group ofpeople says the top of his recreation list has the try to design some type ofinterior we th ey helped us get a motel room and heading Luscombe With the way chose salt and p epper red and black were friendly and extra eager to help N2202B looks what will he and Randy carpet and th e side pan el are red with transportation finding hangar have for us to see in the future ~ tuckroll inserts with silver New glass was installed This particular example is powered by a Lycoming 0-320 of 150 hp The high country stance of this T-8 F is We received a one time field emphasized by the 850x6 tires

approval from the FAA This annual took in

excess of 1300 hours of Brices time he worked in excess of12 hour days and many seven days a week Willy Luber of Okarche Oklahoma sp ent many long hours working side by side Brice Very few visitors at the hangar esshycaped without holding a screwdriv er or wrench For quite some time I was co nvinced this wasnt a proj ect it was turning out to be a career

We were honored to have received the Classic Division Award and the Grand Champion Award at th e Antique Airplan e Fly-in at Pauls Valley Okshylah oma and we received

16 JANUARY 1999

Buck Hilberts 1938 Fleet Model lOF on Pontoons

Unusual airplanes deshymand unusual people E E Buck Hilbert (EAA 21 AI C 5) of Union IL is one of

those people - and his Fleet Model 10F is one of those airplanes Not only is it a rare model but most unusual is the fact that it was never certificated in the United States prior to Bucks ownership Therein lies a problem that was tough to sunnount as we shall see

The original Fleet Model I was designed and sold in 1929 with a Warner 110 engine and many early pilots received their initial training in them This model begat the

Model 2 the Model 7 the Model 8 and the Model 9 which were powshyered with Kinner engines of 100 to 125 hp By the time the mid thirties came along Fleet Aircraft was busy selling airplanes to foreign counshytries especially those in Central and South America

Buck s Fleet Model 10F was built in June of 1938 and in June 1939 it was shipped from Canada to Nicaragua as a fighter complete with aux fuel tanks bomb racks and a 30 caliber machine gun that fired through the propeller The serial number on the airplane is 263 which many experts suspect was the protoshytype Model 10 to be exported as the

export numbers run from 263 to 411 all exported as military aircraft

The F leet served in the Nicaraguan military from 1939 until 1955 when it was surplused to the civilian market and eventually was collected as a basket case by Danny Martinez (EAA 72116) of San Antonio TX Danny is a longshytime EAAer and has an avid interest in antique airplanes including Fleet biplanes He labored away on the Fleet Modell 0 for nearly 16 years doing a tremendous amount of work on the airframe and overhauling the original Warner 145 engine When the time came to install the ailerons on the wings the eight-foot-Iong

By Norm Petersen

hinge pins would not go in It was maddening to say the least

Enter one Buck Hilbert The time was 1989 and Danny was at his wits end Buck figured there must be a way to mount the ailerons so he bought the Fleet and hauled it to his home in Illishynois The fun began

With no previous certification the entire Fleet biplane had to be closely inspected for conformity to Standard Certification Using hard-to-get drawshyings it was possible for the FAA inspectors to put their stamp of apshyproval on everything up to the fuewall However there was no record of a Fleet Modell 0 ever using a Warner 145 engine and the inspectors were stopped cold It would take another three years before Buck Hilbert was able to have a heart-to-heart talk with Admiral Busey the FAA Administrashytor at the time Once the word came down things started to move forward and the airplane was certified in the Standard Category as a Hilbert Fleet ModeIIOF

18 FEBRUARY 1999

Early in the morning Buck Hilbert (closest to the camera) readies the Fleet for the EAA televishysion crew to take some video footage of the seaplane Standing on the wing is Scott Guyette and walking by the tail is Robb McAllister both of the EAA video crew

The old gray iron streamlined flyshying wires were replaced by a complete set of stainless wires from Nick d Ashypuzzo who commented that the measurements were identical to a set of Fleet 16 wires Sadly this would be the last set of wires that Nick sold

before his passing The airplane was flown on wheels

for about 16 hours when the engine beshygan showing signs of ill health Buck and Charlie Smith overhauled the Warner and found two pistons that were bad and some of the valve train

needed help before it once again ran well By now the concept of a genshyuine biplane on floats was starting to haunt Buck so he began looking The idea just wouldn t go away One day in Trade-A-Plane he spotted a set of Edo 1835 floats for sale complete with Fleet rigging The owner turned out to be Sandy Brown the present newsletter editor of the International Fleet Club based in Marlborough CT

Once the set of floats built in May 1930 were purchased they were hauled to Brian Van Wagnen s place in Michigan The Fleet was flown from Illinois to Michigan for the installation Every part of the float installation fit very well and the only additions needed were a couple of sets of float wires to complete the truss work between the floats and the airplane

A metal HamiltonStandard ground adjustable propeller was installed for float work as wooden props are seshyverely eaten away by water spray With a setting that allows the big 500 cubic inch Warner to crank up to 2100

(Top) Buck Hilbert departs the seaplane base to make the Seaplane Fly-By at Wittman Field His was one of nearly forty seaplanes that took part (Middle) With this author in the front cockpit Buck taxies the Fleet at idle speed as he lines up for the takeoff run The Fleet is very stable in the water and the Edo 1835 floats do an excellent job The 145 Warner accelerates with complete authority on the takeoff run and climbs out with gusto (Below) Pictured from the rear quarter we get a good look at the float installation with its myriad of wires The dual water rudders are in the up position being raised by pulling a handle in the rear cockpit You can plainly see the noticeable dihedral in the lower wings of the Fleet a trademark of the biplane

VINTAGE AIRPLANE 19

RPM the big metal propeller really gets with the program on takeoff The Fleet gets off the water very nicely and climbs out smartly Normal cruise is 75 to 80 mph on floats which is about 5 mph slower than wheels

The Fleet was flown to the Otsego Lake Seaplane Fly-In in Michigan in early June where it drew rave notices among the crowd From there it was flown up to Sault Ste Marie Ontario Canada for the Canadian Bushplane Heritage gathering Again the pretty blue and yellow Fleet was the hit of the show

After resting in Canada for a few weeks the Fleet was flown to Oshkosh for the big seaplane fly-in where our photographers caught up with the unique floatplane

Believe me when I say the many thousands of Vet tel Blust Seaplane Base visitors during AirVenture 98 reshyally enjoyed watching the Fleet come and go as it chugged by with the Warner at idle doing a slow taxi or at full bore on a takeoff run across the outer bay The exciting part was when Buck would cut the power for landing and the Fleet would come down like a proverbial stone - its glide ratio with all the drag of a biplane and float rigshyging is hard to imagine - and the Fleet would s lide onto the water right in

20 FEBRUARY 1999

front of the crowd During the Convention Buck estishy

mates nearly 100 rides were given (this author was one of the lucky ones) in some 25 hours of float flying The sixty-year-old Fleet never missed a beat and the folks were extremely happy with the performance Even Sue Sanders of the Seaplane Pilots Associashytion (SPA) enjoyed her ride so much that she wrote an article in the SPA magazine about her beautiful ride in Buck Hilberts Waco on floats (Cant win em all)

Since the summer has passed the

floats have been removed form the Fleet and Buck has been busy doing a few updates and improvements He reshycently installed a brand new exhaust system made of highly polished type 321 stainless steel that is a remarkable piece of work In addition he is presently busy building a set of new windshie ld s for the pretty biplane One thing about Buck Hilbert he never quits he just keeps making things betshyter Special congratulations to Buck amp Dorothy Hilbert for making our seashyplane fly-in so much more interesting Yah done good

A happy twosome the author and Buck return to the VetteBlust Seaplane Base after a dandy ride in the Fleet on floats Check out the thick airfoil (Clark Y) on the wings

o o e v e w

Whats in a name Would it have held up to the test of time if the

headlines of May 221927 had read CHARLES MANSON LANDS IN

PARIS That was the family name until Ola Mannson arrived in

Minnesota in 1859 with Charles A Lindberghs father then an infant

Comments on A Scott Bergs LINDBERGH

O la a former member of the Swedish parliashyment had become entangled in scandal He was accused of embezzlement and was supporting a mistress on the side who bore

him a son later to be Congressman C A Lindbergh Sr Mannson or Manson as CAL Jr spe lled it had been stripped of his civil rights and might well have landed in jail had he not fled Sweden He made changing the fami ly name the first order of business upon settling in the New World The Lindberg surshyname was rare in Sweden but spelled with an h it was all but unknown

Scott Berg spent nine years writing LINDshyBERGH the latest biography of one ofthis centurys most controversial figures It is also the only authoshyrized biography Berg had the blessing of the Lindbergh family who unsealed all the archives apshyparently with no strings attached This is a compelling volume for anyone who has a serious interest in the subject Alas Berg is not an airplane man and much of what one might wish for is e ither ignored or glossed over

Berg traces Lindberghs early impressions of aviashytion back to the day in Little Falls Minnesota while playing alone upstairs he heard the spluttering of an engine overhead It was an exhibition biplane his

mother explained a very dangerous affair In the conshytext of Bergs account this happened circa 1907 but there was no flying in the area until September 191 1 when Tom Mc Goey performed under contract to the loca l farmers co-op in a homebuilt Curtiss type pusher Lindbergh was then nine

In June 19 12 whi le domiciled in Washington DC where the elder Lindbergh was serving a term in Congress CAL had an opportunity to see the Armys fledgling air fo rce in action at Fort Myer Virginia The outing had been arranged for by his parents CALs recollection of the occasion was highlighted by a race between one of the aviators and an automobile

On the whole Berg seems to have a good grasp of the facts though there are some errors- a few of which may be typographical He refers to Juan Trippe as the founder of Eastern Airlines and proshymotes Maj A B Lambert a Spirit of St Louis backer and founder of Lambert-St Louis Airport to General He a lso refers to Marvin Northrup proprietor of a Minneapol is aeronautical supply house as a manufacturer perhaps confusing him with Jack Northrop Berg also describes the trishymotored Ju 52 as the standard bombardment plane in Hitler s new Luftwaffe

By John Underwood EAA 1989

VINTAGE AIRPLANE 21

Charles Lindbergh seldom posed for testimonials This was an exception

All of this does not really weigh too heavily against Bergs prose and purshypose- namely to reveal the Lindbergh the American public has long sought to understand He has undoubtedly come as close to the definitive treatment as anyone ever will which includes the Lindberghs themselves CALs grandshychildren will probably find this book as absorbing as this reviewer all 600-odd pages of it for the Lone Eagle was as much a mystery to his own children as he was to a public that both idolized and reviled him

The Lindbergh babys kidnapping is of course recounted in detail The facts are both moving and appalling One can readily understand CALs loathing for the press The trial itself was a meshydia circus but no more so than the O J affair of more recent memory Hauptshymann had to be guilty although not necessarily of murder Anyone who subscribes to the crackpot theories that have been advanced in the interim should read and weep over what hapshypened to the Lindberghs Reeve Lindberghs insightful UNDER A

22 FEBRUARY 1999

WING is also highly recommended Members of the Jewish faith have

long held that Lindbergh was an antishySemite Berg who is Jewish himself explores the reasons for this and conshycludes that he was not Lindbergh in his America First speeches struck out at Jewish influence which he pershyceived to be among the elements committed to engaging the U S in a war with Germany Such a war he beshylieved would result in the destruction of westem civilization

The fact is that Lindbergh was a pashytriotic American and would-be peacemaker albeit somewhat naive in his conceptions Although he felt comshypelled to leave the U S for a period of time for his family s sake he never at any point considered for a moment givshying up his citizenship Indeed he became a key element in keeping the War Department abreast of what was happening in European aviation Moreshyover he was eager to serve Berg points out that CAL applied for reappointment as an Air Corps reserve officer while in self-imposed exile By then he had alshy

ready been labeled a Nazi by such synshydicated smut-peddlers as Walter Winchell

Its interesting to note that the Amershyican Air Attache in Berlin wanted Lindbergh to meet with Hitler That meeting never came about although he did meet twice with Goering and once with Rudolf Hess Hitlers deputy Hess an enthusiastic airman since 1918 was a great admirer of Lindbergh He too had dreamed of undertaking a longshydistance flight As it transpired Hess did complete a long and perilous flight when he surreptitiously piloted a Messerschmitt 110 to Scotland in May of 1941 hoping to make peace with England

The Lindberghs were fascinated by what was happening in Germany as was everyone else at the time and they nearly spent the winter of 1938 in Berlin This was in part at the behest of Ambassador Wilson and the Air Atshytache Truman Smith who hoped it would avail CAL of further opportunishyties to study German aviation Indeed Lindbergh got to see things that no forshy

eigner had seen such as the Ju 88 He also got to fly a number of new aircraft such as the Me 109 and Fieseler Storch

Berg in recounting Lindshyberghs association with Messerschmitt declares that the latter never recovered emotionally or financially from WW- TI This implies a degree of impoverishment which is misleading to say the least Messerschmitt was not long in getting back to manufacturing aircraft first in Spain and later in Gershymany Messerschmitt amp Co helped build the F -104 for the new Luftwaffe and the designer lived to provide Airshybus recommendations

Berg only devotes a few pages to CALs test-flying which is worth a book in it- Tom Mc Goey in his homemade Curtiss type pusher He over flew the Lindbergh home in Little Falls in self With Chance Vought 1911 finished the season and quit the flying game

for example he had much to do with service testing the F4U Corsair He made several demonshy Corsair which had the new bubble Lindbergh at the relatively old age stration tours as well familiarizing the canopy instead of the jailhouse hatch of 42 would be called upon to demonshyNavy and Marines with new developshy Lindbergh was glad to oblige The 22- strate his skills as a fighter pilot albeit ments Berg makes no mention of a year-old lieutenant was John Glenn an unofficially and unavoidably He was shavetaillieutenant at El Centro who icon in the making They were both detailed as a civilian to the South Pashybrashly asked CAL if he could try his destined for combat in the Pacific cific as a tech rep and observer first

CAL and AML on arrival at Prague 2 September 1938 The worried look no doubt reflects their feelings toward the mob approaching A moment later he gunned the engine and taxied to the far side while police contained the crowd

VINTAGE AIRPLANE 23

with USMA Corsair units later with the AAF in P-38s His mission was to observe from the periphery mostly avoidi ng actual combat with enemy aircraft which by them were seldom seen Altogether he flew 50 missions logging nearly 200 hours time in four and a half months

Berg gets carried away in implying that CAL was prepared to meet his maker and commended hi s sou l to God when a Zero jumped him on 1 August 1944 That quotation could hardly have been Lindberghs It was a momentary encounter and stressfu l to be sure but the Zero broke off the atshytack before the pilot could bring effective fire to bear on CALs P-38

Only once did CAL himself fire on an enemy aircraft That engagement lasted but a few seconds and involved a single head-on pass between his P-38 and a Mitsubishi Ki-51 attack aircraft code named Sonia The Japanese pishylot outgunned and outnumbered had

who rolled over and dived into the sea Berg claims Lindbergh prayed for the pilots soul for many years thereafter

President Roosevelt who never forshygave CAL for challenging the wisdom of his sending the Army out to fly the mail and for his antiwar activism in 1941 barred him from military service The ban was enforced even after FDRs death Berg credits Gen Bob (GOD IS MY COPILOT) Scott with Lindberghs reinstement as an Air Force officer Scott then a colonel running the Air Forces Office of Information Services told his boss Harold Talbott that makshying CAL a general would be a shrewd move President Eisenhower apparently concurred Lindbergh was placed on the active reserve list as a brigadier general in April 1954

Lindbergh felt that the U S was on a collision course with the Soviet Union says Berg He got involved with bolstering the defense posture most notably as a SAC advisor and beshy

pearances disconcerting CAL with his many eccentricities was a strict discishyplinarian and his frequent absences were both painful on the one hand and welcome respites on the other

Reeve Lindbergh who inherited her parents artistic talent reveals in UNshyDER A WING what it was like to be offspring of the Lone Eagle With the exception of Jon who earned his Private Pilots License before taking up a career as a deep-sea diver none of them really took to flying That was fine with Lindbergh who never lost his love of the art For him all that matshytered was doing something challenging and worthwhile and doing it well - 101m Underwood

Editors Note I cant help but add my two cents worth to Johns comments First off ifyoure contemplating reading this book you should know that it is not an aviation book in the sense that many ofus might have expected Berg is not an aviator and it shows in his writ-

The fact is that Lindbergh was a patriotic American and would-be peacemaker albeit somewhat narve in his conceptions Although he felt compelled to leave the U S for a period of time for his familys sake he never at any point considered for a moment giving up his citizenship Indeed he became a key element in keeping the War Deshypartment abreast of what was happening in European aviation

made monkeys out of the attacking Americans but he was smoking from a hit and survival depended on shaking off several P-38s In a bid to escape he banked sharply in CALs direction and held a collision course

The Japanese were now facing an opshyponent on more equal terms They were closing at something like 600 mph oneshyon-one firing at targets that grew larger with each passing second There was still a chance the Japanese might score a vicshytory and indeed elude the P-38s by then short of ammunition and low on fuel He was over his home base and there was heavy ground fire from anti-aircraft inshystallations

Lindbergh could easily have joined the ranks ofKIAs but his gunnery exshypertise and instinct for survival prevailed The Japanese perhaps wounded undershot his target and Lindshybergh cleared the Sonia avoiding a collision by a scant ten feet or less It was all over for the Emperors airman

24 FEBRUARY 1999

gan flying the latest jets He also designed and built his own bomb shelshyter and directed his family to head for the Maine woods in the event of a nushyclear attack

It was widely supposed that the Lindshyberghs were well matched in their marriage Not so according to Berg Anne Morrow Lindbergh who loved her husshyband deeply found her domestic situation intolerable by the late 1950s CAL had beshycome a compulsive wanderer of the world At home one day gone the next to whoshyknows-where Oft times it was on gratuitous Air Force business such as helpshying select a site for the Air Force academy In later years these sojoums had more to do with ecological considerations Lindbergh the humanitarian was constantly on a crushysade of one sort or another For Anne Morrow Lindbergh these protracted abshysences proved devastating

The five surviving Lindbergh chilshydren too found their fathers jack-in-the-box appearances and disapshy

ing Thats not necessarily a negative since his perspective on Lindbergh is not tainted by the myths that have built around the Lindbergh story among aviashytion history buffs But it does mean that aviation is not the main focus of this book It is a biography ofLindbergh the man not just his aviator persona It paints a somewhat dark portrait about a man who was at times unwielding in his opinshyions sometimes at the expense ofhis personal relationships But thats only onefacet ofwhat was and still continues to be one ofthe great enigmatic personalshyities ofthe 20th century Theres far more to his personality make up than that and Berg s nine years ofwork detail it well You may not like everything you read about Lindbergh but for that you can t fault the messenger For most ofus there still remains to be written the definitive aeronautical history of Charles lindshybergh including a review ofhis logbooks We have more to look forward toshyHG Frautschy

PASS IT TO BUCK by EE Buck Hilbert

EAA 21 VAA 5 PO Box 424 Union IL 60180

Odds and ends and a new way to hone cylinders

CHAPTER NEWSLETTERS Builders tips often turn up inforshy

mation that is applicable to all of our airplanes not just homebuilders The Technical Counselor staff in my book comes off as one of the best sources for practical maintenance Their exposure to a myriad of probshylems and their solutions provides experience that benefits all of us Every chapter newsletter Im privishyleged to receive contains useful information Chapters maintain lishybraries tool inventories listings for part sources and best of all camashyraderie Where else can you talk airp lanes but with the guys and girls who want the same things you do The Been there done that passed on to your buddy gives both of you a boost You get to expound a little he gets the benefit of your experience and in the long run we all gain

Gary Hunter Pushy Galores enshygineer is possibly one of the best efficiency experts I have ever met Sure hes a homebuilder but he comes up with solutions to common problems that are simple and practical almost as a matter of course I call him an engishyneer and thats what he is He typifies the airplane mechanic of old Able to fix anything He can be a jeweler he can be a blacksmith Ill bet he could even shoe horses He flies his VariEze too so he appreciates the pilot point of

Gary Hunter (llpushy

Galore engineer) is

possibly one of the

best efficiency experts

I have ever met he

comes up with

solutions to common

problems he typifies

the airplane

mechanic of old

view as well But I m getting away from why I

started to write this Gary had conshytributed a short blurb to the January Quad Cities Chapter 75 Newsletter His subject was spinner wobble and its easy cure

All of us have seen a beautiful airshyplane and at one time or another watched in awe as the spinner wobbled all over the place when the engine

started Weve all read or seen or even experienced spinner cracks and sometimes even shed one in flight

Gary says truing the spinner is a simple and easy thing to do Balancshying isn t the issue that comes later

Basically you start by making sure your bulkheads are true They are the basis you hang the spinner on and theyd better be true to start with That assured you get on with it

Youre going to be rotating the prop whi le youre doing this so pull the spark plugs to make rotation easier

Position the airplane so it cant inshyadvertently move and position a stable reference just under the tip of the spinner (a stepladder chair tool box anything that will remain stable)

Rotate the prop and watch the spinshyner tip It will be obvious which way its out of whack Simply loosen the screws around the spinner bulkheads and adjust accordingly Elongate any holes that require it Keep working

until you get it nice and true Once you have established that it is true retighten all the sc rews the way you normally do

Now comes the simple part (If you had only thought ofthis back when our Ryan STA was ALWAYS cracking and shedding spinners) Using a small diameter drill (I16th) drill three alignshyment holes around the periphery of the spinner into the rear bulkhead One

VINTAGE AIRPLANE 25

alignment hole will suffice in the front bulkhead Now whenever you reinshysta ll the spinner insert pins into these alignment holes before tightening the sc rews Your spinner will be autoshymaticallytrued

Garys last comment Whenever you remove the props pinner mark eve rything so it a ll goes back toshyge ther in th e sa me relation s hip to each other

See what T mean about thi s guy Hes kept Bruce Bohannon and Pushy Galore in the record books for years Next time you visit the Air Adventure Museum up in Oshkosh take a look at Pushy and give credit where credit is due

Dear Buck Here is a story that yo ur rea de rs

might find interesting However I will not mention any names for obvious reasons and I would like as well to reshyma in anonymous as if my name appears anybody who knows me could identify the operator involved

INVENTOR DEVELOPS NEW WAY TO HONE CYLINDERS

(without removing them from the engine) A friend of mine operates a fine

antique aeroplane with a Continental W-670 He is very meticulous about the maintena nce changes oil every 25 hours or less and cleans the plugs at that time He spends most of his spare time polishing and waxing and touching up the finish when needed He never allows a fingerprint to reshymain on the big shiny HSGA prop overnight Now this is not a museum piece or s ho w plane it is a workshyhorse flying a lmo st da il y on sightseeing rides and photo work

The engin e is approaching 1000 hours since overhaul and some of the paint on th e cy linder heads had burned or worn off so he decided to bead blast a few corroded spots and prime and paint them When he finshyished he had the engine looking better than new with a ll black cy lind ers silver rocker box covers and exhaust elbows And the stain less heat muff was so shiny you cou ld look in it to see if you needed a shave

But when he started it up it didnt seem to be running quite right so he shut it down and the prop stopped abruptly without bouncing back and forth between compression strokes as

26 FEBRUARY 1999

an engine does when the rings are properly sealed He got out and turned the prop by hand it was dragshyging Upon removing the spark plugs he found evidence of glass beads on th e inside s of th em Some of th e g la ss beads had gotten into th e air maze filter and had been sucked into the engine

So it is now due for a major overshyhaul I told him to look at the bright side New rings can be fitted without having to deglaze the cylinders The inventor of thi s system does not wish to be given credit for it

Bes t regard s and have a happy holiday

Your anonymous friend Ouch Over To You whoever you are

ff Blaquock

Dear Buck In the December VTNTAGE AIRshy

PLANE there was a comment on R stick L throttle vs L stick R throttle and you suggested input Here is my two quarts worth

Having flown since 1946 and being a flying buddy of S keeter Carlson since 1965 Ive been exposed to quite a variety of flying mashychinery In my first logbook totaling some 220 hours I had flown 46 different airshyplanes and 23 different kinds Over the years I have flown Aeronca Champ Chief Sedan Piper J-3 J-4 J-5 and most of the PAs Ryan CshyI PT-22 Navion Luscombe Fairchild 24 PT-19 PT-23 PT -26 Taylorcraft BC-12 Lshy2 Cessna 120 140 170 A W plus all the ones with the trainshyin g wheel up front I even fl ew the tes t flights on a Pietenpol Aircamper with two throttles one on each side no less I still own and fly my Duncan Sport (2POLB) that I bou ght from Bill and Loshyraine Duncan in 1971 I owned and flew o ur 15AC Sedan and (38 Dart G al ternate ly for several years I ve gotten out of a Stinson Tri -m otor a nd into a Fokker Trip lane the same

day and I feel that it makes very little difference as long as Im in the left seat that is until I got into Skeeter s Thomas Morse Scout with the LeRshyhone rotary then I don t care who you are or where you sit youre still one hand short

Anyw ay we were all Johnny come late ly when we first started and all I can say is never tum down an opportunity to fl y something differshyent Try it youll like it I remember getting to fly an 1124 Westwind from Burbank California to Santa Barbara for lunch J was half finished with m y sandwich before I finally caught up with the airplane So much for that Over to you

Gene Soper EAA 27385 AC 360 Thanks for the note Gene How

about the rest ofyou Hey Dorothy and I will be trave lshy

ing all over the southwest this month so if you dont get a reply back from a phone message or note youll know were still out having fun Talk to you when we get back

Over to you

Want to keep your spinner running true Read what Gary Hunter does (Kent and Sandy Blankenburgs Spartan Executive)

Wayne Milburn

Toowoomba QLD Australia

Patrick P Cloudier

Pincourt PQ Canada

Grumier Willy Chatillon France

Nowell W Izard

Masterton New Zealand

Charles A Birdsall Apo AE

Klaus E Marx Juneau AK

Richard Binderim Enterprise AL

Larry K Tillery Trussville AL

Gary Moseley Chandler AZ

T W Aronson Rosamond CA

Raymond J Barak

Huntington Beach CA

Keith Charles Carnahan

Costa Mesa CA

Tom Lambrick Morgan Hill CA

Douglas L Maxwell Riverside CA

Dr R Richmond San Francisco CA

Anthony R Rivera Nevada City CA

Charles Spurrell

Palos Verdes Estates CA

Howard Thompson Fort Bragg CA

Thomas R Weeks San Diego CA

Raymie Raymie Littleton CO

James T Broady Weirsdale FL

Allen E Kaluzniak

Jacksonville Beach FL

Joshua Knerr Sanford FL

E P RosenthaI Miami FL

C Mitchell Smith Lakeland FL

Gary L Johnson Bainbridge GA

John Stiles Stockbridge GA

Keith Beem Ipan GU

Eugene Honigford

Machesney Park IL

Mike Linden Rockford IL

Barry L Schroeder B1oomington IN

Harry Bartel EI Dorado KS

Bobbie Bradford Topeka KS

Jamie Smith Shawnee KS

Nathan T Rider Groton MA

Alexander J Van Wert

Marlboro MA

Rod Teel Silver Spring MD

James C Walker Baltimore MD

David Stainton

Cranberry Island ME

Alexander M Allan Sr Au Gres MI

Michael J Damone

w Bloomfield MI

Trent H Steinbach

International Falls MN

Jack Dilliard Washington MO

Douglas D Derscheid ONeil NE

George F Johnson Wolfeboro NH

Angelo A Carnevale Hopewell NJ

Bill K Laskar Albuquerque NM

Jim Catalano Cornwall NY

Joseph DiStefano Fort Plain NY

Hugh Weidinger Great Neck NY

Benjamin Gleason Vermilion OH

Gail R Bailey Tulsa OK

Reymold Watt West Lynn OR

Marc S Ludtke Franklin PA

Alan L Moyer Perkasie PA

Elford S Wyatt West Union SC

Derek Amos Harker Heights TX

Charles M Baynard Dallas TX

Thomas E Eanes Granbury TX

Michael Halle Humble TX

Robert Heath Austin TX

W W Hill Houston TX

Justin Layton Houston TX

Eldon W Moore Texas City TX

Nick Berg Lehi UT

Richard Cole Fairfax VA

Peter Hays Arlington VA

Joseph Schoofs Leesburg VA

John A Cahoon Hudson WI

Dennis J Dalka Rhinelander WI

Keegan Ray Janesville WI

Gary B Green Beaver WV

VINTAGE AIRPLANE 27

JMNEWMAN

rshy

Fly-In Calendar The following list ofcoming events isfurnished to our readers as a mailer ofinformation only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the information to EAA All Golda Cox Po Box 3086 Oshkosh WI 54903-3086 Information should be receivedfour months prior to the event date

FEBRUARY 13-14 - MINNEAPOLIS MN shyMinnesota Sport Aviation Conference Minshyneapolis Convention Center Info Way ne Petersen 1-8001657-3922 or web site at wwwflightexpocom

FEBRUA RY 20 - HUN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

FEBRUARY 24-25 - ROMEOVILLE ILLIshyN OIS 25th annual Aviation MaintenanceExhibit Seminar at Lewis Unishyversity Contact Don Cramer 217785shy5798 or Mike Streit 8151836-5431

FEBRUARY 25-27 - BUTTE MT - Montana Aviation Conference Ramada Copper King Inn Workshops seminars nationally recogshynized speakers trade show Info MT Aeronautics Div Box 5 178 lie lna MT 50694 4061444-2506

FEBRUARY 27 - SPR INGFIELD ILLIshyN OIS - lliinois State Safety Seminar at lliinois State Fairgrounds Springfield fllishyl1Ois Contact Lee Creviel 815939-0976

FEBRUARY 27-28 - RIVERSIDE CALIFORshyN IA - EAA Chapter I Open House at Flabob Airport Contact 909689-9213

MARCH 5- 7 - CASA GRANDEAZ - 41st Anshynual Ca ctus Fly- In sponsored by the Arizona Antique Aircraft Association Info wwwamericanpilot orgkactus or call Jon Engle at 60289 1-6012 days only

MARCH 6 - WISCONSIN RA PIDS WISshyCONSIN - Wisconsin State Safety Seminar at the Mead Inn COlllact Harold Benisch 9201623-4457

MA RCH 20 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Aiport 256852-978 1

A PRIL 11-1 7 - LAKELAND FL - 25th Annual Sun n Fun EAA Fly-In and Convention Info 941644-243 1 Web site wwwsun-nshyfunorg

A PRIL 17 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

APRIL 25 - HALF MOON BAY CA LIFORshyN IA - 9th ann ual Pacific Coast Dream Machinesjly-in at HalfMoon Bay Airport 10 am - 4 pm Antiques classics warbirds vintage autos trucks Contact 6501726-2328

MAY 7-9 - PlNEHURSTISOUTHERN PINES NC - Moore County Aiport (SOP) EAA Chap ter 3 Spring Fly-ln Trophies EAA fellowsh ip Friday golf tournament Sat banquetlguest speakel Sunday poker run YE jlights vintage aviationjilms HQ Holiday Inn Southern Pines 9101692-3212 Info 9101947-6896 - 1853 (Fax) or the web WWWsouthern-aviator comlac3

MAY 16 - ROMEOVILLE IL - Le wis Romeoville airport (LOT) EAA Chapter 15 Fly- In breakfast 7 am-Noon Contact Frank Goebel 8 151436-6153

J UNE 26-27 - WALWORTH WI- Bigfoot Field (WI05) Pancake breakfastbrunch Aeroshybatic demo at 10 am Stearman rides and displays of vintage aircraji warbirds and experimentals 7 am-l pm Info John Anshyderson 4141248-8748

J ULY 5-8 - DENVER CO - Centennial Airshyport Short Wing Piper Club annua l co nvention This years theme Rocky Mountain Rendezvous Info Kent 0 Kelly 3031979-3012 (Headwindsmsn com) or vis it the SWPC web site at hllpwwwshortshywing com

JULY 7- 11 -ARLINGTON WA - n w EAA FlyshyIn and Sport Aviation Convention 30th anniversary event FOlllms seminars workshyshops evening programs spec ial night airshow Sat evening Info 360435-5857 or on the web at http wwwnweaaorg

J UNE 11-13 - MATTOON IL - 3rd Annual MTO Luscombe Fly- In Luscombejudging and awardsforullls and banquet $50 cash to Luscombe that jlies the fartest to attend Contacts Jerry Cox 2171234-8720 or Shanshynon Yoakim 217234-7120

JUNE 26-27 - PETERSBURG-DINWIDshyDIE VIRGINIA - 3rd Annual State EAA Fly-ln Contact Ron VanSickle 832932shy4709 wwwvaeaaorg

J UNE 26-27 - LONGMONT COLORADO - 21st Annual Rocky Mountain EAA Fly shyIn Contact Bill Marcy 3031798-6086

J UL Y 7-11 -ARLING TON WASHINGTON - Northwest EAA Regional Fly-in at Arshylin g ton Airport Co ntact Barbara Lawrence-Tolbert 3601435-5 857 or wwwnweaaOIglnweaal

J ULY 16-18 WEST YELLOWSTONE MONshyTANA - 13th annual Northwest Mountain

Region Family Fly- In Safety Conferen ce and Trade Show at the Holiday Inn Confershyence Center Sponsored by local EAA Chapters and the FAA Flight Standards Disshytrict Office Kit plan e exhibitors and seminars Contact Jim Cooney FAA FSDO 1-800457-991 7 wwwfaagovlfsdolhln

J UL Y 28-AUGUST 3 - OSHKOSH WI- 47th A llllllal EAA Air Veil til re Oshkosh 99 Wittl1llII Regional Airport COlltact Johll Bllrtoll EAA ROBox 3086 WI 54903-3086 or see the web site at IIwlIairvelltllreorg

SEPTEMBER 4 - STEAMBOAT SPRINGS CO - EAA Chapter 649 Vintage Fly- In

SEPTEMBER 10-12 -ATWATER CALIshyFORNIA - Goldell West EAA Fly- In at Castle Airport Contact wwwgwjly-inolg

SEPTEMBER 11-12 - MA RION OHIOshyMERFI Mid-Eastern Regional Fly-In Conshytact Lou Lindeman 9371849-9455

OCTOBER 7-IO - MESAARlZONA - Copshyperstate EAA Regional Fly-In at Williams Gateway Airport Con tact Bob Hasson 5201228-5480 or 5201298-3522

OCTOBER 8- 10 - EVER GR EEN A LshyABAMA - South eas t EAA Regional Fly-In Con tact Harold Bubba Hamitel 3341765-9109 or 3341743-39 16

OCTOB ER 8-10 WILMINGTON DELAWARE - East Coast Regional FlyshyIn COli tact Andy Alvarez 3021738-8883

OCTOBER 14-7 -A BILENE TEXAS shySouthwest EAA Regional Fly-in at Abilene Regional Airport Contact Stan Shannon 8301997-8802

STROBE LIGHT TRIVIA QUESTION

ANSWER (From page 9)

Harold E Doc Edgerton (1903-1990) a professor at MIT invented the gas discharge strobe light during work in the MIT labs during 1926 through 1931 Originally developed as a elecshytronic stroboscope the strobe light was quickly adapted for photographic uses including pishyoneering high speed slow motion photography His work with the strobe extended to aircraft but not for position identification shyduring WW-II he experimented with a large strobe light ring used to illuminate the ground for nighttime aerial photography

28 FEBRUARY 1999

space anything we needed) Like the potato chip commercial

where nobody can eat just one the Newberrys now have five T-8Fs located at their private airstrip White Airport Two are currently flying (NC2123B and 2202B) and the others are undergoing restoration one of them (N 1589B) by Willy Luber manager of the Kingfisher airport N220 I B is being restored for Randy Briscoe Brice s friend and Kingshyfisher businessman The engine will be a Lycoming 0290-02 (135 hp) a full compliment ofVFR instruments and a red and silver color scheme Randy and Brice s eyes just sparkled when they were talking about the new restoration and you could tell it will be something special We look forward to seeing it The other project is N 1583B All of the airplanes have the horizontal tail fitting replaced with the new PMAd fitting

Heres the entire brood all five of the T-8Fs now at Brices airstrip White airport manufactured by the Don Luscombe Each will have the latest mods available for the Luscombe including the DLAHF Aviation History Foundation (DLAHF) PMAd horizontal tail fitting and the BAS tail pull handle mounted on the aft fuseshy They also have the BAS tail pull handle lage The second aircraft on the right in the dark green color scheme was restored in installed used to move the airplanerecent years by the Don Luscombe Aviation History Foundation long after it had been damaged back in 1961 around on the ground instead of pushing

and pulling on the tail surfaces Brice is plenty busy in his life as a

until they looked like new the Classic Division Award at the EAA cropduster and he also enjoys ropin The interior was painted with Air Fly-in in Eldorado Kansas (By the and making horse saddles but Vicki

Tech s Nevada Silver and we decided to way they are a great group ofpeople says the top of his recreation list has the try to design some type ofinterior we th ey helped us get a motel room and heading Luscombe With the way chose salt and p epper red and black were friendly and extra eager to help N2202B looks what will he and Randy carpet and th e side pan el are red with transportation finding hangar have for us to see in the future ~ tuckroll inserts with silver New glass was installed This particular example is powered by a Lycoming 0-320 of 150 hp The high country stance of this T-8 F is We received a one time field emphasized by the 850x6 tires

approval from the FAA This annual took in

excess of 1300 hours of Brices time he worked in excess of12 hour days and many seven days a week Willy Luber of Okarche Oklahoma sp ent many long hours working side by side Brice Very few visitors at the hangar esshycaped without holding a screwdriv er or wrench For quite some time I was co nvinced this wasnt a proj ect it was turning out to be a career

We were honored to have received the Classic Division Award and the Grand Champion Award at th e Antique Airplan e Fly-in at Pauls Valley Okshylah oma and we received

16 JANUARY 1999

Buck Hilberts 1938 Fleet Model lOF on Pontoons

Unusual airplanes deshymand unusual people E E Buck Hilbert (EAA 21 AI C 5) of Union IL is one of

those people - and his Fleet Model 10F is one of those airplanes Not only is it a rare model but most unusual is the fact that it was never certificated in the United States prior to Bucks ownership Therein lies a problem that was tough to sunnount as we shall see

The original Fleet Model I was designed and sold in 1929 with a Warner 110 engine and many early pilots received their initial training in them This model begat the

Model 2 the Model 7 the Model 8 and the Model 9 which were powshyered with Kinner engines of 100 to 125 hp By the time the mid thirties came along Fleet Aircraft was busy selling airplanes to foreign counshytries especially those in Central and South America

Buck s Fleet Model 10F was built in June of 1938 and in June 1939 it was shipped from Canada to Nicaragua as a fighter complete with aux fuel tanks bomb racks and a 30 caliber machine gun that fired through the propeller The serial number on the airplane is 263 which many experts suspect was the protoshytype Model 10 to be exported as the

export numbers run from 263 to 411 all exported as military aircraft

The F leet served in the Nicaraguan military from 1939 until 1955 when it was surplused to the civilian market and eventually was collected as a basket case by Danny Martinez (EAA 72116) of San Antonio TX Danny is a longshytime EAAer and has an avid interest in antique airplanes including Fleet biplanes He labored away on the Fleet Modell 0 for nearly 16 years doing a tremendous amount of work on the airframe and overhauling the original Warner 145 engine When the time came to install the ailerons on the wings the eight-foot-Iong

By Norm Petersen

hinge pins would not go in It was maddening to say the least

Enter one Buck Hilbert The time was 1989 and Danny was at his wits end Buck figured there must be a way to mount the ailerons so he bought the Fleet and hauled it to his home in Illishynois The fun began

With no previous certification the entire Fleet biplane had to be closely inspected for conformity to Standard Certification Using hard-to-get drawshyings it was possible for the FAA inspectors to put their stamp of apshyproval on everything up to the fuewall However there was no record of a Fleet Modell 0 ever using a Warner 145 engine and the inspectors were stopped cold It would take another three years before Buck Hilbert was able to have a heart-to-heart talk with Admiral Busey the FAA Administrashytor at the time Once the word came down things started to move forward and the airplane was certified in the Standard Category as a Hilbert Fleet ModeIIOF

18 FEBRUARY 1999

Early in the morning Buck Hilbert (closest to the camera) readies the Fleet for the EAA televishysion crew to take some video footage of the seaplane Standing on the wing is Scott Guyette and walking by the tail is Robb McAllister both of the EAA video crew

The old gray iron streamlined flyshying wires were replaced by a complete set of stainless wires from Nick d Ashypuzzo who commented that the measurements were identical to a set of Fleet 16 wires Sadly this would be the last set of wires that Nick sold

before his passing The airplane was flown on wheels

for about 16 hours when the engine beshygan showing signs of ill health Buck and Charlie Smith overhauled the Warner and found two pistons that were bad and some of the valve train

needed help before it once again ran well By now the concept of a genshyuine biplane on floats was starting to haunt Buck so he began looking The idea just wouldn t go away One day in Trade-A-Plane he spotted a set of Edo 1835 floats for sale complete with Fleet rigging The owner turned out to be Sandy Brown the present newsletter editor of the International Fleet Club based in Marlborough CT

Once the set of floats built in May 1930 were purchased they were hauled to Brian Van Wagnen s place in Michigan The Fleet was flown from Illinois to Michigan for the installation Every part of the float installation fit very well and the only additions needed were a couple of sets of float wires to complete the truss work between the floats and the airplane

A metal HamiltonStandard ground adjustable propeller was installed for float work as wooden props are seshyverely eaten away by water spray With a setting that allows the big 500 cubic inch Warner to crank up to 2100

(Top) Buck Hilbert departs the seaplane base to make the Seaplane Fly-By at Wittman Field His was one of nearly forty seaplanes that took part (Middle) With this author in the front cockpit Buck taxies the Fleet at idle speed as he lines up for the takeoff run The Fleet is very stable in the water and the Edo 1835 floats do an excellent job The 145 Warner accelerates with complete authority on the takeoff run and climbs out with gusto (Below) Pictured from the rear quarter we get a good look at the float installation with its myriad of wires The dual water rudders are in the up position being raised by pulling a handle in the rear cockpit You can plainly see the noticeable dihedral in the lower wings of the Fleet a trademark of the biplane

VINTAGE AIRPLANE 19

RPM the big metal propeller really gets with the program on takeoff The Fleet gets off the water very nicely and climbs out smartly Normal cruise is 75 to 80 mph on floats which is about 5 mph slower than wheels

The Fleet was flown to the Otsego Lake Seaplane Fly-In in Michigan in early June where it drew rave notices among the crowd From there it was flown up to Sault Ste Marie Ontario Canada for the Canadian Bushplane Heritage gathering Again the pretty blue and yellow Fleet was the hit of the show

After resting in Canada for a few weeks the Fleet was flown to Oshkosh for the big seaplane fly-in where our photographers caught up with the unique floatplane

Believe me when I say the many thousands of Vet tel Blust Seaplane Base visitors during AirVenture 98 reshyally enjoyed watching the Fleet come and go as it chugged by with the Warner at idle doing a slow taxi or at full bore on a takeoff run across the outer bay The exciting part was when Buck would cut the power for landing and the Fleet would come down like a proverbial stone - its glide ratio with all the drag of a biplane and float rigshyging is hard to imagine - and the Fleet would s lide onto the water right in

