VOL 32 No 5 MAY 2004

2 VAA NEWSHG Frautschy

5 COMEBACK DAD Susan Edsall

8 THE LOUGHEAD F- l Cedric Galloway

10 THE VINTAGE INSTRUCTOR HAZARDOUS ATTITUDES Doug Stewart

12 THE CLAW ANOTHER TIEDOWN SOLUTION Tim Fox

13 THE MOTH THE WORLDS TRAINER Budd Davisson 12

18 WHAT OUR MEMBERS ARE BUILDING AND RESTORING

20 JOHN MILLER RECALLS I NEVER MET MY FLIGHT INSTRUCTOR John Miller

24 MYSTERY PLANEHG Frautschy

26 PASS IT TO BUCK SPRING HAS SPROINGEDBuck Hilbert

27 WHO RECEIVED PILOT CERTIFICATE NO1 ITS NOT WHO YOU THINK Ev Cassagneres

28 NEW MEMBERS

29 CALENDAR

30 CLASSIFIED ADS

Publisher TOM POBEREZNY Editor-in-Chief scon SPANGLER Executive Editor MIKE DIFRISCO News Editor RIC REYNOLDS Photography Staff JIM KOEPNICK Production Manager JULIE RUSSO Advertising Sales LOY HICKMAN

913-268-6646 AdvertisingEditorial Assistant ISABELLE WISKE Copy Editing COLLEEN WALSH

KATHLEEN WITMAN

VINTAGE AIRPLANE

Executive Director Editor HENRY G FRAUTSCHY VAA Administrative Assistant THERESA BOOKS Contributing Editors BUDD DAVISSON

DOUG STEWART JOHN MILLER

Front Cover Quick Henry the Flit No you wouldn t want to extermishynate this trio of Moths which make up the bulk of the DeHaviliand Moths which were on display at EAA AirVenture Oshkosh 2003 Bud Davisson s article on the Moths here in the United States starts on page EAA photo by Lee Ann Abrams shot with a Canon EOS-ln EAA photo plane flown by Bruce Moore

Back Cover EAA Master Artist John Sarsfield 6541 St Vrain Rd Longmont CO 80503 created this acrylic panting of a moment in time during the 1914 Schneider Cup trials held in Monaco The British fielded their diminutive but fast entry in the race after first landing and dunking the biplane while it was equipped with a large single float Cutting the float in half and building a set of more stable twin floats from the single float allowed the Sopwith Tabloid to go on to with the last Schneider Cup race held before the outbreak of WW-I You can contact John at JohnSarsfieldcom or by phone at 303-702-0707

STRAIGHT Be LEVEL ESPIE BUTCH JOYCE

PRESIDENT VINTAGE ASSOCIATION

Spring cleaning checklist One of the stated objectives of the

Vintage Aircraft Association is to proshyvide continuing educational content to the membership Through how-to articles in the magazine and on our website we share the collective knowledge of the many experienced members who send us material to publish If you think theres a topic we havent covered lately let us know And if you have something youd like to contribute feel free to contact your editor HG Frautschy The fastest way to get material to him is via e-mail at vintageeaaorg

To be sure we have the best inshyformation possible we often partner with the other EAA divishysions and affiliate In cooperation with NAFI the National Associashytion of Flight Instructors we are in the process of creating a pair of checklists for vintage pilots that will remind you of the tasks that should be done before you head out to fly especially if youve not flown for a few months Many of us take a portion of the winter months off As Ive mentioned in the past we can always tell when the first good flying weekend weather of the season has broken out in a section of the country the accident reports increase substantially

Undoubtedly none of those pilots who bent their precious airplanes set out to have an accident but we often can see the steppingstones of the path that led them to the crunch at the end

Starting down the path to make a flight even when that little voice in the back of your head is says Think about it again can be very tempting HG would like to relate a quick story on how assessing your competency at

any given moment can make one pause and think

Early spring can give us some of the most wonderful flying weather imaginable here in central Wisconshysin but like much of the country it can change literally overnight I had the opportunity to fly the Aeronca 60 miles away to an overnight destinashytion Id be leaving in the afternoon and easy transportation to my final destination was on the other end of my flight The weather both days was forecast to be sunny with reashysonable temperatures both days Since I was leaving about midday I doubLe-checked the forecast for the next morning It was more of the same with one addition-a forecast for gusty winds of about 18 mph and the forecast direction didnt match either of the runways I had available at my home or destination

Now later in the year with a bit of dual instruction to brush up on my Landings and a good dozen or so hours in this years logbook I would have considered flying the trip since the airplanes crosswind capability could handle it and my skill set would be up to speed But not at this time of year I got in the car and drove to the destination instead of pointing the spinner at it and worryshying about the wind forecast all night As it turned out even later in the year I would have had trouble since the actuaL wind speeds the next morning were a good 5-10 mph higher than forecast

Rusty Sachs the new executive dishyrector of NAFI shared these checklist items with us HG was using the last item to help him make his gono-go decision Think of it as your aviation spring cleaning checklist

bull Legal Medical certificate current Flight review current Sufficient landingstakeoffs

in last 90 days Pilot certificate medical

certificate and photo ID handy

bull Physical Illness Medication Stress Alcohol Fatigue Emotion

bull Knowledge V-speeds Weight and balance Hours of sunset sunrise Local frequencies Traffic patterns and landmarks And finally the big question Does my confidence match

my skills

Well be sharing this checklist with each member who renews or signs up with our VAA approved insurance program administered by AUA Inc We hope each of you will take it to heart and help keep both the airshyplanes and their crews safe and sound

Were always looking for new members Ask a friend to join us so they too can enjoy the benefits of VAA membership and have it all

YAA NEWS EAA CALLS ON FAA TO RE-DO AIR TOUR NPRM

In its official comments EAA reiterated its strong opposition to proposed new regulations for air tour operators EAA concluded that the proposed rules were not justified by any safety data nor was there an indication that the proposal would enhance safety In addition the rules as currently proposed would be devastating to many small businesses and the generalshyaviation industry in general

EAA has maintained that the best thing the FAA could do would be to pull this proposal and start over said Earl Lawrence EAA vice president of indusshytry and regulatory affairs As written FAA has gone much farther than the original congressional mandate requested It would destroy many areas of general avishyation created strictly for historic or demonstration purposes EAA and other aviation organizations have offered many simple common-sense recommendashytions that would meet the congressional mandate enhance safety and preserve the viability of many small businesses

Congress mandated that FAA improve safety in air tour operations over national parks and monuments The proposed regulations did not distinguish between operations or aircraft treating large commercial air tour operators the same as private one-aircraft operashytions such as a person who operates a two-place open-cockpit aircraft for local sightseeing flights They would also place all historic aircraft flights under the same regulations potentially stifling unique flight opshyportunities as those found in EAAs B-17 bomber Ford Tri-Motor and Spirit ofst Louis replica Many EAA members also operate private historical and sightseeing activities with for example unique vintage aircraft

The way these rules would improve safety is by forcing many small operators out of bUSiness as they would be unable to afford the massive adjustments necessary to meet the new requirements Lawrence said Thats similar to stating that the nation could improve traffic safety by forcing sightseeing buses and vehicles out of business While that may be technishycally true in a minimal way it is a callous and uneducated way to shape policyI

Aviation organizations are working together to urge FAA to recall the current NPRM while making practishycal suggestions for new rules Joining EAA in the effort are the Aircraft Owners and Pilots ASSOCiation Genshyeral Aviation Manufacturers Association National Air Transportation Association Helicopter Association Inshyternational and the United States Air Tour Association Also participating are a large number of independent air tour operators

BUILD YOUR AIRVENTURE This is where youll find the peoshy Look in the ultralight and vintage SPORT PILOTLIGHT-SPORT ple you need to talk to the aircraft areas or simply along the AIRCRAFT information you need the literature flightline

Want to learn everything known you want said Ron Wagner manshy Also planned are plenty of about the proposed new sport pishy ager of EAA field relations and sport SPLSA-related forums so be sure lotlight-sport aircraft (SPLSA) pilot center director Well also have to check the daily schedule or go rules Better get to EAA AirVenture plenty of different light-sport aircraft online at the EAA AirVenture Oshkosh 2004 where an unpreceshy examples parked alongside the tent website forums search page dented volume and variety of Were all eager to bring everyone up wwwairventureorgsearchhtmi resources will be available to speed regarding what we feel will

Begin at EAAs Sport Pilot Center be the most significant development INTERNATIONAL

located on the southeast corner of ever in personal aviation YOUNG EAGLES DAY

Knapp Street and the main entryway Those planning an LSA purchase Help EAA Young Eagles launch just west of AeroShell Square EM exshy who arent quite sure what qualifies the second century of flight by perts and FAA sport pilot national can inquire at the Sport Pilot Center participating in the International office staff will be on hand full time to Were there to help you Young Eagles Day (IYED) on June answer your questions regarding pilot And speaking of aircraft look 12 2004 Established in 1994 certification maintenance issues elishy throughout the grounds for the IYED focuses international attenshygible aircraft and most anything else special sport pilot prop cards desigshy tion on Young Eagles Last year regarding the new rules nating sport pilot-eligible aircraft more than 10000 Young Eagles

MAY 2004 2

were flown on IYED alone As alshyways EAA Young Eagles needs your participation year-round but if you have a rally planned please let us know at YoungEagles eaa org and place your material order as soon as possible so we make sure you have everything you need for a successful Young Eagles event

VAA CHAPT ER 3

OPEN HOUSE

Flabobs fifth annual gathering of vinshytage aircraft is expected to attract nearly 200 outstanding examples of antique and classic planes on May 15

EAA Vintage Aircraft Chapter 33 will host its fifth annual open house at Flabob Airport on May 15 The event which is free and open to everyone expects to attract nearly 200 antique and classic aircraft a few dozen vintage cars and hot rods and 500 to 1000 people

Its a real laid back affair a gathershying of beautiful airplanes and old friends said Chapter President Leo V Williams We dont really plan much other than ways to provide food and how to park all the planes that are flown in Some resident exshyperts have arranged to give fabric covering and welding demonstrashytions and a radio-control model airplane club will be flying its airshyplanes But clearly the emphasis is on socializing looking at aircraft and watching them fly around in the patshytern There will be a flea market and well be staging flights for EAAs Young Eagles program You never know some lucky kids may get to fly in open-cockpit biplanes Otherwise its all relaxation and fun

Early arrivals can expect to be met by parking marshals around 800 am and typically things wrap up for the day by 400 pm

POP GEARS UP FOR FLIGHTLINE SAFETY People from around the world come to EM AirVenture Oshkosh for primarily

one purpose to look at thousands of aircraft that converge on Wittman Reshygional Airport To protect these airplanes-and spectators-the POP (Protect Our Planes) Team monitors flightl ine activities to make sure visitors abide by the time-tested Oshkosh rules no smoking except in designated areas and no food or drink on the flightl ine

POP now seeks volunteers to j oin its team from Monday July 26 (the day before the convention) through Sunday August 1 POP pat rollers must be at least 14 (ages 14-17 need a parent guardian with them) and enthushysiastic No experience is necessary- all you need is a smi le-and theres

a place for people of all f itness levels Its a great way for families andor groups to enjoy EAA AirVenture from the inside If you re interested in volunshyteer ing e-mail ProtectOurPlanes yah oo com or visit httpgroupsyahoocom group ProtectOurPlanes

Many participants come from the Southern California area and most have been there for all of the fly-ins For further informashytion or to make reservations for Young Eagles flights please conshytact Kathy Rohm at 909-683-2309 ext 104 or kathyrohmaolcom

GOLDEN WEST BOASTS

VARI E TY OF AIRCRAFT

ACTIV I TIES

The sixth annual Golden West EAA Regional Fly-In is a three-day aviation celebration for all ages Military flybys homebuilts classic vintage warbirds ultralights powshyered parachutes hot-air balloons and even a blimp wil l be at the Marysville California (MYV) airshyport on J u ne 18-20 Friday is dedicated to youth and Young Eashygles while Saturday features an air show and military flybys and Sunday the Eagles of Liberty Warshybird Air Show All three days start with a pancake breakfast and feashyture educational forums and workshops For more information visit wwwgoldenwestfyinorg or call 530-741-6463

NOT I CE OF ANNUAL

BUSINESS MEETING

In accordance with the fourth reshystated bylaws of the Experimental Aircraft Association Inc notice is hereby given that the annual busishyness meeting of the members will

continued on page 28

NAFI NAMES EXECUTIVE DIRECTOR

Longtime flight instructor Rusty Sachs is the new executive director of the National Association of Flight Inshystructors an EAA affiliate A NAFI Master Inshystructor he comes to NAFI from Signal Avishyation Services Lebanon New Hampshire where he was chief pilot and director of training A former Maine helicopter avishyator he teaches single- and multiengine rotorcraft-helicopshyter and instrument airplane

A longtime EAA and NAFI member Sachs relishes the chance to do something speshycial on a national scale in aviation Were about to be hit by enormous growth with sport pilotlight-sport aircraft There will be lots of transitionshying ultralight instructors who will need a fraternity of inshystructors from whom they can draw expertise Were working to make NAFI that fraternity

Rusty Sachs

VINTAGE AIRPLANE 3

_____ ________________________ _

VAAs Friends of The Red Barn VAA Convention Fund Raising Program

The Vintage Aircraft Associashytion is a major participant in the Worlds Largest Annual Sport Avishyation Event - EAA AirVenture Oshkosh The Vintage Division hosts and parks over 2000 vinshytage airplanes each year from the Red Barn area of Wittman Field south to the perimeter of the airport

The financial support for the various activities in connection with the weeklong event in the VAA Red Barn area is principally derived from the Vintage Airshycraft Associations Friends of the Red Barn program

This fundraising program is an annual affair beginshyning each year on July 1 and ending June 30 of the following year This years campaign is well underway with contributions already arriving here at VAA HQ Our thanks to those of you who have already sent in your 2004 contributions

You can join in as well There will be three levels of gifts and gift recognition

Vintage Gold Level - $60000 and above gift Vintage Silver Level - $30000 gift Vintage Bronze Level - $10000 gift Each contribution at one of these levels entitles

you to a Certificate of Appreciation from the Divishysion Your name will be listed as a contributor in Vintage Airplane magazine on the VAA website and on a special display at the VAA Red Barn during AirVenture You will also be presented with a

special name badge recognizing your level of participation During AirVenture youll have access to the Red Barn Volunteer Censhyter a nice place to cool off

Gold Level contributors will also receive a pair of cershy

tificates each good for a flight on EAAs Ford Trimotor redeemable during AirVenture or during the summer flying season at Pioneer Airport Silver Level contributors will receive one certificate for a flighat on EAAs Ford Trimotor

This is a grand opportunity for all Vintage members to join together as key financial supporters of the Vinshytage Division It will be a truly rewarding experience for each of us as individuals to be part of supporting the finest gathering of Antique Classic and Contemshyporary airplanes in the world

Wont you please join those of us who recognize the tremendously valuable key role the Vintage Aircraft Assoshyciation has played in preserving the great grass roots and general aviation airplanes of the last 100 years Your participation in EAAs Vintage Aircraft Associashytion Friends of the Red Barn will help insure the very finest in AirVenture Oshkosh Vintage Red Barn programs

For those of you who wish to contribute we ve included a copy of the contribution form Feel free to copy it and mail it to VAA headquarters with your donation Thank you

----~------------------------------------------------------------------------------------------------------

VAA Friends of the Red Barn Nam e ______________________________________________ EAA_______________VAA ____________ __

Address ____________________________________________________________________________________

City Sta teZi p _______________________________________________________________________________

Phone ________________________________ E-Mail__________________

Please choose your level of participation

_ Vintage Gold Level Gift - $60000

_ Vintage Silver Level Gift - $30000

_ Vintage Bronze Level Gift - $10000

o Payment Enclosed o Please Charge my credit card (below)

Credit Card Number ______________________ Expiration Date ___________

Signature_____________________________

Mail your contribution to EM VINTAGE AIRCRAFT ASSOC PO Box 3086 OSHKOSH WI 54903-3086

00 you or your spouse work for a matching gift company If so this gift may qualify for a matching donation Please ask your Human Remiddot sources department for the appropriate form Na meof Company __________________________

The Vi ntage Aircraft Association is a non-profit educa tional organization under IRS sOl c3 rules Under Federal Law the deduction from Federal Inshycome tax for charitable contributions is limited to the amount by which any money (and the value of any property other than money) contributed exceeds the value of the goods or se rvices provided in exchange for the contribution An appropriate receipt acknowledging your gift will be sent to you for IRS gift reporting reasons

4 MAY 2004

Comeback Dad From Into the Blue

published by St Martins Press

SUSAN EDSALL

Dad my sister and I were sitting in a hallway in the hospital-Dad in a pink plastic chair with metal arms and Sharon and me on the floor feet outshystretched backs against the wall waiting

My father Wayne Edsall had just turned 72 years old several days ago In the last 30 years he had rebuilt nearly a dozen antique airplanes His current project a 1945 Airmaster was his most difficult project yet with one 34-foot long cantilevered wing and no instructions Not that hed had any inshystructions with any of the planes hed built including a Howard a Curtiss two Tiger Moths a Waco a Stinson a BT-13 and his dream plane a 1932 Fleet biplane The Fleet Series 9 was one of only 11 ever built and as far as Dad knew his was the only one of the that series still flying It was when he was flying her over the vast expanse of the Gallatin Valley in Montana that Dad felt closest to God

Dad spent every evening out in what our family called his sandbox-a hangar-turned-shop where there was alshyways an antique airplane being rebuilt Always Big band music playing on the radio and he and his pal Bud Hall working away with felt tape irons paint wires hoses and who knows what all We referred to all that went on out there as Waynes World

This is how I knew my father a reshybuilder and pilot of antique airplanes Thats how everyone knew him

So it was particularly shocking when sitting next to him in that antishyseptic hospital hallway an unnervingly cheerful speech therapist bounded up to Dad clapped him on the back grabbed his hand as if shaking it in adshyvance of giving him a coveted award and blurted out with unflinching conshyfidence Hello Mr Edsall I hear

you used to be a pishylot Well you wont be able to do that again but well get you up and around doing something You bet we will

Used to be a pilot I dont know what else the therapist said Her sparkling ideas about what else she might get Dad to do besides fly became background noise as I watched any remaining hope drain from my fathers face He turned one flat shade of battleship gray

Susan and her dad Wayne with his BT-13 A week earlier my fashyther had suffered a debilitating stroke as a complication from heart surgery This was his first day in the rehab center and this was the first he had heard that the staffs assessment was that he would not recover enough to be able to fly

I knew the situation as well as the therapist did Dad couldnt talk couldshynt count couldnt track a sentence couldnt tell time couldnt conjure the names of his family couldnt reshymember that the letter b made the sound buh as in boy couldnt walk in a straight line couldnt hold a fork a cup a glass couldnt spread jam on his toast Certainly couldnt fly

But I knew some things the therashypists didnt know I knew that my father was the most bullheaded man ever born I knew that the flying comshymunity in Montana was the most spirited group of men and women you could pOSSibly want rooting for you I knew that the family we were all a part of had never taken no for an anshyswer before and wasnt about to start

now I knew that if Dad couldnt fly he would just as soon not breathe And most particularly I knew that it wasnt that Dad couldn t fly it was that Dad couldnt fly yet

What I didnt know was how we were going to get him from not knowshying his ABCs and his 1-2-3s to talking to the tower on the radio and getting his flaps down and his trim set for landing Then there was teaching him all the math he would need to know to get back to rebuilding the Airmasshyter including dividing fractions