20 FEBRUARY 1999

front of the crowd During the Convention Buck estishy

mates nearly 100 rides were given (this author was one of the lucky ones) in some 25 hours of float flying The sixty-year-old Fleet never missed a beat and the folks were extremely happy with the performance Even Sue Sanders of the Seaplane Pilots Associashytion (SPA) enjoyed her ride so much that she wrote an article in the SPA magazine about her beautiful ride in Buck Hilberts Waco on floats (Cant win em all)

Since the summer has passed the

floats have been removed form the Fleet and Buck has been busy doing a few updates and improvements He reshycently installed a brand new exhaust system made of highly polished type 321 stainless steel that is a remarkable piece of work In addition he is presently busy building a set of new windshie ld s for the pretty biplane One thing about Buck Hilbert he never quits he just keeps making things betshyter Special congratulations to Buck amp Dorothy Hilbert for making our seashyplane fly-in so much more interesting Yah done good

A happy twosome the author and Buck return to the VetteBlust Seaplane Base after a dandy ride in the Fleet on floats Check out the thick airfoil (Clark Y) on the wings

o o e v e w

Whats in a name Would it have held up to the test of time if the

headlines of May 221927 had read CHARLES MANSON LANDS IN

PARIS That was the family name until Ola Mannson arrived in

Minnesota in 1859 with Charles A Lindberghs father then an infant

Comments on A Scott Bergs LINDBERGH

O la a former member of the Swedish parliashyment had become entangled in scandal He was accused of embezzlement and was supporting a mistress on the side who bore

him a son later to be Congressman C A Lindbergh Sr Mannson or Manson as CAL Jr spe lled it had been stripped of his civil rights and might well have landed in jail had he not fled Sweden He made changing the fami ly name the first order of business upon settling in the New World The Lindberg surshyname was rare in Sweden but spelled with an h it was all but unknown

Scott Berg spent nine years writing LINDshyBERGH the latest biography of one ofthis centurys most controversial figures It is also the only authoshyrized biography Berg had the blessing of the Lindbergh family who unsealed all the archives apshyparently with no strings attached This is a compelling volume for anyone who has a serious interest in the subject Alas Berg is not an airplane man and much of what one might wish for is e ither ignored or glossed over

Berg traces Lindberghs early impressions of aviashytion back to the day in Little Falls Minnesota while playing alone upstairs he heard the spluttering of an engine overhead It was an exhibition biplane his

mother explained a very dangerous affair In the conshytext of Bergs account this happened circa 1907 but there was no flying in the area until September 191 1 when Tom Mc Goey performed under contract to the loca l farmers co-op in a homebuilt Curtiss type pusher Lindbergh was then nine

In June 19 12 whi le domiciled in Washington DC where the elder Lindbergh was serving a term in Congress CAL had an opportunity to see the Armys fledgling air fo rce in action at Fort Myer Virginia The outing had been arranged for by his parents CALs recollection of the occasion was highlighted by a race between one of the aviators and an automobile

On the whole Berg seems to have a good grasp of the facts though there are some errors- a few of which may be typographical He refers to Juan Trippe as the founder of Eastern Airlines and proshymotes Maj A B Lambert a Spirit of St Louis backer and founder of Lambert-St Louis Airport to General He a lso refers to Marvin Northrup proprietor of a Minneapol is aeronautical supply house as a manufacturer perhaps confusing him with Jack Northrop Berg also describes the trishymotored Ju 52 as the standard bombardment plane in Hitler s new Luftwaffe

By John Underwood EAA 1989

VINTAGE AIRPLANE 21

Charles Lindbergh seldom posed for testimonials This was an exception

All of this does not really weigh too heavily against Bergs prose and purshypose- namely to reveal the Lindbergh the American public has long sought to understand He has undoubtedly come as close to the definitive treatment as anyone ever will which includes the Lindberghs themselves CALs grandshychildren will probably find this book as absorbing as this reviewer all 600-odd pages of it for the Lone Eagle was as much a mystery to his own children as he was to a public that both idolized and reviled him

The Lindbergh babys kidnapping is of course recounted in detail The facts are both moving and appalling One can readily understand CALs loathing for the press The trial itself was a meshydia circus but no more so than the O J affair of more recent memory Hauptshymann had to be guilty although not necessarily of murder Anyone who subscribes to the crackpot theories that have been advanced in the interim should read and weep over what hapshypened to the Lindberghs Reeve Lindberghs insightful UNDER A

22 FEBRUARY 1999

WING is also highly recommended Members of the Jewish faith have

long held that Lindbergh was an antishySemite Berg who is Jewish himself explores the reasons for this and conshycludes that he was not Lindbergh in his America First speeches struck out at Jewish influence which he pershyceived to be among the elements committed to engaging the U S in a war with Germany Such a war he beshylieved would result in the destruction of westem civilization

The fact is that Lindbergh was a pashytriotic American and would-be peacemaker albeit somewhat naive in his conceptions Although he felt comshypelled to leave the U S for a period of time for his family s sake he never at any point considered for a moment givshying up his citizenship Indeed he became a key element in keeping the War Department abreast of what was happening in European aviation Moreshyover he was eager to serve Berg points out that CAL applied for reappointment as an Air Corps reserve officer while in self-imposed exile By then he had alshy

ready been labeled a Nazi by such synshydicated smut-peddlers as Walter Winchell

Its interesting to note that the Amershyican Air Attache in Berlin wanted Lindbergh to meet with Hitler That meeting never came about although he did meet twice with Goering and once with Rudolf Hess Hitlers deputy Hess an enthusiastic airman since 1918 was a great admirer of Lindbergh He too had dreamed of undertaking a longshydistance flight As it transpired Hess did complete a long and perilous flight when he surreptitiously piloted a Messerschmitt 110 to Scotland in May of 1941 hoping to make peace with England

The Lindberghs were fascinated by what was happening in Germany as was everyone else at the time and they nearly spent the winter of 1938 in Berlin This was in part at the behest of Ambassador Wilson and the Air Atshytache Truman Smith who hoped it would avail CAL of further opportunishyties to study German aviation Indeed Lindbergh got to see things that no forshy

eigner had seen such as the Ju 88 He also got to fly a number of new aircraft such as the Me 109 and Fieseler Storch

Berg in recounting Lindshyberghs association with Messerschmitt declares that the latter never recovered emotionally or financially from WW- TI This implies a degree of impoverishment which is misleading to say the least Messerschmitt was not long in getting back to manufacturing aircraft first in Spain and later in Gershymany Messerschmitt amp Co helped build the F -104 for the new Luftwaffe and the designer lived to provide Airshybus recommendations

Berg only devotes a few pages to CALs test-flying which is worth a book in it- Tom Mc Goey in his homemade Curtiss type pusher He over flew the Lindbergh home in Little Falls in self With Chance Vought 1911 finished the season and quit the flying game

for example he had much to do with service testing the F4U Corsair He made several demonshy Corsair which had the new bubble Lindbergh at the relatively old age stration tours as well familiarizing the canopy instead of the jailhouse hatch of 42 would be called upon to demonshyNavy and Marines with new developshy Lindbergh was glad to oblige The 22- strate his skills as a fighter pilot albeit ments Berg makes no mention of a year-old lieutenant was John Glenn an unofficially and unavoidably He was shavetaillieutenant at El Centro who icon in the making They were both detailed as a civilian to the South Pashybrashly asked CAL if he could try his destined for combat in the Pacific cific as a tech rep and observer first

CAL and AML on arrival at Prague 2 September 1938 The worried look no doubt reflects their feelings toward the mob approaching A moment later he gunned the engine and taxied to the far side while police contained the crowd

VINTAGE AIRPLANE 23

with USMA Corsair units later with the AAF in P-38s His mission was to observe from the periphery mostly avoidi ng actual combat with enemy aircraft which by them were seldom seen Altogether he flew 50 missions logging nearly 200 hours time in four and a half months

Berg gets carried away in implying that CAL was prepared to meet his maker and commended hi s sou l to God when a Zero jumped him on 1 August 1944 That quotation could hardly have been Lindberghs It was a momentary encounter and stressfu l to be sure but the Zero broke off the atshytack before the pilot could bring effective fire to bear on CALs P-38

Only once did CAL himself fire on an enemy aircraft That engagement lasted but a few seconds and involved a single head-on pass between his P-38 and a Mitsubishi Ki-51 attack aircraft code named Sonia The Japanese pishylot outgunned and outnumbered had

who rolled over and dived into the sea Berg claims Lindbergh prayed for the pilots soul for many years thereafter

President Roosevelt who never forshygave CAL for challenging the wisdom of his sending the Army out to fly the mail and for his antiwar activism in 1941 barred him from military service The ban was enforced even after FDRs death Berg credits Gen Bob (GOD IS MY COPILOT) Scott with Lindberghs reinstement as an Air Force officer Scott then a colonel running the Air Forces Office of Information Services told his boss Harold Talbott that makshying CAL a general would be a shrewd move President Eisenhower apparently concurred Lindbergh was placed on the active reserve list as a brigadier general in April 1954

Lindbergh felt that the U S was on a collision course with the Soviet Union says Berg He got involved with bolstering the defense posture most notably as a SAC advisor and beshy

pearances disconcerting CAL with his many eccentricities was a strict discishyplinarian and his frequent absences were both painful on the one hand and welcome respites on the other

Reeve Lindbergh who inherited her parents artistic talent reveals in UNshyDER A WING what it was like to be offspring of the Lone Eagle With the exception of Jon who earned his Private Pilots License before taking up a career as a deep-sea diver none of them really took to flying That was fine with Lindbergh who never lost his love of the art For him all that matshytered was doing something challenging and worthwhile and doing it well - 101m Underwood

Editors Note I cant help but add my two cents worth to Johns comments First off ifyoure contemplating reading this book you should know that it is not an aviation book in the sense that many ofus might have expected Berg is not an aviator and it shows in his writ-

The fact is that Lindbergh was a patriotic American and would-be peacemaker albeit somewhat narve in his conceptions Although he felt compelled to leave the U S for a period of time for his familys sake he never at any point considered for a moment giving up his citizenship Indeed he became a key element in keeping the War Deshypartment abreast of what was happening in European aviation

made monkeys out of the attacking Americans but he was smoking from a hit and survival depended on shaking off several P-38s In a bid to escape he banked sharply in CALs direction and held a collision course

The Japanese were now facing an opshyponent on more equal terms They were closing at something like 600 mph oneshyon-one firing at targets that grew larger with each passing second There was still a chance the Japanese might score a vicshytory and indeed elude the P-38s by then short of ammunition and low on fuel He was over his home base and there was heavy ground fire from anti-aircraft inshystallations

Lindbergh could easily have joined the ranks ofKIAs but his gunnery exshypertise and instinct for survival prevailed The Japanese perhaps wounded undershot his target and Lindshybergh cleared the Sonia avoiding a collision by a scant ten feet or less It was all over for the Emperors airman

24 FEBRUARY 1999

gan flying the latest jets He also designed and built his own bomb shelshyter and directed his family to head for the Maine woods in the event of a nushyclear attack

It was widely supposed that the Lindshyberghs were well matched in their marriage Not so according to Berg Anne Morrow Lindbergh who loved her husshyband deeply found her domestic situation intolerable by the late 1950s CAL had beshycome a compulsive wanderer of the world At home one day gone the next to whoshyknows-where Oft times it was on gratuitous Air Force business such as helpshying select a site for the Air Force academy In later years these sojoums had more to do with ecological considerations Lindbergh the humanitarian was constantly on a crushysade of one sort or another For Anne Morrow Lindbergh these protracted abshysences proved devastating

The five surviving Lindbergh chilshydren too found their fathers jack-in-the-box appearances and disapshy

ing Thats not necessarily a negative since his perspective on Lindbergh is not tainted by the myths that have built around the Lindbergh story among aviashytion history buffs But it does mean that aviation is not the main focus of this book It is a biography ofLindbergh the man not just his aviator persona It paints a somewhat dark portrait about a man who was at times unwielding in his opinshyions sometimes at the expense ofhis personal relationships But thats only onefacet ofwhat was and still continues to be one ofthe great enigmatic personalshyities ofthe 20th century Theres far more to his personality make up than that and Berg s nine years ofwork detail it well You may not like everything you read about Lindbergh but for that you can t fault the messenger For most ofus there still remains to be written the definitive aeronautical history of Charles lindshybergh including a review ofhis logbooks We have more to look forward toshyHG Frautschy

PASS IT TO BUCK by EE Buck Hilbert

EAA 21 VAA 5 PO Box 424 Union IL 60180

Odds and ends and a new way to hone cylinders

CHAPTER NEWSLETTERS Builders tips often turn up inforshy

mation that is applicable to all of our airplanes not just homebuilders The Technical Counselor staff in my book comes off as one of the best sources for practical maintenance Their exposure to a myriad of probshylems and their solutions provides experience that benefits all of us Every chapter newsletter Im privishyleged to receive contains useful information Chapters maintain lishybraries tool inventories listings for part sources and best of all camashyraderie Where else can you talk airp lanes but with the guys and girls who want the same things you do The Been there done that passed on to your buddy gives both of you a boost You get to expound a little he gets the benefit of your experience and in the long run we all gain

Gary Hunter Pushy Galores enshygineer is possibly one of the best efficiency experts I have ever met Sure hes a homebuilder but he comes up with solutions to common problems that are simple and practical almost as a matter of course I call him an engishyneer and thats what he is He typifies the airplane mechanic of old Able to fix anything He can be a jeweler he can be a blacksmith Ill bet he could even shoe horses He flies his VariEze too so he appreciates the pilot point of

Gary Hunter (llpushy

Galore engineer) is

possibly one of the

best efficiency experts

I have ever met he

comes up with

solutions to common

problems he typifies

the airplane

mechanic of old

view as well But I m getting away from why I

started to write this Gary had conshytributed a short blurb to the January Quad Cities Chapter 75 Newsletter His subject was spinner wobble and its easy cure

All of us have seen a beautiful airshyplane and at one time or another watched in awe as the spinner wobbled all over the place when the engine

started Weve all read or seen or even experienced spinner cracks and sometimes even shed one in flight

Gary says truing the spinner is a simple and easy thing to do Balancshying isn t the issue that comes later

Basically you start by making sure your bulkheads are true They are the basis you hang the spinner on and theyd better be true to start with That assured you get on with it

Youre going to be rotating the prop whi le youre doing this so pull the spark plugs to make rotation easier

Position the airplane so it cant inshyadvertently move and position a stable reference just under the tip of the spinner (a stepladder chair tool box anything that will remain stable)

Rotate the prop and watch the spinshyner tip It will be obvious which way its out of whack Simply loosen the screws around the spinner bulkheads and adjust accordingly Elongate any holes that require it Keep working

until you get it nice and true Once you have established that it is true retighten all the sc rews the way you normally do

Now comes the simple part (If you had only thought ofthis back when our Ryan STA was ALWAYS cracking and shedding spinners) Using a small diameter drill (I16th) drill three alignshyment holes around the periphery of the spinner into the rear bulkhead One

VINTAGE AIRPLANE 25

alignment hole will suffice in the front bulkhead Now whenever you reinshysta ll the spinner insert pins into these alignment holes before tightening the sc rews Your spinner will be autoshymaticallytrued

Garys last comment Whenever you remove the props pinner mark eve rything so it a ll goes back toshyge ther in th e sa me relation s hip to each other

See what T mean about thi s guy Hes kept Bruce Bohannon and Pushy Galore in the record books for years Next time you visit the Air Adventure Museum up in Oshkosh take a look at Pushy and give credit where credit is due

Dear Buck Here is a story that yo ur rea de rs

might find interesting However I will not mention any names for obvious reasons and I would like as well to reshyma in anonymous as if my name appears anybody who knows me could identify the operator involved

INVENTOR DEVELOPS NEW WAY TO HONE CYLINDERS

(without removing them from the engine) A friend of mine operates a fine

antique aeroplane with a Continental W-670 He is very meticulous about the maintena nce changes oil every 25 hours or less and cleans the plugs at that time He spends most of his spare time polishing and waxing and touching up the finish when needed He never allows a fingerprint to reshymain on the big shiny HSGA prop overnight Now this is not a museum piece or s ho w plane it is a workshyhorse flying a lmo st da il y on sightseeing rides and photo work

The engin e is approaching 1000 hours since overhaul and some of the paint on th e cy linder heads had burned or worn off so he decided to bead blast a few corroded spots and prime and paint them When he finshyished he had the engine looking better than new with a ll black cy lind ers silver rocker box covers and exhaust elbows And the stain less heat muff was so shiny you cou ld look in it to see if you needed a shave

But when he started it up it didnt seem to be running quite right so he shut it down and the prop stopped abruptly without bouncing back and forth between compression strokes as

26 FEBRUARY 1999

an engine does when the rings are properly sealed He got out and turned the prop by hand it was dragshyging Upon removing the spark plugs he found evidence of glass beads on th e inside s of th em Some of th e g la ss beads had gotten into th e air maze filter and had been sucked into the engine

So it is now due for a major overshyhaul I told him to look at the bright side New rings can be fitted without having to deglaze the cylinders The inventor of thi s system does not wish to be given credit for it

Bes t regard s and have a happy holiday

Your anonymous friend Ouch Over To You whoever you are

ff Blaquock

Dear Buck In the December VTNTAGE AIRshy

PLANE there was a comment on R stick L throttle vs L stick R throttle and you suggested input Here is my two quarts worth

Having flown since 1946 and being a flying buddy of S keeter Carlson since 1965 Ive been exposed to quite a variety of flying mashychinery In my first logbook totaling some 220 hours I had flown 46 different airshyplanes and 23 different kinds Over the years I have flown Aeronca Champ Chief Sedan Piper J-3 J-4 J-5 and most of the PAs Ryan CshyI PT-22 Navion Luscombe Fairchild 24 PT-19 PT-23 PT -26 Taylorcraft BC-12 Lshy2 Cessna 120 140 170 A W plus all the ones with the trainshyin g wheel up front I even fl ew the tes t flights on a Pietenpol Aircamper with two throttles one on each side no less I still own and fly my Duncan Sport (2POLB) that I bou ght from Bill and Loshyraine Duncan in 1971 I owned and flew o ur 15AC Sedan and (38 Dart G al ternate ly for several years I ve gotten out of a Stinson Tri -m otor a nd into a Fokker Trip lane the same

day and I feel that it makes very little difference as long as Im in the left seat that is until I got into Skeeter s Thomas Morse Scout with the LeRshyhone rotary then I don t care who you are or where you sit youre still one hand short

Anyw ay we were all Johnny come late ly when we first started and all I can say is never tum down an opportunity to fl y something differshyent Try it youll like it I remember getting to fly an 1124 Westwind from Burbank California to Santa Barbara for lunch J was half finished with m y sandwich before I finally caught up with the airplane So much for that Over to you

Gene Soper EAA 27385 AC 360 Thanks for the note Gene How

about the rest ofyou Hey Dorothy and I will be trave lshy

ing all over the southwest this month so if you dont get a reply back from a phone message or note youll know were still out having fun Talk to you when we get back

Over to you

Want to keep your spinner running true Read what Gary Hunter does (Kent and Sandy Blankenburgs Spartan Executive)

Wayne Milburn

Toowoomba QLD Australia

Patrick P Cloudier

Pincourt PQ Canada

Grumier Willy Chatillon France

Nowell W Izard

Masterton New Zealand

Charles A Birdsall Apo AE

Klaus E Marx Juneau AK

Richard Binderim Enterprise AL

Larry K Tillery Trussville AL

Gary Moseley Chandler AZ

T W Aronson Rosamond CA

Raymond J Barak

Huntington Beach CA

Keith Charles Carnahan

Costa Mesa CA

Tom Lambrick Morgan Hill CA

Douglas L Maxwell Riverside CA

Dr R Richmond San Francisco CA

Anthony R Rivera Nevada City CA

Charles Spurrell

Palos Verdes Estates CA

Howard Thompson Fort Bragg CA

Thomas R Weeks San Diego CA

Raymie Raymie Littleton CO

James T Broady Weirsdale FL

Allen E Kaluzniak

Jacksonville Beach FL

Joshua Knerr Sanford FL

E P RosenthaI Miami FL

C Mitchell Smith Lakeland FL

Gary L Johnson Bainbridge GA

John Stiles Stockbridge GA

Keith Beem Ipan GU

Eugene Honigford

Machesney Park IL

Mike Linden Rockford IL

Barry L Schroeder B1oomington IN

Harry Bartel EI Dorado KS

Bobbie Bradford Topeka KS

Jamie Smith Shawnee KS

Nathan T Rider Groton MA

Alexander J Van Wert

Marlboro MA

Rod Teel Silver Spring MD

James C Walker Baltimore MD

David Stainton

Cranberry Island ME

Alexander M Allan Sr Au Gres MI

Michael J Damone

w Bloomfield MI

Trent H Steinbach

International Falls MN

Jack Dilliard Washington MO

Douglas D Derscheid ONeil NE

George F Johnson Wolfeboro NH

Angelo A Carnevale Hopewell NJ

Bill K Laskar Albuquerque NM

Jim Catalano Cornwall NY

Joseph DiStefano Fort Plain NY

Hugh Weidinger Great Neck NY

Benjamin Gleason Vermilion OH

Gail R Bailey Tulsa OK

Reymold Watt West Lynn OR

Marc S Ludtke Franklin PA

Alan L Moyer Perkasie PA

Elford S Wyatt West Union SC

Derek Amos Harker Heights TX

Charles M Baynard Dallas TX

Thomas E Eanes Granbury TX

Michael Halle Humble TX

Robert Heath Austin TX

W W Hill Houston TX

Justin Layton Houston TX

Eldon W Moore Texas City TX

Nick Berg Lehi UT

Richard Cole Fairfax VA

Peter Hays Arlington VA

Joseph Schoofs Leesburg VA

John A Cahoon Hudson WI

Dennis J Dalka Rhinelander WI

Keegan Ray Janesville WI

Gary B Green Beaver WV

VINTAGE AIRPLANE 27

JMNEWMAN

rshy

Fly-In Calendar The following list ofcoming events isfurnished to our readers as a mailer ofinformation only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the information to EAA All Golda Cox Po Box 3086 Oshkosh WI 54903-3086 Information should be receivedfour months prior to the event date

FEBRUARY 13-14 - MINNEAPOLIS MN shyMinnesota Sport Aviation Conference Minshyneapolis Convention Center Info Way ne Petersen 1-8001657-3922 or web site at wwwflightexpocom

FEBRUA RY 20 - HUN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

FEBRUARY 24-25 - ROMEOVILLE ILLIshyN OIS 25th annual Aviation MaintenanceExhibit Seminar at Lewis Unishyversity Contact Don Cramer 217785shy5798 or Mike Streit 8151836-5431

FEBRUARY 25-27 - BUTTE MT - Montana Aviation Conference Ramada Copper King Inn Workshops seminars nationally recogshynized speakers trade show Info MT Aeronautics Div Box 5 178 lie lna MT 50694 4061444-2506

FEBRUARY 27 - SPR INGFIELD ILLIshyN OIS - lliinois State Safety Seminar at lliinois State Fairgrounds Springfield fllishyl1Ois Contact Lee Creviel 815939-0976

FEBRUARY 27-28 - RIVERSIDE CALIFORshyN IA - EAA Chapter I Open House at Flabob Airport Contact 909689-9213

MARCH 5- 7 - CASA GRANDEAZ - 41st Anshynual Ca ctus Fly- In sponsored by the Arizona Antique Aircraft Association Info wwwamericanpilot orgkactus or call Jon Engle at 60289 1-6012 days only

MARCH 6 - WISCONSIN RA PIDS WISshyCONSIN - Wisconsin State Safety Seminar at the Mead Inn COlllact Harold Benisch 9201623-4457

MA RCH 20 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Aiport 256852-978 1

A PRIL 11-1 7 - LAKELAND FL - 25th Annual Sun n Fun EAA Fly-In and Convention Info 941644-243 1 Web site wwwsun-nshyfunorg

A PRIL 17 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

APRIL 25 - HALF MOON BAY CA LIFORshyN IA - 9th ann ual Pacific Coast Dream Machinesjly-in at HalfMoon Bay Airport 10 am - 4 pm Antiques classics warbirds vintage autos trucks Contact 6501726-2328

MAY 7-9 - PlNEHURSTISOUTHERN PINES NC - Moore County Aiport (SOP) EAA Chap ter 3 Spring Fly-ln Trophies EAA fellowsh ip Friday golf tournament Sat banquetlguest speakel Sunday poker run YE jlights vintage aviationjilms HQ Holiday Inn Southern Pines 9101692-3212 Info 9101947-6896 - 1853 (Fax) or the web WWWsouthern-aviator comlac3

MAY 16 - ROMEOVILLE IL - Le wis Romeoville airport (LOT) EAA Chapter 15 Fly- In breakfast 7 am-Noon Contact Frank Goebel 8 151436-6153

J UNE 26-27 - WALWORTH WI- Bigfoot Field (WI05) Pancake breakfastbrunch Aeroshybatic demo at 10 am Stearman rides and displays of vintage aircraji warbirds and experimentals 7 am-l pm Info John Anshyderson 4141248-8748

J ULY 5-8 - DENVER CO - Centennial Airshyport Short Wing Piper Club annua l co nvention This years theme Rocky Mountain Rendezvous Info Kent 0 Kelly 3031979-3012 (Headwindsmsn com) or vis it the SWPC web site at hllpwwwshortshywing com

JULY 7- 11 -ARLINGTON WA - n w EAA FlyshyIn and Sport Aviation Convention 30th anniversary event FOlllms seminars workshyshops evening programs spec ial night airshow Sat evening Info 360435-5857 or on the web at http wwwnweaaorg

J UNE 11-13 - MATTOON IL - 3rd Annual MTO Luscombe Fly- In Luscombejudging and awardsforullls and banquet $50 cash to Luscombe that jlies the fartest to attend Contacts Jerry Cox 2171234-8720 or Shanshynon Yoakim 217234-7120

JUNE 26-27 - PETERSBURG-DINWIDshyDIE VIRGINIA - 3rd Annual State EAA Fly-ln Contact Ron VanSickle 832932shy4709 wwwvaeaaorg

J UNE 26-27 - LONGMONT COLORADO - 21st Annual Rocky Mountain EAA Fly shyIn Contact Bill Marcy 3031798-6086

J UL Y 7-11 -ARLING TON WASHINGTON - Northwest EAA Regional Fly-in at Arshylin g ton Airport Co ntact Barbara Lawrence-Tolbert 3601435-5 857 or wwwnweaaOIglnweaal

J ULY 16-18 WEST YELLOWSTONE MONshyTANA - 13th annual Northwest Mountain

Region Family Fly- In Safety Conferen ce and Trade Show at the Holiday Inn Confershyence Center Sponsored by local EAA Chapters and the FAA Flight Standards Disshytrict Office Kit plan e exhibitors and seminars Contact Jim Cooney FAA FSDO 1-800457-991 7 wwwfaagovlfsdolhln

J UL Y 28-AUGUST 3 - OSHKOSH WI- 47th A llllllal EAA Air Veil til re Oshkosh 99 Wittl1llII Regional Airport COlltact Johll Bllrtoll EAA ROBox 3086 WI 54903-3086 or see the web site at IIwlIairvelltllreorg

SEPTEMBER 4 - STEAMBOAT SPRINGS CO - EAA Chapter 649 Vintage Fly- In

SEPTEMBER 10-12 -ATWATER CALIshyFORNIA - Goldell West EAA Fly- In at Castle Airport Contact wwwgwjly-inolg

SEPTEMBER 11-12 - MA RION OHIOshyMERFI Mid-Eastern Regional Fly-In Conshytact Lou Lindeman 9371849-9455

OCTOBER 7-IO - MESAARlZONA - Copshyperstate EAA Regional Fly-In at Williams Gateway Airport Con tact Bob Hasson 5201228-5480 or 5201298-3522

OCTOBER 8- 10 - EVER GR EEN A LshyABAMA - South eas t EAA Regional Fly-In Con tact Harold Bubba Hamitel 3341765-9109 or 3341743-39 16

OCTOB ER 8-10 WILMINGTON DELAWARE - East Coast Regional FlyshyIn COli tact Andy Alvarez 3021738-8883

OCTOBER 14-7 -A BILENE TEXAS shySouthwest EAA Regional Fly-in at Abilene Regional Airport Contact Stan Shannon 8301997-8802

STROBE LIGHT TRIVIA QUESTION

ANSWER (From page 9)

Harold E Doc Edgerton (1903-1990) a professor at MIT invented the gas discharge strobe light during work in the MIT labs during 1926 through 1931 Originally developed as a elecshytronic stroboscope the strobe light was quickly adapted for photographic uses including pishyoneering high speed slow motion photography His work with the strobe extended to aircraft but not for position identification shyduring WW-II he experimented with a large strobe light ring used to illuminate the ground for nighttime aerial photography

28 FEBRUARY 1999

Buck Hilberts 1938 Fleet Model lOF on Pontoons

Unusual airplanes deshymand unusual people E E Buck Hilbert (EAA 21 AI C 5) of Union IL is one of

those people - and his Fleet Model 10F is one of those airplanes Not only is it a rare model but most unusual is the fact that it was never certificated in the United States prior to Bucks ownership Therein lies a problem that was tough to sunnount as we shall see

The original Fleet Model I was designed and sold in 1929 with a Warner 110 engine and many early pilots received their initial training in them This model begat the

Model 2 the Model 7 the Model 8 and the Model 9 which were powshyered with Kinner engines of 100 to 125 hp By the time the mid thirties came along Fleet Aircraft was busy selling airplanes to foreign counshytries especially those in Central and South America

Buck s Fleet Model 10F was built in June of 1938 and in June 1939 it was shipped from Canada to Nicaragua as a fighter complete with aux fuel tanks bomb racks and a 30 caliber machine gun that fired through the propeller The serial number on the airplane is 263 which many experts suspect was the protoshytype Model 10 to be exported as the

export numbers run from 263 to 411 all exported as military aircraft

The F leet served in the Nicaraguan military from 1939 until 1955 when it was surplused to the civilian market and eventually was collected as a basket case by Danny Martinez (EAA 72116) of San Antonio TX Danny is a longshytime EAAer and has an avid interest in antique airplanes including Fleet biplanes He labored away on the Fleet Modell 0 for nearly 16 years doing a tremendous amount of work on the airframe and overhauling the original Warner 145 engine When the time came to install the ailerons on the wings the eight-foot-Iong

By Norm Petersen

hinge pins would not go in It was maddening to say the least

Enter one Buck Hilbert The time was 1989 and Danny was at his wits end Buck figured there must be a way to mount the ailerons so he bought the Fleet and hauled it to his home in Illishynois The fun began

With no previous certification the entire Fleet biplane had to be closely inspected for conformity to Standard Certification Using hard-to-get drawshyings it was possible for the FAA inspectors to put their stamp of apshyproval on everything up to the fuewall However there was no record of a Fleet Modell 0 ever using a Warner 145 engine and the inspectors were stopped cold It would take another three years before Buck Hilbert was able to have a heart-to-heart talk with Admiral Busey the FAA Administrashytor at the time Once the word came down things started to move forward and the airplane was certified in the Standard Category as a Hilbert Fleet ModeIIOF

18 FEBRUARY 1999

Early in the morning Buck Hilbert (closest to the camera) readies the Fleet for the EAA televishysion crew to take some video footage of the seaplane Standing on the wing is Scott Guyette and walking by the tail is Robb McAllister both of the EAA video crew

The old gray iron streamlined flyshying wires were replaced by a complete set of stainless wires from Nick d Ashypuzzo who commented that the measurements were identical to a set of Fleet 16 wires Sadly this would be the last set of wires that Nick sold

before his passing The airplane was flown on wheels

for about 16 hours when the engine beshygan showing signs of ill health Buck and Charlie Smith overhauled the Warner and found two pistons that were bad and some of the valve train

needed help before it once again ran well By now the concept of a genshyuine biplane on floats was starting to haunt Buck so he began looking The idea just wouldn t go away One day in Trade-A-Plane he spotted a set of Edo 1835 floats for sale complete with Fleet rigging The owner turned out to be Sandy Brown the present newsletter editor of the International Fleet Club based in Marlborough CT

Once the set of floats built in May 1930 were purchased they were hauled to Brian Van Wagnen s place in Michigan The Fleet was flown from Illinois to Michigan for the installation Every part of the float installation fit very well and the only additions needed were a couple of sets of float wires to complete the truss work between the floats and the airplane

A metal HamiltonStandard ground adjustable propeller was installed for float work as wooden props are seshyverely eaten away by water spray With a setting that allows the big 500 cubic inch Warner to crank up to 2100

(Top) Buck Hilbert departs the seaplane base to make the Seaplane Fly-By at Wittman Field His was one of nearly forty seaplanes that took part (Middle) With this author in the front cockpit Buck taxies the Fleet at idle speed as he lines up for the takeoff run The Fleet is very stable in the water and the Edo 1835 floats do an excellent job The 145 Warner accelerates with complete authority on the takeoff run and climbs out with gusto (Below) Pictured from the rear quarter we get a good look at the float installation with its myriad of wires The dual water rudders are in the up position being raised by pulling a handle in the rear cockpit You can plainly see the noticeable dihedral in the lower wings of the Fleet a trademark of the biplane

VINTAGE AIRPLANE 19

RPM the big metal propeller really gets with the program on takeoff The Fleet gets off the water very nicely and climbs out smartly Normal cruise is 75 to 80 mph on floats which is about 5 mph slower than wheels

The Fleet was flown to the Otsego Lake Seaplane Fly-In in Michigan in early June where it drew rave notices among the crowd From there it was flown up to Sault Ste Marie Ontario Canada for the Canadian Bushplane Heritage gathering Again the pretty blue and yellow Fleet was the hit of the show

After resting in Canada for a few weeks the Fleet was flown to Oshkosh for the big seaplane fly-in where our photographers caught up with the unique floatplane

Believe me when I say the many thousands of Vet tel Blust Seaplane Base visitors during AirVenture 98 reshyally enjoyed watching the Fleet come and go as it chugged by with the Warner at idle doing a slow taxi or at full bore on a takeoff run across the outer bay The exciting part was when Buck would cut the power for landing and the Fleet would come down like a proverbial stone - its glide ratio with all the drag of a biplane and float rigshyging is hard to imagine - and the Fleet would s lide onto the water right in

20 FEBRUARY 1999

front of the crowd During the Convention Buck estishy

mates nearly 100 rides were given (this author was one of the lucky ones) in some 25 hours of float flying The sixty-year-old Fleet never missed a beat and the folks were extremely happy with the performance Even Sue Sanders of the Seaplane Pilots Associashytion (SPA) enjoyed her ride so much that she wrote an article in the SPA magazine about her beautiful ride in Buck Hilberts Waco on floats (Cant win em all)

Since the summer has passed the

floats have been removed form the Fleet and Buck has been busy doing a few updates and improvements He reshycently installed a brand new exhaust system made of highly polished type 321 stainless steel that is a remarkable piece of work In addition he is presently busy building a set of new windshie ld s for the pretty biplane One thing about Buck Hilbert he never quits he just keeps making things betshyter Special congratulations to Buck amp Dorothy Hilbert for making our seashyplane fly-in so much more interesting Yah done good

A happy twosome the author and Buck return to the VetteBlust Seaplane Base after a dandy ride in the Fleet on floats Check out the thick airfoil (Clark Y) on the wings

o o e v e w

Whats in a name Would it have held up to the test of time if the

headlines of May 221927 had read CHARLES MANSON LANDS IN

PARIS That was the family name until Ola Mannson arrived in

Minnesota in 1859 with Charles A Lindberghs father then an infant

Comments on A Scott Bergs LINDBERGH

O la a former member of the Swedish parliashyment had become entangled in scandal He was accused of embezzlement and was supporting a mistress on the side who bore

him a son later to be Congressman C A Lindbergh Sr Mannson or Manson as CAL Jr spe lled it had been stripped of his civil rights and might well have landed in jail had he not fled Sweden He made changing the fami ly name the first order of business upon settling in the New World The Lindberg surshyname was rare in Sweden but spelled with an h it was all but unknown

Scott Berg spent nine years writing LINDshyBERGH the latest biography of one ofthis centurys most controversial figures It is also the only authoshyrized biography Berg had the blessing of the Lindbergh family who unsealed all the archives apshyparently with no strings attached This is a compelling volume for anyone who has a serious interest in the subject Alas Berg is not an airplane man and much of what one might wish for is e ither ignored or glossed over

Berg traces Lindberghs early impressions of aviashytion back to the day in Little Falls Minnesota while playing alone upstairs he heard the spluttering of an engine overhead It was an exhibition biplane his

mother explained a very dangerous affair In the conshytext of Bergs account this happened circa 1907 but there was no flying in the area until September 191 1 when Tom Mc Goey performed under contract to the loca l farmers co-op in a homebuilt Curtiss type pusher Lindbergh was then nine

In June 19 12 whi le domiciled in Washington DC where the elder Lindbergh was serving a term in Congress CAL had an opportunity to see the Armys fledgling air fo rce in action at Fort Myer Virginia The outing had been arranged for by his parents CALs recollection of the occasion was highlighted by a race between one of the aviators and an automobile

On the whole Berg seems to have a good grasp of the facts though there are some errors- a few of which may be typographical He refers to Juan Trippe as the founder of Eastern Airlines and proshymotes Maj A B Lambert a Spirit of St Louis backer and founder of Lambert-St Louis Airport to General He a lso refers to Marvin Northrup proprietor of a Minneapol is aeronautical supply house as a manufacturer perhaps confusing him with Jack Northrop Berg also describes the trishymotored Ju 52 as the standard bombardment plane in Hitler s new Luftwaffe

By John Underwood EAA 1989

VINTAGE AIRPLANE 21

Charles Lindbergh seldom posed for testimonials This was an exception

All of this does not really weigh too heavily against Bergs prose and purshypose- namely to reveal the Lindbergh the American public has long sought to understand He has undoubtedly come as close to the definitive treatment as anyone ever will which includes the Lindberghs themselves CALs grandshychildren will probably find this book as absorbing as this reviewer all 600-odd pages of it for the Lone Eagle was as much a mystery to his own children as he was to a public that both idolized and reviled him

The Lindbergh babys kidnapping is of course recounted in detail The facts are both moving and appalling One can readily understand CALs loathing for the press The trial itself was a meshydia circus but no more so than the O J affair of more recent memory Hauptshymann had to be guilty although not necessarily of murder Anyone who subscribes to the crackpot theories that have been advanced in the interim should read and weep over what hapshypened to the Lindberghs Reeve Lindberghs insightful UNDER A

22 FEBRUARY 1999

WING is also highly recommended Members of the Jewish faith have

long held that Lindbergh was an antishySemite Berg who is Jewish himself explores the reasons for this and conshycludes that he was not Lindbergh in his America First speeches struck out at Jewish influence which he pershyceived to be among the elements committed to engaging the U S in a war with Germany Such a war he beshylieved would result in the destruction of westem civilization

The fact is that Lindbergh was a pashytriotic American and would-be peacemaker albeit somewhat naive in his conceptions Although he felt comshypelled to leave the U S for a period of time for his family s sake he never at any point considered for a moment givshying up his citizenship Indeed he became a key element in keeping the War Department abreast of what was happening in European aviation Moreshyover he was eager to serve Berg points out that CAL applied for reappointment as an Air Corps reserve officer while in self-imposed exile By then he had alshy

ready been labeled a Nazi by such synshydicated smut-peddlers as Walter Winchell

Its interesting to note that the Amershyican Air Attache in Berlin wanted Lindbergh to meet with Hitler That meeting never came about although he did meet twice with Goering and once with Rudolf Hess Hitlers deputy Hess an enthusiastic airman since 1918 was a great admirer of Lindbergh He too had dreamed of undertaking a longshydistance flight As it transpired Hess did complete a long and perilous flight when he surreptitiously piloted a Messerschmitt 110 to Scotland in May of 1941 hoping to make peace with England

The Lindberghs were fascinated by what was happening in Germany as was everyone else at the time and they nearly spent the winter of 1938 in Berlin This was in part at the behest of Ambassador Wilson and the Air Atshytache Truman Smith who hoped it would avail CAL of further opportunishyties to study German aviation Indeed Lindbergh got to see things that no forshy

eigner had seen such as the Ju 88 He also got to fly a number of new aircraft such as the Me 109 and Fieseler Storch

Berg in recounting Lindshyberghs association with Messerschmitt declares that the latter never recovered emotionally or financially from WW- TI This implies a degree of impoverishment which is misleading to say the least Messerschmitt was not long in getting back to manufacturing aircraft first in Spain and later in Gershymany Messerschmitt amp Co helped build the F -104 for the new Luftwaffe and the designer lived to provide Airshybus recommendations

Berg only devotes a few pages to CALs test-flying which is worth a book in it- Tom Mc Goey in his homemade Curtiss type pusher He over flew the Lindbergh home in Little Falls in self With Chance Vought 1911 finished the season and quit the flying game

for example he had much to do with service testing the F4U Corsair He made several demonshy Corsair which had the new bubble Lindbergh at the relatively old age stration tours as well familiarizing the canopy instead of the jailhouse hatch of 42 would be called upon to demonshyNavy and Marines with new developshy Lindbergh was glad to oblige The 22- strate his skills as a fighter pilot albeit ments Berg makes no mention of a year-old lieutenant was John Glenn an unofficially and unavoidably He was shavetaillieutenant at El Centro who icon in the making They were both detailed as a civilian to the South Pashybrashly asked CAL if he could try his destined for combat in the Pacific cific as a tech rep and observer first

CAL and AML on arrival at Prague 2 September 1938 The worried look no doubt reflects their feelings toward the mob approaching A moment later he gunned the engine and taxied to the far side while police contained the crowd

VINTAGE AIRPLANE 23

with USMA Corsair units later with the AAF in P-38s His mission was to observe from the periphery mostly avoidi ng actual combat with enemy aircraft which by them were seldom seen Altogether he flew 50 missions logging nearly 200 hours time in four and a half months

Berg gets carried away in implying that CAL was prepared to meet his maker and commended hi s sou l to God when a Zero jumped him on 1 August 1944 That quotation could hardly have been Lindberghs It was a momentary encounter and stressfu l to be sure but the Zero broke off the atshytack before the pilot could bring effective fire to bear on CALs P-38

Only once did CAL himself fire on an enemy aircraft That engagement lasted but a few seconds and involved a single head-on pass between his P-38 and a Mitsubishi Ki-51 attack aircraft code named Sonia The Japanese pishylot outgunned and outnumbered had

who rolled over and dived into the sea Berg claims Lindbergh prayed for the pilots soul for many years thereafter

President Roosevelt who never forshygave CAL for challenging the wisdom of his sending the Army out to fly the mail and for his antiwar activism in 1941 barred him from military service The ban was enforced even after FDRs death Berg credits Gen Bob (GOD IS MY COPILOT) Scott with Lindberghs reinstement as an Air Force officer Scott then a colonel running the Air Forces Office of Information Services told his boss Harold Talbott that makshying CAL a general would be a shrewd move President Eisenhower apparently concurred Lindbergh was placed on the active reserve list as a brigadier general in April 1954