The notion of teaching Dad how to do well everything was overwhelmshying When we werent crying from seeing him so debilitated we were pleading with the therapists for a difshyferent prognosis or hunched in the hospital cafeteria booth staring into a cup of bad tasting coffee without one single idea for how to proceed We werent helped by what we saw around us-dozens of stroke patients disabled depressed and dependent who along

VINTAGE AIRPLANE 5

with their families were trying to come to terms with a life altered One of the chief functions of the hospital staff it seemed was to speed that coming-to-terms process along helpshying us get used to the indisputable fact that things would never be the same

Only we would not come to terms Dad would fly again On this our famshyily chose to agree It wasnt like we sat down as a family and thought through this whole thing and then decided that maybe we could find a way to make this happen To even think that Dad wouldnt fly again would have been in our family a bald act of beshytrayal Dad flew Thats how my sister and brother and I knew him as a fashyther and its how my mother knew him as a husband On this there was no dithering It was a fact as true as the sun rising each morning and Dad wanting lunch at noon

Our job was to figure out how to bushwack our way back

So we pursued it like wed pursue a flight plan The first thing we did was decide the destination Dad would fly again in one year I sat in the hospital hallway Dad in the familiar pink plasshytic chair and myself cross-legged on the floor in front of him and I held his hands I looked him in the eye and I promised him that he would fly again in a year I asked my father to promise me that he would stick it out for one year and that he would put his shoulder to the wheel of making this happen What I got from him was dead hopeless silence I held on Promise me Dad You will fly in one year Give me a year Dad Give me one year You will fly again I would not let go of my fathers hands If he was the most stubborn person ever born then he had raised me as the second most stubborn Finally I felt the squeeze of his hands in mine and he forced out as best he could with his limited capabilities with thought and speech Oh-k-k-k-k-ay

I sat with my sister in the hospital cafeteria She lived in North Carolina I lived in Vermont and Dad lived in Montana We were grateful he didnt live in Japan but we could hardly have lived further from one another

MAY 2004

and still be in the continental United States We hatched our plan She would go out to Montana for two weeks and work with Dad in some vershysion of school every morning I would go out and relieve her for two weeks doing the same thing We would do this for three months and then reassess

So Dad grabbed the stick Bud leaned

to the side so Dad could see the

instruments and Dad flew the plane

like hed never been gone

The travel arrangements agreed to we still had a big problem no curriculum We had no clue how to teach Dad how to read talk count do math And our attempts to get materials from the therapists were met with stony resistance The speech therapist put her foot down telling Mother in no uncertain terms that we needed to leave speech thershyapy to the professionals that Mother needed to get back to being Dads wife and we needed to get back to being Dads daughters

But the plan of the professionals was three one-hour speech therapy sessions a week There was absolutely no way that Dad with that meager help was going to get back to mumshybling coherently to himself let alone talking to the tower Rather than pershysuade them otherwise I bypassed the beleaguering prognosis of the professionals and hightailed it to Borders bookstore spending a good six hours scouring the bookshelves in the teacher resource section I concentrated on books geared to kindergartners learning to read write and tell time Once we made some progress Id up the level of difficulty to second grade and start in on

math-first simple counting and then addition of single digit numbers

lll admit that I put my head in my hands and cried more than once that afternoon in the bookstore It was breathtaking to be faced with having to teach my father to read See Jane run when just two weeks ago he had taken me on a flight over the Gallatin Valley in his spit-shined BT-13 which he had painstakingly restored

Sharon and I had a plan and we stuck to it For the next three months at 800 every single morning we were at the dining room table newly conshyverted to a classroom and started in We began with flashcards of the alshyphabet He had to relearn the sounds His big hang-up was the letter W

which he always said had the sound duh Of course he thought that Every other letter had its own sound in the name of the letter B is buh w is duh It only made sense Thats how far back we started

Then we moved from letters to simshyple words like ball cat dog egg farmer Then we tried writing the words We had our morning blocked out into 30-minute segments with a five-minute break between each one and we ran those mornings like drill sergeants There was no feeling sorry for Dad no giving in to how tired he was-or we were There was no time off for a nice day

The only dispensation was when planes flew over the house Pilot friends usually left us alone in the mornings but by afternoon they ofshyten came by in threes buzzing the house and then landing on the grass airstrip out back taxiing up to the porch Dad could hear them from miles away-the distinct thumpetyshythump of round antique engines He would jump up from the table no matter what we were working on and go outside shielding his eyes from the sun and spot the planes in the distance As they dipped low toshyward the house the growl of their engines swirling in the yard he would pump his fist in the air in salute It was all I could do not to lay my head down on the dining room table and cry a rain barrel full My

6

father did not belong on the ground When the pilots came in to land it

was clear that school was over for the day They would gather on the porch I would ferry out coffee and cookies and they would talk to Dad He would pitch in while they waited-someshytimes interminably-for him to finish his sentence Their friendship their impromptu visits and their support were his lifeline

There were the obvious hurdles of getting him to speak read write do mathematical calculations and reason We tackled those with a very carefully laid out plan gleaned from the books for teachers which we plodded through unfailingly each day Every single morning Dad would start with a memory warm-up read out loud from Henry Kisors book Flight of the Gin Fizz write words and phrases from the stack of flashcards and do reasoning problems like lin this list of items which one doesnt belong fork spoon plate bicycle We kept scrupushylous track of our progress just like plotting a cross-country trip from checkpoint to checkpoint enabling us to see for example that the speed of Dads reading had moved from 19 words a minute to 80 and knowing that we were aiming for 110

But the psychological hurdles were less easy to tackle methodically Dad battled constant fear that he would never be able to think straight again let alone speak write and calculate At one point three weeks into lschool he was discouraged about his lack of progress Sharon and I had kept careshyful records of all his work in a three-ring binder I put the binder in his lap and showed him where he started and where he was at right then It made him even more terrified He hadnt remembered being so bad All he could say was lyou dont know what its like way out here

He also battled the gnawing fear that he would never again be pilot in command This expressed itself in many ways from the simple and proshyfound feeling of being utterly overwhelmed to feeling apprehensive about even going up for a ride in someone elses plane We had to not

only get his brain working again we had to get him back into an airplane as a passenger back into his hangar back behind the control wheel of his own Cessna 185 then finally behind the stick of his beloved Fleet The psyshychological hurdles for Dad became hurdles for us too Fear of failure was our constant companion But there was nothing to do but plod on

We did not however plod on alone His flying buddies were waiting in the wings willing to do anything to get Dad back in the air

Bud his best buddy owns a Birdshydog He kept bugging Dad to go for a ride in it Dad kept turning him down But Bud hadnt become best friends with Dad by relenting every time Dad said no so Bud kept at it Every night he would call or come by Of course he had Dad at a disadvantage because Dad couldnt talk very well But still Dad refused We werent exactly sure why Maybe the idea that he would never be pilot in command again was gaining on him Maybe he was worshyried that if he got that feeling of freedom you get when you fly and then were denied ever being a pilot it would be too much for him Whatever the reason he kept turning Bud down Finally by mid-May Bud wore him out and Dad agreed to go flying in the Bird Dog

When they got into the air Bud in the front and Dad in back Dads blood ran like it hadnt in months Two months in the lclassroom had taken the starch out of him Being 7000 feet in the air and over the Rocky Mounshytains flying over the headwaters of the Missouri checking out the herd of elk in the Spanish Peaks rekindled the pilots life in him Bud called back on the intercom lWhy dont you take the controls Edsall

So Dad grabbed the stick Bud leaned to the side so Dad could see the instruments and Dad flew the plane like hed never been gone

Bud got on the radio and called out the news to the other pilots that were in the air lEdsalls flying the Bird Dog Even got a little finesse for a change

The radio crackled back with other pilots who let out the breath they had

Susan Edsalls terrific 288-page hardbound book deshytailing VAA member Wayne Edsalls jourshyney back to the skies will be pubshylished in May Into

the Blue AFathers Flight and a Daughters Return is beshying published by St Martins Press and will be available in bookstores and on the web in time for Fathers Day

been holding for too long lYoure in the air Edsall I knew you

could do it lWhat a great day when Wilbur

and Orville closed the bicycle shop eh Edsall

At least we had Dad in the airplane Now we had to get him back in his own planes behind his own controls as pilot in command And back into the hangar

It was that flight up in the blue Montana sky with his flying buddies conveying their good wishes on the radio that gave Dad his second wind He tackled the books every morning with renewed hope Not getting back into the air was not an option Alshythough he wasnt out of the woods just yet he could see that we were not just going in circles We had made tremendous progress And no matter how frustrating tiring discouraging or just plain damned difficult it was to stick with the grinding-it-out work of reconnecting the pathways in his brain he was gaining on his dream to be back in the air

So Dad appeared unfailingly in the schoolroom every morning at 800 and so did we All of us propelled by his dream to fly

June 6 just two and a half months since Dads stroke Dad went lip in his own plane Although he wasnt pilot in command he was behind the conshytrols with a check pilot in the passenger s seat It all came back to him All of it Flying was as much a part of him as breathing He handled the radio the takeoff the flight over the Spanish Peaks and the Madison

continued on page 28

VINTAGE AIRPLANE 7

THE LOUGHEAD F-l feap~

Originally published in the November 19ft9 issue of Vintage Airplane

In 1916 Allen and Malcolm Lougshyhead began writing the second chapter in their saga as pioneer

airplane builders They established the Loughead Aircraft Manufacturshying Co in the rear of a garage near the Santa Barbara waterfront Their finances were meager but they were ambitious

Berton R Rodman Santa Barbara financier and machine shop owner was elected president Allen first vice president Malcolm secretary and treasurer Norman S Hall adshyvertising and sales promotion manager and Anthony Stadlman factory superintendent A Czechoshyslovakian mechanic and engineer Stadlman first worked with Allen in maintenance of the Curtiss Pusher that Loughead flew during his barnshystorming in Illinois

In mid-summer of 1916 a 21shyyear-old garage mechanic and architectural draftsman son of a prominent Santa Barbara contracshytor became a frequent visitor at the factory on State Street He knew the Lougheads by reputation He had seen their Model G at the PanamashyPacific International Exposition the year before And he wanted a jobshyanything at all as long as it was connected with aircraft The young man was the farsighted John K Northrop who would become one of the most talented designers in

MAY 2004

aviation history whose contributions to the progress of flyshying would include the celebrated Lockshyheed Vega and the famous Northrop Flying Wing bomber

The Lougheads hired Northrop and put him to work helping to shape the hull of their new flyshying boat called the The F-l powered by two Hall Scott engines The F-l A self-taught en- wingspan is 74 feet length is 35 feet

gineer Northrop understood stress analysis He deshysigned and stressed the wings of the flying boat the worlds largest seashyplane at that time

It was built to carry 10 persons including pilot and copilot and was of wood and fabric construcshytion with engine cowlings and fittings of metal The upper wing spanned a monstrous 74 feet and the 47-foot lower wing carried ponshytoons beneath each tip Two 160-hp Hall Scott engines hung between the wings on either side of the hull It was a tractor-type craft 3S feet long with a gross weight of 3700 pounds a useful load of 3100 pounds a top speed of 84 mph and a cruising speed of 70 mph

Throughout it showed every evishydence of practical design and careful

workmanship For example wing struts were of steel bolted top and bottom and encased in streamlined wooden fairings The Lougheads also developed a rustproofing process for metal parts that greatly increased their durability

The F-1 was notable additionshyally because it inaugurated a design configuration that became famous years later on the Constellation-a triple-finned tail mounted on metal booms attached to the hull and wings

By this time the United States was on the verge of entering World War I The Lougheads offered to place their factory and personal services as trained pilots at the governments disposal in event of trouble with any other foreign

8

power The Santa Barbara NewsshyPress reported the company also planned to offer its F-1 then under construction to the military Work was rushed in hope of completing it by April 1917

With a little added equipment we could turn out each month two machines the story quoted Allen We are patterning our new mashychine in line with government specifications and it would be available for immediate use for obshyservation and reconnaissance work to which it is especially adapted

After the United States declared war on Germany and the Central Powers the Navy-anxious to build up its air arm-displayed inshy

terest in the Loughead F-1 and arranged for it to be flown to North Island naval base near San Diego for testing Allen first flew it at Santa Barbara on March 28 1918 The formal launching followed what the News-Press described as an impressive christening and dedicatory ceremony First passhysengers were Mary Miles Minter noted silent screen actress who made a number of movies in Santa Barbara and her sister

On its trial hop the F-1 made a circular flight that demonstrated inshyherent stability although there was too much area in the counterbalshyanced ailerons The problem was quickly solved and a short time

Allen and Malcolm Loughead atthe controls of the F-l

The F-l inaugurated a design configuration that became famous years later on the Constellation-a triple-finned tail

later the plane winged to North Isshyland setting a nonstop over-water mark-180 miles in 181 minutes

Navy officials began a series of rigid flight and structural tests that spanned three months These conshyvinced them the Lougheads knew how to build an airplane but the craft was ruled out because of a deshysign standardization policy The government was concentrating proshyduction on specified aircraft types and the seaplane design it chose was a Curtiss HS21 Accordingly the Lougheads first military conshytract was to construct two seaplanes patterned after the Curtiss The trial order was on a cost-plus-12-percent basis plus spare parts

We took a beating on the deal Allen recalled later We invested between $4000 and $5000 in necshyessary alterations to the basic HS21 design and werent reimbursed for our expenditures

At the peak of production emshyployment at the small Santa Barbara plant rose to 85 men Northrop then in military service at Camp Lewis was furloughed and returned to Santa Barbara to help turn out the two planes

Meantime the Model G continshyued its successful career Soon after the Lougheads arrived in Santa Barshybara Allen used the place to make the first crossing of the Santa Barshy

bara Channel by air carrying two passengers and completing the 60-mile trip in just one hour

Even though the Navy had turned down the F-1 the Lougshyheads remained convinced of its potentialities After its return to Santa Barbara from the North Isshyland tests in August 1918 the factory promptly rebuilt it at a cost of $10000 into a landplane configuration with a landing gear arrangement that consisted of two main gears and a nose wheel This modification was called the F-1A

References Of Men and Stars A History ofLockheed Aircraft Corp by Philip L Juergens

VINTAGE AIRPLANE 9

THE VINTAGE INSTRU

Hazardous attitudes

DOUG STEWART

The night before I was to ferry an Aeronca Champ from Massachusetts to Florida the following days surface winds were forecast to be from the northwest at 30 knots gusting to 40 with the moderate turbulence that always accompanies those high winds Snow was also in the forecast for later in the day and would reshymain in the forecast for the next several days It was clear that if I didshynt get going early the next morning I would be grounded for the rest of the week

Why is it that whenever you want the briefer to be wrong he or she isshynt but when you are counting on the forecast to hold true it doesshyn t Has anyone else ever noticed that Well the following morning showed that the former was to be the case

The wind was howling as I backshytaxied to the departure end of the runway It was blowing hard enough that the rudder wasnt sufshyficient to keep the air-knocker going straight down the runway I needed to help out my directional control with a bit of brake as well In doing so I noticed that the right brake seemed to have even less effectiveshyness than the meager amount I expected from the original exshypander-type brake on the Champ

The thought ran through my head that perhaps I should abort the flight Two-and-a-half hours after takeoff I would be in New Jersey and in need of fuel (With only 13 galshylons of total fuel the fuel range matched my bladder range pershy10 MAY 2004

fectly) Every possible runway that I could use would have a 70- to 90-deshygree crosswind Would I be able to control the old Champ with a weak brake I deliberated with myself However I was determined to make the flight and that was affecting my thought process

The thought ran through

my head that perhaps I should abort

the flight It made me think of one time

when I had ferried this same airplane in the opposite direction In similar winds I had landed at Stewart Intershynational Airport (SWF) diagonally across the runway Because of the high gusty winds I had opted to do a wheel landing As I slowed down once on the runway I slowly came forward with the stick to keep the tail up in the air I still had some stick left when with the tail still up in the air the airplane came to a stop Yikes What am I going to do now If I bring the tail down Im goshying flying again I said to myself It then took close to 15 minutes to taxi the short distance from the runway to the FBO

I considered all this information as I performed the simple run-up

and before-takeoff checks Yeah I can handle it was my answer to my self-questioning mind Ive flown in this stuff before in fact in this very same plane No problem 1 can handle it r responded with deshytermination as I came in with the power and departed on the flight

Here I was exhibiting the classic hazardous attitude macho along with some typical operational errors r sometimes wonder why my middle name isnt Votan (The ancient Mayan god of warfare and death) How often have I started forging that accident chain before I ever leave the ground I know I am not alone in this The accident reports bear witness to the fact that the chain of events leading to an accident quite typically begins prior to takeoff

Well two-and-a-haJf hours later found me at Toms River New Jersey The winds were reported to be from 350 variable 330 at 31 knots with gusts to 38 knots I would be landing on Runway 6 If luck were with me my arrival would coincide with the winds from their most northerly vecshytor and least velocity Youd think by now that I would know that Murphy never rests Sure enough he wasnt

As I had done in this airplane beshyfore I opted to land diagonally

across the runway to gain as much of a head wind component as I could Only this runway was nowhere near as wide as the one at SWF I landed on the left main and as I slowed down I finally ran out of stick As the tail wheel touched the runway I immediately brought the stick all the way to the left and back into my gut And thats when the proverbial yogurt hit the fan

The rudder and tail wheel were not going to provide enough force to counter the strong crosswinds I was going to need the right brake to keep things going straight As the nose of the Champ started to yaw to the left I pushed on the right heel brake with all my strength But that weak brake wasnt going to be any match for the strong wind Here I was at the start of a ground loop and there was nothing left for me to do

No I was not exhibiting another hazardous attitude that of resignashytion I was doing all that I could all that I knew to keep from ground looping but the winds were too strong The right wing started to drop as we spun around and was soon dragging on the pavement at the edge of the runway As the tail came facing into the wind the left main gear dropped back down to the runway and we came to a stop I sat there stunned for several moments before starting the arduous task of taxiing in to the FBO

Luckily the damage to the old Aeronca was minimal I had scraped some fabric off of the metal bow at the wingtip A bit of 100 mph tape would patch things up enough to continue the flight to Florida withshyout the need for a ferry permit But I learned an important lesson that morning Hazardous attitudes are goshying to get you

Had I applied the antidote to the macho hazardous attitude that beshying taking chances is foolish had I not been so determined to deliver the airplane on a predetermined schedule I would not be having to explain to the owner of the Champ why his airplane had duct tape on its wingtip It could have been much

worse It might have ended with me standing on the carpet trying to exshyplain why I had wrecked a wonderful old airplane

It was this incident that finally smacked me upside the head I have some hazardous attitudes and it is time to start dealing with them First I have to recognize them But recognizing them is not enough Then I not only have to come up with the antidote for the attitude but apply that antidote as well

There are five hazardous attitudes that have been recognized by those who study human factors They are macho anti-authority resignation invulnerability and impulsivity For each of these attitudes there is an apshypropriate antidote I personally think that there is not one pilot out there who does not have at least one if not several of these attitudes The first step is learning to recognize that we harbor these attitudes within ourshyselves The second step is to learn the proper antidotes for these hazshyardous attitudes The third and I feel hardest step is to apply the antidote

In the situation I described on this ferry flight I allowed a variety of operational errors to lead me into thinking that I could handle the sitshyuation I knew it was risky Isnt all flying risky In this situation I was definitely taking a chance Had I apshyplied the antidote that taking chances is foolish I would not have attempted the flight I would have probably delivered the airplane to its owner a week later than promised but it would have been delivered in its pristine condition not with one wing scarred

In the next several articles I would like to take a look at all five of the hazardous attitudes and their appropriate antidotes Learning to recognize and correct these attishytudes will go a long way in taking us from being good pilots to being great pilots Its an ongoing process for all of us

Doug flies a 1947 PA-12 He is the 2004 National Certificated Flight Inshystructor of the Year Visit his web site wwwdsflightcom

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httpshopeaaorg VINTAGE AIRPLANE 11

Comeback Dad From Into the Blue

published by St Martins Press

SUSAN EDSALL

Dad my sister and I were sitting in a hallway in the hospital-Dad in a pink plastic chair with metal arms and Sharon and me on the floor feet outshystretched backs against the wall waiting

My father Wayne Edsall had just turned 72 years old several days ago In the last 30 years he had rebuilt nearly a dozen antique airplanes His current project a 1945 Airmaster was his most difficult project yet with one 34-foot long cantilevered wing and no instructions Not that hed had any inshystructions with any of the planes hed built including a Howard a Curtiss two Tiger Moths a Waco a Stinson a BT-13 and his dream plane a 1932 Fleet biplane The Fleet Series 9 was one of only 11 ever built and as far as Dad knew his was the only one of the that series still flying It was when he was flying her over the vast expanse of the Gallatin Valley in Montana that Dad felt closest to God

Dad spent every evening out in what our family called his sandbox-a hangar-turned-shop where there was alshyways an antique airplane being rebuilt Always Big band music playing on the radio and he and his pal Bud Hall working away with felt tape irons paint wires hoses and who knows what all We referred to all that went on out there as Waynes World

This is how I knew my father a reshybuilder and pilot of antique airplanes Thats how everyone knew him

So it was particularly shocking when sitting next to him in that antishyseptic hospital hallway an unnervingly cheerful speech therapist bounded up to Dad clapped him on the back grabbed his hand as if shaking it in adshyvance of giving him a coveted award and blurted out with unflinching conshyfidence Hello Mr Edsall I hear

you used to be a pishylot Well you wont be able to do that again but well get you up and around doing something You bet we will

Used to be a pilot I dont know what else the therapist said Her sparkling ideas about what else she might get Dad to do besides fly became background noise as I watched any remaining hope drain from my fathers face He turned one flat shade of battleship gray

Susan and her dad Wayne with his BT-13 A week earlier my fashyther had suffered a debilitating stroke as a complication from heart surgery This was his first day in the rehab center and this was the first he had heard that the staffs assessment was that he would not recover enough to be able to fly

I knew the situation as well as the therapist did Dad couldnt talk couldshynt count couldnt track a sentence couldnt tell time couldnt conjure the names of his family couldnt reshymember that the letter b made the sound buh as in boy couldnt walk in a straight line couldnt hold a fork a cup a glass couldnt spread jam on his toast Certainly couldnt fly

But I knew some things the therashypists didnt know I knew that my father was the most bullheaded man ever born I knew that the flying comshymunity in Montana was the most spirited group of men and women you could pOSSibly want rooting for you I knew that the family we were all a part of had never taken no for an anshyswer before and wasnt about to start

now I knew that if Dad couldnt fly he would just as soon not breathe And most particularly I knew that it wasnt that Dad couldn t fly it was that Dad couldnt fly yet

What I didnt know was how we were going to get him from not knowshying his ABCs and his 1-2-3s to talking to the tower on the radio and getting his flaps down and his trim set for landing Then there was teaching him all the math he would need to know to get back to rebuilding the Airmasshyter including dividing fractions

The notion of teaching Dad how to do well everything was overwhelmshying When we werent crying from seeing him so debilitated we were pleading with the therapists for a difshyferent prognosis or hunched in the hospital cafeteria booth staring into a cup of bad tasting coffee without one single idea for how to proceed We werent helped by what we saw around us-dozens of stroke patients disabled depressed and dependent who along

VINTAGE AIRPLANE 5

with their families were trying to come to terms with a life altered One of the chief functions of the hospital staff it seemed was to speed that coming-to-terms process along helpshying us get used to the indisputable fact that things would never be the same

Only we would not come to terms Dad would fly again On this our famshyily chose to agree It wasnt like we sat down as a family and thought through this whole thing and then decided that maybe we could find a way to make this happen To even think that Dad wouldnt fly again would have been in our family a bald act of beshytrayal Dad flew Thats how my sister and brother and I knew him as a fashyther and its how my mother knew him as a husband On this there was no dithering It was a fact as true as the sun rising each morning and Dad wanting lunch at noon

Our job was to figure out how to bushwack our way back

So we pursued it like wed pursue a flight plan The first thing we did was decide the destination Dad would fly again in one year I sat in the hospital hallway Dad in the familiar pink plasshytic chair and myself cross-legged on the floor in front of him and I held his hands I looked him in the eye and I promised him that he would fly again in a year I asked my father to promise me that he would stick it out for one year and that he would put his shoulder to the wheel of making this happen What I got from him was dead hopeless silence I held on Promise me Dad You will fly in one year Give me a year Dad Give me one year You will fly again I would not let go of my fathers hands If he was the most stubborn person ever born then he had raised me as the second most stubborn Finally I felt the squeeze of his hands in mine and he forced out as best he could with his limited capabilities with thought and speech Oh-k-k-k-k-ay

I sat with my sister in the hospital cafeteria She lived in North Carolina I lived in Vermont and Dad lived in Montana We were grateful he didnt live in Japan but we could hardly have lived further from one another

MAY 2004

and still be in the continental United States We hatched our plan She would go out to Montana for two weeks and work with Dad in some vershysion of school every morning I would go out and relieve her for two weeks doing the same thing We would do this for three months and then reassess

So Dad grabbed the stick Bud leaned

to the side so Dad could see the

instruments and Dad flew the plane

like hed never been gone

The travel arrangements agreed to we still had a big problem no curriculum We had no clue how to teach Dad how to read talk count do math And our attempts to get materials from the therapists were met with stony resistance The speech therapist put her foot down telling Mother in no uncertain terms that we needed to leave speech thershyapy to the professionals that Mother needed to get back to being Dads wife and we needed to get back to being Dads daughters

But the plan of the professionals was three one-hour speech therapy sessions a week There was absolutely no way that Dad with that meager help was going to get back to mumshybling coherently to himself let alone talking to the tower Rather than pershysuade them otherwise I bypassed the beleaguering prognosis of the professionals and hightailed it to Borders bookstore spending a good six hours scouring the bookshelves in the teacher resource section I concentrated on books geared to kindergartners learning to read write and tell time Once we made some progress Id up the level of difficulty to second grade and start in on

math-first simple counting and then addition of single digit numbers

lll admit that I put my head in my hands and cried more than once that afternoon in the bookstore It was breathtaking to be faced with having to teach my father to read See Jane run when just two weeks ago he had taken me on a flight over the Gallatin Valley in his spit-shined BT-13 which he had painstakingly restored

Sharon and I had a plan and we stuck to it For the next three months at 800 every single morning we were at the dining room table newly conshyverted to a classroom and started in We began with flashcards of the alshyphabet He had to relearn the sounds His big hang-up was the letter W

which he always said had the sound duh Of course he thought that Every other letter had its own sound in the name of the letter B is buh w is duh It only made sense Thats how far back we started

Then we moved from letters to simshyple words like ball cat dog egg farmer Then we tried writing the words We had our morning blocked out into 30-minute segments with a five-minute break between each one and we ran those mornings like drill sergeants There was no feeling sorry for Dad no giving in to how tired he was-or we were There was no time off for a nice day

The only dispensation was when planes flew over the house Pilot friends usually left us alone in the mornings but by afternoon they ofshyten came by in threes buzzing the house and then landing on the grass airstrip out back taxiing up to the porch Dad could hear them from miles away-the distinct thumpetyshythump of round antique engines He would jump up from the table no matter what we were working on and go outside shielding his eyes from the sun and spot the planes in the distance As they dipped low toshyward the house the growl of their engines swirling in the yard he would pump his fist in the air in salute It was all I could do not to lay my head down on the dining room table and cry a rain barrel full My

6

father did not belong on the ground When the pilots came in to land it

was clear that school was over for the day They would gather on the porch I would ferry out coffee and cookies and they would talk to Dad He would pitch in while they waited-someshytimes interminably-for him to finish his sentence Their friendship their impromptu visits and their support were his lifeline

There were the obvious hurdles of getting him to speak read write do mathematical calculations and reason We tackled those with a very carefully laid out plan gleaned from the books for teachers which we plodded through unfailingly each day Every single morning Dad would start with a memory warm-up read out loud from Henry Kisors book Flight of the Gin Fizz write words and phrases from the stack of flashcards and do reasoning problems like lin this list of items which one doesnt belong fork spoon plate bicycle We kept scrupushylous track of our progress just like plotting a cross-country trip from checkpoint to checkpoint enabling us to see for example that the speed of Dads reading had moved from 19 words a minute to 80 and knowing that we were aiming for 110

But the psychological hurdles were less easy to tackle methodically Dad battled constant fear that he would never be able to think straight again let alone speak write and calculate At one point three weeks into lschool he was discouraged about his lack of progress Sharon and I had kept careshyful records of all his work in a three-ring binder I put the binder in his lap and showed him where he started and where he was at right then It made him even more terrified He hadnt remembered being so bad All he could say was lyou dont know what its like way out here

He also battled the gnawing fear that he would never again be pilot in command This expressed itself in many ways from the simple and proshyfound feeling of being utterly overwhelmed to feeling apprehensive about even going up for a ride in someone elses plane We had to not

only get his brain working again we had to get him back into an airplane as a passenger back into his hangar back behind the control wheel of his own Cessna 185 then finally behind the stick of his beloved Fleet The psyshychological hurdles for Dad became hurdles for us too Fear of failure was our constant companion But there was nothing to do but plod on

We did not however plod on alone His flying buddies were waiting in the wings willing to do anything to get Dad back in the air

Bud his best buddy owns a Birdshydog He kept bugging Dad to go for a ride in it Dad kept turning him down But Bud hadnt become best friends with Dad by relenting every time Dad said no so Bud kept at it Every night he would call or come by Of course he had Dad at a disadvantage because Dad couldnt talk very well But still Dad refused We werent exactly sure why Maybe the idea that he would never be pilot in command again was gaining on him Maybe he was worshyried that if he got that feeling of freedom you get when you fly and then were denied ever being a pilot it would be too much for him Whatever the reason he kept turning Bud down Finally by mid-May Bud wore him out and Dad agreed to go flying in the Bird Dog

When they got into the air Bud in the front and Dad in back Dads blood ran like it hadnt in months Two months in the lclassroom had taken the starch out of him Being 7000 feet in the air and over the Rocky Mounshytains flying over the headwaters of the Missouri checking out the herd of elk in the Spanish Peaks rekindled the pilots life in him Bud called back on the intercom lWhy dont you take the controls Edsall

So Dad grabbed the stick Bud leaned to the side so Dad could see the instruments and Dad flew the plane like hed never been gone

Bud got on the radio and called out the news to the other pilots that were in the air lEdsalls flying the Bird Dog Even got a little finesse for a change

The radio crackled back with other pilots who let out the breath they had

Susan Edsalls terrific 288-page hardbound book deshytailing VAA member Wayne Edsalls jourshyney back to the skies will be pubshylished in May Into

the Blue AFathers Flight and a Daughters Return is beshying published by St Martins Press and will be available in bookstores and on the web in time for Fathers Day

been holding for too long lYoure in the air Edsall I knew you

could do it lWhat a great day when Wilbur

and Orville closed the bicycle shop eh Edsall

At least we had Dad in the airplane Now we had to get him back in his own planes behind his own controls as pilot in command And back into the hangar

It was that flight up in the blue Montana sky with his flying buddies conveying their good wishes on the radio that gave Dad his second wind He tackled the books every morning with renewed hope Not getting back into the air was not an option Alshythough he wasnt out of the woods just yet he could see that we were not just going in circles We had made tremendous progress And no matter how frustrating tiring discouraging or just plain damned difficult it was to stick with the grinding-it-out work of reconnecting the pathways in his brain he was gaining on his dream to be back in the air

So Dad appeared unfailingly in the schoolroom every morning at 800 and so did we All of us propelled by his dream to fly

June 6 just two and a half months since Dads stroke Dad went lip in his own plane Although he wasnt pilot in command he was behind the conshytrols with a check pilot in the passenger s seat It all came back to him All of it Flying was as much a part of him as breathing He handled the radio the takeoff the flight over the Spanish Peaks and the Madison

continued on page 28

VINTAGE AIRPLANE 7

THE LOUGHEAD F-l feap~

Originally published in the November 19ft9 issue of Vintage Airplane

In 1916 Allen and Malcolm Lougshyhead began writing the second chapter in their saga as pioneer

airplane builders They established the Loughead Aircraft Manufacturshying Co in the rear of a garage near the Santa Barbara waterfront Their finances were meager but they were ambitious

Berton R Rodman Santa Barbara financier and machine shop owner was elected president Allen first vice president Malcolm secretary and treasurer Norman S Hall adshyvertising and sales promotion manager and Anthony Stadlman factory superintendent A Czechoshyslovakian mechanic and engineer Stadlman first worked with Allen in maintenance of the Curtiss Pusher that Loughead flew during his barnshystorming in Illinois

In mid-summer of 1916 a 21shyyear-old garage mechanic and architectural draftsman son of a prominent Santa Barbara contracshytor became a frequent visitor at the factory on State Street He knew the Lougheads by reputation He had seen their Model G at the PanamashyPacific International Exposition the year before And he wanted a jobshyanything at all as long as it was connected with aircraft The young man was the farsighted John K Northrop who would become one of the most talented designers in

MAY 2004

aviation history whose contributions to the progress of flyshying would include the celebrated Lockshyheed Vega and the famous Northrop Flying Wing bomber

The Lougheads hired Northrop and put him to work helping to shape the hull of their new flyshying boat called the The F-l powered by two Hall Scott engines The F-l A self-taught en- wingspan is 74 feet length is 35 feet

gineer Northrop understood stress analysis He deshysigned and stressed the wings of the flying boat the worlds largest seashyplane at that time

It was built to carry 10 persons including pilot and copilot and was of wood and fabric construcshytion with engine cowlings and fittings of metal The upper wing spanned a monstrous 74 feet and the 47-foot lower wing carried ponshytoons beneath each tip Two 160-hp Hall Scott engines hung between the wings on either side of the hull It was a tractor-type craft 3S feet long with a gross weight of 3700 pounds a useful load of 3100 pounds a top speed of 84 mph and a cruising speed of 70 mph

Throughout it showed every evishydence of practical design and careful

workmanship For example wing struts were of steel bolted top and bottom and encased in streamlined wooden fairings The Lougheads also developed a rustproofing process for metal parts that greatly increased their durability

The F-1 was notable additionshyally because it inaugurated a design configuration that became famous years later on the Constellation-a triple-finned tail mounted on metal booms attached to the hull and wings

By this time the United States was on the verge of entering World War I The Lougheads offered to place their factory and personal services as trained pilots at the governments disposal in event of trouble with any other foreign

8

power The Santa Barbara NewsshyPress reported the company also planned to offer its F-1 then under construction to the military Work was rushed in hope of completing it by April 1917

With a little added equipment we could turn out each month two machines the story quoted Allen We are patterning our new mashychine in line with government specifications and it would be available for immediate use for obshyservation and reconnaissance work to which it is especially adapted

After the United States declared war on Germany and the Central Powers the Navy-anxious to build up its air arm-displayed inshy

terest in the Loughead F-1 and arranged for it to be flown to North Island naval base near San Diego for testing Allen first flew it at Santa Barbara on March 28 1918 The formal launching followed what the News-Press described as an impressive christening and dedicatory ceremony First passhysengers were Mary Miles Minter noted silent screen actress who made a number of movies in Santa Barbara and her sister

On its trial hop the F-1 made a circular flight that demonstrated inshyherent stability although there was too much area in the counterbalshyanced ailerons The problem was quickly solved and a short time

Allen and Malcolm Loughead atthe controls of the F-l

The F-l inaugurated a design configuration that became famous years later on the Constellation-a triple-finned tail

later the plane winged to North Isshyland setting a nonstop over-water mark-180 miles in 181 minutes

Navy officials began a series of rigid flight and structural tests that spanned three months These conshyvinced them the Lougheads knew how to build an airplane but the craft was ruled out because of a deshysign standardization policy The government was concentrating proshyduction on specified aircraft types and the seaplane design it chose was a Curtiss HS21 Accordingly the Lougheads first military conshytract was to construct two seaplanes patterned after the Curtiss The trial order was on a cost-plus-12-percent basis plus spare parts

We took a beating on the deal Allen recalled later We invested between $4000 and $5000 in necshyessary alterations to the basic HS21 design and werent reimbursed for our expenditures

At the peak of production emshyployment at the small Santa Barbara plant rose to 85 men Northrop then in military service at Camp Lewis was furloughed and returned to Santa Barbara to help turn out the two planes

Meantime the Model G continshyued its successful career Soon after the Lougheads arrived in Santa Barshybara Allen used the place to make the first crossing of the Santa Barshy

bara Channel by air carrying two passengers and completing the 60-mile trip in just one hour

Even though the Navy had turned down the F-1 the Lougshyheads remained convinced of its potentialities After its return to Santa Barbara from the North Isshyland tests in August 1918 the factory promptly rebuilt it at a cost of $10000 into a landplane configuration with a landing gear arrangement that consisted of two main gears and a nose wheel This modification was called the F-1A

References Of Men and Stars A History ofLockheed Aircraft Corp by Philip L Juergens

VINTAGE AIRPLANE 9

THE VINTAGE INSTRU

Hazardous attitudes

DOUG STEWART

The night before I was to ferry an Aeronca Champ from Massachusetts to Florida the following days surface winds were forecast to be from the northwest at 30 knots gusting to 40 with the moderate turbulence that always accompanies those high winds Snow was also in the forecast for later in the day and would reshymain in the forecast for the next several days It was clear that if I didshynt get going early the next morning I would be grounded for the rest of the week

Why is it that whenever you want the briefer to be wrong he or she isshynt but when you are counting on the forecast to hold true it doesshyn t Has anyone else ever noticed that Well the following morning showed that the former was to be the case

The wind was howling as I backshytaxied to the departure end of the runway It was blowing hard enough that the rudder wasnt sufshyficient to keep the air-knocker going straight down the runway I needed to help out my directional control with a bit of brake as well In doing so I noticed that the right brake seemed to have even less effectiveshyness than the meager amount I expected from the original exshypander-type brake on the Champ

The thought ran through my head that perhaps I should abort the flight Two-and-a-half hours after takeoff I would be in New Jersey and in need of fuel (With only 13 galshylons of total fuel the fuel range matched my bladder range pershy10 MAY 2004

fectly) Every possible runway that I could use would have a 70- to 90-deshygree crosswind Would I be able to control the old Champ with a weak brake I deliberated with myself However I was determined to make the flight and that was affecting my thought process

The thought ran through

my head that perhaps I should abort

the flight It made me think of one time

when I had ferried this same airplane in the opposite direction In similar winds I had landed at Stewart Intershynational Airport (SWF) diagonally across the runway Because of the high gusty winds I had opted to do a wheel landing As I slowed down once on the runway I slowly came forward with the stick to keep the tail up in the air I still had some stick left when with the tail still up in the air the airplane came to a stop Yikes What am I going to do now If I bring the tail down Im goshying flying again I said to myself It then took close to 15 minutes to taxi the short distance from the runway to the FBO