Lindbergh felt that the U S was on a collision course with the Soviet Union says Berg He got involved with bolstering the defense posture most notably as a SAC advisor and beshy

pearances disconcerting CAL with his many eccentricities was a strict discishyplinarian and his frequent absences were both painful on the one hand and welcome respites on the other

Reeve Lindbergh who inherited her parents artistic talent reveals in UNshyDER A WING what it was like to be offspring of the Lone Eagle With the exception of Jon who earned his Private Pilots License before taking up a career as a deep-sea diver none of them really took to flying That was fine with Lindbergh who never lost his love of the art For him all that matshytered was doing something challenging and worthwhile and doing it well - 101m Underwood

Editors Note I cant help but add my two cents worth to Johns comments First off ifyoure contemplating reading this book you should know that it is not an aviation book in the sense that many ofus might have expected Berg is not an aviator and it shows in his writ-

The fact is that Lindbergh was a patriotic American and would-be peacemaker albeit somewhat narve in his conceptions Although he felt compelled to leave the U S for a period of time for his familys sake he never at any point considered for a moment giving up his citizenship Indeed he became a key element in keeping the War Deshypartment abreast of what was happening in European aviation

made monkeys out of the attacking Americans but he was smoking from a hit and survival depended on shaking off several P-38s In a bid to escape he banked sharply in CALs direction and held a collision course

The Japanese were now facing an opshyponent on more equal terms They were closing at something like 600 mph oneshyon-one firing at targets that grew larger with each passing second There was still a chance the Japanese might score a vicshytory and indeed elude the P-38s by then short of ammunition and low on fuel He was over his home base and there was heavy ground fire from anti-aircraft inshystallations

Lindbergh could easily have joined the ranks ofKIAs but his gunnery exshypertise and instinct for survival prevailed The Japanese perhaps wounded undershot his target and Lindshybergh cleared the Sonia avoiding a collision by a scant ten feet or less It was all over for the Emperors airman

24 FEBRUARY 1999

gan flying the latest jets He also designed and built his own bomb shelshyter and directed his family to head for the Maine woods in the event of a nushyclear attack

It was widely supposed that the Lindshyberghs were well matched in their marriage Not so according to Berg Anne Morrow Lindbergh who loved her husshyband deeply found her domestic situation intolerable by the late 1950s CAL had beshycome a compulsive wanderer of the world At home one day gone the next to whoshyknows-where Oft times it was on gratuitous Air Force business such as helpshying select a site for the Air Force academy In later years these sojoums had more to do with ecological considerations Lindbergh the humanitarian was constantly on a crushysade of one sort or another For Anne Morrow Lindbergh these protracted abshysences proved devastating

The five surviving Lindbergh chilshydren too found their fathers jack-in-the-box appearances and disapshy

ing Thats not necessarily a negative since his perspective on Lindbergh is not tainted by the myths that have built around the Lindbergh story among aviashytion history buffs But it does mean that aviation is not the main focus of this book It is a biography ofLindbergh the man not just his aviator persona It paints a somewhat dark portrait about a man who was at times unwielding in his opinshyions sometimes at the expense ofhis personal relationships But thats only onefacet ofwhat was and still continues to be one ofthe great enigmatic personalshyities ofthe 20th century Theres far more to his personality make up than that and Berg s nine years ofwork detail it well You may not like everything you read about Lindbergh but for that you can t fault the messenger For most ofus there still remains to be written the definitive aeronautical history of Charles lindshybergh including a review ofhis logbooks We have more to look forward toshyHG Frautschy

PASS IT TO BUCK by EE Buck Hilbert

EAA 21 VAA 5 PO Box 424 Union IL 60180

Odds and ends and a new way to hone cylinders

CHAPTER NEWSLETTERS Builders tips often turn up inforshy

mation that is applicable to all of our airplanes not just homebuilders The Technical Counselor staff in my book comes off as one of the best sources for practical maintenance Their exposure to a myriad of probshylems and their solutions provides experience that benefits all of us Every chapter newsletter Im privishyleged to receive contains useful information Chapters maintain lishybraries tool inventories listings for part sources and best of all camashyraderie Where else can you talk airp lanes but with the guys and girls who want the same things you do The Been there done that passed on to your buddy gives both of you a boost You get to expound a little he gets the benefit of your experience and in the long run we all gain

Gary Hunter Pushy Galores enshygineer is possibly one of the best efficiency experts I have ever met Sure hes a homebuilder but he comes up with solutions to common problems that are simple and practical almost as a matter of course I call him an engishyneer and thats what he is He typifies the airplane mechanic of old Able to fix anything He can be a jeweler he can be a blacksmith Ill bet he could even shoe horses He flies his VariEze too so he appreciates the pilot point of

Gary Hunter (llpushy

Galore engineer) is

possibly one of the

best efficiency experts

I have ever met he

comes up with

solutions to common

problems he typifies

the airplane

mechanic of old

view as well But I m getting away from why I

started to write this Gary had conshytributed a short blurb to the January Quad Cities Chapter 75 Newsletter His subject was spinner wobble and its easy cure

All of us have seen a beautiful airshyplane and at one time or another watched in awe as the spinner wobbled all over the place when the engine

started Weve all read or seen or even experienced spinner cracks and sometimes even shed one in flight

Gary says truing the spinner is a simple and easy thing to do Balancshying isn t the issue that comes later

Basically you start by making sure your bulkheads are true They are the basis you hang the spinner on and theyd better be true to start with That assured you get on with it

Youre going to be rotating the prop whi le youre doing this so pull the spark plugs to make rotation easier

Position the airplane so it cant inshyadvertently move and position a stable reference just under the tip of the spinner (a stepladder chair tool box anything that will remain stable)

Rotate the prop and watch the spinshyner tip It will be obvious which way its out of whack Simply loosen the screws around the spinner bulkheads and adjust accordingly Elongate any holes that require it Keep working

until you get it nice and true Once you have established that it is true retighten all the sc rews the way you normally do

Now comes the simple part (If you had only thought ofthis back when our Ryan STA was ALWAYS cracking and shedding spinners) Using a small diameter drill (I16th) drill three alignshyment holes around the periphery of the spinner into the rear bulkhead One

VINTAGE AIRPLANE 25

alignment hole will suffice in the front bulkhead Now whenever you reinshysta ll the spinner insert pins into these alignment holes before tightening the sc rews Your spinner will be autoshymaticallytrued

Garys last comment Whenever you remove the props pinner mark eve rything so it a ll goes back toshyge ther in th e sa me relation s hip to each other

See what T mean about thi s guy Hes kept Bruce Bohannon and Pushy Galore in the record books for years Next time you visit the Air Adventure Museum up in Oshkosh take a look at Pushy and give credit where credit is due

Dear Buck Here is a story that yo ur rea de rs

might find interesting However I will not mention any names for obvious reasons and I would like as well to reshyma in anonymous as if my name appears anybody who knows me could identify the operator involved

INVENTOR DEVELOPS NEW WAY TO HONE CYLINDERS

(without removing them from the engine) A friend of mine operates a fine

antique aeroplane with a Continental W-670 He is very meticulous about the maintena nce changes oil every 25 hours or less and cleans the plugs at that time He spends most of his spare time polishing and waxing and touching up the finish when needed He never allows a fingerprint to reshymain on the big shiny HSGA prop overnight Now this is not a museum piece or s ho w plane it is a workshyhorse flying a lmo st da il y on sightseeing rides and photo work

The engin e is approaching 1000 hours since overhaul and some of the paint on th e cy linder heads had burned or worn off so he decided to bead blast a few corroded spots and prime and paint them When he finshyished he had the engine looking better than new with a ll black cy lind ers silver rocker box covers and exhaust elbows And the stain less heat muff was so shiny you cou ld look in it to see if you needed a shave

But when he started it up it didnt seem to be running quite right so he shut it down and the prop stopped abruptly without bouncing back and forth between compression strokes as

26 FEBRUARY 1999

an engine does when the rings are properly sealed He got out and turned the prop by hand it was dragshyging Upon removing the spark plugs he found evidence of glass beads on th e inside s of th em Some of th e g la ss beads had gotten into th e air maze filter and had been sucked into the engine

So it is now due for a major overshyhaul I told him to look at the bright side New rings can be fitted without having to deglaze the cylinders The inventor of thi s system does not wish to be given credit for it

Bes t regard s and have a happy holiday

Your anonymous friend Ouch Over To You whoever you are

ff Blaquock

Dear Buck In the December VTNTAGE AIRshy

PLANE there was a comment on R stick L throttle vs L stick R throttle and you suggested input Here is my two quarts worth

Having flown since 1946 and being a flying buddy of S keeter Carlson since 1965 Ive been exposed to quite a variety of flying mashychinery In my first logbook totaling some 220 hours I had flown 46 different airshyplanes and 23 different kinds Over the years I have flown Aeronca Champ Chief Sedan Piper J-3 J-4 J-5 and most of the PAs Ryan CshyI PT-22 Navion Luscombe Fairchild 24 PT-19 PT-23 PT -26 Taylorcraft BC-12 Lshy2 Cessna 120 140 170 A W plus all the ones with the trainshyin g wheel up front I even fl ew the tes t flights on a Pietenpol Aircamper with two throttles one on each side no less I still own and fly my Duncan Sport (2POLB) that I bou ght from Bill and Loshyraine Duncan in 1971 I owned and flew o ur 15AC Sedan and (38 Dart G al ternate ly for several years I ve gotten out of a Stinson Tri -m otor a nd into a Fokker Trip lane the same

day and I feel that it makes very little difference as long as Im in the left seat that is until I got into Skeeter s Thomas Morse Scout with the LeRshyhone rotary then I don t care who you are or where you sit youre still one hand short

Anyw ay we were all Johnny come late ly when we first started and all I can say is never tum down an opportunity to fl y something differshyent Try it youll like it I remember getting to fly an 1124 Westwind from Burbank California to Santa Barbara for lunch J was half finished with m y sandwich before I finally caught up with the airplane So much for that Over to you

Gene Soper EAA 27385 AC 360 Thanks for the note Gene How

about the rest ofyou Hey Dorothy and I will be trave lshy

ing all over the southwest this month so if you dont get a reply back from a phone message or note youll know were still out having fun Talk to you when we get back

Over to you

Want to keep your spinner running true Read what Gary Hunter does (Kent and Sandy Blankenburgs Spartan Executive)

Wayne Milburn

Toowoomba QLD Australia

Patrick P Cloudier

Pincourt PQ Canada

Grumier Willy Chatillon France

Nowell W Izard

Masterton New Zealand

Charles A Birdsall Apo AE

Klaus E Marx Juneau AK

Richard Binderim Enterprise AL

Larry K Tillery Trussville AL

Gary Moseley Chandler AZ

T W Aronson Rosamond CA

Raymond J Barak

Huntington Beach CA

Keith Charles Carnahan

Costa Mesa CA

Tom Lambrick Morgan Hill CA

Douglas L Maxwell Riverside CA

Dr R Richmond San Francisco CA

Anthony R Rivera Nevada City CA

Charles Spurrell

Palos Verdes Estates CA

Howard Thompson Fort Bragg CA

Thomas R Weeks San Diego CA

Raymie Raymie Littleton CO

James T Broady Weirsdale FL

Allen E Kaluzniak

Jacksonville Beach FL

Joshua Knerr Sanford FL

E P RosenthaI Miami FL

C Mitchell Smith Lakeland FL

Gary L Johnson Bainbridge GA

John Stiles Stockbridge GA

Keith Beem Ipan GU

Eugene Honigford

Machesney Park IL

Mike Linden Rockford IL

Barry L Schroeder B1oomington IN

Harry Bartel EI Dorado KS

Bobbie Bradford Topeka KS

Jamie Smith Shawnee KS

Nathan T Rider Groton MA

Alexander J Van Wert

Marlboro MA

Rod Teel Silver Spring MD

James C Walker Baltimore MD

David Stainton

Cranberry Island ME

Alexander M Allan Sr Au Gres MI

Michael J Damone

w Bloomfield MI

Trent H Steinbach

International Falls MN

Jack Dilliard Washington MO

Douglas D Derscheid ONeil NE

George F Johnson Wolfeboro NH

Angelo A Carnevale Hopewell NJ

Bill K Laskar Albuquerque NM

Jim Catalano Cornwall NY

Joseph DiStefano Fort Plain NY

Hugh Weidinger Great Neck NY

Benjamin Gleason Vermilion OH

Gail R Bailey Tulsa OK

Reymold Watt West Lynn OR

Marc S Ludtke Franklin PA

Alan L Moyer Perkasie PA

Elford S Wyatt West Union SC

Derek Amos Harker Heights TX

Charles M Baynard Dallas TX

Thomas E Eanes Granbury TX

Michael Halle Humble TX

Robert Heath Austin TX

W W Hill Houston TX

Justin Layton Houston TX

Eldon W Moore Texas City TX

Nick Berg Lehi UT

Richard Cole Fairfax VA

Peter Hays Arlington VA

Joseph Schoofs Leesburg VA

John A Cahoon Hudson WI

Dennis J Dalka Rhinelander WI

Keegan Ray Janesville WI

Gary B Green Beaver WV

VINTAGE AIRPLANE 27

JMNEWMAN

rshy

Fly-In Calendar The following list ofcoming events isfurnished to our readers as a mailer ofinformation only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the information to EAA All Golda Cox Po Box 3086 Oshkosh WI 54903-3086 Information should be receivedfour months prior to the event date

FEBRUARY 13-14 - MINNEAPOLIS MN shyMinnesota Sport Aviation Conference Minshyneapolis Convention Center Info Way ne Petersen 1-8001657-3922 or web site at wwwflightexpocom

FEBRUA RY 20 - HUN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

FEBRUARY 24-25 - ROMEOVILLE ILLIshyN OIS 25th annual Aviation MaintenanceExhibit Seminar at Lewis Unishyversity Contact Don Cramer 217785shy5798 or Mike Streit 8151836-5431

FEBRUARY 25-27 - BUTTE MT - Montana Aviation Conference Ramada Copper King Inn Workshops seminars nationally recogshynized speakers trade show Info MT Aeronautics Div Box 5 178 lie lna MT 50694 4061444-2506

FEBRUARY 27 - SPR INGFIELD ILLIshyN OIS - lliinois State Safety Seminar at lliinois State Fairgrounds Springfield fllishyl1Ois Contact Lee Creviel 815939-0976

FEBRUARY 27-28 - RIVERSIDE CALIFORshyN IA - EAA Chapter I Open House at Flabob Airport Contact 909689-9213

MARCH 5- 7 - CASA GRANDEAZ - 41st Anshynual Ca ctus Fly- In sponsored by the Arizona Antique Aircraft Association Info wwwamericanpilot orgkactus or call Jon Engle at 60289 1-6012 days only

MARCH 6 - WISCONSIN RA PIDS WISshyCONSIN - Wisconsin State Safety Seminar at the Mead Inn COlllact Harold Benisch 9201623-4457

MA RCH 20 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Aiport 256852-978 1

A PRIL 11-1 7 - LAKELAND FL - 25th Annual Sun n Fun EAA Fly-In and Convention Info 941644-243 1 Web site wwwsun-nshyfunorg

A PRIL 17 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

APRIL 25 - HALF MOON BAY CA LIFORshyN IA - 9th ann ual Pacific Coast Dream Machinesjly-in at HalfMoon Bay Airport 10 am - 4 pm Antiques classics warbirds vintage autos trucks Contact 6501726-2328

MAY 7-9 - PlNEHURSTISOUTHERN PINES NC - Moore County Aiport (SOP) EAA Chap ter 3 Spring Fly-ln Trophies EAA fellowsh ip Friday golf tournament Sat banquetlguest speakel Sunday poker run YE jlights vintage aviationjilms HQ Holiday Inn Southern Pines 9101692-3212 Info 9101947-6896 - 1853 (Fax) or the web WWWsouthern-aviator comlac3

MAY 16 - ROMEOVILLE IL - Le wis Romeoville airport (LOT) EAA Chapter 15 Fly- In breakfast 7 am-Noon Contact Frank Goebel 8 151436-6153

J UNE 26-27 - WALWORTH WI- Bigfoot Field (WI05) Pancake breakfastbrunch Aeroshybatic demo at 10 am Stearman rides and displays of vintage aircraji warbirds and experimentals 7 am-l pm Info John Anshyderson 4141248-8748

J ULY 5-8 - DENVER CO - Centennial Airshyport Short Wing Piper Club annua l co nvention This years theme Rocky Mountain Rendezvous Info Kent 0 Kelly 3031979-3012 (Headwindsmsn com) or vis it the SWPC web site at hllpwwwshortshywing com

JULY 7- 11 -ARLINGTON WA - n w EAA FlyshyIn and Sport Aviation Convention 30th anniversary event FOlllms seminars workshyshops evening programs spec ial night airshow Sat evening Info 360435-5857 or on the web at http wwwnweaaorg

J UNE 11-13 - MATTOON IL - 3rd Annual MTO Luscombe Fly- In Luscombejudging and awardsforullls and banquet $50 cash to Luscombe that jlies the fartest to attend Contacts Jerry Cox 2171234-8720 or Shanshynon Yoakim 217234-7120

JUNE 26-27 - PETERSBURG-DINWIDshyDIE VIRGINIA - 3rd Annual State EAA Fly-ln Contact Ron VanSickle 832932shy4709 wwwvaeaaorg

J UNE 26-27 - LONGMONT COLORADO - 21st Annual Rocky Mountain EAA Fly shyIn Contact Bill Marcy 3031798-6086

J UL Y 7-11 -ARLING TON WASHINGTON - Northwest EAA Regional Fly-in at Arshylin g ton Airport Co ntact Barbara Lawrence-Tolbert 3601435-5 857 or wwwnweaaOIglnweaal

J ULY 16-18 WEST YELLOWSTONE MONshyTANA - 13th annual Northwest Mountain

Region Family Fly- In Safety Conferen ce and Trade Show at the Holiday Inn Confershyence Center Sponsored by local EAA Chapters and the FAA Flight Standards Disshytrict Office Kit plan e exhibitors and seminars Contact Jim Cooney FAA FSDO 1-800457-991 7 wwwfaagovlfsdolhln

J UL Y 28-AUGUST 3 - OSHKOSH WI- 47th A llllllal EAA Air Veil til re Oshkosh 99 Wittl1llII Regional Airport COlltact Johll Bllrtoll EAA ROBox 3086 WI 54903-3086 or see the web site at IIwlIairvelltllreorg

SEPTEMBER 4 - STEAMBOAT SPRINGS CO - EAA Chapter 649 Vintage Fly- In

SEPTEMBER 10-12 -ATWATER CALIshyFORNIA - Goldell West EAA Fly- In at Castle Airport Contact wwwgwjly-inolg

SEPTEMBER 11-12 - MA RION OHIOshyMERFI Mid-Eastern Regional Fly-In Conshytact Lou Lindeman 9371849-9455

OCTOBER 7-IO - MESAARlZONA - Copshyperstate EAA Regional Fly-In at Williams Gateway Airport Con tact Bob Hasson 5201228-5480 or 5201298-3522

OCTOBER 8- 10 - EVER GR EEN A LshyABAMA - South eas t EAA Regional Fly-In Con tact Harold Bubba Hamitel 3341765-9109 or 3341743-39 16

OCTOB ER 8-10 WILMINGTON DELAWARE - East Coast Regional FlyshyIn COli tact Andy Alvarez 3021738-8883

OCTOBER 14-7 -A BILENE TEXAS shySouthwest EAA Regional Fly-in at Abilene Regional Airport Contact Stan Shannon 8301997-8802

STROBE LIGHT TRIVIA QUESTION

ANSWER (From page 9)

Harold E Doc Edgerton (1903-1990) a professor at MIT invented the gas discharge strobe light during work in the MIT labs during 1926 through 1931 Originally developed as a elecshytronic stroboscope the strobe light was quickly adapted for photographic uses including pishyoneering high speed slow motion photography His work with the strobe extended to aircraft but not for position identification shyduring WW-II he experimented with a large strobe light ring used to illuminate the ground for nighttime aerial photography

28 FEBRUARY 1999

hinge pins would not go in It was maddening to say the least

Enter one Buck Hilbert The time was 1989 and Danny was at his wits end Buck figured there must be a way to mount the ailerons so he bought the Fleet and hauled it to his home in Illishynois The fun began

With no previous certification the entire Fleet biplane had to be closely inspected for conformity to Standard Certification Using hard-to-get drawshyings it was possible for the FAA inspectors to put their stamp of apshyproval on everything up to the fuewall However there was no record of a Fleet Modell 0 ever using a Warner 145 engine and the inspectors were stopped cold It would take another three years before Buck Hilbert was able to have a heart-to-heart talk with Admiral Busey the FAA Administrashytor at the time Once the word came down things started to move forward and the airplane was certified in the Standard Category as a Hilbert Fleet ModeIIOF

18 FEBRUARY 1999

Early in the morning Buck Hilbert (closest to the camera) readies the Fleet for the EAA televishysion crew to take some video footage of the seaplane Standing on the wing is Scott Guyette and walking by the tail is Robb McAllister both of the EAA video crew

The old gray iron streamlined flyshying wires were replaced by a complete set of stainless wires from Nick d Ashypuzzo who commented that the measurements were identical to a set of Fleet 16 wires Sadly this would be the last set of wires that Nick sold

before his passing The airplane was flown on wheels

for about 16 hours when the engine beshygan showing signs of ill health Buck and Charlie Smith overhauled the Warner and found two pistons that were bad and some of the valve train

needed help before it once again ran well By now the concept of a genshyuine biplane on floats was starting to haunt Buck so he began looking The idea just wouldn t go away One day in Trade-A-Plane he spotted a set of Edo 1835 floats for sale complete with Fleet rigging The owner turned out to be Sandy Brown the present newsletter editor of the International Fleet Club based in Marlborough CT

Once the set of floats built in May 1930 were purchased they were hauled to Brian Van Wagnen s place in Michigan The Fleet was flown from Illinois to Michigan for the installation Every part of the float installation fit very well and the only additions needed were a couple of sets of float wires to complete the truss work between the floats and the airplane

A metal HamiltonStandard ground adjustable propeller was installed for float work as wooden props are seshyverely eaten away by water spray With a setting that allows the big 500 cubic inch Warner to crank up to 2100

(Top) Buck Hilbert departs the seaplane base to make the Seaplane Fly-By at Wittman Field His was one of nearly forty seaplanes that took part (Middle) With this author in the front cockpit Buck taxies the Fleet at idle speed as he lines up for the takeoff run The Fleet is very stable in the water and the Edo 1835 floats do an excellent job The 145 Warner accelerates with complete authority on the takeoff run and climbs out with gusto (Below) Pictured from the rear quarter we get a good look at the float installation with its myriad of wires The dual water rudders are in the up position being raised by pulling a handle in the rear cockpit You can plainly see the noticeable dihedral in the lower wings of the Fleet a trademark of the biplane

VINTAGE AIRPLANE 19

RPM the big metal propeller really gets with the program on takeoff The Fleet gets off the water very nicely and climbs out smartly Normal cruise is 75 to 80 mph on floats which is about 5 mph slower than wheels

The Fleet was flown to the Otsego Lake Seaplane Fly-In in Michigan in early June where it drew rave notices among the crowd From there it was flown up to Sault Ste Marie Ontario Canada for the Canadian Bushplane Heritage gathering Again the pretty blue and yellow Fleet was the hit of the show

After resting in Canada for a few weeks the Fleet was flown to Oshkosh for the big seaplane fly-in where our photographers caught up with the unique floatplane

Believe me when I say the many thousands of Vet tel Blust Seaplane Base visitors during AirVenture 98 reshyally enjoyed watching the Fleet come and go as it chugged by with the Warner at idle doing a slow taxi or at full bore on a takeoff run across the outer bay The exciting part was when Buck would cut the power for landing and the Fleet would come down like a proverbial stone - its glide ratio with all the drag of a biplane and float rigshyging is hard to imagine - and the Fleet would s lide onto the water right in

20 FEBRUARY 1999

front of the crowd During the Convention Buck estishy

mates nearly 100 rides were given (this author was one of the lucky ones) in some 25 hours of float flying The sixty-year-old Fleet never missed a beat and the folks were extremely happy with the performance Even Sue Sanders of the Seaplane Pilots Associashytion (SPA) enjoyed her ride so much that she wrote an article in the SPA magazine about her beautiful ride in Buck Hilberts Waco on floats (Cant win em all)

Since the summer has passed the

floats have been removed form the Fleet and Buck has been busy doing a few updates and improvements He reshycently installed a brand new exhaust system made of highly polished type 321 stainless steel that is a remarkable piece of work In addition he is presently busy building a set of new windshie ld s for the pretty biplane One thing about Buck Hilbert he never quits he just keeps making things betshyter Special congratulations to Buck amp Dorothy Hilbert for making our seashyplane fly-in so much more interesting Yah done good

A happy twosome the author and Buck return to the VetteBlust Seaplane Base after a dandy ride in the Fleet on floats Check out the thick airfoil (Clark Y) on the wings

o o e v e w

Whats in a name Would it have held up to the test of time if the

headlines of May 221927 had read CHARLES MANSON LANDS IN

PARIS That was the family name until Ola Mannson arrived in

Minnesota in 1859 with Charles A Lindberghs father then an infant

Comments on A Scott Bergs LINDBERGH

O la a former member of the Swedish parliashyment had become entangled in scandal He was accused of embezzlement and was supporting a mistress on the side who bore

him a son later to be Congressman C A Lindbergh Sr Mannson or Manson as CAL Jr spe lled it had been stripped of his civil rights and might well have landed in jail had he not fled Sweden He made changing the fami ly name the first order of business upon settling in the New World The Lindberg surshyname was rare in Sweden but spelled with an h it was all but unknown

Scott Berg spent nine years writing LINDshyBERGH the latest biography of one ofthis centurys most controversial figures It is also the only authoshyrized biography Berg had the blessing of the Lindbergh family who unsealed all the archives apshyparently with no strings attached This is a compelling volume for anyone who has a serious interest in the subject Alas Berg is not an airplane man and much of what one might wish for is e ither ignored or glossed over

Berg traces Lindberghs early impressions of aviashytion back to the day in Little Falls Minnesota while playing alone upstairs he heard the spluttering of an engine overhead It was an exhibition biplane his

mother explained a very dangerous affair In the conshytext of Bergs account this happened circa 1907 but there was no flying in the area until September 191 1 when Tom Mc Goey performed under contract to the loca l farmers co-op in a homebuilt Curtiss type pusher Lindbergh was then nine

In June 19 12 whi le domiciled in Washington DC where the elder Lindbergh was serving a term in Congress CAL had an opportunity to see the Armys fledgling air fo rce in action at Fort Myer Virginia The outing had been arranged for by his parents CALs recollection of the occasion was highlighted by a race between one of the aviators and an automobile

On the whole Berg seems to have a good grasp of the facts though there are some errors- a few of which may be typographical He refers to Juan Trippe as the founder of Eastern Airlines and proshymotes Maj A B Lambert a Spirit of St Louis backer and founder of Lambert-St Louis Airport to General He a lso refers to Marvin Northrup proprietor of a Minneapol is aeronautical supply house as a manufacturer perhaps confusing him with Jack Northrop Berg also describes the trishymotored Ju 52 as the standard bombardment plane in Hitler s new Luftwaffe

By John Underwood EAA 1989

VINTAGE AIRPLANE 21

Charles Lindbergh seldom posed for testimonials This was an exception

All of this does not really weigh too heavily against Bergs prose and purshypose- namely to reveal the Lindbergh the American public has long sought to understand He has undoubtedly come as close to the definitive treatment as anyone ever will which includes the Lindberghs themselves CALs grandshychildren will probably find this book as absorbing as this reviewer all 600-odd pages of it for the Lone Eagle was as much a mystery to his own children as he was to a public that both idolized and reviled him

The Lindbergh babys kidnapping is of course recounted in detail The facts are both moving and appalling One can readily understand CALs loathing for the press The trial itself was a meshydia circus but no more so than the O J affair of more recent memory Hauptshymann had to be guilty although not necessarily of murder Anyone who subscribes to the crackpot theories that have been advanced in the interim should read and weep over what hapshypened to the Lindberghs Reeve Lindberghs insightful UNDER A

22 FEBRUARY 1999

WING is also highly recommended Members of the Jewish faith have

long held that Lindbergh was an antishySemite Berg who is Jewish himself explores the reasons for this and conshycludes that he was not Lindbergh in his America First speeches struck out at Jewish influence which he pershyceived to be among the elements committed to engaging the U S in a war with Germany Such a war he beshylieved would result in the destruction of westem civilization

The fact is that Lindbergh was a pashytriotic American and would-be peacemaker albeit somewhat naive in his conceptions Although he felt comshypelled to leave the U S for a period of time for his family s sake he never at any point considered for a moment givshying up his citizenship Indeed he became a key element in keeping the War Department abreast of what was happening in European aviation Moreshyover he was eager to serve Berg points out that CAL applied for reappointment as an Air Corps reserve officer while in self-imposed exile By then he had alshy

ready been labeled a Nazi by such synshydicated smut-peddlers as Walter Winchell

Its interesting to note that the Amershyican Air Attache in Berlin wanted Lindbergh to meet with Hitler That meeting never came about although he did meet twice with Goering and once with Rudolf Hess Hitlers deputy Hess an enthusiastic airman since 1918 was a great admirer of Lindbergh He too had dreamed of undertaking a longshydistance flight As it transpired Hess did complete a long and perilous flight when he surreptitiously piloted a Messerschmitt 110 to Scotland in May of 1941 hoping to make peace with England

The Lindberghs were fascinated by what was happening in Germany as was everyone else at the time and they nearly spent the winter of 1938 in Berlin This was in part at the behest of Ambassador Wilson and the Air Atshytache Truman Smith who hoped it would avail CAL of further opportunishyties to study German aviation Indeed Lindbergh got to see things that no forshy

eigner had seen such as the Ju 88 He also got to fly a number of new aircraft such as the Me 109 and Fieseler Storch

Berg in recounting Lindshyberghs association with Messerschmitt declares that the latter never recovered emotionally or financially from WW- TI This implies a degree of impoverishment which is misleading to say the least Messerschmitt was not long in getting back to manufacturing aircraft first in Spain and later in Gershymany Messerschmitt amp Co helped build the F -104 for the new Luftwaffe and the designer lived to provide Airshybus recommendations

Berg only devotes a few pages to CALs test-flying which is worth a book in it- Tom Mc Goey in his homemade Curtiss type pusher He over flew the Lindbergh home in Little Falls in self With Chance Vought 1911 finished the season and quit the flying game

for example he had much to do with service testing the F4U Corsair He made several demonshy Corsair which had the new bubble Lindbergh at the relatively old age stration tours as well familiarizing the canopy instead of the jailhouse hatch of 42 would be called upon to demonshyNavy and Marines with new developshy Lindbergh was glad to oblige The 22- strate his skills as a fighter pilot albeit ments Berg makes no mention of a year-old lieutenant was John Glenn an unofficially and unavoidably He was shavetaillieutenant at El Centro who icon in the making They were both detailed as a civilian to the South Pashybrashly asked CAL if he could try his destined for combat in the Pacific cific as a tech rep and observer first

CAL and AML on arrival at Prague 2 September 1938 The worried look no doubt reflects their feelings toward the mob approaching A moment later he gunned the engine and taxied to the far side while police contained the crowd

VINTAGE AIRPLANE 23

with USMA Corsair units later with the AAF in P-38s His mission was to observe from the periphery mostly avoidi ng actual combat with enemy aircraft which by them were seldom seen Altogether he flew 50 missions logging nearly 200 hours time in four and a half months

Berg gets carried away in implying that CAL was prepared to meet his maker and commended hi s sou l to God when a Zero jumped him on 1 August 1944 That quotation could hardly have been Lindberghs It was a momentary encounter and stressfu l to be sure but the Zero broke off the atshytack before the pilot could bring effective fire to bear on CALs P-38

Only once did CAL himself fire on an enemy aircraft That engagement lasted but a few seconds and involved a single head-on pass between his P-38 and a Mitsubishi Ki-51 attack aircraft code named Sonia The Japanese pishylot outgunned and outnumbered had

who rolled over and dived into the sea Berg claims Lindbergh prayed for the pilots soul for many years thereafter

President Roosevelt who never forshygave CAL for challenging the wisdom of his sending the Army out to fly the mail and for his antiwar activism in 1941 barred him from military service The ban was enforced even after FDRs death Berg credits Gen Bob (GOD IS MY COPILOT) Scott with Lindberghs reinstement as an Air Force officer Scott then a colonel running the Air Forces Office of Information Services told his boss Harold Talbott that makshying CAL a general would be a shrewd move President Eisenhower apparently concurred Lindbergh was placed on the active reserve list as a brigadier general in April 1954

Lindbergh felt that the U S was on a collision course with the Soviet Union says Berg He got involved with bolstering the defense posture most notably as a SAC advisor and beshy

pearances disconcerting CAL with his many eccentricities was a strict discishyplinarian and his frequent absences were both painful on the one hand and welcome respites on the other

Reeve Lindbergh who inherited her parents artistic talent reveals in UNshyDER A WING what it was like to be offspring of the Lone Eagle With the exception of Jon who earned his Private Pilots License before taking up a career as a deep-sea diver none of them really took to flying That was fine with Lindbergh who never lost his love of the art For him all that matshytered was doing something challenging and worthwhile and doing it well - 101m Underwood

Editors Note I cant help but add my two cents worth to Johns comments First off ifyoure contemplating reading this book you should know that it is not an aviation book in the sense that many ofus might have expected Berg is not an aviator and it shows in his writ-

The fact is that Lindbergh was a patriotic American and would-be peacemaker albeit somewhat narve in his conceptions Although he felt compelled to leave the U S for a period of time for his familys sake he never at any point considered for a moment giving up his citizenship Indeed he became a key element in keeping the War Deshypartment abreast of what was happening in European aviation

made monkeys out of the attacking Americans but he was smoking from a hit and survival depended on shaking off several P-38s In a bid to escape he banked sharply in CALs direction and held a collision course

The Japanese were now facing an opshyponent on more equal terms They were closing at something like 600 mph oneshyon-one firing at targets that grew larger with each passing second There was still a chance the Japanese might score a vicshytory and indeed elude the P-38s by then short of ammunition and low on fuel He was over his home base and there was heavy ground fire from anti-aircraft inshystallations

Lindbergh could easily have joined the ranks ofKIAs but his gunnery exshypertise and instinct for survival prevailed The Japanese perhaps wounded undershot his target and Lindshybergh cleared the Sonia avoiding a collision by a scant ten feet or less It was all over for the Emperors airman

24 FEBRUARY 1999

gan flying the latest jets He also designed and built his own bomb shelshyter and directed his family to head for the Maine woods in the event of a nushyclear attack

It was widely supposed that the Lindshyberghs were well matched in their marriage Not so according to Berg Anne Morrow Lindbergh who loved her husshyband deeply found her domestic situation intolerable by the late 1950s CAL had beshycome a compulsive wanderer of the world At home one day gone the next to whoshyknows-where Oft times it was on gratuitous Air Force business such as helpshying select a site for the Air Force academy In later years these sojoums had more to do with ecological considerations Lindbergh the humanitarian was constantly on a crushysade of one sort or another For Anne Morrow Lindbergh these protracted abshysences proved devastating

The five surviving Lindbergh chilshydren too found their fathers jack-in-the-box appearances and disapshy

ing Thats not necessarily a negative since his perspective on Lindbergh is not tainted by the myths that have built around the Lindbergh story among aviashytion history buffs But it does mean that aviation is not the main focus of this book It is a biography ofLindbergh the man not just his aviator persona It paints a somewhat dark portrait about a man who was at times unwielding in his opinshyions sometimes at the expense ofhis personal relationships But thats only onefacet ofwhat was and still continues to be one ofthe great enigmatic personalshyities ofthe 20th century Theres far more to his personality make up than that and Berg s nine years ofwork detail it well You may not like everything you read about Lindbergh but for that you can t fault the messenger For most ofus there still remains to be written the definitive aeronautical history of Charles lindshybergh including a review ofhis logbooks We have more to look forward toshyHG Frautschy

PASS IT TO BUCK by EE Buck Hilbert

EAA 21 VAA 5 PO Box 424 Union IL 60180

Odds and ends and a new way to hone cylinders

CHAPTER NEWSLETTERS Builders tips often turn up inforshy

mation that is applicable to all of our airplanes not just homebuilders The Technical Counselor staff in my book comes off as one of the best sources for practical maintenance Their exposure to a myriad of probshylems and their solutions provides experience that benefits all of us Every chapter newsletter Im privishyleged to receive contains useful information Chapters maintain lishybraries tool inventories listings for part sources and best of all camashyraderie Where else can you talk airp lanes but with the guys and girls who want the same things you do The Been there done that passed on to your buddy gives both of you a boost You get to expound a little he gets the benefit of your experience and in the long run we all gain

Gary Hunter Pushy Galores enshygineer is possibly one of the best efficiency experts I have ever met Sure hes a homebuilder but he comes up with solutions to common problems that are simple and practical almost as a matter of course I call him an engishyneer and thats what he is He typifies the airplane mechanic of old Able to fix anything He can be a jeweler he can be a blacksmith Ill bet he could even shoe horses He flies his VariEze too so he appreciates the pilot point of

Gary Hunter (llpushy

Galore engineer) is

possibly one of the

best efficiency experts

I have ever met he

comes up with

solutions to common

problems he typifies

the airplane

mechanic of old

view as well But I m getting away from why I

started to write this Gary had conshytributed a short blurb to the January Quad Cities Chapter 75 Newsletter His subject was spinner wobble and its easy cure

All of us have seen a beautiful airshyplane and at one time or another watched in awe as the spinner wobbled all over the place when the engine

started Weve all read or seen or even experienced spinner cracks and sometimes even shed one in flight

Gary says truing the spinner is a simple and easy thing to do Balancshying isn t the issue that comes later

Basically you start by making sure your bulkheads are true They are the basis you hang the spinner on and theyd better be true to start with That assured you get on with it

Youre going to be rotating the prop whi le youre doing this so pull the spark plugs to make rotation easier

Position the airplane so it cant inshyadvertently move and position a stable reference just under the tip of the spinner (a stepladder chair tool box anything that will remain stable)

Rotate the prop and watch the spinshyner tip It will be obvious which way its out of whack Simply loosen the screws around the spinner bulkheads and adjust accordingly Elongate any holes that require it Keep working

until you get it nice and true Once you have established that it is true retighten all the sc rews the way you normally do

Now comes the simple part (If you had only thought ofthis back when our Ryan STA was ALWAYS cracking and shedding spinners) Using a small diameter drill (I16th) drill three alignshyment holes around the periphery of the spinner into the rear bulkhead One

VINTAGE AIRPLANE 25

alignment hole will suffice in the front bulkhead Now whenever you reinshysta ll the spinner insert pins into these alignment holes before tightening the sc rews Your spinner will be autoshymaticallytrued

Garys last comment Whenever you remove the props pinner mark eve rything so it a ll goes back toshyge ther in th e sa me relation s hip to each other

See what T mean about thi s guy Hes kept Bruce Bohannon and Pushy Galore in the record books for years Next time you visit the Air Adventure Museum up in Oshkosh take a look at Pushy and give credit where credit is due

Dear Buck Here is a story that yo ur rea de rs

might find interesting However I will not mention any names for obvious reasons and I would like as well to reshyma in anonymous as if my name appears anybody who knows me could identify the operator involved

INVENTOR DEVELOPS NEW WAY TO HONE CYLINDERS

(without removing them from the engine) A friend of mine operates a fine

antique aeroplane with a Continental W-670 He is very meticulous about the maintena nce changes oil every 25 hours or less and cleans the plugs at that time He spends most of his spare time polishing and waxing and touching up the finish when needed He never allows a fingerprint to reshymain on the big shiny HSGA prop overnight Now this is not a museum piece or s ho w plane it is a workshyhorse flying a lmo st da il y on sightseeing rides and photo work

The engin e is approaching 1000 hours since overhaul and some of the paint on th e cy linder heads had burned or worn off so he decided to bead blast a few corroded spots and prime and paint them When he finshyished he had the engine looking better than new with a ll black cy lind ers silver rocker box covers and exhaust elbows And the stain less heat muff was so shiny you cou ld look in it to see if you needed a shave

But when he started it up it didnt seem to be running quite right so he shut it down and the prop stopped abruptly without bouncing back and forth between compression strokes as

26 FEBRUARY 1999

an engine does when the rings are properly sealed He got out and turned the prop by hand it was dragshyging Upon removing the spark plugs he found evidence of glass beads on th e inside s of th em Some of th e g la ss beads had gotten into th e air maze filter and had been sucked into the engine

So it is now due for a major overshyhaul I told him to look at the bright side New rings can be fitted without having to deglaze the cylinders The inventor of thi s system does not wish to be given credit for it

Bes t regard s and have a happy holiday

Your anonymous friend Ouch Over To You whoever you are

ff Blaquock

Dear Buck In the December VTNTAGE AIRshy

PLANE there was a comment on R stick L throttle vs L stick R throttle and you suggested input Here is my two quarts worth

Having flown since 1946 and being a flying buddy of S keeter Carlson since 1965 Ive been exposed to quite a variety of flying mashychinery In my first logbook totaling some 220 hours I had flown 46 different airshyplanes and 23 different kinds Over the years I have flown Aeronca Champ Chief Sedan Piper J-3 J-4 J-5 and most of the PAs Ryan CshyI PT-22 Navion Luscombe Fairchild 24 PT-19 PT-23 PT -26 Taylorcraft BC-12 Lshy2 Cessna 120 140 170 A W plus all the ones with the trainshyin g wheel up front I even fl ew the tes t flights on a Pietenpol Aircamper with two throttles one on each side no less I still own and fly my Duncan Sport (2POLB) that I bou ght from Bill and Loshyraine Duncan in 1971 I owned and flew o ur 15AC Sedan and (38 Dart G al ternate ly for several years I ve gotten out of a Stinson Tri -m otor a nd into a Fokker Trip lane the same

day and I feel that it makes very little difference as long as Im in the left seat that is until I got into Skeeter s Thomas Morse Scout with the LeRshyhone rotary then I don t care who you are or where you sit youre still one hand short

Anyw ay we were all Johnny come late ly when we first started and all I can say is never tum down an opportunity to fl y something differshyent Try it youll like it I remember getting to fly an 1124 Westwind from Burbank California to Santa Barbara for lunch J was half finished with m y sandwich before I finally caught up with the airplane So much for that Over to you

Gene Soper EAA 27385 AC 360 Thanks for the note Gene How

about the rest ofyou Hey Dorothy and I will be trave lshy

ing all over the southwest this month so if you dont get a reply back from a phone message or note youll know were still out having fun Talk to you when we get back

Over to you

Want to keep your spinner running true Read what Gary Hunter does (Kent and Sandy Blankenburgs Spartan Executive)

Wayne Milburn

Toowoomba QLD Australia

Patrick P Cloudier

Pincourt PQ Canada

Grumier Willy Chatillon France

Nowell W Izard

Masterton New Zealand

Charles A Birdsall Apo AE

Klaus E Marx Juneau AK

Richard Binderim Enterprise AL

Larry K Tillery Trussville AL

Gary Moseley Chandler AZ

T W Aronson Rosamond CA

Raymond J Barak

Huntington Beach CA

Keith Charles Carnahan

Costa Mesa CA

Tom Lambrick Morgan Hill CA

Douglas L Maxwell Riverside CA

Dr R Richmond San Francisco CA

Anthony R Rivera Nevada City CA

Charles Spurrell

Palos Verdes Estates CA

Howard Thompson Fort Bragg CA

Thomas R Weeks San Diego CA

Raymie Raymie Littleton CO

James T Broady Weirsdale FL

Allen E Kaluzniak

Jacksonville Beach FL

Joshua Knerr Sanford FL

E P RosenthaI Miami FL

C Mitchell Smith Lakeland FL

Gary L Johnson Bainbridge GA

John Stiles Stockbridge GA

Keith Beem Ipan GU

Eugene Honigford

Machesney Park IL

Mike Linden Rockford IL

Barry L Schroeder B1oomington IN

Harry Bartel EI Dorado KS

Bobbie Bradford Topeka KS

Jamie Smith Shawnee KS

Nathan T Rider Groton MA

Alexander J Van Wert

Marlboro MA

Rod Teel Silver Spring MD

James C Walker Baltimore MD

David Stainton

Cranberry Island ME

Alexander M Allan Sr Au Gres MI

Michael J Damone

w Bloomfield MI

Trent H Steinbach

International Falls MN

Jack Dilliard Washington MO

Douglas D Derscheid ONeil NE

George F Johnson Wolfeboro NH

Angelo A Carnevale Hopewell NJ

Bill K Laskar Albuquerque NM

Jim Catalano Cornwall NY

Joseph DiStefano Fort Plain NY

Hugh Weidinger Great Neck NY

Benjamin Gleason Vermilion OH

Gail R Bailey Tulsa OK

Reymold Watt West Lynn OR

Marc S Ludtke Franklin PA

Alan L Moyer Perkasie PA

Elford S Wyatt West Union SC

Derek Amos Harker Heights TX

Charles M Baynard Dallas TX

Thomas E Eanes Granbury TX

Michael Halle Humble TX

Robert Heath Austin TX

W W Hill Houston TX

Justin Layton Houston TX

Eldon W Moore Texas City TX

Nick Berg Lehi UT

Richard Cole Fairfax VA

Peter Hays Arlington VA

Joseph Schoofs Leesburg VA

John A Cahoon Hudson WI

Dennis J Dalka Rhinelander WI

Keegan Ray Janesville WI

Gary B Green Beaver WV

VINTAGE AIRPLANE 27

JMNEWMAN

rshy

Fly-In Calendar The following list ofcoming events isfurnished to our readers as a mailer ofinformation only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the information to EAA All Golda Cox Po Box 3086 Oshkosh WI 54903-3086 Information should be receivedfour months prior to the event date

FEBRUARY 13-14 - MINNEAPOLIS MN shyMinnesota Sport Aviation Conference Minshyneapolis Convention Center Info Way ne Petersen 1-8001657-3922 or web site at wwwflightexpocom

FEBRUA RY 20 - HUN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

FEBRUARY 24-25 - ROMEOVILLE ILLIshyN OIS 25th annual Aviation MaintenanceExhibit Seminar at Lewis Unishyversity Contact Don Cramer 217785shy5798 or Mike Streit 8151836-5431

FEBRUARY 25-27 - BUTTE MT - Montana Aviation Conference Ramada Copper King Inn Workshops seminars nationally recogshynized speakers trade show Info MT Aeronautics Div Box 5 178 lie lna MT 50694 4061444-2506

FEBRUARY 27 - SPR INGFIELD ILLIshyN OIS - lliinois State Safety Seminar at lliinois State Fairgrounds Springfield fllishyl1Ois Contact Lee Creviel 815939-0976

FEBRUARY 27-28 - RIVERSIDE CALIFORshyN IA - EAA Chapter I Open House at Flabob Airport Contact 909689-9213

MARCH 5- 7 - CASA GRANDEAZ - 41st Anshynual Ca ctus Fly- In sponsored by the Arizona Antique Aircraft Association Info wwwamericanpilot orgkactus or call Jon Engle at 60289 1-6012 days only

MARCH 6 - WISCONSIN RA PIDS WISshyCONSIN - Wisconsin State Safety Seminar at the Mead Inn COlllact Harold Benisch 9201623-4457

MA RCH 20 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Aiport 256852-978 1

A PRIL 11-1 7 - LAKELAND FL - 25th Annual Sun n Fun EAA Fly-In and Convention Info 941644-243 1 Web site wwwsun-nshyfunorg

A PRIL 17 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

APRIL 25 - HALF MOON BAY CA LIFORshyN IA - 9th ann ual Pacific Coast Dream Machinesjly-in at HalfMoon Bay Airport 10 am - 4 pm Antiques classics warbirds vintage autos trucks Contact 6501726-2328

MAY 7-9 - PlNEHURSTISOUTHERN PINES NC - Moore County Aiport (SOP) EAA Chap ter 3 Spring Fly-ln Trophies EAA fellowsh ip Friday golf tournament Sat banquetlguest speakel Sunday poker run YE jlights vintage aviationjilms HQ Holiday Inn Southern Pines 9101692-3212 Info 9101947-6896 - 1853 (Fax) or the web WWWsouthern-aviator comlac3

MAY 16 - ROMEOVILLE IL - Le wis Romeoville airport (LOT) EAA Chapter 15 Fly- In breakfast 7 am-Noon Contact Frank Goebel 8 151436-6153

J UNE 26-27 - WALWORTH WI- Bigfoot Field (WI05) Pancake breakfastbrunch Aeroshybatic demo at 10 am Stearman rides and displays of vintage aircraji warbirds and experimentals 7 am-l pm Info John Anshyderson 4141248-8748

J ULY 5-8 - DENVER CO - Centennial Airshyport Short Wing Piper Club annua l co nvention This years theme Rocky Mountain Rendezvous Info Kent 0 Kelly 3031979-3012 (Headwindsmsn com) or vis it the SWPC web site at hllpwwwshortshywing com

JULY 7- 11 -ARLINGTON WA - n w EAA FlyshyIn and Sport Aviation Convention 30th anniversary event FOlllms seminars workshyshops evening programs spec ial night airshow Sat evening Info 360435-5857 or on the web at http wwwnweaaorg

J UNE 11-13 - MATTOON IL - 3rd Annual MTO Luscombe Fly- In Luscombejudging and awardsforullls and banquet $50 cash to Luscombe that jlies the fartest to attend Contacts Jerry Cox 2171234-8720 or Shanshynon Yoakim 217234-7120

JUNE 26-27 - PETERSBURG-DINWIDshyDIE VIRGINIA - 3rd Annual State EAA Fly-ln Contact Ron VanSickle 832932shy4709 wwwvaeaaorg

J UNE 26-27 - LONGMONT COLORADO - 21st Annual Rocky Mountain EAA Fly shyIn Contact Bill Marcy 3031798-6086

J UL Y 7-11 -ARLING TON WASHINGTON - Northwest EAA Regional Fly-in at Arshylin g ton Airport Co ntact Barbara Lawrence-Tolbert 3601435-5 857 or wwwnweaaOIglnweaal

J ULY 16-18 WEST YELLOWSTONE MONshyTANA - 13th annual Northwest Mountain

Region Family Fly- In Safety Conferen ce and Trade Show at the Holiday Inn Confershyence Center Sponsored by local EAA Chapters and the FAA Flight Standards Disshytrict Office Kit plan e exhibitors and seminars Contact Jim Cooney FAA FSDO 1-800457-991 7 wwwfaagovlfsdolhln

J UL Y 28-AUGUST 3 - OSHKOSH WI- 47th A llllllal EAA Air Veil til re Oshkosh 99 Wittl1llII Regional Airport COlltact Johll Bllrtoll EAA ROBox 3086 WI 54903-3086 or see the web site at IIwlIairvelltllreorg

SEPTEMBER 4 - STEAMBOAT SPRINGS CO - EAA Chapter 649 Vintage Fly- In

SEPTEMBER 10-12 -ATWATER CALIshyFORNIA - Goldell West EAA Fly- In at Castle Airport Contact wwwgwjly-inolg

SEPTEMBER 11-12 - MA RION OHIOshyMERFI Mid-Eastern Regional Fly-In Conshytact Lou Lindeman 9371849-9455

OCTOBER 7-IO - MESAARlZONA - Copshyperstate EAA Regional Fly-In at Williams Gateway Airport Con tact Bob Hasson 5201228-5480 or 5201298-3522

OCTOBER 8- 10 - EVER GR EEN A LshyABAMA - South eas t EAA Regional Fly-In Con tact Harold Bubba Hamitel 3341765-9109 or 3341743-39 16

OCTOB ER 8-10 WILMINGTON DELAWARE - East Coast Regional FlyshyIn COli tact Andy Alvarez 3021738-8883

OCTOBER 14-7 -A BILENE TEXAS shySouthwest EAA Regional Fly-in at Abilene Regional Airport Contact Stan Shannon 8301997-8802

STROBE LIGHT TRIVIA QUESTION

ANSWER (From page 9)

Harold E Doc Edgerton (1903-1990) a professor at MIT invented the gas discharge strobe light during work in the MIT labs during 1926 through 1931 Originally developed as a elecshytronic stroboscope the strobe light was quickly adapted for photographic uses including pishyoneering high speed slow motion photography His work with the strobe extended to aircraft but not for position identification shyduring WW-II he experimented with a large strobe light ring used to illuminate the ground for nighttime aerial photography

28 FEBRUARY 1999

needed help before it once again ran well By now the concept of a genshyuine biplane on floats was starting to haunt Buck so he began looking The idea just wouldn t go away One day in Trade-A-Plane he spotted a set of Edo 1835 floats for sale complete with Fleet rigging The owner turned out to be Sandy Brown the present newsletter editor of the International Fleet Club based in Marlborough CT

Once the set of floats built in May 1930 were purchased they were hauled to Brian Van Wagnen s place in Michigan The Fleet was flown from Illinois to Michigan for the installation Every part of the float installation fit very well and the only additions needed were a couple of sets of float wires to complete the truss work between the floats and the airplane

A metal HamiltonStandard ground adjustable propeller was installed for float work as wooden props are seshyverely eaten away by water spray With a setting that allows the big 500 cubic inch Warner to crank up to 2100

(Top) Buck Hilbert departs the seaplane base to make the Seaplane Fly-By at Wittman Field His was one of nearly forty seaplanes that took part (Middle) With this author in the front cockpit Buck taxies the Fleet at idle speed as he lines up for the takeoff run The Fleet is very stable in the water and the Edo 1835 floats do an excellent job The 145 Warner accelerates with complete authority on the takeoff run and climbs out with gusto (Below) Pictured from the rear quarter we get a good look at the float installation with its myriad of wires The dual water rudders are in the up position being raised by pulling a handle in the rear cockpit You can plainly see the noticeable dihedral in the lower wings of the Fleet a trademark of the biplane

VINTAGE AIRPLANE 19

RPM the big metal propeller really gets with the program on takeoff The Fleet gets off the water very nicely and climbs out smartly Normal cruise is 75 to 80 mph on floats which is about 5 mph slower than wheels

The Fleet was flown to the Otsego Lake Seaplane Fly-In in Michigan in early June where it drew rave notices among the crowd From there it was flown up to Sault Ste Marie Ontario Canada for the Canadian Bushplane Heritage gathering Again the pretty blue and yellow Fleet was the hit of the show

After resting in Canada for a few weeks the Fleet was flown to Oshkosh for the big seaplane fly-in where our photographers caught up with the unique floatplane

Believe me when I say the many thousands of Vet tel Blust Seaplane Base visitors during AirVenture 98 reshyally enjoyed watching the Fleet come and go as it chugged by with the Warner at idle doing a slow taxi or at full bore on a takeoff run across the outer bay The exciting part was when Buck would cut the power for landing and the Fleet would come down like a proverbial stone - its glide ratio with all the drag of a biplane and float rigshyging is hard to imagine - and the Fleet would s lide onto the water right in

20 FEBRUARY 1999

front of the crowd During the Convention Buck estishy

mates nearly 100 rides were given (this author was one of the lucky ones) in some 25 hours of float flying The sixty-year-old Fleet never missed a beat and the folks were extremely happy with the performance Even Sue Sanders of the Seaplane Pilots Associashytion (SPA) enjoyed her ride so much that she wrote an article in the SPA magazine about her beautiful ride in Buck Hilberts Waco on floats (Cant win em all)

Since the summer has passed the

floats have been removed form the Fleet and Buck has been busy doing a few updates and improvements He reshycently installed a brand new exhaust system made of highly polished type 321 stainless steel that is a remarkable piece of work In addition he is presently busy building a set of new windshie ld s for the pretty biplane One thing about Buck Hilbert he never quits he just keeps making things betshyter Special congratulations to Buck amp Dorothy Hilbert for making our seashyplane fly-in so much more interesting Yah done good

A happy twosome the author and Buck return to the VetteBlust Seaplane Base after a dandy ride in the Fleet on floats Check out the thick airfoil (Clark Y) on the wings

o o e v e w

Whats in a name Would it have held up to the test of time if the

headlines of May 221927 had read CHARLES MANSON LANDS IN

PARIS That was the family name until Ola Mannson arrived in

Minnesota in 1859 with Charles A Lindberghs father then an infant

Comments on A Scott Bergs LINDBERGH

O la a former member of the Swedish parliashyment had become entangled in scandal He was accused of embezzlement and was supporting a mistress on the side who bore

him a son later to be Congressman C A Lindbergh Sr Mannson or Manson as CAL Jr spe lled it had been stripped of his civil rights and might well have landed in jail had he not fled Sweden He made changing the fami ly name the first order of business upon settling in the New World The Lindberg surshyname was rare in Sweden but spelled with an h it was all but unknown

Scott Berg spent nine years writing LINDshyBERGH the latest biography of one ofthis centurys most controversial figures It is also the only authoshyrized biography Berg had the blessing of the Lindbergh family who unsealed all the archives apshyparently with no strings attached This is a compelling volume for anyone who has a serious interest in the subject Alas Berg is not an airplane man and much of what one might wish for is e ither ignored or glossed over

Berg traces Lindberghs early impressions of aviashytion back to the day in Little Falls Minnesota while playing alone upstairs he heard the spluttering of an engine overhead It was an exhibition biplane his

mother explained a very dangerous affair In the conshytext of Bergs account this happened circa 1907 but there was no flying in the area until September 191 1 when Tom Mc Goey performed under contract to the loca l farmers co-op in a homebuilt Curtiss type pusher Lindbergh was then nine

In June 19 12 whi le domiciled in Washington DC where the elder Lindbergh was serving a term in Congress CAL had an opportunity to see the Armys fledgling air fo rce in action at Fort Myer Virginia The outing had been arranged for by his parents CALs recollection of the occasion was highlighted by a race between one of the aviators and an automobile

On the whole Berg seems to have a good grasp of the facts though there are some errors- a few of which may be typographical He refers to Juan Trippe as the founder of Eastern Airlines and proshymotes Maj A B Lambert a Spirit of St Louis backer and founder of Lambert-St Louis Airport to General He a lso refers to Marvin Northrup proprietor of a Minneapol is aeronautical supply house as a manufacturer perhaps confusing him with Jack Northrop Berg also describes the trishymotored Ju 52 as the standard bombardment plane in Hitler s new Luftwaffe

By John Underwood EAA 1989

VINTAGE AIRPLANE 21

Charles Lindbergh seldom posed for testimonials This was an exception

All of this does not really weigh too heavily against Bergs prose and purshypose- namely to reveal the Lindbergh the American public has long sought to understand He has undoubtedly come as close to the definitive treatment as anyone ever will which includes the Lindberghs themselves CALs grandshychildren will probably find this book as absorbing as this reviewer all 600-odd pages of it for the Lone Eagle was as much a mystery to his own children as he was to a public that both idolized and reviled him

The Lindbergh babys kidnapping is of course recounted in detail The facts are both moving and appalling One can readily understand CALs loathing for the press The trial itself was a meshydia circus but no more so than the O J affair of more recent memory Hauptshymann had to be guilty although not necessarily of murder Anyone who subscribes to the crackpot theories that have been advanced in the interim should read and weep over what hapshypened to the Lindberghs Reeve Lindberghs insightful UNDER A

22 FEBRUARY 1999

WING is also highly recommended Members of the Jewish faith have

long held that Lindbergh was an antishySemite Berg who is Jewish himself explores the reasons for this and conshycludes that he was not Lindbergh in his America First speeches struck out at Jewish influence which he pershyceived to be among the elements committed to engaging the U S in a war with Germany Such a war he beshylieved would result in the destruction of westem civilization

The fact is that Lindbergh was a pashytriotic American and would-be peacemaker albeit somewhat naive in his conceptions Although he felt comshypelled to leave the U S for a period of time for his family s sake he never at any point considered for a moment givshying up his citizenship Indeed he became a key element in keeping the War Department abreast of what was happening in European aviation Moreshyover he was eager to serve Berg points out that CAL applied for reappointment as an Air Corps reserve officer while in self-imposed exile By then he had alshy

ready been labeled a Nazi by such synshydicated smut-peddlers as Walter Winchell

Its interesting to note that the Amershyican Air Attache in Berlin wanted Lindbergh to meet with Hitler That meeting never came about although he did meet twice with Goering and once with Rudolf Hess Hitlers deputy Hess an enthusiastic airman since 1918 was a great admirer of Lindbergh He too had dreamed of undertaking a longshydistance flight As it transpired Hess did complete a long and perilous flight when he surreptitiously piloted a Messerschmitt 110 to Scotland in May of 1941 hoping to make peace with England

The Lindberghs were fascinated by what was happening in Germany as was everyone else at the time and they nearly spent the winter of 1938 in Berlin This was in part at the behest of Ambassador Wilson and the Air Atshytache Truman Smith who hoped it would avail CAL of further opportunishyties to study German aviation Indeed Lindbergh got to see things that no forshy

eigner had seen such as the Ju 88 He also got to fly a number of new aircraft such as the Me 109 and Fieseler Storch

Berg in recounting Lindshyberghs association with Messerschmitt declares that the latter never recovered emotionally or financially from WW- TI This implies a degree of impoverishment which is misleading to say the least Messerschmitt was not long in getting back to manufacturing aircraft first in Spain and later in Gershymany Messerschmitt amp Co helped build the F -104 for the new Luftwaffe and the designer lived to provide Airshybus recommendations

Berg only devotes a few pages to CALs test-flying which is worth a book in it- Tom Mc Goey in his homemade Curtiss type pusher He over flew the Lindbergh home in Little Falls in self With Chance Vought 1911 finished the season and quit the flying game

for example he had much to do with service testing the F4U Corsair He made several demonshy Corsair which had the new bubble Lindbergh at the relatively old age stration tours as well familiarizing the canopy instead of the jailhouse hatch of 42 would be called upon to demonshyNavy and Marines with new developshy Lindbergh was glad to oblige The 22- strate his skills as a fighter pilot albeit ments Berg makes no mention of a year-old lieutenant was John Glenn an unofficially and unavoidably He was shavetaillieutenant at El Centro who icon in the making They were both detailed as a civilian to the South Pashybrashly asked CAL if he could try his destined for combat in the Pacific cific as a tech rep and observer first

CAL and AML on arrival at Prague 2 September 1938 The worried look no doubt reflects their feelings toward the mob approaching A moment later he gunned the engine and taxied to the far side while police contained the crowd

VINTAGE AIRPLANE 23

with USMA Corsair units later with the AAF in P-38s His mission was to observe from the periphery mostly avoidi ng actual combat with enemy aircraft which by them were seldom seen Altogether he flew 50 missions logging nearly 200 hours time in four and a half months

Berg gets carried away in implying that CAL was prepared to meet his maker and commended hi s sou l to God when a Zero jumped him on 1 August 1944 That quotation could hardly have been Lindberghs It was a momentary encounter and stressfu l to be sure but the Zero broke off the atshytack before the pilot could bring effective fire to bear on CALs P-38

Only once did CAL himself fire on an enemy aircraft That engagement lasted but a few seconds and involved a single head-on pass between his P-38 and a Mitsubishi Ki-51 attack aircraft code named Sonia The Japanese pishylot outgunned and outnumbered had

who rolled over and dived into the sea Berg claims Lindbergh prayed for the pilots soul for many years thereafter

President Roosevelt who never forshygave CAL for challenging the wisdom of his sending the Army out to fly the mail and for his antiwar activism in 1941 barred him from military service The ban was enforced even after FDRs death Berg credits Gen Bob (GOD IS MY COPILOT) Scott with Lindberghs reinstement as an Air Force officer Scott then a colonel running the Air Forces Office of Information Services told his boss Harold Talbott that makshying CAL a general would be a shrewd move President Eisenhower apparently concurred Lindbergh was placed on the active reserve list as a brigadier general in April 1954

Lindbergh felt that the U S was on a collision course with the Soviet Union says Berg He got involved with bolstering the defense posture most notably as a SAC advisor and beshy

pearances disconcerting CAL with his many eccentricities was a strict discishyplinarian and his frequent absences were both painful on the one hand and welcome respites on the other

Reeve Lindbergh who inherited her parents artistic talent reveals in UNshyDER A WING what it was like to be offspring of the Lone Eagle With the exception of Jon who earned his Private Pilots License before taking up a career as a deep-sea diver none of them really took to flying That was fine with Lindbergh who never lost his love of the art For him all that matshytered was doing something challenging and worthwhile and doing it well - 101m Underwood

Editors Note I cant help but add my two cents worth to Johns comments First off ifyoure contemplating reading this book you should know that it is not an aviation book in the sense that many ofus might have expected Berg is not an aviator and it shows in his writ-

The fact is that Lindbergh was a patriotic American and would-be peacemaker albeit somewhat narve in his conceptions Although he felt compelled to leave the U S for a period of time for his familys sake he never at any point considered for a moment giving up his citizenship Indeed he became a key element in keeping the War Deshypartment abreast of what was happening in European aviation

made monkeys out of the attacking Americans but he was smoking from a hit and survival depended on shaking off several P-38s In a bid to escape he banked sharply in CALs direction and held a collision course

The Japanese were now facing an opshyponent on more equal terms They were closing at something like 600 mph oneshyon-one firing at targets that grew larger with each passing second There was still a chance the Japanese might score a vicshytory and indeed elude the P-38s by then short of ammunition and low on fuel He was over his home base and there was heavy ground fire from anti-aircraft inshystallations

Lindbergh could easily have joined the ranks ofKIAs but his gunnery exshypertise and instinct for survival prevailed The Japanese perhaps wounded undershot his target and Lindshybergh cleared the Sonia avoiding a collision by a scant ten feet or less It was all over for the Emperors airman

24 FEBRUARY 1999

gan flying the latest jets He also designed and built his own bomb shelshyter and directed his family to head for the Maine woods in the event of a nushyclear attack

It was widely supposed that the Lindshyberghs were well matched in their marriage Not so according to Berg Anne Morrow Lindbergh who loved her husshyband deeply found her domestic situation intolerable by the late 1950s CAL had beshycome a compulsive wanderer of the world At home one day gone the next to whoshyknows-where Oft times it was on gratuitous Air Force business such as helpshying select a site for the Air Force academy In later years these sojoums had more to do with ecological considerations Lindbergh the humanitarian was constantly on a crushysade of one sort or another For Anne Morrow Lindbergh these protracted abshysences proved devastating

The five surviving Lindbergh chilshydren too found their fathers jack-in-the-box appearances and disapshy

ing Thats not necessarily a negative since his perspective on Lindbergh is not tainted by the myths that have built around the Lindbergh story among aviashytion history buffs But it does mean that aviation is not the main focus of this book It is a biography ofLindbergh the man not just his aviator persona It paints a somewhat dark portrait about a man who was at times unwielding in his opinshyions sometimes at the expense ofhis personal relationships But thats only onefacet ofwhat was and still continues to be one ofthe great enigmatic personalshyities ofthe 20th century Theres far more to his personality make up than that and Berg s nine years ofwork detail it well You may not like everything you read about Lindbergh but for that you can t fault the messenger For most ofus there still remains to be written the definitive aeronautical history of Charles lindshybergh including a review ofhis logbooks We have more to look forward toshyHG Frautschy

PASS IT TO BUCK by EE Buck Hilbert

EAA 21 VAA 5 PO Box 424 Union IL 60180

Odds and ends and a new way to hone cylinders

CHAPTER NEWSLETTERS Builders tips often turn up inforshy

mation that is applicable to all of our airplanes not just homebuilders The Technical Counselor staff in my book comes off as one of the best sources for practical maintenance Their exposure to a myriad of probshylems and their solutions provides experience that benefits all of us Every chapter newsletter Im privishyleged to receive contains useful information Chapters maintain lishybraries tool inventories listings for part sources and best of all camashyraderie Where else can you talk airp lanes but with the guys and girls who want the same things you do The Been there done that passed on to your buddy gives both of you a boost You get to expound a little he gets the benefit of your experience and in the long run we all gain

Gary Hunter Pushy Galores enshygineer is possibly one of the best efficiency experts I have ever met Sure hes a homebuilder but he comes up with solutions to common problems that are simple and practical almost as a matter of course I call him an engishyneer and thats what he is He typifies the airplane mechanic of old Able to fix anything He can be a jeweler he can be a blacksmith Ill bet he could even shoe horses He flies his VariEze too so he appreciates the pilot point of

Gary Hunter (llpushy

Galore engineer) is

possibly one of the

best efficiency experts

I have ever met he

comes up with

solutions to common

problems he typifies

the airplane

mechanic of old

view as well But I m getting away from why I

started to write this Gary had conshytributed a short blurb to the January Quad Cities Chapter 75 Newsletter His subject was spinner wobble and its easy cure

All of us have seen a beautiful airshyplane and at one time or another watched in awe as the spinner wobbled all over the place when the engine

started Weve all read or seen or even experienced spinner cracks and sometimes even shed one in flight

Gary says truing the spinner is a simple and easy thing to do Balancshying isn t the issue that comes later

Basically you start by making sure your bulkheads are true They are the basis you hang the spinner on and theyd better be true to start with That assured you get on with it

Youre going to be rotating the prop whi le youre doing this so pull the spark plugs to make rotation easier

Position the airplane so it cant inshyadvertently move and position a stable reference just under the tip of the spinner (a stepladder chair tool box anything that will remain stable)

Rotate the prop and watch the spinshyner tip It will be obvious which way its out of whack Simply loosen the screws around the spinner bulkheads and adjust accordingly Elongate any holes that require it Keep working

until you get it nice and true Once you have established that it is true retighten all the sc rews the way you normally do

Now comes the simple part (If you had only thought ofthis back when our Ryan STA was ALWAYS cracking and shedding spinners) Using a small diameter drill (I16th) drill three alignshyment holes around the periphery of the spinner into the rear bulkhead One

VINTAGE AIRPLANE 25

alignment hole will suffice in the front bulkhead Now whenever you reinshysta ll the spinner insert pins into these alignment holes before tightening the sc rews Your spinner will be autoshymaticallytrued

Garys last comment Whenever you remove the props pinner mark eve rything so it a ll goes back toshyge ther in th e sa me relation s hip to each other

See what T mean about thi s guy Hes kept Bruce Bohannon and Pushy Galore in the record books for years Next time you visit the Air Adventure Museum up in Oshkosh take a look at Pushy and give credit where credit is due

Dear Buck Here is a story that yo ur rea de rs

might find interesting However I will not mention any names for obvious reasons and I would like as well to reshyma in anonymous as if my name appears anybody who knows me could identify the operator involved

INVENTOR DEVELOPS NEW WAY TO HONE CYLINDERS

(without removing them from the engine) A friend of mine operates a fine

antique aeroplane with a Continental W-670 He is very meticulous about the maintena nce changes oil every 25 hours or less and cleans the plugs at that time He spends most of his spare time polishing and waxing and touching up the finish when needed He never allows a fingerprint to reshymain on the big shiny HSGA prop overnight Now this is not a museum piece or s ho w plane it is a workshyhorse flying a lmo st da il y on sightseeing rides and photo work

The engin e is approaching 1000 hours since overhaul and some of the paint on th e cy linder heads had burned or worn off so he decided to bead blast a few corroded spots and prime and paint them When he finshyished he had the engine looking better than new with a ll black cy lind ers silver rocker box covers and exhaust elbows And the stain less heat muff was so shiny you cou ld look in it to see if you needed a shave

But when he started it up it didnt seem to be running quite right so he shut it down and the prop stopped abruptly without bouncing back and forth between compression strokes as

26 FEBRUARY 1999

an engine does when the rings are properly sealed He got out and turned the prop by hand it was dragshyging Upon removing the spark plugs he found evidence of glass beads on th e inside s of th em Some of th e g la ss beads had gotten into th e air maze filter and had been sucked into the engine

So it is now due for a major overshyhaul I told him to look at the bright side New rings can be fitted without having to deglaze the cylinders The inventor of thi s system does not wish to be given credit for it

Bes t regard s and have a happy holiday

Your anonymous friend Ouch Over To You whoever you are

ff Blaquock

Dear Buck In the December VTNTAGE AIRshy

PLANE there was a comment on R stick L throttle vs L stick R throttle and you suggested input Here is my two quarts worth

Having flown since 1946 and being a flying buddy of S keeter Carlson since 1965 Ive been exposed to quite a variety of flying mashychinery In my first logbook totaling some 220 hours I had flown 46 different airshyplanes and 23 different kinds Over the years I have flown Aeronca Champ Chief Sedan Piper J-3 J-4 J-5 and most of the PAs Ryan CshyI PT-22 Navion Luscombe Fairchild 24 PT-19 PT-23 PT -26 Taylorcraft BC-12 Lshy2 Cessna 120 140 170 A W plus all the ones with the trainshyin g wheel up front I even fl ew the tes t flights on a Pietenpol Aircamper with two throttles one on each side no less I still own and fly my Duncan Sport (2POLB) that I bou ght from Bill and Loshyraine Duncan in 1971 I owned and flew o ur 15AC Sedan and (38 Dart G al ternate ly for several years I ve gotten out of a Stinson Tri -m otor a nd into a Fokker Trip lane the same

day and I feel that it makes very little difference as long as Im in the left seat that is until I got into Skeeter s Thomas Morse Scout with the LeRshyhone rotary then I don t care who you are or where you sit youre still one hand short

Anyw ay we were all Johnny come late ly when we first started and all I can say is never tum down an opportunity to fl y something differshyent Try it youll like it I remember getting to fly an 1124 Westwind from Burbank California to Santa Barbara for lunch J was half finished with m y sandwich before I finally caught up with the airplane So much for that Over to you

Gene Soper EAA 27385 AC 360 Thanks for the note Gene How

about the rest ofyou Hey Dorothy and I will be trave lshy

ing all over the southwest this month so if you dont get a reply back from a phone message or note youll know were still out having fun Talk to you when we get back

Over to you

Want to keep your spinner running true Read what Gary Hunter does (Kent and Sandy Blankenburgs Spartan Executive)

Wayne Milburn

Toowoomba QLD Australia

Patrick P Cloudier

Pincourt PQ Canada

Grumier Willy Chatillon France

Nowell W Izard

Masterton New Zealand

Charles A Birdsall Apo AE

Klaus E Marx Juneau AK

Richard Binderim Enterprise AL

Larry K Tillery Trussville AL

Gary Moseley Chandler AZ

T W Aronson Rosamond CA

Raymond J Barak

Huntington Beach CA

Keith Charles Carnahan

Costa Mesa CA

Tom Lambrick Morgan Hill CA

Douglas L Maxwell Riverside CA

Dr R Richmond San Francisco CA

Anthony R Rivera Nevada City CA

Charles Spurrell

Palos Verdes Estates CA

Howard Thompson Fort Bragg CA

Thomas R Weeks San Diego CA

Raymie Raymie Littleton CO

James T Broady Weirsdale FL

Allen E Kaluzniak

Jacksonville Beach FL

Joshua Knerr Sanford FL

E P RosenthaI Miami FL

C Mitchell Smith Lakeland FL

Gary L Johnson Bainbridge GA

John Stiles Stockbridge GA

Keith Beem Ipan GU

Eugene Honigford

Machesney Park IL

Mike Linden Rockford IL

Barry L Schroeder B1oomington IN

Harry Bartel EI Dorado KS

Bobbie Bradford Topeka KS

Jamie Smith Shawnee KS

Nathan T Rider Groton MA

Alexander J Van Wert

Marlboro MA

Rod Teel Silver Spring MD

James C Walker Baltimore MD

David Stainton

Cranberry Island ME

Alexander M Allan Sr Au Gres MI

Michael J Damone

w Bloomfield MI

Trent H Steinbach

International Falls MN

Jack Dilliard Washington MO

Douglas D Derscheid ONeil NE

George F Johnson Wolfeboro NH

Angelo A Carnevale Hopewell NJ

Bill K Laskar Albuquerque NM

Jim Catalano Cornwall NY

Joseph DiStefano Fort Plain NY

Hugh Weidinger Great Neck NY

Benjamin Gleason Vermilion OH

Gail R Bailey Tulsa OK

Reymold Watt West Lynn OR

Marc S Ludtke Franklin PA

Alan L Moyer Perkasie PA

Elford S Wyatt West Union SC

Derek Amos Harker Heights TX

Charles M Baynard Dallas TX

Thomas E Eanes Granbury TX

Michael Halle Humble TX

Robert Heath Austin TX

W W Hill Houston TX

Justin Layton Houston TX

Eldon W Moore Texas City TX

Nick Berg Lehi UT

Richard Cole Fairfax VA

Peter Hays Arlington VA

Joseph Schoofs Leesburg VA

John A Cahoon Hudson WI

Dennis J Dalka Rhinelander WI

Keegan Ray Janesville WI

Gary B Green Beaver WV

VINTAGE AIRPLANE 27

JMNEWMAN

rshy

Fly-In Calendar The following list ofcoming events isfurnished to our readers as a mailer ofinformation only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the information to EAA All Golda Cox Po Box 3086 Oshkosh WI 54903-3086 Information should be receivedfour months prior to the event date

FEBRUARY 13-14 - MINNEAPOLIS MN shyMinnesota Sport Aviation Conference Minshyneapolis Convention Center Info Way ne Petersen 1-8001657-3922 or web site at wwwflightexpocom

FEBRUA RY 20 - HUN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

FEBRUARY 24-25 - ROMEOVILLE ILLIshyN OIS 25th annual Aviation MaintenanceExhibit Seminar at Lewis Unishyversity Contact Don Cramer 217785shy5798 or Mike Streit 8151836-5431

FEBRUARY 25-27 - BUTTE MT - Montana Aviation Conference Ramada Copper King Inn Workshops seminars nationally recogshynized speakers trade show Info MT Aeronautics Div Box 5 178 lie lna MT 50694 4061444-2506

FEBRUARY 27 - SPR INGFIELD ILLIshyN OIS - lliinois State Safety Seminar at lliinois State Fairgrounds Springfield fllishyl1Ois Contact Lee Creviel 815939-0976

FEBRUARY 27-28 - RIVERSIDE CALIFORshyN IA - EAA Chapter I Open House at Flabob Airport Contact 909689-9213

MARCH 5- 7 - CASA GRANDEAZ - 41st Anshynual Ca ctus Fly- In sponsored by the Arizona Antique Aircraft Association Info wwwamericanpilot orgkactus or call Jon Engle at 60289 1-6012 days only

MARCH 6 - WISCONSIN RA PIDS WISshyCONSIN - Wisconsin State Safety Seminar at the Mead Inn COlllact Harold Benisch 9201623-4457

MA RCH 20 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Aiport 256852-978 1

A PRIL 11-1 7 - LAKELAND FL - 25th Annual Sun n Fun EAA Fly-In and Convention Info 941644-243 1 Web site wwwsun-nshyfunorg

A PRIL 17 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

APRIL 25 - HALF MOON BAY CA LIFORshyN IA - 9th ann ual Pacific Coast Dream Machinesjly-in at HalfMoon Bay Airport 10 am - 4 pm Antiques classics warbirds vintage autos trucks Contact 6501726-2328

MAY 7-9 - PlNEHURSTISOUTHERN PINES NC - Moore County Aiport (SOP) EAA Chap ter 3 Spring Fly-ln Trophies EAA fellowsh ip Friday golf tournament Sat banquetlguest speakel Sunday poker run YE jlights vintage aviationjilms HQ Holiday Inn Southern Pines 9101692-3212 Info 9101947-6896 - 1853 (Fax) or the web WWWsouthern-aviator comlac3

MAY 16 - ROMEOVILLE IL - Le wis Romeoville airport (LOT) EAA Chapter 15 Fly- In breakfast 7 am-Noon Contact Frank Goebel 8 151436-6153

J UNE 26-27 - WALWORTH WI- Bigfoot Field (WI05) Pancake breakfastbrunch Aeroshybatic demo at 10 am Stearman rides and displays of vintage aircraji warbirds and experimentals 7 am-l pm Info John Anshyderson 4141248-8748

J ULY 5-8 - DENVER CO - Centennial Airshyport Short Wing Piper Club annua l co nvention This years theme Rocky Mountain Rendezvous Info Kent 0 Kelly 3031979-3012 (Headwindsmsn com) or vis it the SWPC web site at hllpwwwshortshywing com

JULY 7- 11 -ARLINGTON WA - n w EAA FlyshyIn and Sport Aviation Convention 30th anniversary event FOlllms seminars workshyshops evening programs spec ial night airshow Sat evening Info 360435-5857 or on the web at http wwwnweaaorg

J UNE 11-13 - MATTOON IL - 3rd Annual MTO Luscombe Fly- In Luscombejudging and awardsforullls and banquet $50 cash to Luscombe that jlies the fartest to attend Contacts Jerry Cox 2171234-8720 or Shanshynon Yoakim 217234-7120

JUNE 26-27 - PETERSBURG-DINWIDshyDIE VIRGINIA - 3rd Annual State EAA Fly-ln Contact Ron VanSickle 832932shy4709 wwwvaeaaorg

J UNE 26-27 - LONGMONT COLORADO - 21st Annual Rocky Mountain EAA Fly shyIn Contact Bill Marcy 3031798-6086

J UL Y 7-11 -ARLING TON WASHINGTON - Northwest EAA Regional Fly-in at Arshylin g ton Airport Co ntact Barbara Lawrence-Tolbert 3601435-5 857 or wwwnweaaOIglnweaal

J ULY 16-18 WEST YELLOWSTONE MONshyTANA - 13th annual Northwest Mountain

Region Family Fly- In Safety Conferen ce and Trade Show at the Holiday Inn Confershyence Center Sponsored by local EAA Chapters and the FAA Flight Standards Disshytrict Office Kit plan e exhibitors and seminars Contact Jim Cooney FAA FSDO 1-800457-991 7 wwwfaagovlfsdolhln

J UL Y 28-AUGUST 3 - OSHKOSH WI- 47th A llllllal EAA Air Veil til re Oshkosh 99 Wittl1llII Regional Airport COlltact Johll Bllrtoll EAA ROBox 3086 WI 54903-3086 or see the web site at IIwlIairvelltllreorg

SEPTEMBER 4 - STEAMBOAT SPRINGS CO - EAA Chapter 649 Vintage Fly- In

SEPTEMBER 10-12 -ATWATER CALIshyFORNIA - Goldell West EAA Fly- In at Castle Airport Contact wwwgwjly-inolg

SEPTEMBER 11-12 - MA RION OHIOshyMERFI Mid-Eastern Regional Fly-In Conshytact Lou Lindeman 9371849-9455

OCTOBER 7-IO - MESAARlZONA - Copshyperstate EAA Regional Fly-In at Williams Gateway Airport Con tact Bob Hasson 5201228-5480 or 5201298-3522

OCTOBER 8- 10 - EVER GR EEN A LshyABAMA - South eas t EAA Regional Fly-In Con tact Harold Bubba Hamitel 3341765-9109 or 3341743-39 16

OCTOB ER 8-10 WILMINGTON DELAWARE - East Coast Regional FlyshyIn COli tact Andy Alvarez 3021738-8883

OCTOBER 14-7 -A BILENE TEXAS shySouthwest EAA Regional Fly-in at Abilene Regional Airport Contact Stan Shannon 8301997-8802

STROBE LIGHT TRIVIA QUESTION

ANSWER (From page 9)

Harold E Doc Edgerton (1903-1990) a professor at MIT invented the gas discharge strobe light during work in the MIT labs during 1926 through 1931 Originally developed as a elecshytronic stroboscope the strobe light was quickly adapted for photographic uses including pishyoneering high speed slow motion photography His work with the strobe extended to aircraft but not for position identification shyduring WW-II he experimented with a large strobe light ring used to illuminate the ground for nighttime aerial photography

28 FEBRUARY 1999

RPM the big metal propeller really gets with the program on takeoff The Fleet gets off the water very nicely and climbs out smartly Normal cruise is 75 to 80 mph on floats which is about 5 mph slower than wheels

The Fleet was flown to the Otsego Lake Seaplane Fly-In in Michigan in early June where it drew rave notices among the crowd From there it was flown up to Sault Ste Marie Ontario Canada for the Canadian Bushplane Heritage gathering Again the pretty blue and yellow Fleet was the hit of the show

After resting in Canada for a few weeks the Fleet was flown to Oshkosh for the big seaplane fly-in where our photographers caught up with the unique floatplane

Believe me when I say the many thousands of Vet tel Blust Seaplane Base visitors during AirVenture 98 reshyally enjoyed watching the Fleet come and go as it chugged by with the Warner at idle doing a slow taxi or at full bore on a takeoff run across the outer bay The exciting part was when Buck would cut the power for landing and the Fleet would come down like a proverbial stone - its glide ratio with all the drag of a biplane and float rigshyging is hard to imagine - and the Fleet would s lide onto the water right in

20 FEBRUARY 1999

front of the crowd During the Convention Buck estishy

mates nearly 100 rides were given (this author was one of the lucky ones) in some 25 hours of float flying The sixty-year-old Fleet never missed a beat and the folks were extremely happy with the performance Even Sue Sanders of the Seaplane Pilots Associashytion (SPA) enjoyed her ride so much that she wrote an article in the SPA magazine about her beautiful ride in Buck Hilberts Waco on floats (Cant win em all)

Since the summer has passed the

floats have been removed form the Fleet and Buck has been busy doing a few updates and improvements He reshycently installed a brand new exhaust system made of highly polished type 321 stainless steel that is a remarkable piece of work In addition he is presently busy building a set of new windshie ld s for the pretty biplane One thing about Buck Hilbert he never quits he just keeps making things betshyter Special congratulations to Buck amp Dorothy Hilbert for making our seashyplane fly-in so much more interesting Yah done good