I considered all this information as I performed the simple run-up

and before-takeoff checks Yeah I can handle it was my answer to my self-questioning mind Ive flown in this stuff before in fact in this very same plane No problem 1 can handle it r responded with deshytermination as I came in with the power and departed on the flight

Here I was exhibiting the classic hazardous attitude macho along with some typical operational errors r sometimes wonder why my middle name isnt Votan (The ancient Mayan god of warfare and death) How often have I started forging that accident chain before I ever leave the ground I know I am not alone in this The accident reports bear witness to the fact that the chain of events leading to an accident quite typically begins prior to takeoff

Well two-and-a-haJf hours later found me at Toms River New Jersey The winds were reported to be from 350 variable 330 at 31 knots with gusts to 38 knots I would be landing on Runway 6 If luck were with me my arrival would coincide with the winds from their most northerly vecshytor and least velocity Youd think by now that I would know that Murphy never rests Sure enough he wasnt

As I had done in this airplane beshyfore I opted to land diagonally

across the runway to gain as much of a head wind component as I could Only this runway was nowhere near as wide as the one at SWF I landed on the left main and as I slowed down I finally ran out of stick As the tail wheel touched the runway I immediately brought the stick all the way to the left and back into my gut And thats when the proverbial yogurt hit the fan

The rudder and tail wheel were not going to provide enough force to counter the strong crosswinds I was going to need the right brake to keep things going straight As the nose of the Champ started to yaw to the left I pushed on the right heel brake with all my strength But that weak brake wasnt going to be any match for the strong wind Here I was at the start of a ground loop and there was nothing left for me to do

No I was not exhibiting another hazardous attitude that of resignashytion I was doing all that I could all that I knew to keep from ground looping but the winds were too strong The right wing started to drop as we spun around and was soon dragging on the pavement at the edge of the runway As the tail came facing into the wind the left main gear dropped back down to the runway and we came to a stop I sat there stunned for several moments before starting the arduous task of taxiing in to the FBO

Luckily the damage to the old Aeronca was minimal I had scraped some fabric off of the metal bow at the wingtip A bit of 100 mph tape would patch things up enough to continue the flight to Florida withshyout the need for a ferry permit But I learned an important lesson that morning Hazardous attitudes are goshying to get you

Had I applied the antidote to the macho hazardous attitude that beshying taking chances is foolish had I not been so determined to deliver the airplane on a predetermined schedule I would not be having to explain to the owner of the Champ why his airplane had duct tape on its wingtip It could have been much

worse It might have ended with me standing on the carpet trying to exshyplain why I had wrecked a wonderful old airplane

It was this incident that finally smacked me upside the head I have some hazardous attitudes and it is time to start dealing with them First I have to recognize them But recognizing them is not enough Then I not only have to come up with the antidote for the attitude but apply that antidote as well

There are five hazardous attitudes that have been recognized by those who study human factors They are macho anti-authority resignation invulnerability and impulsivity For each of these attitudes there is an apshypropriate antidote I personally think that there is not one pilot out there who does not have at least one if not several of these attitudes The first step is learning to recognize that we harbor these attitudes within ourshyselves The second step is to learn the proper antidotes for these hazshyardous attitudes The third and I feel hardest step is to apply the antidote

In the situation I described on this ferry flight I allowed a variety of operational errors to lead me into thinking that I could handle the sitshyuation I knew it was risky Isnt all flying risky In this situation I was definitely taking a chance Had I apshyplied the antidote that taking chances is foolish I would not have attempted the flight I would have probably delivered the airplane to its owner a week later than promised but it would have been delivered in its pristine condition not with one wing scarred

In the next several articles I would like to take a look at all five of the hazardous attitudes and their appropriate antidotes Learning to recognize and correct these attishytudes will go a long way in taking us from being good pilots to being great pilots Its an ongoing process for all of us

Doug flies a 1947 PA-12 He is the 2004 National Certificated Flight Inshystructor of the Year Visit his web site wwwdsflightcom

Forest Green Polo $2195 This 100 cotton polo with a toneshy

on-tone VAA logo is so versatile it can be worn for business casual or just plain fun

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or

httpshopeaaorg VINTAGE AIRPLANE 11

with their families were trying to come to terms with a life altered One of the chief functions of the hospital staff it seemed was to speed that coming-to-terms process along helpshying us get used to the indisputable fact that things would never be the same

Only we would not come to terms Dad would fly again On this our famshyily chose to agree It wasnt like we sat down as a family and thought through this whole thing and then decided that maybe we could find a way to make this happen To even think that Dad wouldnt fly again would have been in our family a bald act of beshytrayal Dad flew Thats how my sister and brother and I knew him as a fashyther and its how my mother knew him as a husband On this there was no dithering It was a fact as true as the sun rising each morning and Dad wanting lunch at noon

Our job was to figure out how to bushwack our way back

So we pursued it like wed pursue a flight plan The first thing we did was decide the destination Dad would fly again in one year I sat in the hospital hallway Dad in the familiar pink plasshytic chair and myself cross-legged on the floor in front of him and I held his hands I looked him in the eye and I promised him that he would fly again in a year I asked my father to promise me that he would stick it out for one year and that he would put his shoulder to the wheel of making this happen What I got from him was dead hopeless silence I held on Promise me Dad You will fly in one year Give me a year Dad Give me one year You will fly again I would not let go of my fathers hands If he was the most stubborn person ever born then he had raised me as the second most stubborn Finally I felt the squeeze of his hands in mine and he forced out as best he could with his limited capabilities with thought and speech Oh-k-k-k-k-ay

I sat with my sister in the hospital cafeteria She lived in North Carolina I lived in Vermont and Dad lived in Montana We were grateful he didnt live in Japan but we could hardly have lived further from one another

MAY 2004

and still be in the continental United States We hatched our plan She would go out to Montana for two weeks and work with Dad in some vershysion of school every morning I would go out and relieve her for two weeks doing the same thing We would do this for three months and then reassess

So Dad grabbed the stick Bud leaned

to the side so Dad could see the

instruments and Dad flew the plane

like hed never been gone

The travel arrangements agreed to we still had a big problem no curriculum We had no clue how to teach Dad how to read talk count do math And our attempts to get materials from the therapists were met with stony resistance The speech therapist put her foot down telling Mother in no uncertain terms that we needed to leave speech thershyapy to the professionals that Mother needed to get back to being Dads wife and we needed to get back to being Dads daughters

But the plan of the professionals was three one-hour speech therapy sessions a week There was absolutely no way that Dad with that meager help was going to get back to mumshybling coherently to himself let alone talking to the tower Rather than pershysuade them otherwise I bypassed the beleaguering prognosis of the professionals and hightailed it to Borders bookstore spending a good six hours scouring the bookshelves in the teacher resource section I concentrated on books geared to kindergartners learning to read write and tell time Once we made some progress Id up the level of difficulty to second grade and start in on

math-first simple counting and then addition of single digit numbers

lll admit that I put my head in my hands and cried more than once that afternoon in the bookstore It was breathtaking to be faced with having to teach my father to read See Jane run when just two weeks ago he had taken me on a flight over the Gallatin Valley in his spit-shined BT-13 which he had painstakingly restored

Sharon and I had a plan and we stuck to it For the next three months at 800 every single morning we were at the dining room table newly conshyverted to a classroom and started in We began with flashcards of the alshyphabet He had to relearn the sounds His big hang-up was the letter W

which he always said had the sound duh Of course he thought that Every other letter had its own sound in the name of the letter B is buh w is duh It only made sense Thats how far back we started

Then we moved from letters to simshyple words like ball cat dog egg farmer Then we tried writing the words We had our morning blocked out into 30-minute segments with a five-minute break between each one and we ran those mornings like drill sergeants There was no feeling sorry for Dad no giving in to how tired he was-or we were There was no time off for a nice day

The only dispensation was when planes flew over the house Pilot friends usually left us alone in the mornings but by afternoon they ofshyten came by in threes buzzing the house and then landing on the grass airstrip out back taxiing up to the porch Dad could hear them from miles away-the distinct thumpetyshythump of round antique engines He would jump up from the table no matter what we were working on and go outside shielding his eyes from the sun and spot the planes in the distance As they dipped low toshyward the house the growl of their engines swirling in the yard he would pump his fist in the air in salute It was all I could do not to lay my head down on the dining room table and cry a rain barrel full My

6

father did not belong on the ground When the pilots came in to land it

was clear that school was over for the day They would gather on the porch I would ferry out coffee and cookies and they would talk to Dad He would pitch in while they waited-someshytimes interminably-for him to finish his sentence Their friendship their impromptu visits and their support were his lifeline

There were the obvious hurdles of getting him to speak read write do mathematical calculations and reason We tackled those with a very carefully laid out plan gleaned from the books for teachers which we plodded through unfailingly each day Every single morning Dad would start with a memory warm-up read out loud from Henry Kisors book Flight of the Gin Fizz write words and phrases from the stack of flashcards and do reasoning problems like lin this list of items which one doesnt belong fork spoon plate bicycle We kept scrupushylous track of our progress just like plotting a cross-country trip from checkpoint to checkpoint enabling us to see for example that the speed of Dads reading had moved from 19 words a minute to 80 and knowing that we were aiming for 110

But the psychological hurdles were less easy to tackle methodically Dad battled constant fear that he would never be able to think straight again let alone speak write and calculate At one point three weeks into lschool he was discouraged about his lack of progress Sharon and I had kept careshyful records of all his work in a three-ring binder I put the binder in his lap and showed him where he started and where he was at right then It made him even more terrified He hadnt remembered being so bad All he could say was lyou dont know what its like way out here

He also battled the gnawing fear that he would never again be pilot in command This expressed itself in many ways from the simple and proshyfound feeling of being utterly overwhelmed to feeling apprehensive about even going up for a ride in someone elses plane We had to not

only get his brain working again we had to get him back into an airplane as a passenger back into his hangar back behind the control wheel of his own Cessna 185 then finally behind the stick of his beloved Fleet The psyshychological hurdles for Dad became hurdles for us too Fear of failure was our constant companion But there was nothing to do but plod on

We did not however plod on alone His flying buddies were waiting in the wings willing to do anything to get Dad back in the air

Bud his best buddy owns a Birdshydog He kept bugging Dad to go for a ride in it Dad kept turning him down But Bud hadnt become best friends with Dad by relenting every time Dad said no so Bud kept at it Every night he would call or come by Of course he had Dad at a disadvantage because Dad couldnt talk very well But still Dad refused We werent exactly sure why Maybe the idea that he would never be pilot in command again was gaining on him Maybe he was worshyried that if he got that feeling of freedom you get when you fly and then were denied ever being a pilot it would be too much for him Whatever the reason he kept turning Bud down Finally by mid-May Bud wore him out and Dad agreed to go flying in the Bird Dog

When they got into the air Bud in the front and Dad in back Dads blood ran like it hadnt in months Two months in the lclassroom had taken the starch out of him Being 7000 feet in the air and over the Rocky Mounshytains flying over the headwaters of the Missouri checking out the herd of elk in the Spanish Peaks rekindled the pilots life in him Bud called back on the intercom lWhy dont you take the controls Edsall

So Dad grabbed the stick Bud leaned to the side so Dad could see the instruments and Dad flew the plane like hed never been gone

Bud got on the radio and called out the news to the other pilots that were in the air lEdsalls flying the Bird Dog Even got a little finesse for a change

The radio crackled back with other pilots who let out the breath they had

Susan Edsalls terrific 288-page hardbound book deshytailing VAA member Wayne Edsalls jourshyney back to the skies will be pubshylished in May Into

the Blue AFathers Flight and a Daughters Return is beshying published by St Martins Press and will be available in bookstores and on the web in time for Fathers Day

been holding for too long lYoure in the air Edsall I knew you

could do it lWhat a great day when Wilbur

and Orville closed the bicycle shop eh Edsall

At least we had Dad in the airplane Now we had to get him back in his own planes behind his own controls as pilot in command And back into the hangar

It was that flight up in the blue Montana sky with his flying buddies conveying their good wishes on the radio that gave Dad his second wind He tackled the books every morning with renewed hope Not getting back into the air was not an option Alshythough he wasnt out of the woods just yet he could see that we were not just going in circles We had made tremendous progress And no matter how frustrating tiring discouraging or just plain damned difficult it was to stick with the grinding-it-out work of reconnecting the pathways in his brain he was gaining on his dream to be back in the air

So Dad appeared unfailingly in the schoolroom every morning at 800 and so did we All of us propelled by his dream to fly

June 6 just two and a half months since Dads stroke Dad went lip in his own plane Although he wasnt pilot in command he was behind the conshytrols with a check pilot in the passenger s seat It all came back to him All of it Flying was as much a part of him as breathing He handled the radio the takeoff the flight over the Spanish Peaks and the Madison

continued on page 28

VINTAGE AIRPLANE 7

THE LOUGHEAD F-l feap~

Originally published in the November 19ft9 issue of Vintage Airplane

In 1916 Allen and Malcolm Lougshyhead began writing the second chapter in their saga as pioneer

airplane builders They established the Loughead Aircraft Manufacturshying Co in the rear of a garage near the Santa Barbara waterfront Their finances were meager but they were ambitious

Berton R Rodman Santa Barbara financier and machine shop owner was elected president Allen first vice president Malcolm secretary and treasurer Norman S Hall adshyvertising and sales promotion manager and Anthony Stadlman factory superintendent A Czechoshyslovakian mechanic and engineer Stadlman first worked with Allen in maintenance of the Curtiss Pusher that Loughead flew during his barnshystorming in Illinois

In mid-summer of 1916 a 21shyyear-old garage mechanic and architectural draftsman son of a prominent Santa Barbara contracshytor became a frequent visitor at the factory on State Street He knew the Lougheads by reputation He had seen their Model G at the PanamashyPacific International Exposition the year before And he wanted a jobshyanything at all as long as it was connected with aircraft The young man was the farsighted John K Northrop who would become one of the most talented designers in

MAY 2004

aviation history whose contributions to the progress of flyshying would include the celebrated Lockshyheed Vega and the famous Northrop Flying Wing bomber

The Lougheads hired Northrop and put him to work helping to shape the hull of their new flyshying boat called the The F-l powered by two Hall Scott engines The F-l A self-taught en- wingspan is 74 feet length is 35 feet

gineer Northrop understood stress analysis He deshysigned and stressed the wings of the flying boat the worlds largest seashyplane at that time

It was built to carry 10 persons including pilot and copilot and was of wood and fabric construcshytion with engine cowlings and fittings of metal The upper wing spanned a monstrous 74 feet and the 47-foot lower wing carried ponshytoons beneath each tip Two 160-hp Hall Scott engines hung between the wings on either side of the hull It was a tractor-type craft 3S feet long with a gross weight of 3700 pounds a useful load of 3100 pounds a top speed of 84 mph and a cruising speed of 70 mph

Throughout it showed every evishydence of practical design and careful

workmanship For example wing struts were of steel bolted top and bottom and encased in streamlined wooden fairings The Lougheads also developed a rustproofing process for metal parts that greatly increased their durability

The F-1 was notable additionshyally because it inaugurated a design configuration that became famous years later on the Constellation-a triple-finned tail mounted on metal booms attached to the hull and wings

By this time the United States was on the verge of entering World War I The Lougheads offered to place their factory and personal services as trained pilots at the governments disposal in event of trouble with any other foreign

8

power The Santa Barbara NewsshyPress reported the company also planned to offer its F-1 then under construction to the military Work was rushed in hope of completing it by April 1917

With a little added equipment we could turn out each month two machines the story quoted Allen We are patterning our new mashychine in line with government specifications and it would be available for immediate use for obshyservation and reconnaissance work to which it is especially adapted

After the United States declared war on Germany and the Central Powers the Navy-anxious to build up its air arm-displayed inshy

terest in the Loughead F-1 and arranged for it to be flown to North Island naval base near San Diego for testing Allen first flew it at Santa Barbara on March 28 1918 The formal launching followed what the News-Press described as an impressive christening and dedicatory ceremony First passhysengers were Mary Miles Minter noted silent screen actress who made a number of movies in Santa Barbara and her sister

On its trial hop the F-1 made a circular flight that demonstrated inshyherent stability although there was too much area in the counterbalshyanced ailerons The problem was quickly solved and a short time

Allen and Malcolm Loughead atthe controls of the F-l

The F-l inaugurated a design configuration that became famous years later on the Constellation-a triple-finned tail

later the plane winged to North Isshyland setting a nonstop over-water mark-180 miles in 181 minutes

Navy officials began a series of rigid flight and structural tests that spanned three months These conshyvinced them the Lougheads knew how to build an airplane but the craft was ruled out because of a deshysign standardization policy The government was concentrating proshyduction on specified aircraft types and the seaplane design it chose was a Curtiss HS21 Accordingly the Lougheads first military conshytract was to construct two seaplanes patterned after the Curtiss The trial order was on a cost-plus-12-percent basis plus spare parts

We took a beating on the deal Allen recalled later We invested between $4000 and $5000 in necshyessary alterations to the basic HS21 design and werent reimbursed for our expenditures

At the peak of production emshyployment at the small Santa Barbara plant rose to 85 men Northrop then in military service at Camp Lewis was furloughed and returned to Santa Barbara to help turn out the two planes

Meantime the Model G continshyued its successful career Soon after the Lougheads arrived in Santa Barshybara Allen used the place to make the first crossing of the Santa Barshy

bara Channel by air carrying two passengers and completing the 60-mile trip in just one hour

Even though the Navy had turned down the F-1 the Lougshyheads remained convinced of its potentialities After its return to Santa Barbara from the North Isshyland tests in August 1918 the factory promptly rebuilt it at a cost of $10000 into a landplane configuration with a landing gear arrangement that consisted of two main gears and a nose wheel This modification was called the F-1A

References Of Men and Stars A History ofLockheed Aircraft Corp by Philip L Juergens

VINTAGE AIRPLANE 9

THE VINTAGE INSTRU

Hazardous attitudes

DOUG STEWART

The night before I was to ferry an Aeronca Champ from Massachusetts to Florida the following days surface winds were forecast to be from the northwest at 30 knots gusting to 40 with the moderate turbulence that always accompanies those high winds Snow was also in the forecast for later in the day and would reshymain in the forecast for the next several days It was clear that if I didshynt get going early the next morning I would be grounded for the rest of the week

Why is it that whenever you want the briefer to be wrong he or she isshynt but when you are counting on the forecast to hold true it doesshyn t Has anyone else ever noticed that Well the following morning showed that the former was to be the case

The wind was howling as I backshytaxied to the departure end of the runway It was blowing hard enough that the rudder wasnt sufshyficient to keep the air-knocker going straight down the runway I needed to help out my directional control with a bit of brake as well In doing so I noticed that the right brake seemed to have even less effectiveshyness than the meager amount I expected from the original exshypander-type brake on the Champ

The thought ran through my head that perhaps I should abort the flight Two-and-a-half hours after takeoff I would be in New Jersey and in need of fuel (With only 13 galshylons of total fuel the fuel range matched my bladder range pershy10 MAY 2004

fectly) Every possible runway that I could use would have a 70- to 90-deshygree crosswind Would I be able to control the old Champ with a weak brake I deliberated with myself However I was determined to make the flight and that was affecting my thought process