A happy twosome the author and Buck return to the VetteBlust Seaplane Base after a dandy ride in the Fleet on floats Check out the thick airfoil (Clark Y) on the wings

o o e v e w

Whats in a name Would it have held up to the test of time if the

headlines of May 221927 had read CHARLES MANSON LANDS IN

PARIS That was the family name until Ola Mannson arrived in

Minnesota in 1859 with Charles A Lindberghs father then an infant

Comments on A Scott Bergs LINDBERGH

O la a former member of the Swedish parliashyment had become entangled in scandal He was accused of embezzlement and was supporting a mistress on the side who bore

him a son later to be Congressman C A Lindbergh Sr Mannson or Manson as CAL Jr spe lled it had been stripped of his civil rights and might well have landed in jail had he not fled Sweden He made changing the fami ly name the first order of business upon settling in the New World The Lindberg surshyname was rare in Sweden but spelled with an h it was all but unknown

Scott Berg spent nine years writing LINDshyBERGH the latest biography of one ofthis centurys most controversial figures It is also the only authoshyrized biography Berg had the blessing of the Lindbergh family who unsealed all the archives apshyparently with no strings attached This is a compelling volume for anyone who has a serious interest in the subject Alas Berg is not an airplane man and much of what one might wish for is e ither ignored or glossed over

Berg traces Lindberghs early impressions of aviashytion back to the day in Little Falls Minnesota while playing alone upstairs he heard the spluttering of an engine overhead It was an exhibition biplane his

mother explained a very dangerous affair In the conshytext of Bergs account this happened circa 1907 but there was no flying in the area until September 191 1 when Tom Mc Goey performed under contract to the loca l farmers co-op in a homebuilt Curtiss type pusher Lindbergh was then nine

In June 19 12 whi le domiciled in Washington DC where the elder Lindbergh was serving a term in Congress CAL had an opportunity to see the Armys fledgling air fo rce in action at Fort Myer Virginia The outing had been arranged for by his parents CALs recollection of the occasion was highlighted by a race between one of the aviators and an automobile

On the whole Berg seems to have a good grasp of the facts though there are some errors- a few of which may be typographical He refers to Juan Trippe as the founder of Eastern Airlines and proshymotes Maj A B Lambert a Spirit of St Louis backer and founder of Lambert-St Louis Airport to General He a lso refers to Marvin Northrup proprietor of a Minneapol is aeronautical supply house as a manufacturer perhaps confusing him with Jack Northrop Berg also describes the trishymotored Ju 52 as the standard bombardment plane in Hitler s new Luftwaffe

By John Underwood EAA 1989

VINTAGE AIRPLANE 21

Charles Lindbergh seldom posed for testimonials This was an exception

All of this does not really weigh too heavily against Bergs prose and purshypose- namely to reveal the Lindbergh the American public has long sought to understand He has undoubtedly come as close to the definitive treatment as anyone ever will which includes the Lindberghs themselves CALs grandshychildren will probably find this book as absorbing as this reviewer all 600-odd pages of it for the Lone Eagle was as much a mystery to his own children as he was to a public that both idolized and reviled him

The Lindbergh babys kidnapping is of course recounted in detail The facts are both moving and appalling One can readily understand CALs loathing for the press The trial itself was a meshydia circus but no more so than the O J affair of more recent memory Hauptshymann had to be guilty although not necessarily of murder Anyone who subscribes to the crackpot theories that have been advanced in the interim should read and weep over what hapshypened to the Lindberghs Reeve Lindberghs insightful UNDER A

22 FEBRUARY 1999

WING is also highly recommended Members of the Jewish faith have

long held that Lindbergh was an antishySemite Berg who is Jewish himself explores the reasons for this and conshycludes that he was not Lindbergh in his America First speeches struck out at Jewish influence which he pershyceived to be among the elements committed to engaging the U S in a war with Germany Such a war he beshylieved would result in the destruction of westem civilization

The fact is that Lindbergh was a pashytriotic American and would-be peacemaker albeit somewhat naive in his conceptions Although he felt comshypelled to leave the U S for a period of time for his family s sake he never at any point considered for a moment givshying up his citizenship Indeed he became a key element in keeping the War Department abreast of what was happening in European aviation Moreshyover he was eager to serve Berg points out that CAL applied for reappointment as an Air Corps reserve officer while in self-imposed exile By then he had alshy

ready been labeled a Nazi by such synshydicated smut-peddlers as Walter Winchell

Its interesting to note that the Amershyican Air Attache in Berlin wanted Lindbergh to meet with Hitler That meeting never came about although he did meet twice with Goering and once with Rudolf Hess Hitlers deputy Hess an enthusiastic airman since 1918 was a great admirer of Lindbergh He too had dreamed of undertaking a longshydistance flight As it transpired Hess did complete a long and perilous flight when he surreptitiously piloted a Messerschmitt 110 to Scotland in May of 1941 hoping to make peace with England

The Lindberghs were fascinated by what was happening in Germany as was everyone else at the time and they nearly spent the winter of 1938 in Berlin This was in part at the behest of Ambassador Wilson and the Air Atshytache Truman Smith who hoped it would avail CAL of further opportunishyties to study German aviation Indeed Lindbergh got to see things that no forshy

eigner had seen such as the Ju 88 He also got to fly a number of new aircraft such as the Me 109 and Fieseler Storch

Berg in recounting Lindshyberghs association with Messerschmitt declares that the latter never recovered emotionally or financially from WW- TI This implies a degree of impoverishment which is misleading to say the least Messerschmitt was not long in getting back to manufacturing aircraft first in Spain and later in Gershymany Messerschmitt amp Co helped build the F -104 for the new Luftwaffe and the designer lived to provide Airshybus recommendations

Berg only devotes a few pages to CALs test-flying which is worth a book in it- Tom Mc Goey in his homemade Curtiss type pusher He over flew the Lindbergh home in Little Falls in self With Chance Vought 1911 finished the season and quit the flying game

for example he had much to do with service testing the F4U Corsair He made several demonshy Corsair which had the new bubble Lindbergh at the relatively old age stration tours as well familiarizing the canopy instead of the jailhouse hatch of 42 would be called upon to demonshyNavy and Marines with new developshy Lindbergh was glad to oblige The 22- strate his skills as a fighter pilot albeit ments Berg makes no mention of a year-old lieutenant was John Glenn an unofficially and unavoidably He was shavetaillieutenant at El Centro who icon in the making They were both detailed as a civilian to the South Pashybrashly asked CAL if he could try his destined for combat in the Pacific cific as a tech rep and observer first

CAL and AML on arrival at Prague 2 September 1938 The worried look no doubt reflects their feelings toward the mob approaching A moment later he gunned the engine and taxied to the far side while police contained the crowd

VINTAGE AIRPLANE 23

with USMA Corsair units later with the AAF in P-38s His mission was to observe from the periphery mostly avoidi ng actual combat with enemy aircraft which by them were seldom seen Altogether he flew 50 missions logging nearly 200 hours time in four and a half months

Berg gets carried away in implying that CAL was prepared to meet his maker and commended hi s sou l to God when a Zero jumped him on 1 August 1944 That quotation could hardly have been Lindberghs It was a momentary encounter and stressfu l to be sure but the Zero broke off the atshytack before the pilot could bring effective fire to bear on CALs P-38

Only once did CAL himself fire on an enemy aircraft That engagement lasted but a few seconds and involved a single head-on pass between his P-38 and a Mitsubishi Ki-51 attack aircraft code named Sonia The Japanese pishylot outgunned and outnumbered had

who rolled over and dived into the sea Berg claims Lindbergh prayed for the pilots soul for many years thereafter

President Roosevelt who never forshygave CAL for challenging the wisdom of his sending the Army out to fly the mail and for his antiwar activism in 1941 barred him from military service The ban was enforced even after FDRs death Berg credits Gen Bob (GOD IS MY COPILOT) Scott with Lindberghs reinstement as an Air Force officer Scott then a colonel running the Air Forces Office of Information Services told his boss Harold Talbott that makshying CAL a general would be a shrewd move President Eisenhower apparently concurred Lindbergh was placed on the active reserve list as a brigadier general in April 1954

Lindbergh felt that the U S was on a collision course with the Soviet Union says Berg He got involved with bolstering the defense posture most notably as a SAC advisor and beshy

pearances disconcerting CAL with his many eccentricities was a strict discishyplinarian and his frequent absences were both painful on the one hand and welcome respites on the other

Reeve Lindbergh who inherited her parents artistic talent reveals in UNshyDER A WING what it was like to be offspring of the Lone Eagle With the exception of Jon who earned his Private Pilots License before taking up a career as a deep-sea diver none of them really took to flying That was fine with Lindbergh who never lost his love of the art For him all that matshytered was doing something challenging and worthwhile and doing it well - 101m Underwood

Editors Note I cant help but add my two cents worth to Johns comments First off ifyoure contemplating reading this book you should know that it is not an aviation book in the sense that many ofus might have expected Berg is not an aviator and it shows in his writ-

The fact is that Lindbergh was a patriotic American and would-be peacemaker albeit somewhat narve in his conceptions Although he felt compelled to leave the U S for a period of time for his familys sake he never at any point considered for a moment giving up his citizenship Indeed he became a key element in keeping the War Deshypartment abreast of what was happening in European aviation

made monkeys out of the attacking Americans but he was smoking from a hit and survival depended on shaking off several P-38s In a bid to escape he banked sharply in CALs direction and held a collision course

The Japanese were now facing an opshyponent on more equal terms They were closing at something like 600 mph oneshyon-one firing at targets that grew larger with each passing second There was still a chance the Japanese might score a vicshytory and indeed elude the P-38s by then short of ammunition and low on fuel He was over his home base and there was heavy ground fire from anti-aircraft inshystallations

Lindbergh could easily have joined the ranks ofKIAs but his gunnery exshypertise and instinct for survival prevailed The Japanese perhaps wounded undershot his target and Lindshybergh cleared the Sonia avoiding a collision by a scant ten feet or less It was all over for the Emperors airman

24 FEBRUARY 1999

gan flying the latest jets He also designed and built his own bomb shelshyter and directed his family to head for the Maine woods in the event of a nushyclear attack

It was widely supposed that the Lindshyberghs were well matched in their marriage Not so according to Berg Anne Morrow Lindbergh who loved her husshyband deeply found her domestic situation intolerable by the late 1950s CAL had beshycome a compulsive wanderer of the world At home one day gone the next to whoshyknows-where Oft times it was on gratuitous Air Force business such as helpshying select a site for the Air Force academy In later years these sojoums had more to do with ecological considerations Lindbergh the humanitarian was constantly on a crushysade of one sort or another For Anne Morrow Lindbergh these protracted abshysences proved devastating

The five surviving Lindbergh chilshydren too found their fathers jack-in-the-box appearances and disapshy

ing Thats not necessarily a negative since his perspective on Lindbergh is not tainted by the myths that have built around the Lindbergh story among aviashytion history buffs But it does mean that aviation is not the main focus of this book It is a biography ofLindbergh the man not just his aviator persona It paints a somewhat dark portrait about a man who was at times unwielding in his opinshyions sometimes at the expense ofhis personal relationships But thats only onefacet ofwhat was and still continues to be one ofthe great enigmatic personalshyities ofthe 20th century Theres far more to his personality make up than that and Berg s nine years ofwork detail it well You may not like everything you read about Lindbergh but for that you can t fault the messenger For most ofus there still remains to be written the definitive aeronautical history of Charles lindshybergh including a review ofhis logbooks We have more to look forward toshyHG Frautschy

PASS IT TO BUCK by EE Buck Hilbert

EAA 21 VAA 5 PO Box 424 Union IL 60180

Odds and ends and a new way to hone cylinders

CHAPTER NEWSLETTERS Builders tips often turn up inforshy

mation that is applicable to all of our airplanes not just homebuilders The Technical Counselor staff in my book comes off as one of the best sources for practical maintenance Their exposure to a myriad of probshylems and their solutions provides experience that benefits all of us Every chapter newsletter Im privishyleged to receive contains useful information Chapters maintain lishybraries tool inventories listings for part sources and best of all camashyraderie Where else can you talk airp lanes but with the guys and girls who want the same things you do The Been there done that passed on to your buddy gives both of you a boost You get to expound a little he gets the benefit of your experience and in the long run we all gain

Gary Hunter Pushy Galores enshygineer is possibly one of the best efficiency experts I have ever met Sure hes a homebuilder but he comes up with solutions to common problems that are simple and practical almost as a matter of course I call him an engishyneer and thats what he is He typifies the airplane mechanic of old Able to fix anything He can be a jeweler he can be a blacksmith Ill bet he could even shoe horses He flies his VariEze too so he appreciates the pilot point of

Gary Hunter (llpushy

Galore engineer) is

possibly one of the

best efficiency experts

I have ever met he

comes up with

solutions to common

problems he typifies

the airplane

mechanic of old

view as well But I m getting away from why I

started to write this Gary had conshytributed a short blurb to the January Quad Cities Chapter 75 Newsletter His subject was spinner wobble and its easy cure

All of us have seen a beautiful airshyplane and at one time or another watched in awe as the spinner wobbled all over the place when the engine

started Weve all read or seen or even experienced spinner cracks and sometimes even shed one in flight

Gary says truing the spinner is a simple and easy thing to do Balancshying isn t the issue that comes later

Basically you start by making sure your bulkheads are true They are the basis you hang the spinner on and theyd better be true to start with That assured you get on with it

Youre going to be rotating the prop whi le youre doing this so pull the spark plugs to make rotation easier

Position the airplane so it cant inshyadvertently move and position a stable reference just under the tip of the spinner (a stepladder chair tool box anything that will remain stable)

Rotate the prop and watch the spinshyner tip It will be obvious which way its out of whack Simply loosen the screws around the spinner bulkheads and adjust accordingly Elongate any holes that require it Keep working

until you get it nice and true Once you have established that it is true retighten all the sc rews the way you normally do

Now comes the simple part (If you had only thought ofthis back when our Ryan STA was ALWAYS cracking and shedding spinners) Using a small diameter drill (I16th) drill three alignshyment holes around the periphery of the spinner into the rear bulkhead One

VINTAGE AIRPLANE 25

alignment hole will suffice in the front bulkhead Now whenever you reinshysta ll the spinner insert pins into these alignment holes before tightening the sc rews Your spinner will be autoshymaticallytrued

Garys last comment Whenever you remove the props pinner mark eve rything so it a ll goes back toshyge ther in th e sa me relation s hip to each other

See what T mean about thi s guy Hes kept Bruce Bohannon and Pushy Galore in the record books for years Next time you visit the Air Adventure Museum up in Oshkosh take a look at Pushy and give credit where credit is due

Dear Buck Here is a story that yo ur rea de rs

might find interesting However I will not mention any names for obvious reasons and I would like as well to reshyma in anonymous as if my name appears anybody who knows me could identify the operator involved

INVENTOR DEVELOPS NEW WAY TO HONE CYLINDERS

(without removing them from the engine) A friend of mine operates a fine

antique aeroplane with a Continental W-670 He is very meticulous about the maintena nce changes oil every 25 hours or less and cleans the plugs at that time He spends most of his spare time polishing and waxing and touching up the finish when needed He never allows a fingerprint to reshymain on the big shiny HSGA prop overnight Now this is not a museum piece or s ho w plane it is a workshyhorse flying a lmo st da il y on sightseeing rides and photo work

The engin e is approaching 1000 hours since overhaul and some of the paint on th e cy linder heads had burned or worn off so he decided to bead blast a few corroded spots and prime and paint them When he finshyished he had the engine looking better than new with a ll black cy lind ers silver rocker box covers and exhaust elbows And the stain less heat muff was so shiny you cou ld look in it to see if you needed a shave

But when he started it up it didnt seem to be running quite right so he shut it down and the prop stopped abruptly without bouncing back and forth between compression strokes as

26 FEBRUARY 1999

an engine does when the rings are properly sealed He got out and turned the prop by hand it was dragshyging Upon removing the spark plugs he found evidence of glass beads on th e inside s of th em Some of th e g la ss beads had gotten into th e air maze filter and had been sucked into the engine

So it is now due for a major overshyhaul I told him to look at the bright side New rings can be fitted without having to deglaze the cylinders The inventor of thi s system does not wish to be given credit for it

Bes t regard s and have a happy holiday

Your anonymous friend Ouch Over To You whoever you are

ff Blaquock

Dear Buck In the December VTNTAGE AIRshy

PLANE there was a comment on R stick L throttle vs L stick R throttle and you suggested input Here is my two quarts worth

Having flown since 1946 and being a flying buddy of S keeter Carlson since 1965 Ive been exposed to quite a variety of flying mashychinery In my first logbook totaling some 220 hours I had flown 46 different airshyplanes and 23 different kinds Over the years I have flown Aeronca Champ Chief Sedan Piper J-3 J-4 J-5 and most of the PAs Ryan CshyI PT-22 Navion Luscombe Fairchild 24 PT-19 PT-23 PT -26 Taylorcraft BC-12 Lshy2 Cessna 120 140 170 A W plus all the ones with the trainshyin g wheel up front I even fl ew the tes t flights on a Pietenpol Aircamper with two throttles one on each side no less I still own and fly my Duncan Sport (2POLB) that I bou ght from Bill and Loshyraine Duncan in 1971 I owned and flew o ur 15AC Sedan and (38 Dart G al ternate ly for several years I ve gotten out of a Stinson Tri -m otor a nd into a Fokker Trip lane the same

day and I feel that it makes very little difference as long as Im in the left seat that is until I got into Skeeter s Thomas Morse Scout with the LeRshyhone rotary then I don t care who you are or where you sit youre still one hand short

Anyw ay we were all Johnny come late ly when we first started and all I can say is never tum down an opportunity to fl y something differshyent Try it youll like it I remember getting to fly an 1124 Westwind from Burbank California to Santa Barbara for lunch J was half finished with m y sandwich before I finally caught up with the airplane So much for that Over to you

Gene Soper EAA 27385 AC 360 Thanks for the note Gene How

about the rest ofyou Hey Dorothy and I will be trave lshy

ing all over the southwest this month so if you dont get a reply back from a phone message or note youll know were still out having fun Talk to you when we get back

Over to you

Want to keep your spinner running true Read what Gary Hunter does (Kent and Sandy Blankenburgs Spartan Executive)

Wayne Milburn

Toowoomba QLD Australia

Patrick P Cloudier

Pincourt PQ Canada

Grumier Willy Chatillon France

Nowell W Izard

Masterton New Zealand

Charles A Birdsall Apo AE

Klaus E Marx Juneau AK

Richard Binderim Enterprise AL

Larry K Tillery Trussville AL

Gary Moseley Chandler AZ

T W Aronson Rosamond CA

Raymond J Barak

Huntington Beach CA

Keith Charles Carnahan

Costa Mesa CA

Tom Lambrick Morgan Hill CA

Douglas L Maxwell Riverside CA

Dr R Richmond San Francisco CA

Anthony R Rivera Nevada City CA

Charles Spurrell

Palos Verdes Estates CA

Howard Thompson Fort Bragg CA

Thomas R Weeks San Diego CA

Raymie Raymie Littleton CO

James T Broady Weirsdale FL

Allen E Kaluzniak

Jacksonville Beach FL

Joshua Knerr Sanford FL

E P RosenthaI Miami FL

C Mitchell Smith Lakeland FL

Gary L Johnson Bainbridge GA

John Stiles Stockbridge GA

Keith Beem Ipan GU

Eugene Honigford

Machesney Park IL

Mike Linden Rockford IL

Barry L Schroeder B1oomington IN

Harry Bartel EI Dorado KS

Bobbie Bradford Topeka KS

Jamie Smith Shawnee KS

Nathan T Rider Groton MA

Alexander J Van Wert

Marlboro MA

Rod Teel Silver Spring MD

James C Walker Baltimore MD

David Stainton

Cranberry Island ME

Alexander M Allan Sr Au Gres MI

Michael J Damone

w Bloomfield MI

Trent H Steinbach

International Falls MN

Jack Dilliard Washington MO

Douglas D Derscheid ONeil NE

George F Johnson Wolfeboro NH

Angelo A Carnevale Hopewell NJ

Bill K Laskar Albuquerque NM

Jim Catalano Cornwall NY

Joseph DiStefano Fort Plain NY

Hugh Weidinger Great Neck NY

Benjamin Gleason Vermilion OH

Gail R Bailey Tulsa OK

Reymold Watt West Lynn OR

Marc S Ludtke Franklin PA

Alan L Moyer Perkasie PA

Elford S Wyatt West Union SC

Derek Amos Harker Heights TX

Charles M Baynard Dallas TX

Thomas E Eanes Granbury TX

Michael Halle Humble TX

Robert Heath Austin TX

W W Hill Houston TX

Justin Layton Houston TX

Eldon W Moore Texas City TX

Nick Berg Lehi UT

Richard Cole Fairfax VA

Peter Hays Arlington VA

Joseph Schoofs Leesburg VA

John A Cahoon Hudson WI

Dennis J Dalka Rhinelander WI

Keegan Ray Janesville WI

Gary B Green Beaver WV

VINTAGE AIRPLANE 27

JMNEWMAN

rshy

Fly-In Calendar The following list ofcoming events isfurnished to our readers as a mailer ofinformation only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the information to EAA All Golda Cox Po Box 3086 Oshkosh WI 54903-3086 Information should be receivedfour months prior to the event date

FEBRUARY 13-14 - MINNEAPOLIS MN shyMinnesota Sport Aviation Conference Minshyneapolis Convention Center Info Way ne Petersen 1-8001657-3922 or web site at wwwflightexpocom

FEBRUA RY 20 - HUN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

FEBRUARY 24-25 - ROMEOVILLE ILLIshyN OIS 25th annual Aviation MaintenanceExhibit Seminar at Lewis Unishyversity Contact Don Cramer 217785shy5798 or Mike Streit 8151836-5431

FEBRUARY 25-27 - BUTTE MT - Montana Aviation Conference Ramada Copper King Inn Workshops seminars nationally recogshynized speakers trade show Info MT Aeronautics Div Box 5 178 lie lna MT 50694 4061444-2506

FEBRUARY 27 - SPR INGFIELD ILLIshyN OIS - lliinois State Safety Seminar at lliinois State Fairgrounds Springfield fllishyl1Ois Contact Lee Creviel 815939-0976

FEBRUARY 27-28 - RIVERSIDE CALIFORshyN IA - EAA Chapter I Open House at Flabob Airport Contact 909689-9213

MARCH 5- 7 - CASA GRANDEAZ - 41st Anshynual Ca ctus Fly- In sponsored by the Arizona Antique Aircraft Association Info wwwamericanpilot orgkactus or call Jon Engle at 60289 1-6012 days only

MARCH 6 - WISCONSIN RA PIDS WISshyCONSIN - Wisconsin State Safety Seminar at the Mead Inn COlllact Harold Benisch 9201623-4457

MA RCH 20 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Aiport 256852-978 1

A PRIL 11-1 7 - LAKELAND FL - 25th Annual Sun n Fun EAA Fly-In and Convention Info 941644-243 1 Web site wwwsun-nshyfunorg

A PRIL 17 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

APRIL 25 - HALF MOON BAY CA LIFORshyN IA - 9th ann ual Pacific Coast Dream Machinesjly-in at HalfMoon Bay Airport 10 am - 4 pm Antiques classics warbirds vintage autos trucks Contact 6501726-2328

MAY 7-9 - PlNEHURSTISOUTHERN PINES NC - Moore County Aiport (SOP) EAA Chap ter 3 Spring Fly-ln Trophies EAA fellowsh ip Friday golf tournament Sat banquetlguest speakel Sunday poker run YE jlights vintage aviationjilms HQ Holiday Inn Southern Pines 9101692-3212 Info 9101947-6896 - 1853 (Fax) or the web WWWsouthern-aviator comlac3

MAY 16 - ROMEOVILLE IL - Le wis Romeoville airport (LOT) EAA Chapter 15 Fly- In breakfast 7 am-Noon Contact Frank Goebel 8 151436-6153

J UNE 26-27 - WALWORTH WI- Bigfoot Field (WI05) Pancake breakfastbrunch Aeroshybatic demo at 10 am Stearman rides and displays of vintage aircraji warbirds and experimentals 7 am-l pm Info John Anshyderson 4141248-8748

J ULY 5-8 - DENVER CO - Centennial Airshyport Short Wing Piper Club annua l co nvention This years theme Rocky Mountain Rendezvous Info Kent 0 Kelly 3031979-3012 (Headwindsmsn com) or vis it the SWPC web site at hllpwwwshortshywing com

JULY 7- 11 -ARLINGTON WA - n w EAA FlyshyIn and Sport Aviation Convention 30th anniversary event FOlllms seminars workshyshops evening programs spec ial night airshow Sat evening Info 360435-5857 or on the web at http wwwnweaaorg

J UNE 11-13 - MATTOON IL - 3rd Annual MTO Luscombe Fly- In Luscombejudging and awardsforullls and banquet $50 cash to Luscombe that jlies the fartest to attend Contacts Jerry Cox 2171234-8720 or Shanshynon Yoakim 217234-7120

JUNE 26-27 - PETERSBURG-DINWIDshyDIE VIRGINIA - 3rd Annual State EAA Fly-ln Contact Ron VanSickle 832932shy4709 wwwvaeaaorg

J UNE 26-27 - LONGMONT COLORADO - 21st Annual Rocky Mountain EAA Fly shyIn Contact Bill Marcy 3031798-6086

J UL Y 7-11 -ARLING TON WASHINGTON - Northwest EAA Regional Fly-in at Arshylin g ton Airport Co ntact Barbara Lawrence-Tolbert 3601435-5 857 or wwwnweaaOIglnweaal

J ULY 16-18 WEST YELLOWSTONE MONshyTANA - 13th annual Northwest Mountain

Region Family Fly- In Safety Conferen ce and Trade Show at the Holiday Inn Confershyence Center Sponsored by local EAA Chapters and the FAA Flight Standards Disshytrict Office Kit plan e exhibitors and seminars Contact Jim Cooney FAA FSDO 1-800457-991 7 wwwfaagovlfsdolhln

J UL Y 28-AUGUST 3 - OSHKOSH WI- 47th A llllllal EAA Air Veil til re Oshkosh 99 Wittl1llII Regional Airport COlltact Johll Bllrtoll EAA ROBox 3086 WI 54903-3086 or see the web site at IIwlIairvelltllreorg

SEPTEMBER 4 - STEAMBOAT SPRINGS CO - EAA Chapter 649 Vintage Fly- In

SEPTEMBER 10-12 -ATWATER CALIshyFORNIA - Goldell West EAA Fly- In at Castle Airport Contact wwwgwjly-inolg

SEPTEMBER 11-12 - MA RION OHIOshyMERFI Mid-Eastern Regional Fly-In Conshytact Lou Lindeman 9371849-9455

OCTOBER 7-IO - MESAARlZONA - Copshyperstate EAA Regional Fly-In at Williams Gateway Airport Con tact Bob Hasson 5201228-5480 or 5201298-3522

OCTOBER 8- 10 - EVER GR EEN A LshyABAMA - South eas t EAA Regional Fly-In Con tact Harold Bubba Hamitel 3341765-9109 or 3341743-39 16

OCTOB ER 8-10 WILMINGTON DELAWARE - East Coast Regional FlyshyIn COli tact Andy Alvarez 3021738-8883

OCTOBER 14-7 -A BILENE TEXAS shySouthwest EAA Regional Fly-in at Abilene Regional Airport Contact Stan Shannon 8301997-8802

STROBE LIGHT TRIVIA QUESTION

ANSWER (From page 9)

Harold E Doc Edgerton (1903-1990) a professor at MIT invented the gas discharge strobe light during work in the MIT labs during 1926 through 1931 Originally developed as a elecshytronic stroboscope the strobe light was quickly adapted for photographic uses including pishyoneering high speed slow motion photography His work with the strobe extended to aircraft but not for position identification shyduring WW-II he experimented with a large strobe light ring used to illuminate the ground for nighttime aerial photography

28 FEBRUARY 1999

o o e v e w

Whats in a name Would it have held up to the test of time if the

headlines of May 221927 had read CHARLES MANSON LANDS IN

PARIS That was the family name until Ola Mannson arrived in

Minnesota in 1859 with Charles A Lindberghs father then an infant

Comments on A Scott Bergs LINDBERGH

O la a former member of the Swedish parliashyment had become entangled in scandal He was accused of embezzlement and was supporting a mistress on the side who bore

him a son later to be Congressman C A Lindbergh Sr Mannson or Manson as CAL Jr spe lled it had been stripped of his civil rights and might well have landed in jail had he not fled Sweden He made changing the fami ly name the first order of business upon settling in the New World The Lindberg surshyname was rare in Sweden but spelled with an h it was all but unknown

Scott Berg spent nine years writing LINDshyBERGH the latest biography of one ofthis centurys most controversial figures It is also the only authoshyrized biography Berg had the blessing of the Lindbergh family who unsealed all the archives apshyparently with no strings attached This is a compelling volume for anyone who has a serious interest in the subject Alas Berg is not an airplane man and much of what one might wish for is e ither ignored or glossed over

Berg traces Lindberghs early impressions of aviashytion back to the day in Little Falls Minnesota while playing alone upstairs he heard the spluttering of an engine overhead It was an exhibition biplane his

mother explained a very dangerous affair In the conshytext of Bergs account this happened circa 1907 but there was no flying in the area until September 191 1 when Tom Mc Goey performed under contract to the loca l farmers co-op in a homebuilt Curtiss type pusher Lindbergh was then nine

In June 19 12 whi le domiciled in Washington DC where the elder Lindbergh was serving a term in Congress CAL had an opportunity to see the Armys fledgling air fo rce in action at Fort Myer Virginia The outing had been arranged for by his parents CALs recollection of the occasion was highlighted by a race between one of the aviators and an automobile

On the whole Berg seems to have a good grasp of the facts though there are some errors- a few of which may be typographical He refers to Juan Trippe as the founder of Eastern Airlines and proshymotes Maj A B Lambert a Spirit of St Louis backer and founder of Lambert-St Louis Airport to General He a lso refers to Marvin Northrup proprietor of a Minneapol is aeronautical supply house as a manufacturer perhaps confusing him with Jack Northrop Berg also describes the trishymotored Ju 52 as the standard bombardment plane in Hitler s new Luftwaffe

By John Underwood EAA 1989

VINTAGE AIRPLANE 21

Charles Lindbergh seldom posed for testimonials This was an exception

All of this does not really weigh too heavily against Bergs prose and purshypose- namely to reveal the Lindbergh the American public has long sought to understand He has undoubtedly come as close to the definitive treatment as anyone ever will which includes the Lindberghs themselves CALs grandshychildren will probably find this book as absorbing as this reviewer all 600-odd pages of it for the Lone Eagle was as much a mystery to his own children as he was to a public that both idolized and reviled him

The Lindbergh babys kidnapping is of course recounted in detail The facts are both moving and appalling One can readily understand CALs loathing for the press The trial itself was a meshydia circus but no more so than the O J affair of more recent memory Hauptshymann had to be guilty although not necessarily of murder Anyone who subscribes to the crackpot theories that have been advanced in the interim should read and weep over what hapshypened to the Lindberghs Reeve Lindberghs insightful UNDER A

22 FEBRUARY 1999

WING is also highly recommended Members of the Jewish faith have

long held that Lindbergh was an antishySemite Berg who is Jewish himself explores the reasons for this and conshycludes that he was not Lindbergh in his America First speeches struck out at Jewish influence which he pershyceived to be among the elements committed to engaging the U S in a war with Germany Such a war he beshylieved would result in the destruction of westem civilization

The fact is that Lindbergh was a pashytriotic American and would-be peacemaker albeit somewhat naive in his conceptions Although he felt comshypelled to leave the U S for a period of time for his family s sake he never at any point considered for a moment givshying up his citizenship Indeed he became a key element in keeping the War Department abreast of what was happening in European aviation Moreshyover he was eager to serve Berg points out that CAL applied for reappointment as an Air Corps reserve officer while in self-imposed exile By then he had alshy

ready been labeled a Nazi by such synshydicated smut-peddlers as Walter Winchell

Its interesting to note that the Amershyican Air Attache in Berlin wanted Lindbergh to meet with Hitler That meeting never came about although he did meet twice with Goering and once with Rudolf Hess Hitlers deputy Hess an enthusiastic airman since 1918 was a great admirer of Lindbergh He too had dreamed of undertaking a longshydistance flight As it transpired Hess did complete a long and perilous flight when he surreptitiously piloted a Messerschmitt 110 to Scotland in May of 1941 hoping to make peace with England

The Lindberghs were fascinated by what was happening in Germany as was everyone else at the time and they nearly spent the winter of 1938 in Berlin This was in part at the behest of Ambassador Wilson and the Air Atshytache Truman Smith who hoped it would avail CAL of further opportunishyties to study German aviation Indeed Lindbergh got to see things that no forshy

eigner had seen such as the Ju 88 He also got to fly a number of new aircraft such as the Me 109 and Fieseler Storch

Berg in recounting Lindshyberghs association with Messerschmitt declares that the latter never recovered emotionally or financially from WW- TI This implies a degree of impoverishment which is misleading to say the least Messerschmitt was not long in getting back to manufacturing aircraft first in Spain and later in Gershymany Messerschmitt amp Co helped build the F -104 for the new Luftwaffe and the designer lived to provide Airshybus recommendations

Berg only devotes a few pages to CALs test-flying which is worth a book in it- Tom Mc Goey in his homemade Curtiss type pusher He over flew the Lindbergh home in Little Falls in self With Chance Vought 1911 finished the season and quit the flying game

for example he had much to do with service testing the F4U Corsair He made several demonshy Corsair which had the new bubble Lindbergh at the relatively old age stration tours as well familiarizing the canopy instead of the jailhouse hatch of 42 would be called upon to demonshyNavy and Marines with new developshy Lindbergh was glad to oblige The 22- strate his skills as a fighter pilot albeit ments Berg makes no mention of a year-old lieutenant was John Glenn an unofficially and unavoidably He was shavetaillieutenant at El Centro who icon in the making They were both detailed as a civilian to the South Pashybrashly asked CAL if he could try his destined for combat in the Pacific cific as a tech rep and observer first

CAL and AML on arrival at Prague 2 September 1938 The worried look no doubt reflects their feelings toward the mob approaching A moment later he gunned the engine and taxied to the far side while police contained the crowd

VINTAGE AIRPLANE 23

with USMA Corsair units later with the AAF in P-38s His mission was to observe from the periphery mostly avoidi ng actual combat with enemy aircraft which by them were seldom seen Altogether he flew 50 missions logging nearly 200 hours time in four and a half months

Berg gets carried away in implying that CAL was prepared to meet his maker and commended hi s sou l to God when a Zero jumped him on 1 August 1944 That quotation could hardly have been Lindberghs It was a momentary encounter and stressfu l to be sure but the Zero broke off the atshytack before the pilot could bring effective fire to bear on CALs P-38

Only once did CAL himself fire on an enemy aircraft That engagement lasted but a few seconds and involved a single head-on pass between his P-38 and a Mitsubishi Ki-51 attack aircraft code named Sonia The Japanese pishylot outgunned and outnumbered had

who rolled over and dived into the sea Berg claims Lindbergh prayed for the pilots soul for many years thereafter

President Roosevelt who never forshygave CAL for challenging the wisdom of his sending the Army out to fly the mail and for his antiwar activism in 1941 barred him from military service The ban was enforced even after FDRs death Berg credits Gen Bob (GOD IS MY COPILOT) Scott with Lindberghs reinstement as an Air Force officer Scott then a colonel running the Air Forces Office of Information Services told his boss Harold Talbott that makshying CAL a general would be a shrewd move President Eisenhower apparently concurred Lindbergh was placed on the active reserve list as a brigadier general in April 1954

Lindbergh felt that the U S was on a collision course with the Soviet Union says Berg He got involved with bolstering the defense posture most notably as a SAC advisor and beshy

pearances disconcerting CAL with his many eccentricities was a strict discishyplinarian and his frequent absences were both painful on the one hand and welcome respites on the other

Reeve Lindbergh who inherited her parents artistic talent reveals in UNshyDER A WING what it was like to be offspring of the Lone Eagle With the exception of Jon who earned his Private Pilots License before taking up a career as a deep-sea diver none of them really took to flying That was fine with Lindbergh who never lost his love of the art For him all that matshytered was doing something challenging and worthwhile and doing it well - 101m Underwood

Editors Note I cant help but add my two cents worth to Johns comments First off ifyoure contemplating reading this book you should know that it is not an aviation book in the sense that many ofus might have expected Berg is not an aviator and it shows in his writ-

The fact is that Lindbergh was a patriotic American and would-be peacemaker albeit somewhat narve in his conceptions Although he felt compelled to leave the U S for a period of time for his familys sake he never at any point considered for a moment giving up his citizenship Indeed he became a key element in keeping the War Deshypartment abreast of what was happening in European aviation

made monkeys out of the attacking Americans but he was smoking from a hit and survival depended on shaking off several P-38s In a bid to escape he banked sharply in CALs direction and held a collision course

The Japanese were now facing an opshyponent on more equal terms They were closing at something like 600 mph oneshyon-one firing at targets that grew larger with each passing second There was still a chance the Japanese might score a vicshytory and indeed elude the P-38s by then short of ammunition and low on fuel He was over his home base and there was heavy ground fire from anti-aircraft inshystallations

Lindbergh could easily have joined the ranks ofKIAs but his gunnery exshypertise and instinct for survival prevailed The Japanese perhaps wounded undershot his target and Lindshybergh cleared the Sonia avoiding a collision by a scant ten feet or less It was all over for the Emperors airman

24 FEBRUARY 1999

gan flying the latest jets He also designed and built his own bomb shelshyter and directed his family to head for the Maine woods in the event of a nushyclear attack

It was widely supposed that the Lindshyberghs were well matched in their marriage Not so according to Berg Anne Morrow Lindbergh who loved her husshyband deeply found her domestic situation intolerable by the late 1950s CAL had beshycome a compulsive wanderer of the world At home one day gone the next to whoshyknows-where Oft times it was on gratuitous Air Force business such as helpshying select a site for the Air Force academy In later years these sojoums had more to do with ecological considerations Lindbergh the humanitarian was constantly on a crushysade of one sort or another For Anne Morrow Lindbergh these protracted abshysences proved devastating

The five surviving Lindbergh chilshydren too found their fathers jack-in-the-box appearances and disapshy

ing Thats not necessarily a negative since his perspective on Lindbergh is not tainted by the myths that have built around the Lindbergh story among aviashytion history buffs But it does mean that aviation is not the main focus of this book It is a biography ofLindbergh the man not just his aviator persona It paints a somewhat dark portrait about a man who was at times unwielding in his opinshyions sometimes at the expense ofhis personal relationships But thats only onefacet ofwhat was and still continues to be one ofthe great enigmatic personalshyities ofthe 20th century Theres far more to his personality make up than that and Berg s nine years ofwork detail it well You may not like everything you read about Lindbergh but for that you can t fault the messenger For most ofus there still remains to be written the definitive aeronautical history of Charles lindshybergh including a review ofhis logbooks We have more to look forward toshyHG Frautschy

PASS IT TO BUCK by EE Buck Hilbert

EAA 21 VAA 5 PO Box 424 Union IL 60180

Odds and ends and a new way to hone cylinders

CHAPTER NEWSLETTERS Builders tips often turn up inforshy

mation that is applicable to all of our airplanes not just homebuilders The Technical Counselor staff in my book comes off as one of the best sources for practical maintenance Their exposure to a myriad of probshylems and their solutions provides experience that benefits all of us Every chapter newsletter Im privishyleged to receive contains useful information Chapters maintain lishybraries tool inventories listings for part sources and best of all camashyraderie Where else can you talk airp lanes but with the guys and girls who want the same things you do The Been there done that passed on to your buddy gives both of you a boost You get to expound a little he gets the benefit of your experience and in the long run we all gain

Gary Hunter Pushy Galores enshygineer is possibly one of the best efficiency experts I have ever met Sure hes a homebuilder but he comes up with solutions to common problems that are simple and practical almost as a matter of course I call him an engishyneer and thats what he is He typifies the airplane mechanic of old Able to fix anything He can be a jeweler he can be a blacksmith Ill bet he could even shoe horses He flies his VariEze too so he appreciates the pilot point of

Gary Hunter (llpushy

Galore engineer) is

possibly one of the

best efficiency experts

I have ever met he

comes up with

solutions to common

problems he typifies

the airplane

mechanic of old

view as well But I m getting away from why I

started to write this Gary had conshytributed a short blurb to the January Quad Cities Chapter 75 Newsletter His subject was spinner wobble and its easy cure

All of us have seen a beautiful airshyplane and at one time or another watched in awe as the spinner wobbled all over the place when the engine

started Weve all read or seen or even experienced spinner cracks and sometimes even shed one in flight

Gary says truing the spinner is a simple and easy thing to do Balancshying isn t the issue that comes later

Basically you start by making sure your bulkheads are true They are the basis you hang the spinner on and theyd better be true to start with That assured you get on with it

Youre going to be rotating the prop whi le youre doing this so pull the spark plugs to make rotation easier

Position the airplane so it cant inshyadvertently move and position a stable reference just under the tip of the spinner (a stepladder chair tool box anything that will remain stable)

Rotate the prop and watch the spinshyner tip It will be obvious which way its out of whack Simply loosen the screws around the spinner bulkheads and adjust accordingly Elongate any holes that require it Keep working

until you get it nice and true Once you have established that it is true retighten all the sc rews the way you normally do

Now comes the simple part (If you had only thought ofthis back when our Ryan STA was ALWAYS cracking and shedding spinners) Using a small diameter drill (I16th) drill three alignshyment holes around the periphery of the spinner into the rear bulkhead One

VINTAGE AIRPLANE 25

alignment hole will suffice in the front bulkhead Now whenever you reinshysta ll the spinner insert pins into these alignment holes before tightening the sc rews Your spinner will be autoshymaticallytrued

Garys last comment Whenever you remove the props pinner mark eve rything so it a ll goes back toshyge ther in th e sa me relation s hip to each other

See what T mean about thi s guy Hes kept Bruce Bohannon and Pushy Galore in the record books for years Next time you visit the Air Adventure Museum up in Oshkosh take a look at Pushy and give credit where credit is due

Dear Buck Here is a story that yo ur rea de rs

might find interesting However I will not mention any names for obvious reasons and I would like as well to reshyma in anonymous as if my name appears anybody who knows me could identify the operator involved

INVENTOR DEVELOPS NEW WAY TO HONE CYLINDERS

(without removing them from the engine) A friend of mine operates a fine

antique aeroplane with a Continental W-670 He is very meticulous about the maintena nce changes oil every 25 hours or less and cleans the plugs at that time He spends most of his spare time polishing and waxing and touching up the finish when needed He never allows a fingerprint to reshymain on the big shiny HSGA prop overnight Now this is not a museum piece or s ho w plane it is a workshyhorse flying a lmo st da il y on sightseeing rides and photo work

The engin e is approaching 1000 hours since overhaul and some of the paint on th e cy linder heads had burned or worn off so he decided to bead blast a few corroded spots and prime and paint them When he finshyished he had the engine looking better than new with a ll black cy lind ers silver rocker box covers and exhaust elbows And the stain less heat muff was so shiny you cou ld look in it to see if you needed a shave