The thought ran through

my head that perhaps I should abort

the flight It made me think of one time

when I had ferried this same airplane in the opposite direction In similar winds I had landed at Stewart Intershynational Airport (SWF) diagonally across the runway Because of the high gusty winds I had opted to do a wheel landing As I slowed down once on the runway I slowly came forward with the stick to keep the tail up in the air I still had some stick left when with the tail still up in the air the airplane came to a stop Yikes What am I going to do now If I bring the tail down Im goshying flying again I said to myself It then took close to 15 minutes to taxi the short distance from the runway to the FBO

I considered all this information as I performed the simple run-up

and before-takeoff checks Yeah I can handle it was my answer to my self-questioning mind Ive flown in this stuff before in fact in this very same plane No problem 1 can handle it r responded with deshytermination as I came in with the power and departed on the flight

Here I was exhibiting the classic hazardous attitude macho along with some typical operational errors r sometimes wonder why my middle name isnt Votan (The ancient Mayan god of warfare and death) How often have I started forging that accident chain before I ever leave the ground I know I am not alone in this The accident reports bear witness to the fact that the chain of events leading to an accident quite typically begins prior to takeoff

Well two-and-a-haJf hours later found me at Toms River New Jersey The winds were reported to be from 350 variable 330 at 31 knots with gusts to 38 knots I would be landing on Runway 6 If luck were with me my arrival would coincide with the winds from their most northerly vecshytor and least velocity Youd think by now that I would know that Murphy never rests Sure enough he wasnt

As I had done in this airplane beshyfore I opted to land diagonally

across the runway to gain as much of a head wind component as I could Only this runway was nowhere near as wide as the one at SWF I landed on the left main and as I slowed down I finally ran out of stick As the tail wheel touched the runway I immediately brought the stick all the way to the left and back into my gut And thats when the proverbial yogurt hit the fan

The rudder and tail wheel were not going to provide enough force to counter the strong crosswinds I was going to need the right brake to keep things going straight As the nose of the Champ started to yaw to the left I pushed on the right heel brake with all my strength But that weak brake wasnt going to be any match for the strong wind Here I was at the start of a ground loop and there was nothing left for me to do

No I was not exhibiting another hazardous attitude that of resignashytion I was doing all that I could all that I knew to keep from ground looping but the winds were too strong The right wing started to drop as we spun around and was soon dragging on the pavement at the edge of the runway As the tail came facing into the wind the left main gear dropped back down to the runway and we came to a stop I sat there stunned for several moments before starting the arduous task of taxiing in to the FBO

Luckily the damage to the old Aeronca was minimal I had scraped some fabric off of the metal bow at the wingtip A bit of 100 mph tape would patch things up enough to continue the flight to Florida withshyout the need for a ferry permit But I learned an important lesson that morning Hazardous attitudes are goshying to get you

Had I applied the antidote to the macho hazardous attitude that beshying taking chances is foolish had I not been so determined to deliver the airplane on a predetermined schedule I would not be having to explain to the owner of the Champ why his airplane had duct tape on its wingtip It could have been much

worse It might have ended with me standing on the carpet trying to exshyplain why I had wrecked a wonderful old airplane

It was this incident that finally smacked me upside the head I have some hazardous attitudes and it is time to start dealing with them First I have to recognize them But recognizing them is not enough Then I not only have to come up with the antidote for the attitude but apply that antidote as well

There are five hazardous attitudes that have been recognized by those who study human factors They are macho anti-authority resignation invulnerability and impulsivity For each of these attitudes there is an apshypropriate antidote I personally think that there is not one pilot out there who does not have at least one if not several of these attitudes The first step is learning to recognize that we harbor these attitudes within ourshyselves The second step is to learn the proper antidotes for these hazshyardous attitudes The third and I feel hardest step is to apply the antidote

In the situation I described on this ferry flight I allowed a variety of operational errors to lead me into thinking that I could handle the sitshyuation I knew it was risky Isnt all flying risky In this situation I was definitely taking a chance Had I apshyplied the antidote that taking chances is foolish I would not have attempted the flight I would have probably delivered the airplane to its owner a week later than promised but it would have been delivered in its pristine condition not with one wing scarred

In the next several articles I would like to take a look at all five of the hazardous attitudes and their appropriate antidotes Learning to recognize and correct these attishytudes will go a long way in taking us from being good pilots to being great pilots Its an ongoing process for all of us

Doug flies a 1947 PA-12 He is the 2004 National Certificated Flight Inshystructor of the Year Visit his web site wwwdsflightcom

Forest Green Polo $2195 This 100 cotton polo with a toneshy

on-tone VAA logo is so versatile it can be worn for business casual or just plain fun

Sm V11442 Md V07041 19 V07042 Xl V07043

Black Polo $3995 This black pocket polo has a tan

birds-eye trim and the Vintage logo in tone-on-tone

sm Vl1438 md V07044 19 V07045 xl V07046

To Order 800-843-3612 (from US and Canada)

or

httpshopeaaorg VINTAGE AIRPLANE 11

father did not belong on the ground When the pilots came in to land it

was clear that school was over for the day They would gather on the porch I would ferry out coffee and cookies and they would talk to Dad He would pitch in while they waited-someshytimes interminably-for him to finish his sentence Their friendship their impromptu visits and their support were his lifeline

There were the obvious hurdles of getting him to speak read write do mathematical calculations and reason We tackled those with a very carefully laid out plan gleaned from the books for teachers which we plodded through unfailingly each day Every single morning Dad would start with a memory warm-up read out loud from Henry Kisors book Flight of the Gin Fizz write words and phrases from the stack of flashcards and do reasoning problems like lin this list of items which one doesnt belong fork spoon plate bicycle We kept scrupushylous track of our progress just like plotting a cross-country trip from checkpoint to checkpoint enabling us to see for example that the speed of Dads reading had moved from 19 words a minute to 80 and knowing that we were aiming for 110

But the psychological hurdles were less easy to tackle methodically Dad battled constant fear that he would never be able to think straight again let alone speak write and calculate At one point three weeks into lschool he was discouraged about his lack of progress Sharon and I had kept careshyful records of all his work in a three-ring binder I put the binder in his lap and showed him where he started and where he was at right then It made him even more terrified He hadnt remembered being so bad All he could say was lyou dont know what its like way out here

He also battled the gnawing fear that he would never again be pilot in command This expressed itself in many ways from the simple and proshyfound feeling of being utterly overwhelmed to feeling apprehensive about even going up for a ride in someone elses plane We had to not

only get his brain working again we had to get him back into an airplane as a passenger back into his hangar back behind the control wheel of his own Cessna 185 then finally behind the stick of his beloved Fleet The psyshychological hurdles for Dad became hurdles for us too Fear of failure was our constant companion But there was nothing to do but plod on

We did not however plod on alone His flying buddies were waiting in the wings willing to do anything to get Dad back in the air

Bud his best buddy owns a Birdshydog He kept bugging Dad to go for a ride in it Dad kept turning him down But Bud hadnt become best friends with Dad by relenting every time Dad said no so Bud kept at it Every night he would call or come by Of course he had Dad at a disadvantage because Dad couldnt talk very well But still Dad refused We werent exactly sure why Maybe the idea that he would never be pilot in command again was gaining on him Maybe he was worshyried that if he got that feeling of freedom you get when you fly and then were denied ever being a pilot it would be too much for him Whatever the reason he kept turning Bud down Finally by mid-May Bud wore him out and Dad agreed to go flying in the Bird Dog

When they got into the air Bud in the front and Dad in back Dads blood ran like it hadnt in months Two months in the lclassroom had taken the starch out of him Being 7000 feet in the air and over the Rocky Mounshytains flying over the headwaters of the Missouri checking out the herd of elk in the Spanish Peaks rekindled the pilots life in him Bud called back on the intercom lWhy dont you take the controls Edsall

So Dad grabbed the stick Bud leaned to the side so Dad could see the instruments and Dad flew the plane like hed never been gone

Bud got on the radio and called out the news to the other pilots that were in the air lEdsalls flying the Bird Dog Even got a little finesse for a change

The radio crackled back with other pilots who let out the breath they had

Susan Edsalls terrific 288-page hardbound book deshytailing VAA member Wayne Edsalls jourshyney back to the skies will be pubshylished in May Into

the Blue AFathers Flight and a Daughters Return is beshying published by St Martins Press and will be available in bookstores and on the web in time for Fathers Day

been holding for too long lYoure in the air Edsall I knew you

could do it lWhat a great day when Wilbur

and Orville closed the bicycle shop eh Edsall

At least we had Dad in the airplane Now we had to get him back in his own planes behind his own controls as pilot in command And back into the hangar

It was that flight up in the blue Montana sky with his flying buddies conveying their good wishes on the radio that gave Dad his second wind He tackled the books every morning with renewed hope Not getting back into the air was not an option Alshythough he wasnt out of the woods just yet he could see that we were not just going in circles We had made tremendous progress And no matter how frustrating tiring discouraging or just plain damned difficult it was to stick with the grinding-it-out work of reconnecting the pathways in his brain he was gaining on his dream to be back in the air

So Dad appeared unfailingly in the schoolroom every morning at 800 and so did we All of us propelled by his dream to fly

June 6 just two and a half months since Dads stroke Dad went lip in his own plane Although he wasnt pilot in command he was behind the conshytrols with a check pilot in the passenger s seat It all came back to him All of it Flying was as much a part of him as breathing He handled the radio the takeoff the flight over the Spanish Peaks and the Madison

continued on page 28

VINTAGE AIRPLANE 7

THE LOUGHEAD F-l feap~

Originally published in the November 19ft9 issue of Vintage Airplane

In 1916 Allen and Malcolm Lougshyhead began writing the second chapter in their saga as pioneer

airplane builders They established the Loughead Aircraft Manufacturshying Co in the rear of a garage near the Santa Barbara waterfront Their finances were meager but they were ambitious

Berton R Rodman Santa Barbara financier and machine shop owner was elected president Allen first vice president Malcolm secretary and treasurer Norman S Hall adshyvertising and sales promotion manager and Anthony Stadlman factory superintendent A Czechoshyslovakian mechanic and engineer Stadlman first worked with Allen in maintenance of the Curtiss Pusher that Loughead flew during his barnshystorming in Illinois

In mid-summer of 1916 a 21shyyear-old garage mechanic and architectural draftsman son of a prominent Santa Barbara contracshytor became a frequent visitor at the factory on State Street He knew the Lougheads by reputation He had seen their Model G at the PanamashyPacific International Exposition the year before And he wanted a jobshyanything at all as long as it was connected with aircraft The young man was the farsighted John K Northrop who would become one of the most talented designers in

MAY 2004

aviation history whose contributions to the progress of flyshying would include the celebrated Lockshyheed Vega and the famous Northrop Flying Wing bomber

The Lougheads hired Northrop and put him to work helping to shape the hull of their new flyshying boat called the The F-l powered by two Hall Scott engines The F-l A self-taught en- wingspan is 74 feet length is 35 feet

gineer Northrop understood stress analysis He deshysigned and stressed the wings of the flying boat the worlds largest seashyplane at that time

It was built to carry 10 persons including pilot and copilot and was of wood and fabric construcshytion with engine cowlings and fittings of metal The upper wing spanned a monstrous 74 feet and the 47-foot lower wing carried ponshytoons beneath each tip Two 160-hp Hall Scott engines hung between the wings on either side of the hull It was a tractor-type craft 3S feet long with a gross weight of 3700 pounds a useful load of 3100 pounds a top speed of 84 mph and a cruising speed of 70 mph

Throughout it showed every evishydence of practical design and careful

workmanship For example wing struts were of steel bolted top and bottom and encased in streamlined wooden fairings The Lougheads also developed a rustproofing process for metal parts that greatly increased their durability

The F-1 was notable additionshyally because it inaugurated a design configuration that became famous years later on the Constellation-a triple-finned tail mounted on metal booms attached to the hull and wings

By this time the United States was on the verge of entering World War I The Lougheads offered to place their factory and personal services as trained pilots at the governments disposal in event of trouble with any other foreign

8

power The Santa Barbara NewsshyPress reported the company also planned to offer its F-1 then under construction to the military Work was rushed in hope of completing it by April 1917

With a little added equipment we could turn out each month two machines the story quoted Allen We are patterning our new mashychine in line with government specifications and it would be available for immediate use for obshyservation and reconnaissance work to which it is especially adapted

After the United States declared war on Germany and the Central Powers the Navy-anxious to build up its air arm-displayed inshy

terest in the Loughead F-1 and arranged for it to be flown to North Island naval base near San Diego for testing Allen first flew it at Santa Barbara on March 28 1918 The formal launching followed what the News-Press described as an impressive christening and dedicatory ceremony First passhysengers were Mary Miles Minter noted silent screen actress who made a number of movies in Santa Barbara and her sister

On its trial hop the F-1 made a circular flight that demonstrated inshyherent stability although there was too much area in the counterbalshyanced ailerons The problem was quickly solved and a short time

Allen and Malcolm Loughead atthe controls of the F-l

The F-l inaugurated a design configuration that became famous years later on the Constellation-a triple-finned tail

later the plane winged to North Isshyland setting a nonstop over-water mark-180 miles in 181 minutes

Navy officials began a series of rigid flight and structural tests that spanned three months These conshyvinced them the Lougheads knew how to build an airplane but the craft was ruled out because of a deshysign standardization policy The government was concentrating proshyduction on specified aircraft types and the seaplane design it chose was a Curtiss HS21 Accordingly the Lougheads first military conshytract was to construct two seaplanes patterned after the Curtiss The trial order was on a cost-plus-12-percent basis plus spare parts

We took a beating on the deal Allen recalled later We invested between $4000 and $5000 in necshyessary alterations to the basic HS21 design and werent reimbursed for our expenditures

At the peak of production emshyployment at the small Santa Barbara plant rose to 85 men Northrop then in military service at Camp Lewis was furloughed and returned to Santa Barbara to help turn out the two planes

Meantime the Model G continshyued its successful career Soon after the Lougheads arrived in Santa Barshybara Allen used the place to make the first crossing of the Santa Barshy

bara Channel by air carrying two passengers and completing the 60-mile trip in just one hour

Even though the Navy had turned down the F-1 the Lougshyheads remained convinced of its potentialities After its return to Santa Barbara from the North Isshyland tests in August 1918 the factory promptly rebuilt it at a cost of $10000 into a landplane configuration with a landing gear arrangement that consisted of two main gears and a nose wheel This modification was called the F-1A

References Of Men and Stars A History ofLockheed Aircraft Corp by Philip L Juergens

VINTAGE AIRPLANE 9

THE VINTAGE INSTRU

Hazardous attitudes

DOUG STEWART

The night before I was to ferry an Aeronca Champ from Massachusetts to Florida the following days surface winds were forecast to be from the northwest at 30 knots gusting to 40 with the moderate turbulence that always accompanies those high winds Snow was also in the forecast for later in the day and would reshymain in the forecast for the next several days It was clear that if I didshynt get going early the next morning I would be grounded for the rest of the week

Why is it that whenever you want the briefer to be wrong he or she isshynt but when you are counting on the forecast to hold true it doesshyn t Has anyone else ever noticed that Well the following morning showed that the former was to be the case

The wind was howling as I backshytaxied to the departure end of the runway It was blowing hard enough that the rudder wasnt sufshyficient to keep the air-knocker going straight down the runway I needed to help out my directional control with a bit of brake as well In doing so I noticed that the right brake seemed to have even less effectiveshyness than the meager amount I expected from the original exshypander-type brake on the Champ

The thought ran through my head that perhaps I should abort the flight Two-and-a-half hours after takeoff I would be in New Jersey and in need of fuel (With only 13 galshylons of total fuel the fuel range matched my bladder range pershy10 MAY 2004

fectly) Every possible runway that I could use would have a 70- to 90-deshygree crosswind Would I be able to control the old Champ with a weak brake I deliberated with myself However I was determined to make the flight and that was affecting my thought process

The thought ran through

my head that perhaps I should abort

the flight It made me think of one time

when I had ferried this same airplane in the opposite direction In similar winds I had landed at Stewart Intershynational Airport (SWF) diagonally across the runway Because of the high gusty winds I had opted to do a wheel landing As I slowed down once on the runway I slowly came forward with the stick to keep the tail up in the air I still had some stick left when with the tail still up in the air the airplane came to a stop Yikes What am I going to do now If I bring the tail down Im goshying flying again I said to myself It then took close to 15 minutes to taxi the short distance from the runway to the FBO

I considered all this information as I performed the simple run-up

and before-takeoff checks Yeah I can handle it was my answer to my self-questioning mind Ive flown in this stuff before in fact in this very same plane No problem 1 can handle it r responded with deshytermination as I came in with the power and departed on the flight

Here I was exhibiting the classic hazardous attitude macho along with some typical operational errors r sometimes wonder why my middle name isnt Votan (The ancient Mayan god of warfare and death) How often have I started forging that accident chain before I ever leave the ground I know I am not alone in this The accident reports bear witness to the fact that the chain of events leading to an accident quite typically begins prior to takeoff

Well two-and-a-haJf hours later found me at Toms River New Jersey The winds were reported to be from 350 variable 330 at 31 knots with gusts to 38 knots I would be landing on Runway 6 If luck were with me my arrival would coincide with the winds from their most northerly vecshytor and least velocity Youd think by now that I would know that Murphy never rests Sure enough he wasnt

As I had done in this airplane beshyfore I opted to land diagonally

across the runway to gain as much of a head wind component as I could Only this runway was nowhere near as wide as the one at SWF I landed on the left main and as I slowed down I finally ran out of stick As the tail wheel touched the runway I immediately brought the stick all the way to the left and back into my gut And thats when the proverbial yogurt hit the fan

The rudder and tail wheel were not going to provide enough force to counter the strong crosswinds I was going to need the right brake to keep things going straight As the nose of the Champ started to yaw to the left I pushed on the right heel brake with all my strength But that weak brake wasnt going to be any match for the strong wind Here I was at the start of a ground loop and there was nothing left for me to do

No I was not exhibiting another hazardous attitude that of resignashytion I was doing all that I could all that I knew to keep from ground looping but the winds were too strong The right wing started to drop as we spun around and was soon dragging on the pavement at the edge of the runway As the tail came facing into the wind the left main gear dropped back down to the runway and we came to a stop I sat there stunned for several moments before starting the arduous task of taxiing in to the FBO

Luckily the damage to the old Aeronca was minimal I had scraped some fabric off of the metal bow at the wingtip A bit of 100 mph tape would patch things up enough to continue the flight to Florida withshyout the need for a ferry permit But I learned an important lesson that morning Hazardous attitudes are goshying to get you

Had I applied the antidote to the macho hazardous attitude that beshying taking chances is foolish had I not been so determined to deliver the airplane on a predetermined schedule I would not be having to explain to the owner of the Champ why his airplane had duct tape on its wingtip It could have been much

worse It might have ended with me standing on the carpet trying to exshyplain why I had wrecked a wonderful old airplane

It was this incident that finally smacked me upside the head I have some hazardous attitudes and it is time to start dealing with them First I have to recognize them But recognizing them is not enough Then I not only have to come up with the antidote for the attitude but apply that antidote as well

There are five hazardous attitudes that have been recognized by those who study human factors They are macho anti-authority resignation invulnerability and impulsivity For each of these attitudes there is an apshypropriate antidote I personally think that there is not one pilot out there who does not have at least one if not several of these attitudes The first step is learning to recognize that we harbor these attitudes within ourshyselves The second step is to learn the proper antidotes for these hazshyardous attitudes The third and I feel hardest step is to apply the antidote