But when he started it up it didnt seem to be running quite right so he shut it down and the prop stopped abruptly without bouncing back and forth between compression strokes as

26 FEBRUARY 1999

an engine does when the rings are properly sealed He got out and turned the prop by hand it was dragshyging Upon removing the spark plugs he found evidence of glass beads on th e inside s of th em Some of th e g la ss beads had gotten into th e air maze filter and had been sucked into the engine

So it is now due for a major overshyhaul I told him to look at the bright side New rings can be fitted without having to deglaze the cylinders The inventor of thi s system does not wish to be given credit for it

Bes t regard s and have a happy holiday

Your anonymous friend Ouch Over To You whoever you are

ff Blaquock

Dear Buck In the December VTNTAGE AIRshy

PLANE there was a comment on R stick L throttle vs L stick R throttle and you suggested input Here is my two quarts worth

Having flown since 1946 and being a flying buddy of S keeter Carlson since 1965 Ive been exposed to quite a variety of flying mashychinery In my first logbook totaling some 220 hours I had flown 46 different airshyplanes and 23 different kinds Over the years I have flown Aeronca Champ Chief Sedan Piper J-3 J-4 J-5 and most of the PAs Ryan CshyI PT-22 Navion Luscombe Fairchild 24 PT-19 PT-23 PT -26 Taylorcraft BC-12 Lshy2 Cessna 120 140 170 A W plus all the ones with the trainshyin g wheel up front I even fl ew the tes t flights on a Pietenpol Aircamper with two throttles one on each side no less I still own and fly my Duncan Sport (2POLB) that I bou ght from Bill and Loshyraine Duncan in 1971 I owned and flew o ur 15AC Sedan and (38 Dart G al ternate ly for several years I ve gotten out of a Stinson Tri -m otor a nd into a Fokker Trip lane the same

day and I feel that it makes very little difference as long as Im in the left seat that is until I got into Skeeter s Thomas Morse Scout with the LeRshyhone rotary then I don t care who you are or where you sit youre still one hand short

Anyw ay we were all Johnny come late ly when we first started and all I can say is never tum down an opportunity to fl y something differshyent Try it youll like it I remember getting to fly an 1124 Westwind from Burbank California to Santa Barbara for lunch J was half finished with m y sandwich before I finally caught up with the airplane So much for that Over to you

Gene Soper EAA 27385 AC 360 Thanks for the note Gene How

about the rest ofyou Hey Dorothy and I will be trave lshy

ing all over the southwest this month so if you dont get a reply back from a phone message or note youll know were still out having fun Talk to you when we get back

Over to you

Want to keep your spinner running true Read what Gary Hunter does (Kent and Sandy Blankenburgs Spartan Executive)

Wayne Milburn

Toowoomba QLD Australia

Patrick P Cloudier

Pincourt PQ Canada

Grumier Willy Chatillon France

Nowell W Izard

Masterton New Zealand

Charles A Birdsall Apo AE

Klaus E Marx Juneau AK

Richard Binderim Enterprise AL

Larry K Tillery Trussville AL

Gary Moseley Chandler AZ

T W Aronson Rosamond CA

Raymond J Barak

Huntington Beach CA

Keith Charles Carnahan

Costa Mesa CA

Tom Lambrick Morgan Hill CA

Douglas L Maxwell Riverside CA

Dr R Richmond San Francisco CA

Anthony R Rivera Nevada City CA

Charles Spurrell

Palos Verdes Estates CA

Howard Thompson Fort Bragg CA

Thomas R Weeks San Diego CA

Raymie Raymie Littleton CO

James T Broady Weirsdale FL

Allen E Kaluzniak

Jacksonville Beach FL

Joshua Knerr Sanford FL

E P RosenthaI Miami FL

C Mitchell Smith Lakeland FL

Gary L Johnson Bainbridge GA

John Stiles Stockbridge GA

Keith Beem Ipan GU

Eugene Honigford

Machesney Park IL

Mike Linden Rockford IL

Barry L Schroeder B1oomington IN

Harry Bartel EI Dorado KS

Bobbie Bradford Topeka KS

Jamie Smith Shawnee KS

Nathan T Rider Groton MA

Alexander J Van Wert

Marlboro MA

Rod Teel Silver Spring MD

James C Walker Baltimore MD

David Stainton

Cranberry Island ME

Alexander M Allan Sr Au Gres MI

Michael J Damone

w Bloomfield MI

Trent H Steinbach

International Falls MN

Jack Dilliard Washington MO

Douglas D Derscheid ONeil NE

George F Johnson Wolfeboro NH

Angelo A Carnevale Hopewell NJ

Bill K Laskar Albuquerque NM

Jim Catalano Cornwall NY

Joseph DiStefano Fort Plain NY

Hugh Weidinger Great Neck NY

Benjamin Gleason Vermilion OH

Gail R Bailey Tulsa OK

Reymold Watt West Lynn OR

Marc S Ludtke Franklin PA

Alan L Moyer Perkasie PA

Elford S Wyatt West Union SC

Derek Amos Harker Heights TX

Charles M Baynard Dallas TX

Thomas E Eanes Granbury TX

Michael Halle Humble TX

Robert Heath Austin TX

W W Hill Houston TX

Justin Layton Houston TX

Eldon W Moore Texas City TX

Nick Berg Lehi UT

Richard Cole Fairfax VA

Peter Hays Arlington VA

Joseph Schoofs Leesburg VA

John A Cahoon Hudson WI

Dennis J Dalka Rhinelander WI

Keegan Ray Janesville WI

Gary B Green Beaver WV

VINTAGE AIRPLANE 27

JMNEWMAN

rshy

Fly-In Calendar The following list ofcoming events isfurnished to our readers as a mailer ofinformation only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the information to EAA All Golda Cox Po Box 3086 Oshkosh WI 54903-3086 Information should be receivedfour months prior to the event date

FEBRUARY 13-14 - MINNEAPOLIS MN shyMinnesota Sport Aviation Conference Minshyneapolis Convention Center Info Way ne Petersen 1-8001657-3922 or web site at wwwflightexpocom

FEBRUA RY 20 - HUN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

FEBRUARY 24-25 - ROMEOVILLE ILLIshyN OIS 25th annual Aviation MaintenanceExhibit Seminar at Lewis Unishyversity Contact Don Cramer 217785shy5798 or Mike Streit 8151836-5431

FEBRUARY 25-27 - BUTTE MT - Montana Aviation Conference Ramada Copper King Inn Workshops seminars nationally recogshynized speakers trade show Info MT Aeronautics Div Box 5 178 lie lna MT 50694 4061444-2506

FEBRUARY 27 - SPR INGFIELD ILLIshyN OIS - lliinois State Safety Seminar at lliinois State Fairgrounds Springfield fllishyl1Ois Contact Lee Creviel 815939-0976

FEBRUARY 27-28 - RIVERSIDE CALIFORshyN IA - EAA Chapter I Open House at Flabob Airport Contact 909689-9213

MARCH 5- 7 - CASA GRANDEAZ - 41st Anshynual Ca ctus Fly- In sponsored by the Arizona Antique Aircraft Association Info wwwamericanpilot orgkactus or call Jon Engle at 60289 1-6012 days only

MARCH 6 - WISCONSIN RA PIDS WISshyCONSIN - Wisconsin State Safety Seminar at the Mead Inn COlllact Harold Benisch 9201623-4457

MA RCH 20 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Aiport 256852-978 1

A PRIL 11-1 7 - LAKELAND FL - 25th Annual Sun n Fun EAA Fly-In and Convention Info 941644-243 1 Web site wwwsun-nshyfunorg

A PRIL 17 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

APRIL 25 - HALF MOON BAY CA LIFORshyN IA - 9th ann ual Pacific Coast Dream Machinesjly-in at HalfMoon Bay Airport 10 am - 4 pm Antiques classics warbirds vintage autos trucks Contact 6501726-2328

MAY 7-9 - PlNEHURSTISOUTHERN PINES NC - Moore County Aiport (SOP) EAA Chap ter 3 Spring Fly-ln Trophies EAA fellowsh ip Friday golf tournament Sat banquetlguest speakel Sunday poker run YE jlights vintage aviationjilms HQ Holiday Inn Southern Pines 9101692-3212 Info 9101947-6896 - 1853 (Fax) or the web WWWsouthern-aviator comlac3

MAY 16 - ROMEOVILLE IL - Le wis Romeoville airport (LOT) EAA Chapter 15 Fly- In breakfast 7 am-Noon Contact Frank Goebel 8 151436-6153

J UNE 26-27 - WALWORTH WI- Bigfoot Field (WI05) Pancake breakfastbrunch Aeroshybatic demo at 10 am Stearman rides and displays of vintage aircraji warbirds and experimentals 7 am-l pm Info John Anshyderson 4141248-8748

J ULY 5-8 - DENVER CO - Centennial Airshyport Short Wing Piper Club annua l co nvention This years theme Rocky Mountain Rendezvous Info Kent 0 Kelly 3031979-3012 (Headwindsmsn com) or vis it the SWPC web site at hllpwwwshortshywing com

JULY 7- 11 -ARLINGTON WA - n w EAA FlyshyIn and Sport Aviation Convention 30th anniversary event FOlllms seminars workshyshops evening programs spec ial night airshow Sat evening Info 360435-5857 or on the web at http wwwnweaaorg

J UNE 11-13 - MATTOON IL - 3rd Annual MTO Luscombe Fly- In Luscombejudging and awardsforullls and banquet $50 cash to Luscombe that jlies the fartest to attend Contacts Jerry Cox 2171234-8720 or Shanshynon Yoakim 217234-7120

JUNE 26-27 - PETERSBURG-DINWIDshyDIE VIRGINIA - 3rd Annual State EAA Fly-ln Contact Ron VanSickle 832932shy4709 wwwvaeaaorg

J UNE 26-27 - LONGMONT COLORADO - 21st Annual Rocky Mountain EAA Fly shyIn Contact Bill Marcy 3031798-6086

J UL Y 7-11 -ARLING TON WASHINGTON - Northwest EAA Regional Fly-in at Arshylin g ton Airport Co ntact Barbara Lawrence-Tolbert 3601435-5 857 or wwwnweaaOIglnweaal

J ULY 16-18 WEST YELLOWSTONE MONshyTANA - 13th annual Northwest Mountain

Region Family Fly- In Safety Conferen ce and Trade Show at the Holiday Inn Confershyence Center Sponsored by local EAA Chapters and the FAA Flight Standards Disshytrict Office Kit plan e exhibitors and seminars Contact Jim Cooney FAA FSDO 1-800457-991 7 wwwfaagovlfsdolhln

J UL Y 28-AUGUST 3 - OSHKOSH WI- 47th A llllllal EAA Air Veil til re Oshkosh 99 Wittl1llII Regional Airport COlltact Johll Bllrtoll EAA ROBox 3086 WI 54903-3086 or see the web site at IIwlIairvelltllreorg

SEPTEMBER 4 - STEAMBOAT SPRINGS CO - EAA Chapter 649 Vintage Fly- In

SEPTEMBER 10-12 -ATWATER CALIshyFORNIA - Goldell West EAA Fly- In at Castle Airport Contact wwwgwjly-inolg

SEPTEMBER 11-12 - MA RION OHIOshyMERFI Mid-Eastern Regional Fly-In Conshytact Lou Lindeman 9371849-9455

OCTOBER 7-IO - MESAARlZONA - Copshyperstate EAA Regional Fly-In at Williams Gateway Airport Con tact Bob Hasson 5201228-5480 or 5201298-3522

OCTOBER 8- 10 - EVER GR EEN A LshyABAMA - South eas t EAA Regional Fly-In Con tact Harold Bubba Hamitel 3341765-9109 or 3341743-39 16

OCTOB ER 8-10 WILMINGTON DELAWARE - East Coast Regional FlyshyIn COli tact Andy Alvarez 3021738-8883

OCTOBER 14-7 -A BILENE TEXAS shySouthwest EAA Regional Fly-in at Abilene Regional Airport Contact Stan Shannon 8301997-8802

STROBE LIGHT TRIVIA QUESTION

ANSWER (From page 9)

Harold E Doc Edgerton (1903-1990) a professor at MIT invented the gas discharge strobe light during work in the MIT labs during 1926 through 1931 Originally developed as a elecshytronic stroboscope the strobe light was quickly adapted for photographic uses including pishyoneering high speed slow motion photography His work with the strobe extended to aircraft but not for position identification shyduring WW-II he experimented with a large strobe light ring used to illuminate the ground for nighttime aerial photography

28 FEBRUARY 1999

Charles Lindbergh seldom posed for testimonials This was an exception

All of this does not really weigh too heavily against Bergs prose and purshypose- namely to reveal the Lindbergh the American public has long sought to understand He has undoubtedly come as close to the definitive treatment as anyone ever will which includes the Lindberghs themselves CALs grandshychildren will probably find this book as absorbing as this reviewer all 600-odd pages of it for the Lone Eagle was as much a mystery to his own children as he was to a public that both idolized and reviled him

The Lindbergh babys kidnapping is of course recounted in detail The facts are both moving and appalling One can readily understand CALs loathing for the press The trial itself was a meshydia circus but no more so than the O J affair of more recent memory Hauptshymann had to be guilty although not necessarily of murder Anyone who subscribes to the crackpot theories that have been advanced in the interim should read and weep over what hapshypened to the Lindberghs Reeve Lindberghs insightful UNDER A

22 FEBRUARY 1999

WING is also highly recommended Members of the Jewish faith have

long held that Lindbergh was an antishySemite Berg who is Jewish himself explores the reasons for this and conshycludes that he was not Lindbergh in his America First speeches struck out at Jewish influence which he pershyceived to be among the elements committed to engaging the U S in a war with Germany Such a war he beshylieved would result in the destruction of westem civilization

The fact is that Lindbergh was a pashytriotic American and would-be peacemaker albeit somewhat naive in his conceptions Although he felt comshypelled to leave the U S for a period of time for his family s sake he never at any point considered for a moment givshying up his citizenship Indeed he became a key element in keeping the War Department abreast of what was happening in European aviation Moreshyover he was eager to serve Berg points out that CAL applied for reappointment as an Air Corps reserve officer while in self-imposed exile By then he had alshy

ready been labeled a Nazi by such synshydicated smut-peddlers as Walter Winchell

Its interesting to note that the Amershyican Air Attache in Berlin wanted Lindbergh to meet with Hitler That meeting never came about although he did meet twice with Goering and once with Rudolf Hess Hitlers deputy Hess an enthusiastic airman since 1918 was a great admirer of Lindbergh He too had dreamed of undertaking a longshydistance flight As it transpired Hess did complete a long and perilous flight when he surreptitiously piloted a Messerschmitt 110 to Scotland in May of 1941 hoping to make peace with England

The Lindberghs were fascinated by what was happening in Germany as was everyone else at the time and they nearly spent the winter of 1938 in Berlin This was in part at the behest of Ambassador Wilson and the Air Atshytache Truman Smith who hoped it would avail CAL of further opportunishyties to study German aviation Indeed Lindbergh got to see things that no forshy

eigner had seen such as the Ju 88 He also got to fly a number of new aircraft such as the Me 109 and Fieseler Storch

Berg in recounting Lindshyberghs association with Messerschmitt declares that the latter never recovered emotionally or financially from WW- TI This implies a degree of impoverishment which is misleading to say the least Messerschmitt was not long in getting back to manufacturing aircraft first in Spain and later in Gershymany Messerschmitt amp Co helped build the F -104 for the new Luftwaffe and the designer lived to provide Airshybus recommendations

Berg only devotes a few pages to CALs test-flying which is worth a book in it- Tom Mc Goey in his homemade Curtiss type pusher He over flew the Lindbergh home in Little Falls in self With Chance Vought 1911 finished the season and quit the flying game

for example he had much to do with service testing the F4U Corsair He made several demonshy Corsair which had the new bubble Lindbergh at the relatively old age stration tours as well familiarizing the canopy instead of the jailhouse hatch of 42 would be called upon to demonshyNavy and Marines with new developshy Lindbergh was glad to oblige The 22- strate his skills as a fighter pilot albeit ments Berg makes no mention of a year-old lieutenant was John Glenn an unofficially and unavoidably He was shavetaillieutenant at El Centro who icon in the making They were both detailed as a civilian to the South Pashybrashly asked CAL if he could try his destined for combat in the Pacific cific as a tech rep and observer first

CAL and AML on arrival at Prague 2 September 1938 The worried look no doubt reflects their feelings toward the mob approaching A moment later he gunned the engine and taxied to the far side while police contained the crowd

VINTAGE AIRPLANE 23

with USMA Corsair units later with the AAF in P-38s His mission was to observe from the periphery mostly avoidi ng actual combat with enemy aircraft which by them were seldom seen Altogether he flew 50 missions logging nearly 200 hours time in four and a half months

Berg gets carried away in implying that CAL was prepared to meet his maker and commended hi s sou l to God when a Zero jumped him on 1 August 1944 That quotation could hardly have been Lindberghs It was a momentary encounter and stressfu l to be sure but the Zero broke off the atshytack before the pilot could bring effective fire to bear on CALs P-38

Only once did CAL himself fire on an enemy aircraft That engagement lasted but a few seconds and involved a single head-on pass between his P-38 and a Mitsubishi Ki-51 attack aircraft code named Sonia The Japanese pishylot outgunned and outnumbered had

who rolled over and dived into the sea Berg claims Lindbergh prayed for the pilots soul for many years thereafter

President Roosevelt who never forshygave CAL for challenging the wisdom of his sending the Army out to fly the mail and for his antiwar activism in 1941 barred him from military service The ban was enforced even after FDRs death Berg credits Gen Bob (GOD IS MY COPILOT) Scott with Lindberghs reinstement as an Air Force officer Scott then a colonel running the Air Forces Office of Information Services told his boss Harold Talbott that makshying CAL a general would be a shrewd move President Eisenhower apparently concurred Lindbergh was placed on the active reserve list as a brigadier general in April 1954

Lindbergh felt that the U S was on a collision course with the Soviet Union says Berg He got involved with bolstering the defense posture most notably as a SAC advisor and beshy

pearances disconcerting CAL with his many eccentricities was a strict discishyplinarian and his frequent absences were both painful on the one hand and welcome respites on the other

Reeve Lindbergh who inherited her parents artistic talent reveals in UNshyDER A WING what it was like to be offspring of the Lone Eagle With the exception of Jon who earned his Private Pilots License before taking up a career as a deep-sea diver none of them really took to flying That was fine with Lindbergh who never lost his love of the art For him all that matshytered was doing something challenging and worthwhile and doing it well - 101m Underwood

Editors Note I cant help but add my two cents worth to Johns comments First off ifyoure contemplating reading this book you should know that it is not an aviation book in the sense that many ofus might have expected Berg is not an aviator and it shows in his writ-

The fact is that Lindbergh was a patriotic American and would-be peacemaker albeit somewhat narve in his conceptions Although he felt compelled to leave the U S for a period of time for his familys sake he never at any point considered for a moment giving up his citizenship Indeed he became a key element in keeping the War Deshypartment abreast of what was happening in European aviation

made monkeys out of the attacking Americans but he was smoking from a hit and survival depended on shaking off several P-38s In a bid to escape he banked sharply in CALs direction and held a collision course

The Japanese were now facing an opshyponent on more equal terms They were closing at something like 600 mph oneshyon-one firing at targets that grew larger with each passing second There was still a chance the Japanese might score a vicshytory and indeed elude the P-38s by then short of ammunition and low on fuel He was over his home base and there was heavy ground fire from anti-aircraft inshystallations

Lindbergh could easily have joined the ranks ofKIAs but his gunnery exshypertise and instinct for survival prevailed The Japanese perhaps wounded undershot his target and Lindshybergh cleared the Sonia avoiding a collision by a scant ten feet or less It was all over for the Emperors airman

24 FEBRUARY 1999

gan flying the latest jets He also designed and built his own bomb shelshyter and directed his family to head for the Maine woods in the event of a nushyclear attack

It was widely supposed that the Lindshyberghs were well matched in their marriage Not so according to Berg Anne Morrow Lindbergh who loved her husshyband deeply found her domestic situation intolerable by the late 1950s CAL had beshycome a compulsive wanderer of the world At home one day gone the next to whoshyknows-where Oft times it was on gratuitous Air Force business such as helpshying select a site for the Air Force academy In later years these sojoums had more to do with ecological considerations Lindbergh the humanitarian was constantly on a crushysade of one sort or another For Anne Morrow Lindbergh these protracted abshysences proved devastating

The five surviving Lindbergh chilshydren too found their fathers jack-in-the-box appearances and disapshy

ing Thats not necessarily a negative since his perspective on Lindbergh is not tainted by the myths that have built around the Lindbergh story among aviashytion history buffs But it does mean that aviation is not the main focus of this book It is a biography ofLindbergh the man not just his aviator persona It paints a somewhat dark portrait about a man who was at times unwielding in his opinshyions sometimes at the expense ofhis personal relationships But thats only onefacet ofwhat was and still continues to be one ofthe great enigmatic personalshyities ofthe 20th century Theres far more to his personality make up than that and Berg s nine years ofwork detail it well You may not like everything you read about Lindbergh but for that you can t fault the messenger For most ofus there still remains to be written the definitive aeronautical history of Charles lindshybergh including a review ofhis logbooks We have more to look forward toshyHG Frautschy

PASS IT TO BUCK by EE Buck Hilbert

EAA 21 VAA 5 PO Box 424 Union IL 60180

Odds and ends and a new way to hone cylinders

CHAPTER NEWSLETTERS Builders tips often turn up inforshy

mation that is applicable to all of our airplanes not just homebuilders The Technical Counselor staff in my book comes off as one of the best sources for practical maintenance Their exposure to a myriad of probshylems and their solutions provides experience that benefits all of us Every chapter newsletter Im privishyleged to receive contains useful information Chapters maintain lishybraries tool inventories listings for part sources and best of all camashyraderie Where else can you talk airp lanes but with the guys and girls who want the same things you do The Been there done that passed on to your buddy gives both of you a boost You get to expound a little he gets the benefit of your experience and in the long run we all gain

Gary Hunter Pushy Galores enshygineer is possibly one of the best efficiency experts I have ever met Sure hes a homebuilder but he comes up with solutions to common problems that are simple and practical almost as a matter of course I call him an engishyneer and thats what he is He typifies the airplane mechanic of old Able to fix anything He can be a jeweler he can be a blacksmith Ill bet he could even shoe horses He flies his VariEze too so he appreciates the pilot point of

Gary Hunter (llpushy

Galore engineer) is

possibly one of the

best efficiency experts

I have ever met he

comes up with

solutions to common

problems he typifies

the airplane

mechanic of old

view as well But I m getting away from why I

started to write this Gary had conshytributed a short blurb to the January Quad Cities Chapter 75 Newsletter His subject was spinner wobble and its easy cure

All of us have seen a beautiful airshyplane and at one time or another watched in awe as the spinner wobbled all over the place when the engine

started Weve all read or seen or even experienced spinner cracks and sometimes even shed one in flight

Gary says truing the spinner is a simple and easy thing to do Balancshying isn t the issue that comes later

Basically you start by making sure your bulkheads are true They are the basis you hang the spinner on and theyd better be true to start with That assured you get on with it

Youre going to be rotating the prop whi le youre doing this so pull the spark plugs to make rotation easier

Position the airplane so it cant inshyadvertently move and position a stable reference just under the tip of the spinner (a stepladder chair tool box anything that will remain stable)

Rotate the prop and watch the spinshyner tip It will be obvious which way its out of whack Simply loosen the screws around the spinner bulkheads and adjust accordingly Elongate any holes that require it Keep working

until you get it nice and true Once you have established that it is true retighten all the sc rews the way you normally do

Now comes the simple part (If you had only thought ofthis back when our Ryan STA was ALWAYS cracking and shedding spinners) Using a small diameter drill (I16th) drill three alignshyment holes around the periphery of the spinner into the rear bulkhead One

VINTAGE AIRPLANE 25

alignment hole will suffice in the front bulkhead Now whenever you reinshysta ll the spinner insert pins into these alignment holes before tightening the sc rews Your spinner will be autoshymaticallytrued

Garys last comment Whenever you remove the props pinner mark eve rything so it a ll goes back toshyge ther in th e sa me relation s hip to each other

See what T mean about thi s guy Hes kept Bruce Bohannon and Pushy Galore in the record books for years Next time you visit the Air Adventure Museum up in Oshkosh take a look at Pushy and give credit where credit is due

Dear Buck Here is a story that yo ur rea de rs

might find interesting However I will not mention any names for obvious reasons and I would like as well to reshyma in anonymous as if my name appears anybody who knows me could identify the operator involved

INVENTOR DEVELOPS NEW WAY TO HONE CYLINDERS

(without removing them from the engine) A friend of mine operates a fine

antique aeroplane with a Continental W-670 He is very meticulous about the maintena nce changes oil every 25 hours or less and cleans the plugs at that time He spends most of his spare time polishing and waxing and touching up the finish when needed He never allows a fingerprint to reshymain on the big shiny HSGA prop overnight Now this is not a museum piece or s ho w plane it is a workshyhorse flying a lmo st da il y on sightseeing rides and photo work

The engin e is approaching 1000 hours since overhaul and some of the paint on th e cy linder heads had burned or worn off so he decided to bead blast a few corroded spots and prime and paint them When he finshyished he had the engine looking better than new with a ll black cy lind ers silver rocker box covers and exhaust elbows And the stain less heat muff was so shiny you cou ld look in it to see if you needed a shave

But when he started it up it didnt seem to be running quite right so he shut it down and the prop stopped abruptly without bouncing back and forth between compression strokes as

26 FEBRUARY 1999

an engine does when the rings are properly sealed He got out and turned the prop by hand it was dragshyging Upon removing the spark plugs he found evidence of glass beads on th e inside s of th em Some of th e g la ss beads had gotten into th e air maze filter and had been sucked into the engine

So it is now due for a major overshyhaul I told him to look at the bright side New rings can be fitted without having to deglaze the cylinders The inventor of thi s system does not wish to be given credit for it

Bes t regard s and have a happy holiday

Your anonymous friend Ouch Over To You whoever you are

ff Blaquock

Dear Buck In the December VTNTAGE AIRshy

PLANE there was a comment on R stick L throttle vs L stick R throttle and you suggested input Here is my two quarts worth

Having flown since 1946 and being a flying buddy of S keeter Carlson since 1965 Ive been exposed to quite a variety of flying mashychinery In my first logbook totaling some 220 hours I had flown 46 different airshyplanes and 23 different kinds Over the years I have flown Aeronca Champ Chief Sedan Piper J-3 J-4 J-5 and most of the PAs Ryan CshyI PT-22 Navion Luscombe Fairchild 24 PT-19 PT-23 PT -26 Taylorcraft BC-12 Lshy2 Cessna 120 140 170 A W plus all the ones with the trainshyin g wheel up front I even fl ew the tes t flights on a Pietenpol Aircamper with two throttles one on each side no less I still own and fly my Duncan Sport (2POLB) that I bou ght from Bill and Loshyraine Duncan in 1971 I owned and flew o ur 15AC Sedan and (38 Dart G al ternate ly for several years I ve gotten out of a Stinson Tri -m otor a nd into a Fokker Trip lane the same

day and I feel that it makes very little difference as long as Im in the left seat that is until I got into Skeeter s Thomas Morse Scout with the LeRshyhone rotary then I don t care who you are or where you sit youre still one hand short

Anyw ay we were all Johnny come late ly when we first started and all I can say is never tum down an opportunity to fl y something differshyent Try it youll like it I remember getting to fly an 1124 Westwind from Burbank California to Santa Barbara for lunch J was half finished with m y sandwich before I finally caught up with the airplane So much for that Over to you

Gene Soper EAA 27385 AC 360 Thanks for the note Gene How

about the rest ofyou Hey Dorothy and I will be trave lshy

ing all over the southwest this month so if you dont get a reply back from a phone message or note youll know were still out having fun Talk to you when we get back

Over to you

Want to keep your spinner running true Read what Gary Hunter does (Kent and Sandy Blankenburgs Spartan Executive)

Wayne Milburn

Toowoomba QLD Australia

Patrick P Cloudier

Pincourt PQ Canada

Grumier Willy Chatillon France

Nowell W Izard

Masterton New Zealand

Charles A Birdsall Apo AE

Klaus E Marx Juneau AK

Richard Binderim Enterprise AL

Larry K Tillery Trussville AL

Gary Moseley Chandler AZ

T W Aronson Rosamond CA

Raymond J Barak

Huntington Beach CA

Keith Charles Carnahan

Costa Mesa CA

Tom Lambrick Morgan Hill CA

Douglas L Maxwell Riverside CA

Dr R Richmond San Francisco CA

Anthony R Rivera Nevada City CA

Charles Spurrell

Palos Verdes Estates CA

Howard Thompson Fort Bragg CA

Thomas R Weeks San Diego CA

Raymie Raymie Littleton CO

James T Broady Weirsdale FL

Allen E Kaluzniak

Jacksonville Beach FL

Joshua Knerr Sanford FL

E P RosenthaI Miami FL

C Mitchell Smith Lakeland FL

Gary L Johnson Bainbridge GA

John Stiles Stockbridge GA

Keith Beem Ipan GU

Eugene Honigford

Machesney Park IL

Mike Linden Rockford IL

Barry L Schroeder B1oomington IN

Harry Bartel EI Dorado KS

Bobbie Bradford Topeka KS

Jamie Smith Shawnee KS

Nathan T Rider Groton MA

Alexander J Van Wert

Marlboro MA

Rod Teel Silver Spring MD

James C Walker Baltimore MD

David Stainton

Cranberry Island ME

Alexander M Allan Sr Au Gres MI

Michael J Damone

w Bloomfield MI

Trent H Steinbach

International Falls MN

Jack Dilliard Washington MO

Douglas D Derscheid ONeil NE

George F Johnson Wolfeboro NH

Angelo A Carnevale Hopewell NJ

Bill K Laskar Albuquerque NM

Jim Catalano Cornwall NY

Joseph DiStefano Fort Plain NY

Hugh Weidinger Great Neck NY

Benjamin Gleason Vermilion OH

Gail R Bailey Tulsa OK

Reymold Watt West Lynn OR

Marc S Ludtke Franklin PA

Alan L Moyer Perkasie PA

Elford S Wyatt West Union SC

Derek Amos Harker Heights TX

Charles M Baynard Dallas TX

Thomas E Eanes Granbury TX

Michael Halle Humble TX

Robert Heath Austin TX

W W Hill Houston TX

Justin Layton Houston TX

Eldon W Moore Texas City TX

Nick Berg Lehi UT

Richard Cole Fairfax VA

Peter Hays Arlington VA

Joseph Schoofs Leesburg VA

John A Cahoon Hudson WI

Dennis J Dalka Rhinelander WI

Keegan Ray Janesville WI

Gary B Green Beaver WV

VINTAGE AIRPLANE 27

JMNEWMAN

rshy

Fly-In Calendar The following list ofcoming events isfurnished to our readers as a mailer ofinformation only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the information to EAA All Golda Cox Po Box 3086 Oshkosh WI 54903-3086 Information should be receivedfour months prior to the event date

FEBRUARY 13-14 - MINNEAPOLIS MN shyMinnesota Sport Aviation Conference Minshyneapolis Convention Center Info Way ne Petersen 1-8001657-3922 or web site at wwwflightexpocom

FEBRUA RY 20 - HUN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

FEBRUARY 24-25 - ROMEOVILLE ILLIshyN OIS 25th annual Aviation MaintenanceExhibit Seminar at Lewis Unishyversity Contact Don Cramer 217785shy5798 or Mike Streit 8151836-5431

FEBRUARY 25-27 - BUTTE MT - Montana Aviation Conference Ramada Copper King Inn Workshops seminars nationally recogshynized speakers trade show Info MT Aeronautics Div Box 5 178 lie lna MT 50694 4061444-2506

FEBRUARY 27 - SPR INGFIELD ILLIshyN OIS - lliinois State Safety Seminar at lliinois State Fairgrounds Springfield fllishyl1Ois Contact Lee Creviel 815939-0976

FEBRUARY 27-28 - RIVERSIDE CALIFORshyN IA - EAA Chapter I Open House at Flabob Airport Contact 909689-9213

MARCH 5- 7 - CASA GRANDEAZ - 41st Anshynual Ca ctus Fly- In sponsored by the Arizona Antique Aircraft Association Info wwwamericanpilot orgkactus or call Jon Engle at 60289 1-6012 days only

MARCH 6 - WISCONSIN RA PIDS WISshyCONSIN - Wisconsin State Safety Seminar at the Mead Inn COlllact Harold Benisch 9201623-4457

MA RCH 20 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Aiport 256852-978 1

A PRIL 11-1 7 - LAKELAND FL - 25th Annual Sun n Fun EAA Fly-In and Convention Info 941644-243 1 Web site wwwsun-nshyfunorg

A PRIL 17 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

APRIL 25 - HALF MOON BAY CA LIFORshyN IA - 9th ann ual Pacific Coast Dream Machinesjly-in at HalfMoon Bay Airport 10 am - 4 pm Antiques classics warbirds vintage autos trucks Contact 6501726-2328

MAY 7-9 - PlNEHURSTISOUTHERN PINES NC - Moore County Aiport (SOP) EAA Chap ter 3 Spring Fly-ln Trophies EAA fellowsh ip Friday golf tournament Sat banquetlguest speakel Sunday poker run YE jlights vintage aviationjilms HQ Holiday Inn Southern Pines 9101692-3212 Info 9101947-6896 - 1853 (Fax) or the web WWWsouthern-aviator comlac3

MAY 16 - ROMEOVILLE IL - Le wis Romeoville airport (LOT) EAA Chapter 15 Fly- In breakfast 7 am-Noon Contact Frank Goebel 8 151436-6153

J UNE 26-27 - WALWORTH WI- Bigfoot Field (WI05) Pancake breakfastbrunch Aeroshybatic demo at 10 am Stearman rides and displays of vintage aircraji warbirds and experimentals 7 am-l pm Info John Anshyderson 4141248-8748

J ULY 5-8 - DENVER CO - Centennial Airshyport Short Wing Piper Club annua l co nvention This years theme Rocky Mountain Rendezvous Info Kent 0 Kelly 3031979-3012 (Headwindsmsn com) or vis it the SWPC web site at hllpwwwshortshywing com

JULY 7- 11 -ARLINGTON WA - n w EAA FlyshyIn and Sport Aviation Convention 30th anniversary event FOlllms seminars workshyshops evening programs spec ial night airshow Sat evening Info 360435-5857 or on the web at http wwwnweaaorg

J UNE 11-13 - MATTOON IL - 3rd Annual MTO Luscombe Fly- In Luscombejudging and awardsforullls and banquet $50 cash to Luscombe that jlies the fartest to attend Contacts Jerry Cox 2171234-8720 or Shanshynon Yoakim 217234-7120

JUNE 26-27 - PETERSBURG-DINWIDshyDIE VIRGINIA - 3rd Annual State EAA Fly-ln Contact Ron VanSickle 832932shy4709 wwwvaeaaorg

J UNE 26-27 - LONGMONT COLORADO - 21st Annual Rocky Mountain EAA Fly shyIn Contact Bill Marcy 3031798-6086

J UL Y 7-11 -ARLING TON WASHINGTON - Northwest EAA Regional Fly-in at Arshylin g ton Airport Co ntact Barbara Lawrence-Tolbert 3601435-5 857 or wwwnweaaOIglnweaal

J ULY 16-18 WEST YELLOWSTONE MONshyTANA - 13th annual Northwest Mountain

Region Family Fly- In Safety Conferen ce and Trade Show at the Holiday Inn Confershyence Center Sponsored by local EAA Chapters and the FAA Flight Standards Disshytrict Office Kit plan e exhibitors and seminars Contact Jim Cooney FAA FSDO 1-800457-991 7 wwwfaagovlfsdolhln

J UL Y 28-AUGUST 3 - OSHKOSH WI- 47th A llllllal EAA Air Veil til re Oshkosh 99 Wittl1llII Regional Airport COlltact Johll Bllrtoll EAA ROBox 3086 WI 54903-3086 or see the web site at IIwlIairvelltllreorg

SEPTEMBER 4 - STEAMBOAT SPRINGS CO - EAA Chapter 649 Vintage Fly- In

SEPTEMBER 10-12 -ATWATER CALIshyFORNIA - Goldell West EAA Fly- In at Castle Airport Contact wwwgwjly-inolg

SEPTEMBER 11-12 - MA RION OHIOshyMERFI Mid-Eastern Regional Fly-In Conshytact Lou Lindeman 9371849-9455

OCTOBER 7-IO - MESAARlZONA - Copshyperstate EAA Regional Fly-In at Williams Gateway Airport Con tact Bob Hasson 5201228-5480 or 5201298-3522

OCTOBER 8- 10 - EVER GR EEN A LshyABAMA - South eas t EAA Regional Fly-In Con tact Harold Bubba Hamitel 3341765-9109 or 3341743-39 16

OCTOB ER 8-10 WILMINGTON DELAWARE - East Coast Regional FlyshyIn COli tact Andy Alvarez 3021738-8883

OCTOBER 14-7 -A BILENE TEXAS shySouthwest EAA Regional Fly-in at Abilene Regional Airport Contact Stan Shannon 8301997-8802

STROBE LIGHT TRIVIA QUESTION

ANSWER (From page 9)

Harold E Doc Edgerton (1903-1990) a professor at MIT invented the gas discharge strobe light during work in the MIT labs during 1926 through 1931 Originally developed as a elecshytronic stroboscope the strobe light was quickly adapted for photographic uses including pishyoneering high speed slow motion photography His work with the strobe extended to aircraft but not for position identification shyduring WW-II he experimented with a large strobe light ring used to illuminate the ground for nighttime aerial photography

28 FEBRUARY 1999

eigner had seen such as the Ju 88 He also got to fly a number of new aircraft such as the Me 109 and Fieseler Storch

Berg in recounting Lindshyberghs association with Messerschmitt declares that the latter never recovered emotionally or financially from WW- TI This implies a degree of impoverishment which is misleading to say the least Messerschmitt was not long in getting back to manufacturing aircraft first in Spain and later in Gershymany Messerschmitt amp Co helped build the F -104 for the new Luftwaffe and the designer lived to provide Airshybus recommendations

Berg only devotes a few pages to CALs test-flying which is worth a book in it- Tom Mc Goey in his homemade Curtiss type pusher He over flew the Lindbergh home in Little Falls in self With Chance Vought 1911 finished the season and quit the flying game

for example he had much to do with service testing the F4U Corsair He made several demonshy Corsair which had the new bubble Lindbergh at the relatively old age stration tours as well familiarizing the canopy instead of the jailhouse hatch of 42 would be called upon to demonshyNavy and Marines with new developshy Lindbergh was glad to oblige The 22- strate his skills as a fighter pilot albeit ments Berg makes no mention of a year-old lieutenant was John Glenn an unofficially and unavoidably He was shavetaillieutenant at El Centro who icon in the making They were both detailed as a civilian to the South Pashybrashly asked CAL if he could try his destined for combat in the Pacific cific as a tech rep and observer first

CAL and AML on arrival at Prague 2 September 1938 The worried look no doubt reflects their feelings toward the mob approaching A moment later he gunned the engine and taxied to the far side while police contained the crowd

VINTAGE AIRPLANE 23

with USMA Corsair units later with the AAF in P-38s His mission was to observe from the periphery mostly avoidi ng actual combat with enemy aircraft which by them were seldom seen Altogether he flew 50 missions logging nearly 200 hours time in four and a half months

Berg gets carried away in implying that CAL was prepared to meet his maker and commended hi s sou l to God when a Zero jumped him on 1 August 1944 That quotation could hardly have been Lindberghs It was a momentary encounter and stressfu l to be sure but the Zero broke off the atshytack before the pilot could bring effective fire to bear on CALs P-38

Only once did CAL himself fire on an enemy aircraft That engagement lasted but a few seconds and involved a single head-on pass between his P-38 and a Mitsubishi Ki-51 attack aircraft code named Sonia The Japanese pishylot outgunned and outnumbered had

who rolled over and dived into the sea Berg claims Lindbergh prayed for the pilots soul for many years thereafter

President Roosevelt who never forshygave CAL for challenging the wisdom of his sending the Army out to fly the mail and for his antiwar activism in 1941 barred him from military service The ban was enforced even after FDRs death Berg credits Gen Bob (GOD IS MY COPILOT) Scott with Lindberghs reinstement as an Air Force officer Scott then a colonel running the Air Forces Office of Information Services told his boss Harold Talbott that makshying CAL a general would be a shrewd move President Eisenhower apparently concurred Lindbergh was placed on the active reserve list as a brigadier general in April 1954

Lindbergh felt that the U S was on a collision course with the Soviet Union says Berg He got involved with bolstering the defense posture most notably as a SAC advisor and beshy

pearances disconcerting CAL with his many eccentricities was a strict discishyplinarian and his frequent absences were both painful on the one hand and welcome respites on the other

Reeve Lindbergh who inherited her parents artistic talent reveals in UNshyDER A WING what it was like to be offspring of the Lone Eagle With the exception of Jon who earned his Private Pilots License before taking up a career as a deep-sea diver none of them really took to flying That was fine with Lindbergh who never lost his love of the art For him all that matshytered was doing something challenging and worthwhile and doing it well - 101m Underwood

Editors Note I cant help but add my two cents worth to Johns comments First off ifyoure contemplating reading this book you should know that it is not an aviation book in the sense that many ofus might have expected Berg is not an aviator and it shows in his writ-

The fact is that Lindbergh was a patriotic American and would-be peacemaker albeit somewhat narve in his conceptions Although he felt compelled to leave the U S for a period of time for his familys sake he never at any point considered for a moment giving up his citizenship Indeed he became a key element in keeping the War Deshypartment abreast of what was happening in European aviation

made monkeys out of the attacking Americans but he was smoking from a hit and survival depended on shaking off several P-38s In a bid to escape he banked sharply in CALs direction and held a collision course

The Japanese were now facing an opshyponent on more equal terms They were closing at something like 600 mph oneshyon-one firing at targets that grew larger with each passing second There was still a chance the Japanese might score a vicshytory and indeed elude the P-38s by then short of ammunition and low on fuel He was over his home base and there was heavy ground fire from anti-aircraft inshystallations

Lindbergh could easily have joined the ranks ofKIAs but his gunnery exshypertise and instinct for survival prevailed The Japanese perhaps wounded undershot his target and Lindshybergh cleared the Sonia avoiding a collision by a scant ten feet or less It was all over for the Emperors airman

24 FEBRUARY 1999

gan flying the latest jets He also designed and built his own bomb shelshyter and directed his family to head for the Maine woods in the event of a nushyclear attack

It was widely supposed that the Lindshyberghs were well matched in their marriage Not so according to Berg Anne Morrow Lindbergh who loved her husshyband deeply found her domestic situation intolerable by the late 1950s CAL had beshycome a compulsive wanderer of the world At home one day gone the next to whoshyknows-where Oft times it was on gratuitous Air Force business such as helpshying select a site for the Air Force academy In later years these sojoums had more to do with ecological considerations Lindbergh the humanitarian was constantly on a crushysade of one sort or another For Anne Morrow Lindbergh these protracted abshysences proved devastating