In the situation I described on this ferry flight I allowed a variety of operational errors to lead me into thinking that I could handle the sitshyuation I knew it was risky Isnt all flying risky In this situation I was definitely taking a chance Had I apshyplied the antidote that taking chances is foolish I would not have attempted the flight I would have probably delivered the airplane to its owner a week later than promised but it would have been delivered in its pristine condition not with one wing scarred

In the next several articles I would like to take a look at all five of the hazardous attitudes and their appropriate antidotes Learning to recognize and correct these attishytudes will go a long way in taking us from being good pilots to being great pilots Its an ongoing process for all of us

Doug flies a 1947 PA-12 He is the 2004 National Certificated Flight Inshystructor of the Year Visit his web site wwwdsflightcom

Forest Green Polo $2195 This 100 cotton polo with a toneshy

on-tone VAA logo is so versatile it can be worn for business casual or just plain fun

Sm V11442 Md V07041 19 V07042 Xl V07043

Black Polo $3995 This black pocket polo has a tan

birds-eye trim and the Vintage logo in tone-on-tone

sm Vl1438 md V07044 19 V07045 xl V07046

To Order 800-843-3612 (from US and Canada)

or

httpshopeaaorg VINTAGE AIRPLANE 11

THE LOUGHEAD F-l feap~

Originally published in the November 19ft9 issue of Vintage Airplane

In 1916 Allen and Malcolm Lougshyhead began writing the second chapter in their saga as pioneer

airplane builders They established the Loughead Aircraft Manufacturshying Co in the rear of a garage near the Santa Barbara waterfront Their finances were meager but they were ambitious

Berton R Rodman Santa Barbara financier and machine shop owner was elected president Allen first vice president Malcolm secretary and treasurer Norman S Hall adshyvertising and sales promotion manager and Anthony Stadlman factory superintendent A Czechoshyslovakian mechanic and engineer Stadlman first worked with Allen in maintenance of the Curtiss Pusher that Loughead flew during his barnshystorming in Illinois

In mid-summer of 1916 a 21shyyear-old garage mechanic and architectural draftsman son of a prominent Santa Barbara contracshytor became a frequent visitor at the factory on State Street He knew the Lougheads by reputation He had seen their Model G at the PanamashyPacific International Exposition the year before And he wanted a jobshyanything at all as long as it was connected with aircraft The young man was the farsighted John K Northrop who would become one of the most talented designers in

MAY 2004

aviation history whose contributions to the progress of flyshying would include the celebrated Lockshyheed Vega and the famous Northrop Flying Wing bomber

The Lougheads hired Northrop and put him to work helping to shape the hull of their new flyshying boat called the The F-l powered by two Hall Scott engines The F-l A self-taught en- wingspan is 74 feet length is 35 feet

gineer Northrop understood stress analysis He deshysigned and stressed the wings of the flying boat the worlds largest seashyplane at that time

It was built to carry 10 persons including pilot and copilot and was of wood and fabric construcshytion with engine cowlings and fittings of metal The upper wing spanned a monstrous 74 feet and the 47-foot lower wing carried ponshytoons beneath each tip Two 160-hp Hall Scott engines hung between the wings on either side of the hull It was a tractor-type craft 3S feet long with a gross weight of 3700 pounds a useful load of 3100 pounds a top speed of 84 mph and a cruising speed of 70 mph

Throughout it showed every evishydence of practical design and careful

workmanship For example wing struts were of steel bolted top and bottom and encased in streamlined wooden fairings The Lougheads also developed a rustproofing process for metal parts that greatly increased their durability

The F-1 was notable additionshyally because it inaugurated a design configuration that became famous years later on the Constellation-a triple-finned tail mounted on metal booms attached to the hull and wings

By this time the United States was on the verge of entering World War I The Lougheads offered to place their factory and personal services as trained pilots at the governments disposal in event of trouble with any other foreign

8

power The Santa Barbara NewsshyPress reported the company also planned to offer its F-1 then under construction to the military Work was rushed in hope of completing it by April 1917

With a little added equipment we could turn out each month two machines the story quoted Allen We are patterning our new mashychine in line with government specifications and it would be available for immediate use for obshyservation and reconnaissance work to which it is especially adapted

After the United States declared war on Germany and the Central Powers the Navy-anxious to build up its air arm-displayed inshy

terest in the Loughead F-1 and arranged for it to be flown to North Island naval base near San Diego for testing Allen first flew it at Santa Barbara on March 28 1918 The formal launching followed what the News-Press described as an impressive christening and dedicatory ceremony First passhysengers were Mary Miles Minter noted silent screen actress who made a number of movies in Santa Barbara and her sister

On its trial hop the F-1 made a circular flight that demonstrated inshyherent stability although there was too much area in the counterbalshyanced ailerons The problem was quickly solved and a short time

Allen and Malcolm Loughead atthe controls of the F-l

The F-l inaugurated a design configuration that became famous years later on the Constellation-a triple-finned tail

later the plane winged to North Isshyland setting a nonstop over-water mark-180 miles in 181 minutes

Navy officials began a series of rigid flight and structural tests that spanned three months These conshyvinced them the Lougheads knew how to build an airplane but the craft was ruled out because of a deshysign standardization policy The government was concentrating proshyduction on specified aircraft types and the seaplane design it chose was a Curtiss HS21 Accordingly the Lougheads first military conshytract was to construct two seaplanes patterned after the Curtiss The trial order was on a cost-plus-12-percent basis plus spare parts

We took a beating on the deal Allen recalled later We invested between $4000 and $5000 in necshyessary alterations to the basic HS21 design and werent reimbursed for our expenditures

At the peak of production emshyployment at the small Santa Barbara plant rose to 85 men Northrop then in military service at Camp Lewis was furloughed and returned to Santa Barbara to help turn out the two planes

Meantime the Model G continshyued its successful career Soon after the Lougheads arrived in Santa Barshybara Allen used the place to make the first crossing of the Santa Barshy

bara Channel by air carrying two passengers and completing the 60-mile trip in just one hour

Even though the Navy had turned down the F-1 the Lougshyheads remained convinced of its potentialities After its return to Santa Barbara from the North Isshyland tests in August 1918 the factory promptly rebuilt it at a cost of $10000 into a landplane configuration with a landing gear arrangement that consisted of two main gears and a nose wheel This modification was called the F-1A

References Of Men and Stars A History ofLockheed Aircraft Corp by Philip L Juergens

VINTAGE AIRPLANE 9

THE VINTAGE INSTRU

Hazardous attitudes

DOUG STEWART

The night before I was to ferry an Aeronca Champ from Massachusetts to Florida the following days surface winds were forecast to be from the northwest at 30 knots gusting to 40 with the moderate turbulence that always accompanies those high winds Snow was also in the forecast for later in the day and would reshymain in the forecast for the next several days It was clear that if I didshynt get going early the next morning I would be grounded for the rest of the week

Why is it that whenever you want the briefer to be wrong he or she isshynt but when you are counting on the forecast to hold true it doesshyn t Has anyone else ever noticed that Well the following morning showed that the former was to be the case

The wind was howling as I backshytaxied to the departure end of the runway It was blowing hard enough that the rudder wasnt sufshyficient to keep the air-knocker going straight down the runway I needed to help out my directional control with a bit of brake as well In doing so I noticed that the right brake seemed to have even less effectiveshyness than the meager amount I expected from the original exshypander-type brake on the Champ

The thought ran through my head that perhaps I should abort the flight Two-and-a-half hours after takeoff I would be in New Jersey and in need of fuel (With only 13 galshylons of total fuel the fuel range matched my bladder range pershy10 MAY 2004

fectly) Every possible runway that I could use would have a 70- to 90-deshygree crosswind Would I be able to control the old Champ with a weak brake I deliberated with myself However I was determined to make the flight and that was affecting my thought process

The thought ran through

my head that perhaps I should abort

the flight It made me think of one time

when I had ferried this same airplane in the opposite direction In similar winds I had landed at Stewart Intershynational Airport (SWF) diagonally across the runway Because of the high gusty winds I had opted to do a wheel landing As I slowed down once on the runway I slowly came forward with the stick to keep the tail up in the air I still had some stick left when with the tail still up in the air the airplane came to a stop Yikes What am I going to do now If I bring the tail down Im goshying flying again I said to myself It then took close to 15 minutes to taxi the short distance from the runway to the FBO

I considered all this information as I performed the simple run-up

and before-takeoff checks Yeah I can handle it was my answer to my self-questioning mind Ive flown in this stuff before in fact in this very same plane No problem 1 can handle it r responded with deshytermination as I came in with the power and departed on the flight

Here I was exhibiting the classic hazardous attitude macho along with some typical operational errors r sometimes wonder why my middle name isnt Votan (The ancient Mayan god of warfare and death) How often have I started forging that accident chain before I ever leave the ground I know I am not alone in this The accident reports bear witness to the fact that the chain of events leading to an accident quite typically begins prior to takeoff

Well two-and-a-haJf hours later found me at Toms River New Jersey The winds were reported to be from 350 variable 330 at 31 knots with gusts to 38 knots I would be landing on Runway 6 If luck were with me my arrival would coincide with the winds from their most northerly vecshytor and least velocity Youd think by now that I would know that Murphy never rests Sure enough he wasnt

As I had done in this airplane beshyfore I opted to land diagonally

across the runway to gain as much of a head wind component as I could Only this runway was nowhere near as wide as the one at SWF I landed on the left main and as I slowed down I finally ran out of stick As the tail wheel touched the runway I immediately brought the stick all the way to the left and back into my gut And thats when the proverbial yogurt hit the fan

The rudder and tail wheel were not going to provide enough force to counter the strong crosswinds I was going to need the right brake to keep things going straight As the nose of the Champ started to yaw to the left I pushed on the right heel brake with all my strength But that weak brake wasnt going to be any match for the strong wind Here I was at the start of a ground loop and there was nothing left for me to do

No I was not exhibiting another hazardous attitude that of resignashytion I was doing all that I could all that I knew to keep from ground looping but the winds were too strong The right wing started to drop as we spun around and was soon dragging on the pavement at the edge of the runway As the tail came facing into the wind the left main gear dropped back down to the runway and we came to a stop I sat there stunned for several moments before starting the arduous task of taxiing in to the FBO

Luckily the damage to the old Aeronca was minimal I had scraped some fabric off of the metal bow at the wingtip A bit of 100 mph tape would patch things up enough to continue the flight to Florida withshyout the need for a ferry permit But I learned an important lesson that morning Hazardous attitudes are goshying to get you

Had I applied the antidote to the macho hazardous attitude that beshying taking chances is foolish had I not been so determined to deliver the airplane on a predetermined schedule I would not be having to explain to the owner of the Champ why his airplane had duct tape on its wingtip It could have been much

worse It might have ended with me standing on the carpet trying to exshyplain why I had wrecked a wonderful old airplane

It was this incident that finally smacked me upside the head I have some hazardous attitudes and it is time to start dealing with them First I have to recognize them But recognizing them is not enough Then I not only have to come up with the antidote for the attitude but apply that antidote as well

There are five hazardous attitudes that have been recognized by those who study human factors They are macho anti-authority resignation invulnerability and impulsivity For each of these attitudes there is an apshypropriate antidote I personally think that there is not one pilot out there who does not have at least one if not several of these attitudes The first step is learning to recognize that we harbor these attitudes within ourshyselves The second step is to learn the proper antidotes for these hazshyardous attitudes The third and I feel hardest step is to apply the antidote

In the situation I described on this ferry flight I allowed a variety of operational errors to lead me into thinking that I could handle the sitshyuation I knew it was risky Isnt all flying risky In this situation I was definitely taking a chance Had I apshyplied the antidote that taking chances is foolish I would not have attempted the flight I would have probably delivered the airplane to its owner a week later than promised but it would have been delivered in its pristine condition not with one wing scarred

In the next several articles I would like to take a look at all five of the hazardous attitudes and their appropriate antidotes Learning to recognize and correct these attishytudes will go a long way in taking us from being good pilots to being great pilots Its an ongoing process for all of us

Doug flies a 1947 PA-12 He is the 2004 National Certificated Flight Inshystructor of the Year Visit his web site wwwdsflightcom

Forest Green Polo $2195 This 100 cotton polo with a toneshy

on-tone VAA logo is so versatile it can be worn for business casual or just plain fun

Sm V11442 Md V07041 19 V07042 Xl V07043

Black Polo $3995 This black pocket polo has a tan

birds-eye trim and the Vintage logo in tone-on-tone

sm Vl1438 md V07044 19 V07045 xl V07046

To Order 800-843-3612 (from US and Canada)

or

httpshopeaaorg VINTAGE AIRPLANE 11

power The Santa Barbara NewsshyPress reported the company also planned to offer its F-1 then under construction to the military Work was rushed in hope of completing it by April 1917

With a little added equipment we could turn out each month two machines the story quoted Allen We are patterning our new mashychine in line with government specifications and it would be available for immediate use for obshyservation and reconnaissance work to which it is especially adapted

After the United States declared war on Germany and the Central Powers the Navy-anxious to build up its air arm-displayed inshy

terest in the Loughead F-1 and arranged for it to be flown to North Island naval base near San Diego for testing Allen first flew it at Santa Barbara on March 28 1918 The formal launching followed what the News-Press described as an impressive christening and dedicatory ceremony First passhysengers were Mary Miles Minter noted silent screen actress who made a number of movies in Santa Barbara and her sister

On its trial hop the F-1 made a circular flight that demonstrated inshyherent stability although there was too much area in the counterbalshyanced ailerons The problem was quickly solved and a short time

Allen and Malcolm Loughead atthe controls of the F-l

The F-l inaugurated a design configuration that became famous years later on the Constellation-a triple-finned tail

later the plane winged to North Isshyland setting a nonstop over-water mark-180 miles in 181 minutes

Navy officials began a series of rigid flight and structural tests that spanned three months These conshyvinced them the Lougheads knew how to build an airplane but the craft was ruled out because of a deshysign standardization policy The government was concentrating proshyduction on specified aircraft types and the seaplane design it chose was a Curtiss HS21 Accordingly the Lougheads first military conshytract was to construct two seaplanes patterned after the Curtiss The trial order was on a cost-plus-12-percent basis plus spare parts

We took a beating on the deal Allen recalled later We invested between $4000 and $5000 in necshyessary alterations to the basic HS21 design and werent reimbursed for our expenditures

At the peak of production emshyployment at the small Santa Barbara plant rose to 85 men Northrop then in military service at Camp Lewis was furloughed and returned to Santa Barbara to help turn out the two planes

Meantime the Model G continshyued its successful career Soon after the Lougheads arrived in Santa Barshybara Allen used the place to make the first crossing of the Santa Barshy

bara Channel by air carrying two passengers and completing the 60-mile trip in just one hour

Even though the Navy had turned down the F-1 the Lougshyheads remained convinced of its potentialities After its return to Santa Barbara from the North Isshyland tests in August 1918 the factory promptly rebuilt it at a cost of $10000 into a landplane configuration with a landing gear arrangement that consisted of two main gears and a nose wheel This modification was called the F-1A

References Of Men and Stars A History ofLockheed Aircraft Corp by Philip L Juergens

VINTAGE AIRPLANE 9

THE VINTAGE INSTRU

Hazardous attitudes

DOUG STEWART

The night before I was to ferry an Aeronca Champ from Massachusetts to Florida the following days surface winds were forecast to be from the northwest at 30 knots gusting to 40 with the moderate turbulence that always accompanies those high winds Snow was also in the forecast for later in the day and would reshymain in the forecast for the next several days It was clear that if I didshynt get going early the next morning I would be grounded for the rest of the week

Why is it that whenever you want the briefer to be wrong he or she isshynt but when you are counting on the forecast to hold true it doesshyn t Has anyone else ever noticed that Well the following morning showed that the former was to be the case

The wind was howling as I backshytaxied to the departure end of the runway It was blowing hard enough that the rudder wasnt sufshyficient to keep the air-knocker going straight down the runway I needed to help out my directional control with a bit of brake as well In doing so I noticed that the right brake seemed to have even less effectiveshyness than the meager amount I expected from the original exshypander-type brake on the Champ

The thought ran through my head that perhaps I should abort the flight Two-and-a-half hours after takeoff I would be in New Jersey and in need of fuel (With only 13 galshylons of total fuel the fuel range matched my bladder range pershy10 MAY 2004

fectly) Every possible runway that I could use would have a 70- to 90-deshygree crosswind Would I be able to control the old Champ with a weak brake I deliberated with myself However I was determined to make the flight and that was affecting my thought process

The thought ran through

my head that perhaps I should abort

the flight It made me think of one time

when I had ferried this same airplane in the opposite direction In similar winds I had landed at Stewart Intershynational Airport (SWF) diagonally across the runway Because of the high gusty winds I had opted to do a wheel landing As I slowed down once on the runway I slowly came forward with the stick to keep the tail up in the air I still had some stick left when with the tail still up in the air the airplane came to a stop Yikes What am I going to do now If I bring the tail down Im goshying flying again I said to myself It then took close to 15 minutes to taxi the short distance from the runway to the FBO

I considered all this information as I performed the simple run-up

and before-takeoff checks Yeah I can handle it was my answer to my self-questioning mind Ive flown in this stuff before in fact in this very same plane No problem 1 can handle it r responded with deshytermination as I came in with the power and departed on the flight

Here I was exhibiting the classic hazardous attitude macho along with some typical operational errors r sometimes wonder why my middle name isnt Votan (The ancient Mayan god of warfare and death) How often have I started forging that accident chain before I ever leave the ground I know I am not alone in this The accident reports bear witness to the fact that the chain of events leading to an accident quite typically begins prior to takeoff

Well two-and-a-haJf hours later found me at Toms River New Jersey The winds were reported to be from 350 variable 330 at 31 knots with gusts to 38 knots I would be landing on Runway 6 If luck were with me my arrival would coincide with the winds from their most northerly vecshytor and least velocity Youd think by now that I would know that Murphy never rests Sure enough he wasnt

As I had done in this airplane beshyfore I opted to land diagonally

across the runway to gain as much of a head wind component as I could Only this runway was nowhere near as wide as the one at SWF I landed on the left main and as I slowed down I finally ran out of stick As the tail wheel touched the runway I immediately brought the stick all the way to the left and back into my gut And thats when the proverbial yogurt hit the fan

The rudder and tail wheel were not going to provide enough force to counter the strong crosswinds I was going to need the right brake to keep things going straight As the nose of the Champ started to yaw to the left I pushed on the right heel brake with all my strength But that weak brake wasnt going to be any match for the strong wind Here I was at the start of a ground loop and there was nothing left for me to do

No I was not exhibiting another hazardous attitude that of resignashytion I was doing all that I could all that I knew to keep from ground looping but the winds were too strong The right wing started to drop as we spun around and was soon dragging on the pavement at the edge of the runway As the tail came facing into the wind the left main gear dropped back down to the runway and we came to a stop I sat there stunned for several moments before starting the arduous task of taxiing in to the FBO

Luckily the damage to the old Aeronca was minimal I had scraped some fabric off of the metal bow at the wingtip A bit of 100 mph tape would patch things up enough to continue the flight to Florida withshyout the need for a ferry permit But I learned an important lesson that morning Hazardous attitudes are goshying to get you

Had I applied the antidote to the macho hazardous attitude that beshying taking chances is foolish had I not been so determined to deliver the airplane on a predetermined schedule I would not be having to explain to the owner of the Champ why his airplane had duct tape on its wingtip It could have been much

worse It might have ended with me standing on the carpet trying to exshyplain why I had wrecked a wonderful old airplane