The five surviving Lindbergh chilshydren too found their fathers jack-in-the-box appearances and disapshy

ing Thats not necessarily a negative since his perspective on Lindbergh is not tainted by the myths that have built around the Lindbergh story among aviashytion history buffs But it does mean that aviation is not the main focus of this book It is a biography ofLindbergh the man not just his aviator persona It paints a somewhat dark portrait about a man who was at times unwielding in his opinshyions sometimes at the expense ofhis personal relationships But thats only onefacet ofwhat was and still continues to be one ofthe great enigmatic personalshyities ofthe 20th century Theres far more to his personality make up than that and Berg s nine years ofwork detail it well You may not like everything you read about Lindbergh but for that you can t fault the messenger For most ofus there still remains to be written the definitive aeronautical history of Charles lindshybergh including a review ofhis logbooks We have more to look forward toshyHG Frautschy

PASS IT TO BUCK by EE Buck Hilbert

EAA 21 VAA 5 PO Box 424 Union IL 60180

Odds and ends and a new way to hone cylinders

CHAPTER NEWSLETTERS Builders tips often turn up inforshy

mation that is applicable to all of our airplanes not just homebuilders The Technical Counselor staff in my book comes off as one of the best sources for practical maintenance Their exposure to a myriad of probshylems and their solutions provides experience that benefits all of us Every chapter newsletter Im privishyleged to receive contains useful information Chapters maintain lishybraries tool inventories listings for part sources and best of all camashyraderie Where else can you talk airp lanes but with the guys and girls who want the same things you do The Been there done that passed on to your buddy gives both of you a boost You get to expound a little he gets the benefit of your experience and in the long run we all gain

Gary Hunter Pushy Galores enshygineer is possibly one of the best efficiency experts I have ever met Sure hes a homebuilder but he comes up with solutions to common problems that are simple and practical almost as a matter of course I call him an engishyneer and thats what he is He typifies the airplane mechanic of old Able to fix anything He can be a jeweler he can be a blacksmith Ill bet he could even shoe horses He flies his VariEze too so he appreciates the pilot point of

Gary Hunter (llpushy

Galore engineer) is

possibly one of the

best efficiency experts

I have ever met he

comes up with

solutions to common

problems he typifies

the airplane

mechanic of old

view as well But I m getting away from why I

started to write this Gary had conshytributed a short blurb to the January Quad Cities Chapter 75 Newsletter His subject was spinner wobble and its easy cure

All of us have seen a beautiful airshyplane and at one time or another watched in awe as the spinner wobbled all over the place when the engine

started Weve all read or seen or even experienced spinner cracks and sometimes even shed one in flight

Gary says truing the spinner is a simple and easy thing to do Balancshying isn t the issue that comes later

Basically you start by making sure your bulkheads are true They are the basis you hang the spinner on and theyd better be true to start with That assured you get on with it

Youre going to be rotating the prop whi le youre doing this so pull the spark plugs to make rotation easier

Position the airplane so it cant inshyadvertently move and position a stable reference just under the tip of the spinner (a stepladder chair tool box anything that will remain stable)

Rotate the prop and watch the spinshyner tip It will be obvious which way its out of whack Simply loosen the screws around the spinner bulkheads and adjust accordingly Elongate any holes that require it Keep working

until you get it nice and true Once you have established that it is true retighten all the sc rews the way you normally do

Now comes the simple part (If you had only thought ofthis back when our Ryan STA was ALWAYS cracking and shedding spinners) Using a small diameter drill (I16th) drill three alignshyment holes around the periphery of the spinner into the rear bulkhead One

VINTAGE AIRPLANE 25

alignment hole will suffice in the front bulkhead Now whenever you reinshysta ll the spinner insert pins into these alignment holes before tightening the sc rews Your spinner will be autoshymaticallytrued

Garys last comment Whenever you remove the props pinner mark eve rything so it a ll goes back toshyge ther in th e sa me relation s hip to each other

See what T mean about thi s guy Hes kept Bruce Bohannon and Pushy Galore in the record books for years Next time you visit the Air Adventure Museum up in Oshkosh take a look at Pushy and give credit where credit is due

Dear Buck Here is a story that yo ur rea de rs

might find interesting However I will not mention any names for obvious reasons and I would like as well to reshyma in anonymous as if my name appears anybody who knows me could identify the operator involved

INVENTOR DEVELOPS NEW WAY TO HONE CYLINDERS

(without removing them from the engine) A friend of mine operates a fine

antique aeroplane with a Continental W-670 He is very meticulous about the maintena nce changes oil every 25 hours or less and cleans the plugs at that time He spends most of his spare time polishing and waxing and touching up the finish when needed He never allows a fingerprint to reshymain on the big shiny HSGA prop overnight Now this is not a museum piece or s ho w plane it is a workshyhorse flying a lmo st da il y on sightseeing rides and photo work

The engin e is approaching 1000 hours since overhaul and some of the paint on th e cy linder heads had burned or worn off so he decided to bead blast a few corroded spots and prime and paint them When he finshyished he had the engine looking better than new with a ll black cy lind ers silver rocker box covers and exhaust elbows And the stain less heat muff was so shiny you cou ld look in it to see if you needed a shave

But when he started it up it didnt seem to be running quite right so he shut it down and the prop stopped abruptly without bouncing back and forth between compression strokes as

26 FEBRUARY 1999

an engine does when the rings are properly sealed He got out and turned the prop by hand it was dragshyging Upon removing the spark plugs he found evidence of glass beads on th e inside s of th em Some of th e g la ss beads had gotten into th e air maze filter and had been sucked into the engine

So it is now due for a major overshyhaul I told him to look at the bright side New rings can be fitted without having to deglaze the cylinders The inventor of thi s system does not wish to be given credit for it

Bes t regard s and have a happy holiday

Your anonymous friend Ouch Over To You whoever you are

ff Blaquock

Dear Buck In the December VTNTAGE AIRshy

PLANE there was a comment on R stick L throttle vs L stick R throttle and you suggested input Here is my two quarts worth

Having flown since 1946 and being a flying buddy of S keeter Carlson since 1965 Ive been exposed to quite a variety of flying mashychinery In my first logbook totaling some 220 hours I had flown 46 different airshyplanes and 23 different kinds Over the years I have flown Aeronca Champ Chief Sedan Piper J-3 J-4 J-5 and most of the PAs Ryan CshyI PT-22 Navion Luscombe Fairchild 24 PT-19 PT-23 PT -26 Taylorcraft BC-12 Lshy2 Cessna 120 140 170 A W plus all the ones with the trainshyin g wheel up front I even fl ew the tes t flights on a Pietenpol Aircamper with two throttles one on each side no less I still own and fly my Duncan Sport (2POLB) that I bou ght from Bill and Loshyraine Duncan in 1971 I owned and flew o ur 15AC Sedan and (38 Dart G al ternate ly for several years I ve gotten out of a Stinson Tri -m otor a nd into a Fokker Trip lane the same

day and I feel that it makes very little difference as long as Im in the left seat that is until I got into Skeeter s Thomas Morse Scout with the LeRshyhone rotary then I don t care who you are or where you sit youre still one hand short

Anyw ay we were all Johnny come late ly when we first started and all I can say is never tum down an opportunity to fl y something differshyent Try it youll like it I remember getting to fly an 1124 Westwind from Burbank California to Santa Barbara for lunch J was half finished with m y sandwich before I finally caught up with the airplane So much for that Over to you

Gene Soper EAA 27385 AC 360 Thanks for the note Gene How

about the rest ofyou Hey Dorothy and I will be trave lshy

ing all over the southwest this month so if you dont get a reply back from a phone message or note youll know were still out having fun Talk to you when we get back

Over to you

Want to keep your spinner running true Read what Gary Hunter does (Kent and Sandy Blankenburgs Spartan Executive)

Wayne Milburn

Toowoomba QLD Australia

Patrick P Cloudier

Pincourt PQ Canada

Grumier Willy Chatillon France

Nowell W Izard

Masterton New Zealand

Charles A Birdsall Apo AE

Klaus E Marx Juneau AK

Richard Binderim Enterprise AL

Larry K Tillery Trussville AL

Gary Moseley Chandler AZ

T W Aronson Rosamond CA

Raymond J Barak

Huntington Beach CA

Keith Charles Carnahan

Costa Mesa CA

Tom Lambrick Morgan Hill CA

Douglas L Maxwell Riverside CA

Dr R Richmond San Francisco CA

Anthony R Rivera Nevada City CA

Charles Spurrell

Palos Verdes Estates CA

Howard Thompson Fort Bragg CA

Thomas R Weeks San Diego CA

Raymie Raymie Littleton CO

James T Broady Weirsdale FL

Allen E Kaluzniak

Jacksonville Beach FL

Joshua Knerr Sanford FL

E P RosenthaI Miami FL

C Mitchell Smith Lakeland FL

Gary L Johnson Bainbridge GA

John Stiles Stockbridge GA

Keith Beem Ipan GU

Eugene Honigford

Machesney Park IL

Mike Linden Rockford IL

Barry L Schroeder B1oomington IN

Harry Bartel EI Dorado KS

Bobbie Bradford Topeka KS

Jamie Smith Shawnee KS

Nathan T Rider Groton MA

Alexander J Van Wert

Marlboro MA

Rod Teel Silver Spring MD

James C Walker Baltimore MD

David Stainton

Cranberry Island ME

Alexander M Allan Sr Au Gres MI

Michael J Damone

w Bloomfield MI

Trent H Steinbach

International Falls MN

Jack Dilliard Washington MO

Douglas D Derscheid ONeil NE

George F Johnson Wolfeboro NH

Angelo A Carnevale Hopewell NJ

Bill K Laskar Albuquerque NM

Jim Catalano Cornwall NY

Joseph DiStefano Fort Plain NY

Hugh Weidinger Great Neck NY

Benjamin Gleason Vermilion OH

Gail R Bailey Tulsa OK

Reymold Watt West Lynn OR

Marc S Ludtke Franklin PA

Alan L Moyer Perkasie PA

Elford S Wyatt West Union SC

Derek Amos Harker Heights TX

Charles M Baynard Dallas TX

Thomas E Eanes Granbury TX

Michael Halle Humble TX

Robert Heath Austin TX

W W Hill Houston TX

Justin Layton Houston TX

Eldon W Moore Texas City TX

Nick Berg Lehi UT

Richard Cole Fairfax VA

Peter Hays Arlington VA

Joseph Schoofs Leesburg VA

John A Cahoon Hudson WI

Dennis J Dalka Rhinelander WI

Keegan Ray Janesville WI

Gary B Green Beaver WV

VINTAGE AIRPLANE 27

JMNEWMAN

rshy

Fly-In Calendar The following list ofcoming events isfurnished to our readers as a mailer ofinformation only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the information to EAA All Golda Cox Po Box 3086 Oshkosh WI 54903-3086 Information should be receivedfour months prior to the event date

FEBRUARY 13-14 - MINNEAPOLIS MN shyMinnesota Sport Aviation Conference Minshyneapolis Convention Center Info Way ne Petersen 1-8001657-3922 or web site at wwwflightexpocom

FEBRUA RY 20 - HUN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

FEBRUARY 24-25 - ROMEOVILLE ILLIshyN OIS 25th annual Aviation MaintenanceExhibit Seminar at Lewis Unishyversity Contact Don Cramer 217785shy5798 or Mike Streit 8151836-5431

FEBRUARY 25-27 - BUTTE MT - Montana Aviation Conference Ramada Copper King Inn Workshops seminars nationally recogshynized speakers trade show Info MT Aeronautics Div Box 5 178 lie lna MT 50694 4061444-2506

FEBRUARY 27 - SPR INGFIELD ILLIshyN OIS - lliinois State Safety Seminar at lliinois State Fairgrounds Springfield fllishyl1Ois Contact Lee Creviel 815939-0976

FEBRUARY 27-28 - RIVERSIDE CALIFORshyN IA - EAA Chapter I Open House at Flabob Airport Contact 909689-9213

MARCH 5- 7 - CASA GRANDEAZ - 41st Anshynual Ca ctus Fly- In sponsored by the Arizona Antique Aircraft Association Info wwwamericanpilot orgkactus or call Jon Engle at 60289 1-6012 days only

MARCH 6 - WISCONSIN RA PIDS WISshyCONSIN - Wisconsin State Safety Seminar at the Mead Inn COlllact Harold Benisch 9201623-4457

MA RCH 20 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Aiport 256852-978 1

A PRIL 11-1 7 - LAKELAND FL - 25th Annual Sun n Fun EAA Fly-In and Convention Info 941644-243 1 Web site wwwsun-nshyfunorg

A PRIL 17 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

APRIL 25 - HALF MOON BAY CA LIFORshyN IA - 9th ann ual Pacific Coast Dream Machinesjly-in at HalfMoon Bay Airport 10 am - 4 pm Antiques classics warbirds vintage autos trucks Contact 6501726-2328

MAY 7-9 - PlNEHURSTISOUTHERN PINES NC - Moore County Aiport (SOP) EAA Chap ter 3 Spring Fly-ln Trophies EAA fellowsh ip Friday golf tournament Sat banquetlguest speakel Sunday poker run YE jlights vintage aviationjilms HQ Holiday Inn Southern Pines 9101692-3212 Info 9101947-6896 - 1853 (Fax) or the web WWWsouthern-aviator comlac3

MAY 16 - ROMEOVILLE IL - Le wis Romeoville airport (LOT) EAA Chapter 15 Fly- In breakfast 7 am-Noon Contact Frank Goebel 8 151436-6153

J UNE 26-27 - WALWORTH WI- Bigfoot Field (WI05) Pancake breakfastbrunch Aeroshybatic demo at 10 am Stearman rides and displays of vintage aircraji warbirds and experimentals 7 am-l pm Info John Anshyderson 4141248-8748

J ULY 5-8 - DENVER CO - Centennial Airshyport Short Wing Piper Club annua l co nvention This years theme Rocky Mountain Rendezvous Info Kent 0 Kelly 3031979-3012 (Headwindsmsn com) or vis it the SWPC web site at hllpwwwshortshywing com

JULY 7- 11 -ARLINGTON WA - n w EAA FlyshyIn and Sport Aviation Convention 30th anniversary event FOlllms seminars workshyshops evening programs spec ial night airshow Sat evening Info 360435-5857 or on the web at http wwwnweaaorg

J UNE 11-13 - MATTOON IL - 3rd Annual MTO Luscombe Fly- In Luscombejudging and awardsforullls and banquet $50 cash to Luscombe that jlies the fartest to attend Contacts Jerry Cox 2171234-8720 or Shanshynon Yoakim 217234-7120

JUNE 26-27 - PETERSBURG-DINWIDshyDIE VIRGINIA - 3rd Annual State EAA Fly-ln Contact Ron VanSickle 832932shy4709 wwwvaeaaorg

J UNE 26-27 - LONGMONT COLORADO - 21st Annual Rocky Mountain EAA Fly shyIn Contact Bill Marcy 3031798-6086

J UL Y 7-11 -ARLING TON WASHINGTON - Northwest EAA Regional Fly-in at Arshylin g ton Airport Co ntact Barbara Lawrence-Tolbert 3601435-5 857 or wwwnweaaOIglnweaal

J ULY 16-18 WEST YELLOWSTONE MONshyTANA - 13th annual Northwest Mountain

Region Family Fly- In Safety Conferen ce and Trade Show at the Holiday Inn Confershyence Center Sponsored by local EAA Chapters and the FAA Flight Standards Disshytrict Office Kit plan e exhibitors and seminars Contact Jim Cooney FAA FSDO 1-800457-991 7 wwwfaagovlfsdolhln

J UL Y 28-AUGUST 3 - OSHKOSH WI- 47th A llllllal EAA Air Veil til re Oshkosh 99 Wittl1llII Regional Airport COlltact Johll Bllrtoll EAA ROBox 3086 WI 54903-3086 or see the web site at IIwlIairvelltllreorg

SEPTEMBER 4 - STEAMBOAT SPRINGS CO - EAA Chapter 649 Vintage Fly- In

SEPTEMBER 10-12 -ATWATER CALIshyFORNIA - Goldell West EAA Fly- In at Castle Airport Contact wwwgwjly-inolg

SEPTEMBER 11-12 - MA RION OHIOshyMERFI Mid-Eastern Regional Fly-In Conshytact Lou Lindeman 9371849-9455

OCTOBER 7-IO - MESAARlZONA - Copshyperstate EAA Regional Fly-In at Williams Gateway Airport Con tact Bob Hasson 5201228-5480 or 5201298-3522

OCTOBER 8- 10 - EVER GR EEN A LshyABAMA - South eas t EAA Regional Fly-In Con tact Harold Bubba Hamitel 3341765-9109 or 3341743-39 16

OCTOB ER 8-10 WILMINGTON DELAWARE - East Coast Regional FlyshyIn COli tact Andy Alvarez 3021738-8883

OCTOBER 14-7 -A BILENE TEXAS shySouthwest EAA Regional Fly-in at Abilene Regional Airport Contact Stan Shannon 8301997-8802

STROBE LIGHT TRIVIA QUESTION

ANSWER (From page 9)

Harold E Doc Edgerton (1903-1990) a professor at MIT invented the gas discharge strobe light during work in the MIT labs during 1926 through 1931 Originally developed as a elecshytronic stroboscope the strobe light was quickly adapted for photographic uses including pishyoneering high speed slow motion photography His work with the strobe extended to aircraft but not for position identification shyduring WW-II he experimented with a large strobe light ring used to illuminate the ground for nighttime aerial photography

28 FEBRUARY 1999

with USMA Corsair units later with the AAF in P-38s His mission was to observe from the periphery mostly avoidi ng actual combat with enemy aircraft which by them were seldom seen Altogether he flew 50 missions logging nearly 200 hours time in four and a half months

Berg gets carried away in implying that CAL was prepared to meet his maker and commended hi s sou l to God when a Zero jumped him on 1 August 1944 That quotation could hardly have been Lindberghs It was a momentary encounter and stressfu l to be sure but the Zero broke off the atshytack before the pilot could bring effective fire to bear on CALs P-38

Only once did CAL himself fire on an enemy aircraft That engagement lasted but a few seconds and involved a single head-on pass between his P-38 and a Mitsubishi Ki-51 attack aircraft code named Sonia The Japanese pishylot outgunned and outnumbered had

who rolled over and dived into the sea Berg claims Lindbergh prayed for the pilots soul for many years thereafter

President Roosevelt who never forshygave CAL for challenging the wisdom of his sending the Army out to fly the mail and for his antiwar activism in 1941 barred him from military service The ban was enforced even after FDRs death Berg credits Gen Bob (GOD IS MY COPILOT) Scott with Lindberghs reinstement as an Air Force officer Scott then a colonel running the Air Forces Office of Information Services told his boss Harold Talbott that makshying CAL a general would be a shrewd move President Eisenhower apparently concurred Lindbergh was placed on the active reserve list as a brigadier general in April 1954

Lindbergh felt that the U S was on a collision course with the Soviet Union says Berg He got involved with bolstering the defense posture most notably as a SAC advisor and beshy

pearances disconcerting CAL with his many eccentricities was a strict discishyplinarian and his frequent absences were both painful on the one hand and welcome respites on the other

Reeve Lindbergh who inherited her parents artistic talent reveals in UNshyDER A WING what it was like to be offspring of the Lone Eagle With the exception of Jon who earned his Private Pilots License before taking up a career as a deep-sea diver none of them really took to flying That was fine with Lindbergh who never lost his love of the art For him all that matshytered was doing something challenging and worthwhile and doing it well - 101m Underwood

Editors Note I cant help but add my two cents worth to Johns comments First off ifyoure contemplating reading this book you should know that it is not an aviation book in the sense that many ofus might have expected Berg is not an aviator and it shows in his writ-

The fact is that Lindbergh was a patriotic American and would-be peacemaker albeit somewhat narve in his conceptions Although he felt compelled to leave the U S for a period of time for his familys sake he never at any point considered for a moment giving up his citizenship Indeed he became a key element in keeping the War Deshypartment abreast of what was happening in European aviation

made monkeys out of the attacking Americans but he was smoking from a hit and survival depended on shaking off several P-38s In a bid to escape he banked sharply in CALs direction and held a collision course

The Japanese were now facing an opshyponent on more equal terms They were closing at something like 600 mph oneshyon-one firing at targets that grew larger with each passing second There was still a chance the Japanese might score a vicshytory and indeed elude the P-38s by then short of ammunition and low on fuel He was over his home base and there was heavy ground fire from anti-aircraft inshystallations

Lindbergh could easily have joined the ranks ofKIAs but his gunnery exshypertise and instinct for survival prevailed The Japanese perhaps wounded undershot his target and Lindshybergh cleared the Sonia avoiding a collision by a scant ten feet or less It was all over for the Emperors airman

24 FEBRUARY 1999

gan flying the latest jets He also designed and built his own bomb shelshyter and directed his family to head for the Maine woods in the event of a nushyclear attack

It was widely supposed that the Lindshyberghs were well matched in their marriage Not so according to Berg Anne Morrow Lindbergh who loved her husshyband deeply found her domestic situation intolerable by the late 1950s CAL had beshycome a compulsive wanderer of the world At home one day gone the next to whoshyknows-where Oft times it was on gratuitous Air Force business such as helpshying select a site for the Air Force academy In later years these sojoums had more to do with ecological considerations Lindbergh the humanitarian was constantly on a crushysade of one sort or another For Anne Morrow Lindbergh these protracted abshysences proved devastating

The five surviving Lindbergh chilshydren too found their fathers jack-in-the-box appearances and disapshy

ing Thats not necessarily a negative since his perspective on Lindbergh is not tainted by the myths that have built around the Lindbergh story among aviashytion history buffs But it does mean that aviation is not the main focus of this book It is a biography ofLindbergh the man not just his aviator persona It paints a somewhat dark portrait about a man who was at times unwielding in his opinshyions sometimes at the expense ofhis personal relationships But thats only onefacet ofwhat was and still continues to be one ofthe great enigmatic personalshyities ofthe 20th century Theres far more to his personality make up than that and Berg s nine years ofwork detail it well You may not like everything you read about Lindbergh but for that you can t fault the messenger For most ofus there still remains to be written the definitive aeronautical history of Charles lindshybergh including a review ofhis logbooks We have more to look forward toshyHG Frautschy

PASS IT TO BUCK by EE Buck Hilbert

EAA 21 VAA 5 PO Box 424 Union IL 60180

Odds and ends and a new way to hone cylinders

CHAPTER NEWSLETTERS Builders tips often turn up inforshy

mation that is applicable to all of our airplanes not just homebuilders The Technical Counselor staff in my book comes off as one of the best sources for practical maintenance Their exposure to a myriad of probshylems and their solutions provides experience that benefits all of us Every chapter newsletter Im privishyleged to receive contains useful information Chapters maintain lishybraries tool inventories listings for part sources and best of all camashyraderie Where else can you talk airp lanes but with the guys and girls who want the same things you do The Been there done that passed on to your buddy gives both of you a boost You get to expound a little he gets the benefit of your experience and in the long run we all gain

Gary Hunter Pushy Galores enshygineer is possibly one of the best efficiency experts I have ever met Sure hes a homebuilder but he comes up with solutions to common problems that are simple and practical almost as a matter of course I call him an engishyneer and thats what he is He typifies the airplane mechanic of old Able to fix anything He can be a jeweler he can be a blacksmith Ill bet he could even shoe horses He flies his VariEze too so he appreciates the pilot point of

Gary Hunter (llpushy

Galore engineer) is

possibly one of the

best efficiency experts

I have ever met he

comes up with

solutions to common

problems he typifies

the airplane

mechanic of old

view as well But I m getting away from why I

started to write this Gary had conshytributed a short blurb to the January Quad Cities Chapter 75 Newsletter His subject was spinner wobble and its easy cure

All of us have seen a beautiful airshyplane and at one time or another watched in awe as the spinner wobbled all over the place when the engine

started Weve all read or seen or even experienced spinner cracks and sometimes even shed one in flight

Gary says truing the spinner is a simple and easy thing to do Balancshying isn t the issue that comes later

Basically you start by making sure your bulkheads are true They are the basis you hang the spinner on and theyd better be true to start with That assured you get on with it

Youre going to be rotating the prop whi le youre doing this so pull the spark plugs to make rotation easier

Position the airplane so it cant inshyadvertently move and position a stable reference just under the tip of the spinner (a stepladder chair tool box anything that will remain stable)

Rotate the prop and watch the spinshyner tip It will be obvious which way its out of whack Simply loosen the screws around the spinner bulkheads and adjust accordingly Elongate any holes that require it Keep working

until you get it nice and true Once you have established that it is true retighten all the sc rews the way you normally do

Now comes the simple part (If you had only thought ofthis back when our Ryan STA was ALWAYS cracking and shedding spinners) Using a small diameter drill (I16th) drill three alignshyment holes around the periphery of the spinner into the rear bulkhead One

VINTAGE AIRPLANE 25

alignment hole will suffice in the front bulkhead Now whenever you reinshysta ll the spinner insert pins into these alignment holes before tightening the sc rews Your spinner will be autoshymaticallytrued

Garys last comment Whenever you remove the props pinner mark eve rything so it a ll goes back toshyge ther in th e sa me relation s hip to each other

See what T mean about thi s guy Hes kept Bruce Bohannon and Pushy Galore in the record books for years Next time you visit the Air Adventure Museum up in Oshkosh take a look at Pushy and give credit where credit is due

Dear Buck Here is a story that yo ur rea de rs

might find interesting However I will not mention any names for obvious reasons and I would like as well to reshyma in anonymous as if my name appears anybody who knows me could identify the operator involved

INVENTOR DEVELOPS NEW WAY TO HONE CYLINDERS

(without removing them from the engine) A friend of mine operates a fine

antique aeroplane with a Continental W-670 He is very meticulous about the maintena nce changes oil every 25 hours or less and cleans the plugs at that time He spends most of his spare time polishing and waxing and touching up the finish when needed He never allows a fingerprint to reshymain on the big shiny HSGA prop overnight Now this is not a museum piece or s ho w plane it is a workshyhorse flying a lmo st da il y on sightseeing rides and photo work

The engin e is approaching 1000 hours since overhaul and some of the paint on th e cy linder heads had burned or worn off so he decided to bead blast a few corroded spots and prime and paint them When he finshyished he had the engine looking better than new with a ll black cy lind ers silver rocker box covers and exhaust elbows And the stain less heat muff was so shiny you cou ld look in it to see if you needed a shave

But when he started it up it didnt seem to be running quite right so he shut it down and the prop stopped abruptly without bouncing back and forth between compression strokes as

26 FEBRUARY 1999

an engine does when the rings are properly sealed He got out and turned the prop by hand it was dragshyging Upon removing the spark plugs he found evidence of glass beads on th e inside s of th em Some of th e g la ss beads had gotten into th e air maze filter and had been sucked into the engine

So it is now due for a major overshyhaul I told him to look at the bright side New rings can be fitted without having to deglaze the cylinders The inventor of thi s system does not wish to be given credit for it

Bes t regard s and have a happy holiday

Your anonymous friend Ouch Over To You whoever you are

ff Blaquock

Dear Buck In the December VTNTAGE AIRshy

PLANE there was a comment on R stick L throttle vs L stick R throttle and you suggested input Here is my two quarts worth

Having flown since 1946 and being a flying buddy of S keeter Carlson since 1965 Ive been exposed to quite a variety of flying mashychinery In my first logbook totaling some 220 hours I had flown 46 different airshyplanes and 23 different kinds Over the years I have flown Aeronca Champ Chief Sedan Piper J-3 J-4 J-5 and most of the PAs Ryan CshyI PT-22 Navion Luscombe Fairchild 24 PT-19 PT-23 PT -26 Taylorcraft BC-12 Lshy2 Cessna 120 140 170 A W plus all the ones with the trainshyin g wheel up front I even fl ew the tes t flights on a Pietenpol Aircamper with two throttles one on each side no less I still own and fly my Duncan Sport (2POLB) that I bou ght from Bill and Loshyraine Duncan in 1971 I owned and flew o ur 15AC Sedan and (38 Dart G al ternate ly for several years I ve gotten out of a Stinson Tri -m otor a nd into a Fokker Trip lane the same

day and I feel that it makes very little difference as long as Im in the left seat that is until I got into Skeeter s Thomas Morse Scout with the LeRshyhone rotary then I don t care who you are or where you sit youre still one hand short

Anyw ay we were all Johnny come late ly when we first started and all I can say is never tum down an opportunity to fl y something differshyent Try it youll like it I remember getting to fly an 1124 Westwind from Burbank California to Santa Barbara for lunch J was half finished with m y sandwich before I finally caught up with the airplane So much for that Over to you

Gene Soper EAA 27385 AC 360 Thanks for the note Gene How

about the rest ofyou Hey Dorothy and I will be trave lshy

ing all over the southwest this month so if you dont get a reply back from a phone message or note youll know were still out having fun Talk to you when we get back

Over to you

Want to keep your spinner running true Read what Gary Hunter does (Kent and Sandy Blankenburgs Spartan Executive)

Wayne Milburn

Toowoomba QLD Australia

Patrick P Cloudier

Pincourt PQ Canada

Grumier Willy Chatillon France

Nowell W Izard

Masterton New Zealand

Charles A Birdsall Apo AE

Klaus E Marx Juneau AK

Richard Binderim Enterprise AL

Larry K Tillery Trussville AL

Gary Moseley Chandler AZ

T W Aronson Rosamond CA

Raymond J Barak

Huntington Beach CA

Keith Charles Carnahan

Costa Mesa CA

Tom Lambrick Morgan Hill CA

Douglas L Maxwell Riverside CA

Dr R Richmond San Francisco CA

Anthony R Rivera Nevada City CA

Charles Spurrell

Palos Verdes Estates CA

Howard Thompson Fort Bragg CA

Thomas R Weeks San Diego CA

Raymie Raymie Littleton CO

James T Broady Weirsdale FL

Allen E Kaluzniak

Jacksonville Beach FL

Joshua Knerr Sanford FL

E P RosenthaI Miami FL

C Mitchell Smith Lakeland FL

Gary L Johnson Bainbridge GA

John Stiles Stockbridge GA

Keith Beem Ipan GU

Eugene Honigford

Machesney Park IL

Mike Linden Rockford IL

Barry L Schroeder B1oomington IN

Harry Bartel EI Dorado KS

Bobbie Bradford Topeka KS

Jamie Smith Shawnee KS

Nathan T Rider Groton MA

Alexander J Van Wert

Marlboro MA

Rod Teel Silver Spring MD

James C Walker Baltimore MD

David Stainton

Cranberry Island ME

Alexander M Allan Sr Au Gres MI

Michael J Damone

w Bloomfield MI

Trent H Steinbach

International Falls MN

Jack Dilliard Washington MO

Douglas D Derscheid ONeil NE

George F Johnson Wolfeboro NH

Angelo A Carnevale Hopewell NJ

Bill K Laskar Albuquerque NM

Jim Catalano Cornwall NY

Joseph DiStefano Fort Plain NY

Hugh Weidinger Great Neck NY

Benjamin Gleason Vermilion OH

Gail R Bailey Tulsa OK

Reymold Watt West Lynn OR

Marc S Ludtke Franklin PA

Alan L Moyer Perkasie PA

Elford S Wyatt West Union SC

Derek Amos Harker Heights TX

Charles M Baynard Dallas TX

Thomas E Eanes Granbury TX

Michael Halle Humble TX

Robert Heath Austin TX

W W Hill Houston TX

Justin Layton Houston TX

Eldon W Moore Texas City TX

Nick Berg Lehi UT

Richard Cole Fairfax VA

Peter Hays Arlington VA

Joseph Schoofs Leesburg VA

John A Cahoon Hudson WI

Dennis J Dalka Rhinelander WI

Keegan Ray Janesville WI

Gary B Green Beaver WV

VINTAGE AIRPLANE 27

JMNEWMAN

rshy

Fly-In Calendar The following list ofcoming events isfurnished to our readers as a mailer ofinformation only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the information to EAA All Golda Cox Po Box 3086 Oshkosh WI 54903-3086 Information should be receivedfour months prior to the event date

FEBRUARY 13-14 - MINNEAPOLIS MN shyMinnesota Sport Aviation Conference Minshyneapolis Convention Center Info Way ne Petersen 1-8001657-3922 or web site at wwwflightexpocom

FEBRUA RY 20 - HUN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

FEBRUARY 24-25 - ROMEOVILLE ILLIshyN OIS 25th annual Aviation MaintenanceExhibit Seminar at Lewis Unishyversity Contact Don Cramer 217785shy5798 or Mike Streit 8151836-5431

FEBRUARY 25-27 - BUTTE MT - Montana Aviation Conference Ramada Copper King Inn Workshops seminars nationally recogshynized speakers trade show Info MT Aeronautics Div Box 5 178 lie lna MT 50694 4061444-2506

FEBRUARY 27 - SPR INGFIELD ILLIshyN OIS - lliinois State Safety Seminar at lliinois State Fairgrounds Springfield fllishyl1Ois Contact Lee Creviel 815939-0976

FEBRUARY 27-28 - RIVERSIDE CALIFORshyN IA - EAA Chapter I Open House at Flabob Airport Contact 909689-9213

MARCH 5- 7 - CASA GRANDEAZ - 41st Anshynual Ca ctus Fly- In sponsored by the Arizona Antique Aircraft Association Info wwwamericanpilot orgkactus or call Jon Engle at 60289 1-6012 days only

MARCH 6 - WISCONSIN RA PIDS WISshyCONSIN - Wisconsin State Safety Seminar at the Mead Inn COlllact Harold Benisch 9201623-4457

MA RCH 20 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Aiport 256852-978 1

A PRIL 11-1 7 - LAKELAND FL - 25th Annual Sun n Fun EAA Fly-In and Convention Info 941644-243 1 Web site wwwsun-nshyfunorg

A PRIL 17 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

APRIL 25 - HALF MOON BAY CA LIFORshyN IA - 9th ann ual Pacific Coast Dream Machinesjly-in at HalfMoon Bay Airport 10 am - 4 pm Antiques classics warbirds vintage autos trucks Contact 6501726-2328

MAY 7-9 - PlNEHURSTISOUTHERN PINES NC - Moore County Aiport (SOP) EAA Chap ter 3 Spring Fly-ln Trophies EAA fellowsh ip Friday golf tournament Sat banquetlguest speakel Sunday poker run YE jlights vintage aviationjilms HQ Holiday Inn Southern Pines 9101692-3212 Info 9101947-6896 - 1853 (Fax) or the web WWWsouthern-aviator comlac3

MAY 16 - ROMEOVILLE IL - Le wis Romeoville airport (LOT) EAA Chapter 15 Fly- In breakfast 7 am-Noon Contact Frank Goebel 8 151436-6153

J UNE 26-27 - WALWORTH WI- Bigfoot Field (WI05) Pancake breakfastbrunch Aeroshybatic demo at 10 am Stearman rides and displays of vintage aircraji warbirds and experimentals 7 am-l pm Info John Anshyderson 4141248-8748

J ULY 5-8 - DENVER CO - Centennial Airshyport Short Wing Piper Club annua l co nvention This years theme Rocky Mountain Rendezvous Info Kent 0 Kelly 3031979-3012 (Headwindsmsn com) or vis it the SWPC web site at hllpwwwshortshywing com

JULY 7- 11 -ARLINGTON WA - n w EAA FlyshyIn and Sport Aviation Convention 30th anniversary event FOlllms seminars workshyshops evening programs spec ial night airshow Sat evening Info 360435-5857 or on the web at http wwwnweaaorg

J UNE 11-13 - MATTOON IL - 3rd Annual MTO Luscombe Fly- In Luscombejudging and awardsforullls and banquet $50 cash to Luscombe that jlies the fartest to attend Contacts Jerry Cox 2171234-8720 or Shanshynon Yoakim 217234-7120

JUNE 26-27 - PETERSBURG-DINWIDshyDIE VIRGINIA - 3rd Annual State EAA Fly-ln Contact Ron VanSickle 832932shy4709 wwwvaeaaorg

J UNE 26-27 - LONGMONT COLORADO - 21st Annual Rocky Mountain EAA Fly shyIn Contact Bill Marcy 3031798-6086

J UL Y 7-11 -ARLING TON WASHINGTON - Northwest EAA Regional Fly-in at Arshylin g ton Airport Co ntact Barbara Lawrence-Tolbert 3601435-5 857 or wwwnweaaOIglnweaal

J ULY 16-18 WEST YELLOWSTONE MONshyTANA - 13th annual Northwest Mountain

Region Family Fly- In Safety Conferen ce and Trade Show at the Holiday Inn Confershyence Center Sponsored by local EAA Chapters and the FAA Flight Standards Disshytrict Office Kit plan e exhibitors and seminars Contact Jim Cooney FAA FSDO 1-800457-991 7 wwwfaagovlfsdolhln

J UL Y 28-AUGUST 3 - OSHKOSH WI- 47th A llllllal EAA Air Veil til re Oshkosh 99 Wittl1llII Regional Airport COlltact Johll Bllrtoll EAA ROBox 3086 WI 54903-3086 or see the web site at IIwlIairvelltllreorg

SEPTEMBER 4 - STEAMBOAT SPRINGS CO - EAA Chapter 649 Vintage Fly- In

SEPTEMBER 10-12 -ATWATER CALIshyFORNIA - Goldell West EAA Fly- In at Castle Airport Contact wwwgwjly-inolg

SEPTEMBER 11-12 - MA RION OHIOshyMERFI Mid-Eastern Regional Fly-In Conshytact Lou Lindeman 9371849-9455

OCTOBER 7-IO - MESAARlZONA - Copshyperstate EAA Regional Fly-In at Williams Gateway Airport Con tact Bob Hasson 5201228-5480 or 5201298-3522

OCTOBER 8- 10 - EVER GR EEN A LshyABAMA - South eas t EAA Regional Fly-In Con tact Harold Bubba Hamitel 3341765-9109 or 3341743-39 16

OCTOB ER 8-10 WILMINGTON DELAWARE - East Coast Regional FlyshyIn COli tact Andy Alvarez 3021738-8883

OCTOBER 14-7 -A BILENE TEXAS shySouthwest EAA Regional Fly-in at Abilene Regional Airport Contact Stan Shannon 8301997-8802

STROBE LIGHT TRIVIA QUESTION

ANSWER (From page 9)

Harold E Doc Edgerton (1903-1990) a professor at MIT invented the gas discharge strobe light during work in the MIT labs during 1926 through 1931 Originally developed as a elecshytronic stroboscope the strobe light was quickly adapted for photographic uses including pishyoneering high speed slow motion photography His work with the strobe extended to aircraft but not for position identification shyduring WW-II he experimented with a large strobe light ring used to illuminate the ground for nighttime aerial photography

28 FEBRUARY 1999

PASS IT TO BUCK by EE Buck Hilbert

EAA 21 VAA 5 PO Box 424 Union IL 60180

Odds and ends and a new way to hone cylinders

CHAPTER NEWSLETTERS Builders tips often turn up inforshy

mation that is applicable to all of our airplanes not just homebuilders The Technical Counselor staff in my book comes off as one of the best sources for practical maintenance Their exposure to a myriad of probshylems and their solutions provides experience that benefits all of us Every chapter newsletter Im privishyleged to receive contains useful information Chapters maintain lishybraries tool inventories listings for part sources and best of all camashyraderie Where else can you talk airp lanes but with the guys and girls who want the same things you do The Been there done that passed on to your buddy gives both of you a boost You get to expound a little he gets the benefit of your experience and in the long run we all gain

Gary Hunter Pushy Galores enshygineer is possibly one of the best efficiency experts I have ever met Sure hes a homebuilder but he comes up with solutions to common problems that are simple and practical almost as a matter of course I call him an engishyneer and thats what he is He typifies the airplane mechanic of old Able to fix anything He can be a jeweler he can be a blacksmith Ill bet he could even shoe horses He flies his VariEze too so he appreciates the pilot point of

Gary Hunter (llpushy

Galore engineer) is

possibly one of the

best efficiency experts

I have ever met he

comes up with

solutions to common

problems he typifies

the airplane

mechanic of old

view as well But I m getting away from why I

started to write this Gary had conshytributed a short blurb to the January Quad Cities Chapter 75 Newsletter His subject was spinner wobble and its easy cure

All of us have seen a beautiful airshyplane and at one time or another watched in awe as the spinner wobbled all over the place when the engine

started Weve all read or seen or even experienced spinner cracks and sometimes even shed one in flight

Gary says truing the spinner is a simple and easy thing to do Balancshying isn t the issue that comes later

Basically you start by making sure your bulkheads are true They are the basis you hang the spinner on and theyd better be true to start with That assured you get on with it

Youre going to be rotating the prop whi le youre doing this so pull the spark plugs to make rotation easier

Position the airplane so it cant inshyadvertently move and position a stable reference just under the tip of the spinner (a stepladder chair tool box anything that will remain stable)

Rotate the prop and watch the spinshyner tip It will be obvious which way its out of whack Simply loosen the screws around the spinner bulkheads and adjust accordingly Elongate any holes that require it Keep working

until you get it nice and true Once you have established that it is true retighten all the sc rews the way you normally do

Now comes the simple part (If you had only thought ofthis back when our Ryan STA was ALWAYS cracking and shedding spinners) Using a small diameter drill (I16th) drill three alignshyment holes around the periphery of the spinner into the rear bulkhead One

VINTAGE AIRPLANE 25

alignment hole will suffice in the front bulkhead Now whenever you reinshysta ll the spinner insert pins into these alignment holes before tightening the sc rews Your spinner will be autoshymaticallytrued

Garys last comment Whenever you remove the props pinner mark eve rything so it a ll goes back toshyge ther in th e sa me relation s hip to each other

See what T mean about thi s guy Hes kept Bruce Bohannon and Pushy Galore in the record books for years Next time you visit the Air Adventure Museum up in Oshkosh take a look at Pushy and give credit where credit is due

Dear Buck Here is a story that yo ur rea de rs

might find interesting However I will not mention any names for obvious reasons and I would like as well to reshyma in anonymous as if my name appears anybody who knows me could identify the operator involved

INVENTOR DEVELOPS NEW WAY TO HONE CYLINDERS

(without removing them from the engine) A friend of mine operates a fine

antique aeroplane with a Continental W-670 He is very meticulous about the maintena nce changes oil every 25 hours or less and cleans the plugs at that time He spends most of his spare time polishing and waxing and touching up the finish when needed He never allows a fingerprint to reshymain on the big shiny HSGA prop overnight Now this is not a museum piece or s ho w plane it is a workshyhorse flying a lmo st da il y on sightseeing rides and photo work

The engin e is approaching 1000 hours since overhaul and some of the paint on th e cy linder heads had burned or worn off so he decided to bead blast a few corroded spots and prime and paint them When he finshyished he had the engine looking better than new with a ll black cy lind ers silver rocker box covers and exhaust elbows And the stain less heat muff was so shiny you cou ld look in it to see if you needed a shave

But when he started it up it didnt seem to be running quite right so he shut it down and the prop stopped abruptly without bouncing back and forth between compression strokes as

26 FEBRUARY 1999

an engine does when the rings are properly sealed He got out and turned the prop by hand it was dragshyging Upon removing the spark plugs he found evidence of glass beads on th e inside s of th em Some of th e g la ss beads had gotten into th e air maze filter and had been sucked into the engine

So it is now due for a major overshyhaul I told him to look at the bright side New rings can be fitted without having to deglaze the cylinders The inventor of thi s system does not wish to be given credit for it

Bes t regard s and have a happy holiday

Your anonymous friend Ouch Over To You whoever you are

ff Blaquock

Dear Buck In the December VTNTAGE AIRshy

PLANE there was a comment on R stick L throttle vs L stick R throttle and you suggested input Here is my two quarts worth

Having flown since 1946 and being a flying buddy of S keeter Carlson since 1965 Ive been exposed to quite a variety of flying mashychinery In my first logbook totaling some 220 hours I had flown 46 different airshyplanes and 23 different kinds Over the years I have flown Aeronca Champ Chief Sedan Piper J-3 J-4 J-5 and most of the PAs Ryan CshyI PT-22 Navion Luscombe Fairchild 24 PT-19 PT-23 PT -26 Taylorcraft BC-12 Lshy2 Cessna 120 140 170 A W plus all the ones with the trainshyin g wheel up front I even fl ew the tes t flights on a Pietenpol Aircamper with two throttles one on each side no less I still own and fly my Duncan Sport (2POLB) that I bou ght from Bill and Loshyraine Duncan in 1971 I owned and flew o ur 15AC Sedan and (38 Dart G al ternate ly for several years I ve gotten out of a Stinson Tri -m otor a nd into a Fokker Trip lane the same

day and I feel that it makes very little difference as long as Im in the left seat that is until I got into Skeeter s Thomas Morse Scout with the LeRshyhone rotary then I don t care who you are or where you sit youre still one hand short

Anyw ay we were all Johnny come late ly when we first started and all I can say is never tum down an opportunity to fl y something differshyent Try it youll like it I remember getting to fly an 1124 Westwind from Burbank California to Santa Barbara for lunch J was half finished with m y sandwich before I finally caught up with the airplane So much for that Over to you

Gene Soper EAA 27385 AC 360 Thanks for the note Gene How

about the rest ofyou Hey Dorothy and I will be trave lshy

ing all over the southwest this month so if you dont get a reply back from a phone message or note youll know were still out having fun Talk to you when we get back

Over to you

Want to keep your spinner running true Read what Gary Hunter does (Kent and Sandy Blankenburgs Spartan Executive)

Wayne Milburn

Toowoomba QLD Australia

Patrick P Cloudier

Pincourt PQ Canada

Grumier Willy Chatillon France

Nowell W Izard

Masterton New Zealand

Charles A Birdsall Apo AE

Klaus E Marx Juneau AK

Richard Binderim Enterprise AL

Larry K Tillery Trussville AL

Gary Moseley Chandler AZ

T W Aronson Rosamond CA

Raymond J Barak

Huntington Beach CA

Keith Charles Carnahan

Costa Mesa CA

Tom Lambrick Morgan Hill CA

Douglas L Maxwell Riverside CA

Dr R Richmond San Francisco CA

Anthony R Rivera Nevada City CA

Charles Spurrell

Palos Verdes Estates CA

Howard Thompson Fort Bragg CA

Thomas R Weeks San Diego CA

Raymie Raymie Littleton CO

James T Broady Weirsdale FL

Allen E Kaluzniak

Jacksonville Beach FL

Joshua Knerr Sanford FL

E P RosenthaI Miami FL

C Mitchell Smith Lakeland FL

Gary L Johnson Bainbridge GA

John Stiles Stockbridge GA

Keith Beem Ipan GU

Eugene Honigford

Machesney Park IL

Mike Linden Rockford IL

Barry L Schroeder B1oomington IN

Harry Bartel EI Dorado KS

Bobbie Bradford Topeka KS

Jamie Smith Shawnee KS

Nathan T Rider Groton MA

Alexander J Van Wert

Marlboro MA

Rod Teel Silver Spring MD

James C Walker Baltimore MD

David Stainton

Cranberry Island ME

Alexander M Allan Sr Au Gres MI

Michael J Damone

w Bloomfield MI

Trent H Steinbach

International Falls MN

Jack Dilliard Washington MO

Douglas D Derscheid ONeil NE

George F Johnson Wolfeboro NH

Angelo A Carnevale Hopewell NJ

Bill K Laskar Albuquerque NM

Jim Catalano Cornwall NY

Joseph DiStefano Fort Plain NY

Hugh Weidinger Great Neck NY

Benjamin Gleason Vermilion OH

Gail R Bailey Tulsa OK

Reymold Watt West Lynn OR

Marc S Ludtke Franklin PA

Alan L Moyer Perkasie PA

Elford S Wyatt West Union SC

Derek Amos Harker Heights TX

Charles M Baynard Dallas TX

Thomas E Eanes Granbury TX

Michael Halle Humble TX

Robert Heath Austin TX

W W Hill Houston TX

Justin Layton Houston TX

Eldon W Moore Texas City TX

Nick Berg Lehi UT

Richard Cole Fairfax VA

Peter Hays Arlington VA

Joseph Schoofs Leesburg VA

John A Cahoon Hudson WI

Dennis J Dalka Rhinelander WI

Keegan Ray Janesville WI

Gary B Green Beaver WV

VINTAGE AIRPLANE 27

JMNEWMAN

rshy

Fly-In Calendar The following list ofcoming events isfurnished to our readers as a mailer ofinformation only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the information to EAA All Golda Cox Po Box 3086 Oshkosh WI 54903-3086 Information should be receivedfour months prior to the event date

FEBRUARY 13-14 - MINNEAPOLIS MN shyMinnesota Sport Aviation Conference Minshyneapolis Convention Center Info Way ne Petersen 1-8001657-3922 or web site at wwwflightexpocom

FEBRUA RY 20 - HUN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

FEBRUARY 24-25 - ROMEOVILLE ILLIshyN OIS 25th annual Aviation MaintenanceExhibit Seminar at Lewis Unishyversity Contact Don Cramer 217785shy5798 or Mike Streit 8151836-5431

FEBRUARY 25-27 - BUTTE MT - Montana Aviation Conference Ramada Copper King Inn Workshops seminars nationally recogshynized speakers trade show Info MT Aeronautics Div Box 5 178 lie lna MT 50694 4061444-2506

FEBRUARY 27 - SPR INGFIELD ILLIshyN OIS - lliinois State Safety Seminar at lliinois State Fairgrounds Springfield fllishyl1Ois Contact Lee Creviel 815939-0976

FEBRUARY 27-28 - RIVERSIDE CALIFORshyN IA - EAA Chapter I Open House at Flabob Airport Contact 909689-9213

MARCH 5- 7 - CASA GRANDEAZ - 41st Anshynual Ca ctus Fly- In sponsored by the Arizona Antique Aircraft Association Info wwwamericanpilot orgkactus or call Jon Engle at 60289 1-6012 days only

MARCH 6 - WISCONSIN RA PIDS WISshyCONSIN - Wisconsin State Safety Seminar at the Mead Inn COlllact Harold Benisch 9201623-4457

MA RCH 20 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Aiport 256852-978 1

A PRIL 11-1 7 - LAKELAND FL - 25th Annual Sun n Fun EAA Fly-In and Convention Info 941644-243 1 Web site wwwsun-nshyfunorg

A PRIL 17 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

APRIL 25 - HALF MOON BAY CA LIFORshyN IA - 9th ann ual Pacific Coast Dream Machinesjly-in at HalfMoon Bay Airport 10 am - 4 pm Antiques classics warbirds vintage autos trucks Contact 6501726-2328

MAY 7-9 - PlNEHURSTISOUTHERN PINES NC - Moore County Aiport (SOP) EAA Chap ter 3 Spring Fly-ln Trophies EAA fellowsh ip Friday golf tournament Sat banquetlguest speakel Sunday poker run YE jlights vintage aviationjilms HQ Holiday Inn Southern Pines 9101692-3212 Info 9101947-6896 - 1853 (Fax) or the web WWWsouthern-aviator comlac3

MAY 16 - ROMEOVILLE IL - Le wis Romeoville airport (LOT) EAA Chapter 15 Fly- In breakfast 7 am-Noon Contact Frank Goebel 8 151436-6153

J UNE 26-27 - WALWORTH WI- Bigfoot Field (WI05) Pancake breakfastbrunch Aeroshybatic demo at 10 am Stearman rides and displays of vintage aircraji warbirds and experimentals 7 am-l pm Info John Anshyderson 4141248-8748

J ULY 5-8 - DENVER CO - Centennial Airshyport Short Wing Piper Club annua l co nvention This years theme Rocky Mountain Rendezvous Info Kent 0 Kelly 3031979-3012 (Headwindsmsn com) or vis it the SWPC web site at hllpwwwshortshywing com

JULY 7- 11 -ARLINGTON WA - n w EAA FlyshyIn and Sport Aviation Convention 30th anniversary event FOlllms seminars workshyshops evening programs spec ial night airshow Sat evening Info 360435-5857 or on the web at http wwwnweaaorg

J UNE 11-13 - MATTOON IL - 3rd Annual MTO Luscombe Fly- In Luscombejudging and awardsforullls and banquet $50 cash to Luscombe that jlies the fartest to attend Contacts Jerry Cox 2171234-8720 or Shanshynon Yoakim 217234-7120

JUNE 26-27 - PETERSBURG-DINWIDshyDIE VIRGINIA - 3rd Annual State EAA Fly-ln Contact Ron VanSickle 832932shy4709 wwwvaeaaorg

J UNE 26-27 - LONGMONT COLORADO - 21st Annual Rocky Mountain EAA Fly shyIn Contact Bill Marcy 3031798-6086

J UL Y 7-11 -ARLING TON WASHINGTON - Northwest EAA Regional Fly-in at Arshylin g ton Airport Co ntact Barbara Lawrence-Tolbert 3601435-5 857 or wwwnweaaOIglnweaal

J ULY 16-18 WEST YELLOWSTONE MONshyTANA - 13th annual Northwest Mountain

Region Family Fly- In Safety Conferen ce and Trade Show at the Holiday Inn Confershyence Center Sponsored by local EAA Chapters and the FAA Flight Standards Disshytrict Office Kit plan e exhibitors and seminars Contact Jim Cooney FAA FSDO 1-800457-991 7 wwwfaagovlfsdolhln

J UL Y 28-AUGUST 3 - OSHKOSH WI- 47th A llllllal EAA Air Veil til re Oshkosh 99 Wittl1llII Regional Airport COlltact Johll Bllrtoll EAA ROBox 3086 WI 54903-3086 or see the web site at IIwlIairvelltllreorg

SEPTEMBER 4 - STEAMBOAT SPRINGS CO - EAA Chapter 649 Vintage Fly- In

SEPTEMBER 10-12 -ATWATER CALIshyFORNIA - Goldell West EAA Fly- In at Castle Airport Contact wwwgwjly-inolg

SEPTEMBER 11-12 - MA RION OHIOshyMERFI Mid-Eastern Regional Fly-In Conshytact Lou Lindeman 9371849-9455

OCTOBER 7-IO - MESAARlZONA - Copshyperstate EAA Regional Fly-In at Williams Gateway Airport Con tact Bob Hasson 5201228-5480 or 5201298-3522

OCTOBER 8- 10 - EVER GR EEN A LshyABAMA - South eas t EAA Regional Fly-In Con tact Harold Bubba Hamitel 3341765-9109 or 3341743-39 16

OCTOB ER 8-10 WILMINGTON DELAWARE - East Coast Regional FlyshyIn COli tact Andy Alvarez 3021738-8883

OCTOBER 14-7 -A BILENE TEXAS shySouthwest EAA Regional Fly-in at Abilene Regional Airport Contact Stan Shannon 8301997-8802

STROBE LIGHT TRIVIA QUESTION

ANSWER (From page 9)

Harold E Doc Edgerton (1903-1990) a professor at MIT invented the gas discharge strobe light during work in the MIT labs during 1926 through 1931 Originally developed as a elecshytronic stroboscope the strobe light was quickly adapted for photographic uses including pishyoneering high speed slow motion photography His work with the strobe extended to aircraft but not for position identification shyduring WW-II he experimented with a large strobe light ring used to illuminate the ground for nighttime aerial photography

28 FEBRUARY 1999

alignment hole will suffice in the front bulkhead Now whenever you reinshysta ll the spinner insert pins into these alignment holes before tightening the sc rews Your spinner will be autoshymaticallytrued

Garys last comment Whenever you remove the props pinner mark eve rything so it a ll goes back toshyge ther in th e sa me relation s hip to each other

See what T mean about thi s guy Hes kept Bruce Bohannon and Pushy Galore in the record books for years Next time you visit the Air Adventure Museum up in Oshkosh take a look at Pushy and give credit where credit is due

Dear Buck Here is a story that yo ur rea de rs

might find interesting However I will not mention any names for obvious reasons and I would like as well to reshyma in anonymous as if my name appears anybody who knows me could identify the operator involved

INVENTOR DEVELOPS NEW WAY TO HONE CYLINDERS

(without removing them from the engine) A friend of mine operates a fine

antique aeroplane with a Continental W-670 He is very meticulous about the maintena nce changes oil every 25 hours or less and cleans the plugs at that time He spends most of his spare time polishing and waxing and touching up the finish when needed He never allows a fingerprint to reshymain on the big shiny HSGA prop overnight Now this is not a museum piece or s ho w plane it is a workshyhorse flying a lmo st da il y on sightseeing rides and photo work

The engin e is approaching 1000 hours since overhaul and some of the paint on th e cy linder heads had burned or worn off so he decided to bead blast a few corroded spots and prime and paint them When he finshyished he had the engine looking better than new with a ll black cy lind ers silver rocker box covers and exhaust elbows And the stain less heat muff was so shiny you cou ld look in it to see if you needed a shave

But when he started it up it didnt seem to be running quite right so he shut it down and the prop stopped abruptly without bouncing back and forth between compression strokes as

26 FEBRUARY 1999

an engine does when the rings are properly sealed He got out and turned the prop by hand it was dragshyging Upon removing the spark plugs he found evidence of glass beads on th e inside s of th em Some of th e g la ss beads had gotten into th e air maze filter and had been sucked into the engine

So it is now due for a major overshyhaul I told him to look at the bright side New rings can be fitted without having to deglaze the cylinders The inventor of thi s system does not wish to be given credit for it

Bes t regard s and have a happy holiday

Your anonymous friend Ouch Over To You whoever you are

ff Blaquock

Dear Buck In the December VTNTAGE AIRshy

PLANE there was a comment on R stick L throttle vs L stick R throttle and you suggested input Here is my two quarts worth

Having flown since 1946 and being a flying buddy of S keeter Carlson since 1965 Ive been exposed to quite a variety of flying mashychinery In my first logbook totaling some 220 hours I had flown 46 different airshyplanes and 23 different kinds Over the years I have flown Aeronca Champ Chief Sedan Piper J-3 J-4 J-5 and most of the PAs Ryan CshyI PT-22 Navion Luscombe Fairchild 24 PT-19 PT-23 PT -26 Taylorcraft BC-12 Lshy2 Cessna 120 140 170 A W plus all the ones with the trainshyin g wheel up front I even fl ew the tes t flights on a Pietenpol Aircamper with two throttles one on each side no less I still own and fly my Duncan Sport (2POLB) that I bou ght from Bill and Loshyraine Duncan in 1971 I owned and flew o ur 15AC Sedan and (38 Dart G al ternate ly for several years I ve gotten out of a Stinson Tri -m otor a nd into a Fokker Trip lane the same

day and I feel that it makes very little difference as long as Im in the left seat that is until I got into Skeeter s Thomas Morse Scout with the LeRshyhone rotary then I don t care who you are or where you sit youre still one hand short

Anyw ay we were all Johnny come late ly when we first started and all I can say is never tum down an opportunity to fl y something differshyent Try it youll like it I remember getting to fly an 1124 Westwind from Burbank California to Santa Barbara for lunch J was half finished with m y sandwich before I finally caught up with the airplane So much for that Over to you

Gene Soper EAA 27385 AC 360 Thanks for the note Gene How

about the rest ofyou Hey Dorothy and I will be trave lshy

ing all over the southwest this month so if you dont get a reply back from a phone message or note youll know were still out having fun Talk to you when we get back

Over to you

Want to keep your spinner running true Read what Gary Hunter does (Kent and Sandy Blankenburgs Spartan Executive)

Wayne Milburn

Toowoomba QLD Australia

Patrick P Cloudier

Pincourt PQ Canada

Grumier Willy Chatillon France

Nowell W Izard

Masterton New Zealand

Charles A Birdsall Apo AE

Klaus E Marx Juneau AK

Richard Binderim Enterprise AL

Larry K Tillery Trussville AL

Gary Moseley Chandler AZ

T W Aronson Rosamond CA

Raymond J Barak

Huntington Beach CA

Keith Charles Carnahan

Costa Mesa CA

Tom Lambrick Morgan Hill CA

Douglas L Maxwell Riverside CA

Dr R Richmond San Francisco CA

Anthony R Rivera Nevada City CA

Charles Spurrell

Palos Verdes Estates CA

Howard Thompson Fort Bragg CA

Thomas R Weeks San Diego CA

Raymie Raymie Littleton CO

James T Broady Weirsdale FL

Allen E Kaluzniak

Jacksonville Beach FL

Joshua Knerr Sanford FL

E P RosenthaI Miami FL

C Mitchell Smith Lakeland FL

Gary L Johnson Bainbridge GA

John Stiles Stockbridge GA

Keith Beem Ipan GU

Eugene Honigford

Machesney Park IL

Mike Linden Rockford IL

Barry L Schroeder B1oomington IN

Harry Bartel EI Dorado KS

Bobbie Bradford Topeka KS

Jamie Smith Shawnee KS

Nathan T Rider Groton MA

Alexander J Van Wert

Marlboro MA

Rod Teel Silver Spring MD

James C Walker Baltimore MD

David Stainton

Cranberry Island ME

Alexander M Allan Sr Au Gres MI

Michael J Damone

w Bloomfield MI

Trent H Steinbach

International Falls MN

Jack Dilliard Washington MO

Douglas D Derscheid ONeil NE

George F Johnson Wolfeboro NH

Angelo A Carnevale Hopewell NJ

Bill K Laskar Albuquerque NM

Jim Catalano Cornwall NY

Joseph DiStefano Fort Plain NY

Hugh Weidinger Great Neck NY

Benjamin Gleason Vermilion OH

Gail R Bailey Tulsa OK

Reymold Watt West Lynn OR

Marc S Ludtke Franklin PA

Alan L Moyer Perkasie PA

Elford S Wyatt West Union SC

Derek Amos Harker Heights TX

Charles M Baynard Dallas TX

Thomas E Eanes Granbury TX

Michael Halle Humble TX

Robert Heath Austin TX

W W Hill Houston TX

Justin Layton Houston TX

Eldon W Moore Texas City TX

Nick Berg Lehi UT

Richard Cole Fairfax VA

Peter Hays Arlington VA

Joseph Schoofs Leesburg VA

John A Cahoon Hudson WI

Dennis J Dalka Rhinelander WI

Keegan Ray Janesville WI

Gary B Green Beaver WV

VINTAGE AIRPLANE 27

JMNEWMAN

rshy

Fly-In Calendar The following list ofcoming events isfurnished to our readers as a mailer ofinformation only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the information to EAA All Golda Cox Po Box 3086 Oshkosh WI 54903-3086 Information should be receivedfour months prior to the event date

FEBRUARY 13-14 - MINNEAPOLIS MN shyMinnesota Sport Aviation Conference Minshyneapolis Convention Center Info Way ne Petersen 1-8001657-3922 or web site at wwwflightexpocom

FEBRUA RY 20 - HUN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

FEBRUARY 24-25 - ROMEOVILLE ILLIshyN OIS 25th annual Aviation MaintenanceExhibit Seminar at Lewis Unishyversity Contact Don Cramer 217785shy5798 or Mike Streit 8151836-5431

FEBRUARY 25-27 - BUTTE MT - Montana Aviation Conference Ramada Copper King Inn Workshops seminars nationally recogshynized speakers trade show Info MT Aeronautics Div Box 5 178 lie lna MT 50694 4061444-2506

FEBRUARY 27 - SPR INGFIELD ILLIshyN OIS - lliinois State Safety Seminar at lliinois State Fairgrounds Springfield fllishyl1Ois Contact Lee Creviel 815939-0976

FEBRUARY 27-28 - RIVERSIDE CALIFORshyN IA - EAA Chapter I Open House at Flabob Airport Contact 909689-9213

MARCH 5- 7 - CASA GRANDEAZ - 41st Anshynual Ca ctus Fly- In sponsored by the Arizona Antique Aircraft Association Info wwwamericanpilot orgkactus or call Jon Engle at 60289 1-6012 days only

MARCH 6 - WISCONSIN RA PIDS WISshyCONSIN - Wisconsin State Safety Seminar at the Mead Inn COlllact Harold Benisch 9201623-4457

MA RCH 20 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Aiport 256852-978 1

A PRIL 11-1 7 - LAKELAND FL - 25th Annual Sun n Fun EAA Fly-In and Convention Info 941644-243 1 Web site wwwsun-nshyfunorg

A PRIL 17 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

APRIL 25 - HALF MOON BAY CA LIFORshyN IA - 9th ann ual Pacific Coast Dream Machinesjly-in at HalfMoon Bay Airport 10 am - 4 pm Antiques classics warbirds vintage autos trucks Contact 6501726-2328

MAY 7-9 - PlNEHURSTISOUTHERN PINES NC - Moore County Aiport (SOP) EAA Chap ter 3 Spring Fly-ln Trophies EAA fellowsh ip Friday golf tournament Sat banquetlguest speakel Sunday poker run YE jlights vintage aviationjilms HQ Holiday Inn Southern Pines 9101692-3212 Info 9101947-6896 - 1853 (Fax) or the web WWWsouthern-aviator comlac3

MAY 16 - ROMEOVILLE IL - Le wis Romeoville airport (LOT) EAA Chapter 15 Fly- In breakfast 7 am-Noon Contact Frank Goebel 8 151436-6153

J UNE 26-27 - WALWORTH WI- Bigfoot Field (WI05) Pancake breakfastbrunch Aeroshybatic demo at 10 am Stearman rides and displays of vintage aircraji warbirds and experimentals 7 am-l pm Info John Anshyderson 4141248-8748

J ULY 5-8 - DENVER CO - Centennial Airshyport Short Wing Piper Club annua l co nvention This years theme Rocky Mountain Rendezvous Info Kent 0 Kelly 3031979-3012 (Headwindsmsn com) or vis it the SWPC web site at hllpwwwshortshywing com

JULY 7- 11 -ARLINGTON WA - n w EAA FlyshyIn and Sport Aviation Convention 30th anniversary event FOlllms seminars workshyshops evening programs spec ial night airshow Sat evening Info 360435-5857 or on the web at http wwwnweaaorg

J UNE 11-13 - MATTOON IL - 3rd Annual MTO Luscombe Fly- In Luscombejudging and awardsforullls and banquet $50 cash to Luscombe that jlies the fartest to attend Contacts Jerry Cox 2171234-8720 or Shanshynon Yoakim 217234-7120

JUNE 26-27 - PETERSBURG-DINWIDshyDIE VIRGINIA - 3rd Annual State EAA Fly-ln Contact Ron VanSickle 832932shy4709 wwwvaeaaorg

J UNE 26-27 - LONGMONT COLORADO - 21st Annual Rocky Mountain EAA Fly shyIn Contact Bill Marcy 3031798-6086

J UL Y 7-11 -ARLING TON WASHINGTON - Northwest EAA Regional Fly-in at Arshylin g ton Airport Co ntact Barbara Lawrence-Tolbert 3601435-5 857 or wwwnweaaOIglnweaal

J ULY 16-18 WEST YELLOWSTONE MONshyTANA - 13th annual Northwest Mountain

Region Family Fly- In Safety Conferen ce and Trade Show at the Holiday Inn Confershyence Center Sponsored by local EAA Chapters and the FAA Flight Standards Disshytrict Office Kit plan e exhibitors and seminars Contact Jim Cooney FAA FSDO 1-800457-991 7 wwwfaagovlfsdolhln

J UL Y 28-AUGUST 3 - OSHKOSH WI- 47th A llllllal EAA Air Veil til re Oshkosh 99 Wittl1llII Regional Airport COlltact Johll Bllrtoll EAA ROBox 3086 WI 54903-3086 or see the web site at IIwlIairvelltllreorg

SEPTEMBER 4 - STEAMBOAT SPRINGS CO - EAA Chapter 649 Vintage Fly- In

SEPTEMBER 10-12 -ATWATER CALIshyFORNIA - Goldell West EAA Fly- In at Castle Airport Contact wwwgwjly-inolg

SEPTEMBER 11-12 - MA RION OHIOshyMERFI Mid-Eastern Regional Fly-In Conshytact Lou Lindeman 9371849-9455

OCTOBER 7-IO - MESAARlZONA - Copshyperstate EAA Regional Fly-In at Williams Gateway Airport Con tact Bob Hasson 5201228-5480 or 5201298-3522

OCTOBER 8- 10 - EVER GR EEN A LshyABAMA - South eas t EAA Regional Fly-In Con tact Harold Bubba Hamitel 3341765-9109 or 3341743-39 16

OCTOB ER 8-10 WILMINGTON DELAWARE - East Coast Regional FlyshyIn COli tact Andy Alvarez 3021738-8883

OCTOBER 14-7 -A BILENE TEXAS shySouthwest EAA Regional Fly-in at Abilene Regional Airport Contact Stan Shannon 8301997-8802

STROBE LIGHT TRIVIA QUESTION

ANSWER (From page 9)

Harold E Doc Edgerton (1903-1990) a professor at MIT invented the gas discharge strobe light during work in the MIT labs during 1926 through 1931 Originally developed as a elecshytronic stroboscope the strobe light was quickly adapted for photographic uses including pishyoneering high speed slow motion photography His work with the strobe extended to aircraft but not for position identification shyduring WW-II he experimented with a large strobe light ring used to illuminate the ground for nighttime aerial photography

28 FEBRUARY 1999

Wayne Milburn

Toowoomba QLD Australia

Patrick P Cloudier

Pincourt PQ Canada

Grumier Willy Chatillon France

Nowell W Izard

Masterton New Zealand

Charles A Birdsall Apo AE

Klaus E Marx Juneau AK

Richard Binderim Enterprise AL

Larry K Tillery Trussville AL

Gary Moseley Chandler AZ

T W Aronson Rosamond CA

Raymond J Barak

Huntington Beach CA

Keith Charles Carnahan

Costa Mesa CA

Tom Lambrick Morgan Hill CA

Douglas L Maxwell Riverside CA

Dr R Richmond San Francisco CA

Anthony R Rivera Nevada City CA

Charles Spurrell

Palos Verdes Estates CA

Howard Thompson Fort Bragg CA

Thomas R Weeks San Diego CA

Raymie Raymie Littleton CO

James T Broady Weirsdale FL

Allen E Kaluzniak

Jacksonville Beach FL

Joshua Knerr Sanford FL

E P RosenthaI Miami FL

C Mitchell Smith Lakeland FL

Gary L Johnson Bainbridge GA

John Stiles Stockbridge GA

Keith Beem Ipan GU

Eugene Honigford

Machesney Park IL

Mike Linden Rockford IL

Barry L Schroeder B1oomington IN

Harry Bartel EI Dorado KS

Bobbie Bradford Topeka KS

Jamie Smith Shawnee KS

Nathan T Rider Groton MA

Alexander J Van Wert

Marlboro MA

Rod Teel Silver Spring MD

James C Walker Baltimore MD

David Stainton

Cranberry Island ME

Alexander M Allan Sr Au Gres MI

Michael J Damone

w Bloomfield MI

Trent H Steinbach

International Falls MN

Jack Dilliard Washington MO

Douglas D Derscheid ONeil NE

George F Johnson Wolfeboro NH

Angelo A Carnevale Hopewell NJ

Bill K Laskar Albuquerque NM

Jim Catalano Cornwall NY

Joseph DiStefano Fort Plain NY

Hugh Weidinger Great Neck NY

Benjamin Gleason Vermilion OH

Gail R Bailey Tulsa OK

Reymold Watt West Lynn OR

Marc S Ludtke Franklin PA

Alan L Moyer Perkasie PA

Elford S Wyatt West Union SC

Derek Amos Harker Heights TX

Charles M Baynard Dallas TX

Thomas E Eanes Granbury TX

Michael Halle Humble TX

Robert Heath Austin TX

W W Hill Houston TX

Justin Layton Houston TX

Eldon W Moore Texas City TX

Nick Berg Lehi UT

Richard Cole Fairfax VA

Peter Hays Arlington VA

Joseph Schoofs Leesburg VA

John A Cahoon Hudson WI

Dennis J Dalka Rhinelander WI

Keegan Ray Janesville WI

Gary B Green Beaver WV

VINTAGE AIRPLANE 27

JMNEWMAN

rshy

Fly-In Calendar The following list ofcoming events isfurnished to our readers as a mailer ofinformation only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the information to EAA All Golda Cox Po Box 3086 Oshkosh WI 54903-3086 Information should be receivedfour months prior to the event date

FEBRUARY 13-14 - MINNEAPOLIS MN shyMinnesota Sport Aviation Conference Minshyneapolis Convention Center Info Way ne Petersen 1-8001657-3922 or web site at wwwflightexpocom

FEBRUA RY 20 - HUN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

FEBRUARY 24-25 - ROMEOVILLE ILLIshyN OIS 25th annual Aviation MaintenanceExhibit Seminar at Lewis Unishyversity Contact Don Cramer 217785shy5798 or Mike Streit 8151836-5431

FEBRUARY 25-27 - BUTTE MT - Montana Aviation Conference Ramada Copper King Inn Workshops seminars nationally recogshynized speakers trade show Info MT Aeronautics Div Box 5 178 lie lna MT 50694 4061444-2506

FEBRUARY 27 - SPR INGFIELD ILLIshyN OIS - lliinois State Safety Seminar at lliinois State Fairgrounds Springfield fllishyl1Ois Contact Lee Creviel 815939-0976

FEBRUARY 27-28 - RIVERSIDE CALIFORshyN IA - EAA Chapter I Open House at Flabob Airport Contact 909689-9213

MARCH 5- 7 - CASA GRANDEAZ - 41st Anshynual Ca ctus Fly- In sponsored by the Arizona Antique Aircraft Association Info wwwamericanpilot orgkactus or call Jon Engle at 60289 1-6012 days only

MARCH 6 - WISCONSIN RA PIDS WISshyCONSIN - Wisconsin State Safety Seminar at the Mead Inn COlllact Harold Benisch 9201623-4457

MA RCH 20 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Aiport 256852-978 1

A PRIL 11-1 7 - LAKELAND FL - 25th Annual Sun n Fun EAA Fly-In and Convention Info 941644-243 1 Web site wwwsun-nshyfunorg

A PRIL 17 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

APRIL 25 - HALF MOON BAY CA LIFORshyN IA - 9th ann ual Pacific Coast Dream Machinesjly-in at HalfMoon Bay Airport 10 am - 4 pm Antiques classics warbirds vintage autos trucks Contact 6501726-2328

MAY 7-9 - PlNEHURSTISOUTHERN PINES NC - Moore County Aiport (SOP) EAA Chap ter 3 Spring Fly-ln Trophies EAA fellowsh ip Friday golf tournament Sat banquetlguest speakel Sunday poker run YE jlights vintage aviationjilms HQ Holiday Inn Southern Pines 9101692-3212 Info 9101947-6896 - 1853 (Fax) or the web WWWsouthern-aviator comlac3

MAY 16 - ROMEOVILLE IL - Le wis Romeoville airport (LOT) EAA Chapter 15 Fly- In breakfast 7 am-Noon Contact Frank Goebel 8 151436-6153

J UNE 26-27 - WALWORTH WI- Bigfoot Field (WI05) Pancake breakfastbrunch Aeroshybatic demo at 10 am Stearman rides and displays of vintage aircraji warbirds and experimentals 7 am-l pm Info John Anshyderson 4141248-8748

J ULY 5-8 - DENVER CO - Centennial Airshyport Short Wing Piper Club annua l co nvention This years theme Rocky Mountain Rendezvous Info Kent 0 Kelly 3031979-3012 (Headwindsmsn com) or vis it the SWPC web site at hllpwwwshortshywing com

JULY 7- 11 -ARLINGTON WA - n w EAA FlyshyIn and Sport Aviation Convention 30th anniversary event FOlllms seminars workshyshops evening programs spec ial night airshow Sat evening Info 360435-5857 or on the web at http wwwnweaaorg

J UNE 11-13 - MATTOON IL - 3rd Annual MTO Luscombe Fly- In Luscombejudging and awardsforullls and banquet $50 cash to Luscombe that jlies the fartest to attend Contacts Jerry Cox 2171234-8720 or Shanshynon Yoakim 217234-7120

JUNE 26-27 - PETERSBURG-DINWIDshyDIE VIRGINIA - 3rd Annual State EAA Fly-ln Contact Ron VanSickle 832932shy4709 wwwvaeaaorg

J UNE 26-27 - LONGMONT COLORADO - 21st Annual Rocky Mountain EAA Fly shyIn Contact Bill Marcy 3031798-6086

J UL Y 7-11 -ARLING TON WASHINGTON - Northwest EAA Regional Fly-in at Arshylin g ton Airport Co ntact Barbara Lawrence-Tolbert 3601435-5 857 or wwwnweaaOIglnweaal

J ULY 16-18 WEST YELLOWSTONE MONshyTANA - 13th annual Northwest Mountain

Region Family Fly- In Safety Conferen ce and Trade Show at the Holiday Inn Confershyence Center Sponsored by local EAA Chapters and the FAA Flight Standards Disshytrict Office Kit plan e exhibitors and seminars Contact Jim Cooney FAA FSDO 1-800457-991 7 wwwfaagovlfsdolhln

J UL Y 28-AUGUST 3 - OSHKOSH WI- 47th A llllllal EAA Air Veil til re Oshkosh 99 Wittl1llII Regional Airport COlltact Johll Bllrtoll EAA ROBox 3086 WI 54903-3086 or see the web site at IIwlIairvelltllreorg

SEPTEMBER 4 - STEAMBOAT SPRINGS CO - EAA Chapter 649 Vintage Fly- In

SEPTEMBER 10-12 -ATWATER CALIshyFORNIA - Goldell West EAA Fly- In at Castle Airport Contact wwwgwjly-inolg

SEPTEMBER 11-12 - MA RION OHIOshyMERFI Mid-Eastern Regional Fly-In Conshytact Lou Lindeman 9371849-9455

OCTOBER 7-IO - MESAARlZONA - Copshyperstate EAA Regional Fly-In at Williams Gateway Airport Con tact Bob Hasson 5201228-5480 or 5201298-3522

OCTOBER 8- 10 - EVER GR EEN A LshyABAMA - South eas t EAA Regional Fly-In Con tact Harold Bubba Hamitel 3341765-9109 or 3341743-39 16

OCTOB ER 8-10 WILMINGTON DELAWARE - East Coast Regional FlyshyIn COli tact Andy Alvarez 3021738-8883

OCTOBER 14-7 -A BILENE TEXAS shySouthwest EAA Regional Fly-in at Abilene Regional Airport Contact Stan Shannon 8301997-8802

STROBE LIGHT TRIVIA QUESTION

ANSWER (From page 9)

Harold E Doc Edgerton (1903-1990) a professor at MIT invented the gas discharge strobe light during work in the MIT labs during 1926 through 1931 Originally developed as a elecshytronic stroboscope the strobe light was quickly adapted for photographic uses including pishyoneering high speed slow motion photography His work with the strobe extended to aircraft but not for position identification shyduring WW-II he experimented with a large strobe light ring used to illuminate the ground for nighttime aerial photography

28 FEBRUARY 1999

JMNEWMAN

rshy

Fly-In Calendar The following list ofcoming events isfurnished to our readers as a mailer ofinformation only and does not constitute approval sponsorship involvement control or direction ofany event (fly-in seminars fly market etc) listed Please send the information to EAA All Golda Cox Po Box 3086 Oshkosh WI 54903-3086 Information should be receivedfour months prior to the event date

FEBRUARY 13-14 - MINNEAPOLIS MN shyMinnesota Sport Aviation Conference Minshyneapolis Convention Center Info Way ne Petersen 1-8001657-3922 or web site at wwwflightexpocom

FEBRUA RY 20 - HUN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

FEBRUARY 24-25 - ROMEOVILLE ILLIshyN OIS 25th annual Aviation MaintenanceExhibit Seminar at Lewis Unishyversity Contact Don Cramer 217785shy5798 or Mike Streit 8151836-5431

FEBRUARY 25-27 - BUTTE MT - Montana Aviation Conference Ramada Copper King Inn Workshops seminars nationally recogshynized speakers trade show Info MT Aeronautics Div Box 5 178 lie lna MT 50694 4061444-2506

FEBRUARY 27 - SPR INGFIELD ILLIshyN OIS - lliinois State Safety Seminar at lliinois State Fairgrounds Springfield fllishyl1Ois Contact Lee Creviel 815939-0976

FEBRUARY 27-28 - RIVERSIDE CALIFORshyN IA - EAA Chapter I Open House at Flabob Airport Contact 909689-9213

MARCH 5- 7 - CASA GRANDEAZ - 41st Anshynual Ca ctus Fly- In sponsored by the Arizona Antique Aircraft Association Info wwwamericanpilot orgkactus or call Jon Engle at 60289 1-6012 days only

MARCH 6 - WISCONSIN RA PIDS WISshyCONSIN - Wisconsin State Safety Seminar at the Mead Inn COlllact Harold Benisch 9201623-4457

MA RCH 20 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Aiport 256852-978 1

A PRIL 11-1 7 - LAKELAND FL - 25th Annual Sun n Fun EAA Fly-In and Convention Info 941644-243 1 Web site wwwsun-nshyfunorg

A PRIL 17 - H UN TSVILLE AL - EAA Chapter 190 Fly-In Breakfast at Moontown Airport 2561852-9781

APRIL 25 - HALF MOON BAY CA LIFORshyN IA - 9th ann ual Pacific Coast Dream Machinesjly-in at HalfMoon Bay Airport 10 am - 4 pm Antiques classics warbirds vintage autos trucks Contact 6501726-2328

MAY 7-9 - PlNEHURSTISOUTHERN PINES NC - Moore County Aiport (SOP) EAA Chap ter 3 Spring Fly-ln Trophies EAA fellowsh ip Friday golf tournament Sat banquetlguest speakel Sunday poker run YE jlights vintage aviationjilms HQ Holiday Inn Southern Pines 9101692-3212 Info 9101947-6896 - 1853 (Fax) or the web WWWsouthern-aviator comlac3

MAY 16 - ROMEOVILLE IL - Le wis Romeoville airport (LOT) EAA Chapter 15 Fly- In breakfast 7 am-Noon Contact Frank Goebel 8 151436-6153

J UNE 26-27 - WALWORTH WI- Bigfoot Field (WI05) Pancake breakfastbrunch Aeroshybatic demo at 10 am Stearman rides and displays of vintage aircraji warbirds and experimentals 7 am-l pm Info John Anshyderson 4141248-8748

J ULY 5-8 - DENVER CO - Centennial Airshyport Short Wing Piper Club annua l co nvention This years theme Rocky Mountain Rendezvous Info Kent 0 Kelly 3031979-3012 (Headwindsmsn com) or vis it the SWPC web site at hllpwwwshortshywing com

JULY 7- 11 -ARLINGTON WA - n w EAA FlyshyIn and Sport Aviation Convention 30th anniversary event FOlllms seminars workshyshops evening programs spec ial night airshow Sat evening Info 360435-5857 or on the web at http wwwnweaaorg

J UNE 11-13 - MATTOON IL - 3rd Annual MTO Luscombe Fly- In Luscombejudging and awardsforullls and banquet $50 cash to Luscombe that jlies the fartest to attend Contacts Jerry Cox 2171234-8720 or Shanshynon Yoakim 217234-7120

JUNE 26-27 - PETERSBURG-DINWIDshyDIE VIRGINIA - 3rd Annual State EAA Fly-ln Contact Ron VanSickle 832932shy4709 wwwvaeaaorg

J UNE 26-27 - LONGMONT COLORADO - 21st Annual Rocky Mountain EAA Fly shyIn Contact Bill Marcy 3031798-6086

J UL Y 7-11 -ARLING TON WASHINGTON - Northwest EAA Regional Fly-in at Arshylin g ton Airport Co ntact Barbara Lawrence-Tolbert 3601435-5 857 or wwwnweaaOIglnweaal

J ULY 16-18 WEST YELLOWSTONE MONshyTANA - 13th annual Northwest Mountain

Region Family Fly- In Safety Conferen ce and Trade Show at the Holiday Inn Confershyence Center Sponsored by local EAA Chapters and the FAA Flight Standards Disshytrict Office Kit plan e exhibitors and seminars Contact Jim Cooney FAA FSDO 1-800457-991 7 wwwfaagovlfsdolhln

J UL Y 28-AUGUST 3 - OSHKOSH WI- 47th A llllllal EAA Air Veil til re Oshkosh 99 Wittl1llII Regional Airport COlltact Johll Bllrtoll EAA ROBox 3086 WI 54903-3086 or see the web site at IIwlIairvelltllreorg

SEPTEMBER 4 - STEAMBOAT SPRINGS CO - EAA Chapter 649 Vintage Fly- In

SEPTEMBER 10-12 -ATWATER CALIshyFORNIA - Goldell West EAA Fly- In at Castle Airport Contact wwwgwjly-inolg

SEPTEMBER 11-12 - MA RION OHIOshyMERFI Mid-Eastern Regional Fly-In Conshytact Lou Lindeman 9371849-9455

OCTOBER 7-IO - MESAARlZONA - Copshyperstate EAA Regional Fly-In at Williams Gateway Airport Con tact Bob Hasson 5201228-5480 or 5201298-3522

OCTOBER 8- 10 - EVER GR EEN A LshyABAMA - South eas t EAA Regional Fly-In Con tact Harold Bubba Hamitel 3341765-9109 or 3341743-39 16

OCTOB ER 8-10 WILMINGTON DELAWARE - East Coast Regional FlyshyIn COli tact Andy Alvarez 3021738-8883

OCTOBER 14-7 -A BILENE TEXAS shySouthwest EAA Regional Fly-in at Abilene Regional Airport Contact Stan Shannon 8301997-8802

STROBE LIGHT TRIVIA QUESTION

ANSWER (From page 9)

Harold E Doc Edgerton (1903-1990) a professor at MIT invented the gas discharge strobe light during work in the MIT labs during 1926 through 1931 Originally developed as a elecshytronic stroboscope the strobe light was quickly adapted for photographic uses including pishyoneering high speed slow motion photography His work with the strobe extended to aircraft but not for position identification shyduring WW-II he experimented with a large strobe light ring used to illuminate the ground for nighttime aerial photography

28 FEBRUARY 1999

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