It was this incident that finally smacked me upside the head I have some hazardous attitudes and it is time to start dealing with them First I have to recognize them But recognizing them is not enough Then I not only have to come up with the antidote for the attitude but apply that antidote as well

There are five hazardous attitudes that have been recognized by those who study human factors They are macho anti-authority resignation invulnerability and impulsivity For each of these attitudes there is an apshypropriate antidote I personally think that there is not one pilot out there who does not have at least one if not several of these attitudes The first step is learning to recognize that we harbor these attitudes within ourshyselves The second step is to learn the proper antidotes for these hazshyardous attitudes The third and I feel hardest step is to apply the antidote

In the situation I described on this ferry flight I allowed a variety of operational errors to lead me into thinking that I could handle the sitshyuation I knew it was risky Isnt all flying risky In this situation I was definitely taking a chance Had I apshyplied the antidote that taking chances is foolish I would not have attempted the flight I would have probably delivered the airplane to its owner a week later than promised but it would have been delivered in its pristine condition not with one wing scarred

In the next several articles I would like to take a look at all five of the hazardous attitudes and their appropriate antidotes Learning to recognize and correct these attishytudes will go a long way in taking us from being good pilots to being great pilots Its an ongoing process for all of us

Doug flies a 1947 PA-12 He is the 2004 National Certificated Flight Inshystructor of the Year Visit his web site wwwdsflightcom

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THE VINTAGE INSTRU

Hazardous attitudes

DOUG STEWART

The night before I was to ferry an Aeronca Champ from Massachusetts to Florida the following days surface winds were forecast to be from the northwest at 30 knots gusting to 40 with the moderate turbulence that always accompanies those high winds Snow was also in the forecast for later in the day and would reshymain in the forecast for the next several days It was clear that if I didshynt get going early the next morning I would be grounded for the rest of the week

Why is it that whenever you want the briefer to be wrong he or she isshynt but when you are counting on the forecast to hold true it doesshyn t Has anyone else ever noticed that Well the following morning showed that the former was to be the case

The wind was howling as I backshytaxied to the departure end of the runway It was blowing hard enough that the rudder wasnt sufshyficient to keep the air-knocker going straight down the runway I needed to help out my directional control with a bit of brake as well In doing so I noticed that the right brake seemed to have even less effectiveshyness than the meager amount I expected from the original exshypander-type brake on the Champ

The thought ran through my head that perhaps I should abort the flight Two-and-a-half hours after takeoff I would be in New Jersey and in need of fuel (With only 13 galshylons of total fuel the fuel range matched my bladder range pershy10 MAY 2004

fectly) Every possible runway that I could use would have a 70- to 90-deshygree crosswind Would I be able to control the old Champ with a weak brake I deliberated with myself However I was determined to make the flight and that was affecting my thought process

The thought ran through

my head that perhaps I should abort

the flight It made me think of one time

when I had ferried this same airplane in the opposite direction In similar winds I had landed at Stewart Intershynational Airport (SWF) diagonally across the runway Because of the high gusty winds I had opted to do a wheel landing As I slowed down once on the runway I slowly came forward with the stick to keep the tail up in the air I still had some stick left when with the tail still up in the air the airplane came to a stop Yikes What am I going to do now If I bring the tail down Im goshying flying again I said to myself It then took close to 15 minutes to taxi the short distance from the runway to the FBO

I considered all this information as I performed the simple run-up

and before-takeoff checks Yeah I can handle it was my answer to my self-questioning mind Ive flown in this stuff before in fact in this very same plane No problem 1 can handle it r responded with deshytermination as I came in with the power and departed on the flight

Here I was exhibiting the classic hazardous attitude macho along with some typical operational errors r sometimes wonder why my middle name isnt Votan (The ancient Mayan god of warfare and death) How often have I started forging that accident chain before I ever leave the ground I know I am not alone in this The accident reports bear witness to the fact that the chain of events leading to an accident quite typically begins prior to takeoff

Well two-and-a-haJf hours later found me at Toms River New Jersey The winds were reported to be from 350 variable 330 at 31 knots with gusts to 38 knots I would be landing on Runway 6 If luck were with me my arrival would coincide with the winds from their most northerly vecshytor and least velocity Youd think by now that I would know that Murphy never rests Sure enough he wasnt

As I had done in this airplane beshyfore I opted to land diagonally

across the runway to gain as much of a head wind component as I could Only this runway was nowhere near as wide as the one at SWF I landed on the left main and as I slowed down I finally ran out of stick As the tail wheel touched the runway I immediately brought the stick all the way to the left and back into my gut And thats when the proverbial yogurt hit the fan

The rudder and tail wheel were not going to provide enough force to counter the strong crosswinds I was going to need the right brake to keep things going straight As the nose of the Champ started to yaw to the left I pushed on the right heel brake with all my strength But that weak brake wasnt going to be any match for the strong wind Here I was at the start of a ground loop and there was nothing left for me to do

No I was not exhibiting another hazardous attitude that of resignashytion I was doing all that I could all that I knew to keep from ground looping but the winds were too strong The right wing started to drop as we spun around and was soon dragging on the pavement at the edge of the runway As the tail came facing into the wind the left main gear dropped back down to the runway and we came to a stop I sat there stunned for several moments before starting the arduous task of taxiing in to the FBO

Luckily the damage to the old Aeronca was minimal I had scraped some fabric off of the metal bow at the wingtip A bit of 100 mph tape would patch things up enough to continue the flight to Florida withshyout the need for a ferry permit But I learned an important lesson that morning Hazardous attitudes are goshying to get you

Had I applied the antidote to the macho hazardous attitude that beshying taking chances is foolish had I not been so determined to deliver the airplane on a predetermined schedule I would not be having to explain to the owner of the Champ why his airplane had duct tape on its wingtip It could have been much

worse It might have ended with me standing on the carpet trying to exshyplain why I had wrecked a wonderful old airplane

It was this incident that finally smacked me upside the head I have some hazardous attitudes and it is time to start dealing with them First I have to recognize them But recognizing them is not enough Then I not only have to come up with the antidote for the attitude but apply that antidote as well

There are five hazardous attitudes that have been recognized by those who study human factors They are macho anti-authority resignation invulnerability and impulsivity For each of these attitudes there is an apshypropriate antidote I personally think that there is not one pilot out there who does not have at least one if not several of these attitudes The first step is learning to recognize that we harbor these attitudes within ourshyselves The second step is to learn the proper antidotes for these hazshyardous attitudes The third and I feel hardest step is to apply the antidote

In the situation I described on this ferry flight I allowed a variety of operational errors to lead me into thinking that I could handle the sitshyuation I knew it was risky Isnt all flying risky In this situation I was definitely taking a chance Had I apshyplied the antidote that taking chances is foolish I would not have attempted the flight I would have probably delivered the airplane to its owner a week later than promised but it would have been delivered in its pristine condition not with one wing scarred

In the next several articles I would like to take a look at all five of the hazardous attitudes and their appropriate antidotes Learning to recognize and correct these attishytudes will go a long way in taking us from being good pilots to being great pilots Its an ongoing process for all of us

Doug flies a 1947 PA-12 He is the 2004 National Certificated Flight Inshystructor of the Year Visit his web site wwwdsflightcom

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httpshopeaaorg VINTAGE AIRPLANE 11

across the runway to gain as much of a head wind component as I could Only this runway was nowhere near as wide as the one at SWF I landed on the left main and as I slowed down I finally ran out of stick As the tail wheel touched the runway I immediately brought the stick all the way to the left and back into my gut And thats when the proverbial yogurt hit the fan

The rudder and tail wheel were not going to provide enough force to counter the strong crosswinds I was going to need the right brake to keep things going straight As the nose of the Champ started to yaw to the left I pushed on the right heel brake with all my strength But that weak brake wasnt going to be any match for the strong wind Here I was at the start of a ground loop and there was nothing left for me to do

No I was not exhibiting another hazardous attitude that of resignashytion I was doing all that I could all that I knew to keep from ground looping but the winds were too strong The right wing started to drop as we spun around and was soon dragging on the pavement at the edge of the runway As the tail came facing into the wind the left main gear dropped back down to the runway and we came to a stop I sat there stunned for several moments before starting the arduous task of taxiing in to the FBO

Luckily the damage to the old Aeronca was minimal I had scraped some fabric off of the metal bow at the wingtip A bit of 100 mph tape would patch things up enough to continue the flight to Florida withshyout the need for a ferry permit But I learned an important lesson that morning Hazardous attitudes are goshying to get you

Had I applied the antidote to the macho hazardous attitude that beshying taking chances is foolish had I not been so determined to deliver the airplane on a predetermined schedule I would not be having to explain to the owner of the Champ why his airplane had duct tape on its wingtip It could have been much

worse It might have ended with me standing on the carpet trying to exshyplain why I had wrecked a wonderful old airplane

It was this incident that finally smacked me upside the head I have some hazardous attitudes and it is time to start dealing with them First I have to recognize them But recognizing them is not enough Then I not only have to come up with the antidote for the attitude but apply that antidote as well

There are five hazardous attitudes that have been recognized by those who study human factors They are macho anti-authority resignation invulnerability and impulsivity For each of these attitudes there is an apshypropriate antidote I personally think that there is not one pilot out there who does not have at least one if not several of these attitudes The first step is learning to recognize that we harbor these attitudes within ourshyselves The second step is to learn the proper antidotes for these hazshyardous attitudes The third and I feel hardest step is to apply the antidote

In the situation I described on this ferry flight I allowed a variety of operational errors to lead me into thinking that I could handle the sitshyuation I knew it was risky Isnt all flying risky In this situation I was definitely taking a chance Had I apshyplied the antidote that taking chances is foolish I would not have attempted the flight I would have probably delivered the airplane to its owner a week later than promised but it would have been delivered in its pristine condition not with one wing scarred

In the next several articles I would like to take a look at all five of the hazardous attitudes and their appropriate antidotes Learning to recognize and correct these attishytudes will go a long way in taking us from being good pilots to being great pilots Its an ongoing process for all of us

Doug flies a 1947 PA-12 He is the 2004 National Certificated Flight Inshystructor of the Year Visit his web site wwwdsflightcom

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or

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TIM Fox

There are times I believe Im a weather magnet As we all know when we fly out somewhere for an overnight or fly-in tying down our aircraft becomes an issue when the seemingly inevitable windshystorm arrives I have some experience at this as an Oshkosh volunteer each year

I check tiedowns on thousands of planes on the flightline It alshyways surprises me how many people fly in and never consider how they are going to tie down their vintage investment During the week I also get the chance to observe various methods of tying down airplanes and how well they work There have been several artishycles in Vintage Airplane on how best to do this but I think one method outshines the rest

In my experience the best tiedowns are the ones that have multiple-point anchors in the ground This method assures a firm grip with the ground in alshymost all soil conditions and makes an incredibly strong anchor point 12 MAY 2004

that is removable when you get ready to leave Many of the anshychors Ive seen are homemade but there are a few out there you can purchase

My choice was a setup called the Claw This is an aviation tiedown sold as a set consisting of three anshychor assemblies nine stakes tiedown ropes and a small claw hammer in a nylon carrystorage bag Each anchor assembly conshysists of a centerpiece with a ringbolt where you tie your ropes There are three legs that fold out when placing the assembly on the ground The stakes go into the ground through the holes at the end of the legs at an angle in toshyward the center point of the assembly Like the claw of a bird of prey the grip on the ground is subshystantial Even in soft ground this set has not come loose in heavy winds At an Illinois fly-in last year there were winds strong enough to break two tent poles on my tent but the Claw held fast and the plane did not move

The hammer provided is small and may not be the most efficient for driving the II-inch stakes into hard ground but the claw part of the hammer is definitely helpful in pulling the stakes out

The Claw can be obtained through several sources but I bought mine from its manufacshyturer Hunting Solutions The company can be reached at 601shy932-5832 or on the web at wwwtheclawcom The Claw reshytails for $11995

~ ~ r~I ~ ~ middot middot

j

The US had its Stearmans and Fairchilds Germany had its Jungshymann The entire rest of the world it would seem had the deHavilland Tiger Moth

The US understandably has a geo-centric view of training during World War II-its hard for us to reshymember that although thousands of pilots both US and foreign went through the StearmanFairchildVulshyteeTexan training pipeline we werent the only country teaching people to fly In fact the number of pilots trained by the Stearman is probably closely matched by those trained in the ubiquitous Tiger Moth because so many countries used it And so many countries built it

In countries like Australia where 1000 Moths were built and nearly a third of the production is still flyshy

ing it is the Stearman that is the oddity not the Moth And it was nearly that way at EAA AirVenture Oshkosh 03 because there were no less than five examples of Geoffery deHavillands fragile-looking bishyplane parked on the line

One of the spark plugs of the American Moth movement is Mike Williams of Columbus Indishyana Mike and his shop (Mikes Hangar 3811 River Rd Columshybus IN 47203812-375-1954 wwwmikeshangarcom) have a strong reputation for restoring a wide range of biplanes Pitts to Wacos but Tiger Moths represent a healthy proportion of his total business and he says business is good And he says theres a reason for that

In the last few years more and

more people have begun to discover the Tiger Moth he explains As the price of Waco and Stearman projects have sky rocketed and the supply has begun to get tight peoshyple have looked elsewhere There are about 65 Tiger Moths here in the US about a third of which are flyshying There are about 300 in Australia with another 300 scattered through Canada Europe and other places So U S pilots are discovering what the rest of the world already knew the Tiger Moth is a terrific little airshyplane Theyre fun and easy to fly and not that difficult to restore As long as you pay attention to a few basic rules that is

Oddly enough there was even a little known variant of the Canashydian Tiger Moth that was built for the USAAF the PT-24 They were

VINTAGE AIRPLANE 13

built but never delivered and sat around a Canadian airfield and rotshyted until they were just pushed down into a low spot in the terrain and covered over A few years back Tom Dietrich exhumed some of the remains and came back with parts and some data plates I have one of the data plates so who knows maybe a PT-24 will fly again

So it seems the US barely missed being listed amongst the countries that used Tiger Moths for training

The DH 82 Tiger Moth was a natshyural evolution from a long series of DH Moths going clear back into the 1920s Little of significance changed through the years other than the fuselage was changed from wood to steel tube structure and the engine was standardized on the Gypsy Major 1C a 373-cubic inch 142-hp inverted four-cylinder enshygine that although appearing thoroughly antique is actually easshyier to maintain than most of its peer group

For one thing the Moth engine is the same that was used in the Moths replacement the DHC-1 Chipmunk Because of that alshythough they were supporting the Chipmunk with stores of WWII surshyplus engines they were still manufacturing spare parts well into the 1950s

Still you have to remember that youre looking at a 60-year-old enshygine thats a 75-year-old design Its reliability is really good almost up to modern standards but supplies of a few items like magneto parts are getting a little short although there is an STCd Slick conversion available Plus the engine does have its peculiarities so you have to seshylect your overhaul shop carefully because theres quite a learning curve Weve overhauled them for years but were still learning and because there are so many small parts in the engines they can really suck up the labor hours

Also you have to know where to go to get certain things done There are speCialists who deal with 14 MAY 2004

the cylinder heads and the carbs This is not a mainstream engine so you cant depend on mainstream shops Still theres a little subculshyture of shops that really do know what theyre doing when it comes to certain components

As far as operating them they have a couple little things you have to pay attention to Like adjusting the valves every fifteen hours You also have to remove the rocker arm covers and fill them with oil beshycause unless youve put in a lubrication system the rockers are splash lubed Its easy to do the valves and the oil at the same time

One of the Moths at Oshkosh was owned by Dave Harris of Kenosha Wisconsin and he had a lot to say about the differences beshytween the different Moths

My airplane is an Australianshybuilt airplane and was originally produced without brakes and with a tailskid Only the Canadian airplanes had brakes although most of us have added them Mike did my airplane and he uses Cub brakes which are a bladder or expander tube type of brake but even those are getting hard to find and are expensive

Although I didnt need them Mike also had original wheels cast

for Tiger Moths which are 7 5-inch rims using an odd tire that has to be imported from England Right now they are running about $550 a pair delivered

Dave says My airplane was proshyduced in October 1941 and has an English landing gear The Canadian gear locates the wheels eight inches further forward so the airplanes have much heavier tails probably needed because their brakes were so effective and the forward position was needed to prevent nose overs The English-style gear ground hanshydles better and the airplane three-points better

Some of the other differences beshytween the various species of Tiger Moths involve the slats and wing leading edges

Williams says The English Aussie and some New Zealand Moths had slats The down unders had plywood leading edges and Canadians had hard leading edges on the lowers only and no slats or spin strakes

When it comes to FAA certificashytion Tiger Moths can be confusing

Mike says The fact that there are any Moths at all certified in Standard Category can be attribshyuted to Cliff Robertson He had an

Dave Harris peers up at the EAA camera ship as they head into the late aftershynoon sun The fabric bunched up on a frame behind the cockpit is a hood that can be pulled over the aft cockpit during instrument instruction

English Moth and he jumped through all of the FAAs hoops to get his airplane put in Standard Category Prior to that all Tiger Moths were certified in Experimenshytal-AirshowExhibition category An Air Force general later did the same thing to an Australian airplane

To get an Australian or English Moth put into Standard Category you have to do a conformity check in which you match the airplane in question to the airplane the type certificate was issued on If you can prove you have the identical airshyplane as defined by th e Type Certificate then your airplane can go into Standard Category and won t have any of the operation reshystrictions AirshowExhibition category carries

Right now a little over half of the Australian and English Tiger Moths are in Standard Category while none of the Canadian birds are because no one has gone through the process yet and estabshylished a precedent When they do all the rest of the Canadian airshyplanes can be certified to that TC

Because the basic design of the Tiger Moth goes back to the midshy1920s the airframe is much more antique than the Stearman which

was designed nearly fifteen years later and the difference shows Plus the Tiger Moth is English and that shows too

Dave Harris says When I started looking at Moths it was partly beshycause it was obviously such an antique but built at a later time Its fuselage is the usual welded tubing although built in three sections and bolted together The wings are fairly complex wooden structures so you have to look very very careshyfully when picking a project In my case [ found an airplane that was fairly complete and had some intershyesting history

When it wa s surplused by the Australian Air Force it was bought by a New Zealand crop duster and that s what it did for years Then a local pilot decided he wanted to fly the London Daily Mail Trans Oceanic race in it He had it fitted with a 7S-Imperial gallon fuel tank and an eight-gallon oil tank with a pump to transfer it to the main tank

The airplane wound up stuck in the mud in Bellingham Washingshyton and the pilot abandoned the race and sold the airplane Clay Henley of Athol Idaho bought it and got it put into standard cateshygory so he could use it in his flight

school where he was renting it out for solo flight

The airplane was disassembled for restoration and when Clay died in 1977 it went into long-term storageI

After Dave bought the airplane he went through a period of self-edshyucation At the same time he was looking for someone to help him with the restoration

I was at Oshkosh and Jack Hooker mentioned Mike because hed made some original style Sutshyton harnesses for some of Mike s Tiger Moths Mike had his English Moth there and we started talking

Mike Williams says Dave really wanted to get his airplane done and he sort of followed me home

Both of them agreed on a basic checklist of items to go over when looking at a project for possible restoration

Dave started First of all do a very complete inventory and make sure it is all there Because there are so many small parts its really easy to be missing something thats hard to find Items like mag switches are practically non-existent And youll need the right kind of altimeter beshycause some of them had the Kollsman windows calibrated in millibars and thats not FAA-legal to fly with

Mike says Yeah things like the windshield are hard to replace if they are missing or badly broken The windshield [frame] is a cast bronze unit that nothing else used The nose bowl is the same way You can repair almost anything as long as you have something to start with Unfortunately however the nose bowl is one of the first things to disshyappear or be damaged when an airplane is wrecked or disassembled

The gas tank is something you have to look at carefully Dave says Its big enough you can genshyerally tell whether there is one with the project but open it up and check it with a flashlight Its made of tin plate which is a kind of galshyvanized steel and they can rust along the seams or where water has been pooling To replace them is

VINTAGE AIRPLANE 1 5

expensive and they have to come from England or New Zealand

Mike jumps in and says And dont forget to count the flyinglandshying wires and inspect them They are carbon steel not stainless so theyll rust and even a little rust pit makes a flying wire unusable

Wood is a big concern Mike says Theres lots of it which means there are also a lot of glue joints and its not uncommon to find most of the glue joints have let go I think its casein glue so moisshyture and age can ruin it

Mike continues The airplane is typical of 1920s design in which 16 MAY 2004

they used a lot of small pieces rather a smaller number of big ones in an effort at making the airplane light In some places like the tail for instance there are lots of places for moisture to do its thing and lots of wood to warp Plus there are some ADs on the tie rods on the bottom of the fuselage so they will probably have to be replaced

The wings are like any other allshywood wings and you have to inspect them carefully You can exshypect to find some bad glue joints or bad wood but as long as the spars are sound and in good shape you can repair the rest You can replace

the spars too but replacing the spars on a wing as complex as a Tiger Moths isnt a lot of fun

In general when it comes to restoring a Moth airframe if you like working on wooden boats youre going to love a Tiger Moth he says

Dave had something else to say about another facet of the airplane

One thing that drives you nuts if youll pardon the expression he grins is the hardware When the airplanes were brand new they used four different types of bolts and fittings Whitworth and British Fine British Standard Pipe and Metshy

ric and if the airplane has been flyshying in recent years you can count on finding some AN hardware in there Your toolbox quickly gets very heavy because youre carrying around so many extra wrenches

liThe factories also had an aggrashyvating if effective way of making sure bolts didnt loosen up In critishycal areas they just took a hammer and peened the end of the bolt over he laughs lilt was effective though You never find any of those bolts loose and getting the nuts off can be a bear

You can still get the hardware new from England but where it

doesnt show most folks are switchshying over to AN hardware

Tiger Moth owners love to talk about how the airplane flies and in this case one of th e OSH airshyplanes was being flown by CFI Rich Davidson of Hanover Indishyana who prefers to be referred to as retired barnstormer He speshycializes in teaching people to fly old airplanes (first hint he likes those kinds of airplanes his e-mail is ifitsoldillflyitmsncom)

One of the biggest problems is teaching people who have flown only modern airplanes or late genshyeration tailwheel aircraft how to fly one with this much drag and wing area The tailwheel aspect of it isnt difficult because the airplane lands at a fast walk and is super docile but the pilot has to get it ready to land and to some pilots thats not as easy as it sounds

In the first place the pilot has to be able to feel the airplane beshycause it is very much an antique with light wing loading and little direct forward visibility Therefore inexperienced pilots tend to lean outside to see inevitably moving the controls and violating the number one rule of tailwheel flyshying-touch down straight If he thinks he has to see forward or hes going to fly without moving his feet and feeling the aircraft hell never get it lined up at the last moshyment because the nose will always be moving right or left

II Also the airplane sits on the ground in a very steep attitude That means the pilot has to really rotate the airplane as hes flaring in ground effect This all happens much more quickly than in modshyern airplanes because as soon as the nose starts up in the flare the airspeed immediately begins to drop off so its easy to flare high and run out of airspeed while many feet off the ground Thats no big deal because the airplane wont do anything stupid but its not the way its supposed to be done And it doesnt look good

In reality its really hard to drop

the airplane in hard because even if you stall it the bottom wing is still flying and wont let you fall Geofshyfrey deHavilland once did a demonstration where he flew the entire final approach with the stick clear back against the stop using power to arrest his descent He hit hard but not enough to hurt him In a normal approach it ll fly with any amount of power on it

Because it has so much wing and lands at about forty-five miles an hour in a crosswind it behaves a lot like a kite On roll-out its not uncommon to find youre running out of aileron to keep the wing down The solution to that is to angle into the wind If theres any wind at all the landing roll is ridiculously short and landing at an angle to the runway works reshyally well

Mike adds In the air they are really fun When you do a loop it is so tiny you expect to see your own tail on the way down

One of the things I really like about Tiger Moths in general Mike Williams says is the social side of them If you go anywhere wearing a Tiger Moth hat you can be guaranteed of people walking up to tell you they learned to fly in one or to find out if you have one and compare notes The airplane atshytracts a very outgoing type of person When I take a Moth to a fly-in Im always guaranteed of having a dozen people hanging out around it

The Tiger Moth is one of those airplanes that has always just been there It appears however that the times they are a changing and the slow-moving bird from across the pond may be catching up with American icon trainers

Besides says Mike Williams You gotta love an airplane that only needs a Crescent wrench and a ball peen hammer to do field mainshytenance

For further information contact The de Havilland Moth Club

httpwwwdhmothclubcouk

VINTAGE AIRPLANE 17

Dave Harris peers up at the EAA camera ship as they head into the late aftershynoon sun The fabric bunched up on a frame behind the cockpit is a hood that can be pulled over the aft cockpit during instrument instruction

English Moth and he jumped through all of the FAAs hoops to get his airplane put in Standard Category Prior to that all Tiger Moths were certified in Experimenshytal-AirshowExhibition category An Air Force general later did the same thing to an Australian airplane

To get an Australian or English Moth put into Standard Category you have to do a conformity check in which you match the airplane in question to the airplane the type certificate was issued on If you can prove you have the identical airshyplane as defined by th e Type Certificate then your airplane can go into Standard Category and won t have any of the operation reshystrictions AirshowExhibition category carries

Right now a little over half of the Australian and English Tiger Moths are in Standard Category while none of the Canadian birds are because no one has gone through the process yet and estabshylished a precedent When they do all the rest of the Canadian airshyplanes can be certified to that TC

Because the basic design of the Tiger Moth goes back to the midshy1920s the airframe is much more antique than the Stearman which

was designed nearly fifteen years later and the difference shows Plus the Tiger Moth is English and that shows too

Dave Harris says When I started looking at Moths it was partly beshycause it was obviously such an antique but built at a later time Its fuselage is the usual welded tubing although built in three sections and bolted together The wings are fairly complex wooden structures so you have to look very very careshyfully when picking a project In my case [ found an airplane that was fairly complete and had some intershyesting history

When it wa s surplused by the Australian Air Force it was bought by a New Zealand crop duster and that s what it did for years Then a local pilot decided he wanted to fly the London Daily Mail Trans Oceanic race in it He had it fitted with a 7S-Imperial gallon fuel tank and an eight-gallon oil tank with a pump to transfer it to the main tank

The airplane wound up stuck in the mud in Bellingham Washingshyton and the pilot abandoned the race and sold the airplane Clay Henley of Athol Idaho bought it and got it put into standard cateshygory so he could use it in his flight

school where he was renting it out for solo flight

The airplane was disassembled for restoration and when Clay died in 1977 it went into long-term storageI

After Dave bought the airplane he went through a period of self-edshyucation At the same time he was looking for someone to help him with the restoration

I was at Oshkosh and Jack Hooker mentioned Mike because hed made some original style Sutshyton harnesses for some of Mike s Tiger Moths Mike had his English Moth there and we started talking

Mike Williams says Dave really wanted to get his airplane done and he sort of followed me home

Both of them agreed on a basic checklist of items to go over when looking at a project for possible restoration

Dave started First of all do a very complete inventory and make sure it is all there Because there are so many small parts its really easy to be missing something thats hard to find Items like mag switches are practically non-existent And youll need the right kind of altimeter beshycause some of them had the Kollsman windows calibrated in millibars and thats not FAA-legal to fly with

Mike says Yeah things like the windshield are hard to replace if they are missing or badly broken The windshield [frame] is a cast bronze unit that nothing else used The nose bowl is the same way You can repair almost anything as long as you have something to start with Unfortunately however the nose bowl is one of the first things to disshyappear or be damaged when an airplane is wrecked or disassembled

The gas tank is something you have to look at carefully Dave says Its big enough you can genshyerally tell whether there is one with the project but open it up and check it with a flashlight Its made of tin plate which is a kind of galshyvanized steel and they can rust along the seams or where water has been pooling To replace them is

VINTAGE AIRPLANE 1 5

expensive and they have to come from England or New Zealand

Mike jumps in and says And dont forget to count the flyinglandshying wires and inspect them They are carbon steel not stainless so theyll rust and even a little rust pit makes a flying wire unusable

Wood is a big concern Mike says Theres lots of it which means there are also a lot of glue joints and its not uncommon to find most of the glue joints have let go I think its casein glue so moisshyture and age can ruin it

Mike continues The airplane is typical of 1920s design in which 16 MAY 2004

they used a lot of small pieces rather a smaller number of big ones in an effort at making the airplane light In some places like the tail for instance there are lots of places for moisture to do its thing and lots of wood to warp Plus there are some ADs on the tie rods on the bottom of the fuselage so they will probably have to be replaced

The wings are like any other allshywood wings and you have to inspect them carefully You can exshypect to find some bad glue joints or bad wood but as long as the spars are sound and in good shape you can repair the rest You can replace

the spars too but replacing the spars on a wing as complex as a Tiger Moths isnt a lot of fun

In general when it comes to restoring a Moth airframe if you like working on wooden boats youre going to love a Tiger Moth he says

Dave had something else to say about another facet of the airplane

One thing that drives you nuts if youll pardon the expression he grins is the hardware When the airplanes were brand new they used four different types of bolts and fittings Whitworth and British Fine British Standard Pipe and Metshy

ric and if the airplane has been flyshying in recent years you can count on finding some AN hardware in there Your toolbox quickly gets very heavy because youre carrying around so many extra wrenches

liThe factories also had an aggrashyvating if effective way of making sure bolts didnt loosen up In critishycal areas they just took a hammer and peened the end of the bolt over he laughs lilt was effective though You never find any of those bolts loose and getting the nuts off can be a bear

You can still get the hardware new from England but where it

doesnt show most folks are switchshying over to AN hardware

Tiger Moth owners love to talk about how the airplane flies and in this case one of th e OSH airshyplanes was being flown by CFI Rich Davidson of Hanover Indishyana who prefers to be referred to as retired barnstormer He speshycializes in teaching people to fly old airplanes (first hint he likes those kinds of airplanes his e-mail is ifitsoldillflyitmsncom)

One of the biggest problems is teaching people who have flown only modern airplanes or late genshyeration tailwheel aircraft how to fly one with this much drag and wing area The tailwheel aspect of it isnt difficult because the airplane lands at a fast walk and is super docile but the pilot has to get it ready to land and to some pilots thats not as easy as it sounds

In the first place the pilot has to be able to feel the airplane beshycause it is very much an antique with light wing loading and little direct forward visibility Therefore inexperienced pilots tend to lean outside to see inevitably moving the controls and violating the number one rule of tailwheel flyshying-touch down straight If he thinks he has to see forward or hes going to fly without moving his feet and feeling the aircraft hell never get it lined up at the last moshyment because the nose will always be moving right or left

II Also the airplane sits on the ground in a very steep attitude That means the pilot has to really rotate the airplane as hes flaring in ground effect This all happens much more quickly than in modshyern airplanes because as soon as the nose starts up in the flare the airspeed immediately begins to drop off so its easy to flare high and run out of airspeed while many feet off the ground Thats no big deal because the airplane wont do anything stupid but its not the way its supposed to be done And it doesnt look good

In reality its really hard to drop

the airplane in hard because even if you stall it the bottom wing is still flying and wont let you fall Geofshyfrey deHavilland once did a demonstration where he flew the entire final approach with the stick clear back against the stop using power to arrest his descent He hit hard but not enough to hurt him In a normal approach it ll fly with any amount of power on it

Because it has so much wing and lands at about forty-five miles an hour in a crosswind it behaves a lot like a kite On roll-out its not uncommon to find youre running out of aileron to keep the wing down The solution to that is to angle into the wind If theres any wind at all the landing roll is ridiculously short and landing at an angle to the runway works reshyally well

Mike adds In the air they are really fun When you do a loop it is so tiny you expect to see your own tail on the way down

One of the things I really like about Tiger Moths in general Mike Williams says is the social side of them If you go anywhere wearing a Tiger Moth hat you can be guaranteed of people walking up to tell you they learned to fly in one or to find out if you have one and compare notes The airplane atshytracts a very outgoing type of person When I take a Moth to a fly-in Im always guaranteed of having a dozen people hanging out around it

The Tiger Moth is one of those airplanes that has always just been there It appears however that the times they are a changing and the slow-moving bird from across the pond may be catching up with American icon trainers

Besides says Mike Williams You gotta love an airplane that only needs a Crescent wrench and a ball peen hammer to do field mainshytenance

For further information contact The de Havilland Moth Club

httpwwwdhmothclubcouk

VINTAGE AIRPLANE 17

expensive and they have to come from England or New Zealand

Mike jumps in and says And dont forget to count the flyinglandshying wires and inspect them They are carbon steel not stainless so theyll rust and even a little rust pit makes a flying wire unusable

Wood is a big concern Mike says Theres lots of it which means there are also a lot of glue joints and its not uncommon to find most of the glue joints have let go I think its casein glue so moisshyture and age can ruin it

Mike continues The airplane is typical of 1920s design in which 16 MAY 2004

they used a lot of small pieces rather a smaller number of big ones in an effort at making the airplane light In some places like the tail for instance there are lots of places for moisture to do its thing and lots of wood to warp Plus there are some ADs on the tie rods on the bottom of the fuselage so they will probably have to be replaced

The wings are like any other allshywood wings and you have to inspect them carefully You can exshypect to find some bad glue joints or bad wood but as long as the spars are sound and in good shape you can repair the rest You can replace

the spars too but replacing the spars on a wing as complex as a Tiger Moths isnt a lot of fun

In general when it comes to restoring a Moth airframe if you like working on wooden boats youre going to love a Tiger Moth he says

Dave had something else to say about another facet of the airplane

One thing that drives you nuts if youll pardon the expression he grins is the hardware When the airplanes were brand new they used four different types of bolts and fittings Whitworth and British Fine British Standard Pipe and Metshy

ric and if the airplane has been flyshying in recent years you can count on finding some AN hardware in there Your toolbox quickly gets very heavy because youre carrying around so many extra wrenches

liThe factories also had an aggrashyvating if effective way of making sure bolts didnt loosen up In critishycal areas they just took a hammer and peened the end of the bolt over he laughs lilt was effective though You never find any of those bolts loose and getting the nuts off can be a bear

You can still get the hardware new from England but where it

doesnt show most folks are switchshying over to AN hardware

Tiger Moth owners love to talk about how the airplane flies and in this case one of th e OSH airshyplanes was being flown by CFI Rich Davidson of Hanover Indishyana who prefers to be referred to as retired barnstormer He speshycializes in teaching people to fly old airplanes (first hint he likes those kinds of airplanes his e-mail is ifitsoldillflyitmsncom)

One of the biggest problems is teaching people who have flown only modern airplanes or late genshyeration tailwheel aircraft how to fly one with this much drag and wing area The tailwheel aspect of it isnt difficult because the airplane lands at a fast walk and is super docile but the pilot has to get it ready to land and to some pilots thats not as easy as it sounds

In the first place the pilot has to be able to feel the airplane beshycause it is very much an antique with light wing loading and little direct forward visibility Therefore inexperienced pilots tend to lean outside to see inevitably moving the controls and violating the number one rule of tailwheel flyshying-touch down straight If he thinks he has to see forward or hes going to fly without moving his feet and feeling the aircraft hell never get it lined up at the last moshyment because the nose will always be moving right or left

II Also the airplane sits on the ground in a very steep attitude That means the pilot has to really rotate the airplane as hes flaring in ground effect This all happens much more quickly than in modshyern airplanes because as soon as the nose starts up in the flare the airspeed immediately begins to drop off so its easy to flare high and run out of airspeed while many feet off the ground Thats no big deal because the airplane wont do anything stupid but its not the way its supposed to be done And it doesnt look good

In reality its really hard to drop

the airplane in hard because even if you stall it the bottom wing is still flying and wont let you fall Geofshyfrey deHavilland once did a demonstration where he flew the entire final approach with the stick clear back against the stop using power to arrest his descent He hit hard but not enough to hurt him In a normal approach it ll fly with any amount of power on it

Because it has so much wing and lands at about forty-five miles an hour in a crosswind it behaves a lot like a kite On roll-out its not uncommon to find youre running out of aileron to keep the wing down The solution to that is to angle into the wind If theres any wind at all the landing roll is ridiculously short and landing at an angle to the runway works reshyally well

Mike adds In the air they are really fun When you do a loop it is so tiny you expect to see your own tail on the way down

One of the things I really like about Tiger Moths in general Mike Williams says is the social side of them If you go anywhere wearing a Tiger Moth hat you can be guaranteed of people walking up to tell you they learned to fly in one or to find out if you have one and compare notes The airplane atshytracts a very outgoing type of person When I take a Moth to a fly-in Im always guaranteed of having a dozen people hanging out around it

The Tiger Moth is one of those airplanes that has always just been there It appears however that the times they are a changing and the slow-moving bird from across the pond may be catching up with American icon trainers

Besides says Mike Williams You gotta love an airplane that only needs a Crescent wrench and a ball peen hammer to do field mainshytenance

For further information contact The de Havilland Moth Club

httpwwwdhmothclubcouk

VINTAGE AIRPLANE 17

ric and if the airplane has been flyshying in recent years you can count on finding some AN hardware in there Your toolbox quickly gets very heavy because youre carrying around so many extra wrenches

liThe factories also had an aggrashyvating if effective way of making sure bolts didnt loosen up In critishycal areas they just took a hammer and peened the end of the bolt over he laughs lilt was effective though You never find any of those bolts loose and getting the nuts off can be a bear

You can still get the hardware new from England but where it

doesnt show most folks are switchshying over to AN hardware

Tiger Moth owners love to talk about how the airplane flies and in this case one of th e OSH airshyplanes was being flown by CFI Rich Davidson of Hanover Indishyana who prefers to be referred to as retired barnstormer He speshycializes in teaching people to fly old airplanes (first hint he likes those kinds of airplanes his e-mail is ifitsoldillflyitmsncom)

One of the biggest problems is teaching people who have flown only modern airplanes or late genshyeration tailwheel aircraft how to fly one with this much drag and wing area The tailwheel aspect of it isnt difficult because the airplane lands at a fast walk and is super docile but the pilot has to get it ready to land and to some pilots thats not as easy as it sounds

In the first place the pilot has to be able to feel the airplane beshycause it is very much an antique with light wing loading and little direct forward visibility Therefore inexperienced pilots tend to lean outside to see inevitably moving the controls and violating the number one rule of tailwheel flyshying-touch down straight If he thinks he has to see forward or hes going to fly without moving his feet and feeling the aircraft hell never get it lined up at the last moshyment because the nose will always be moving right or left

II Also the airplane sits on the ground in a very steep attitude That means the pilot has to really rotate the airplane as hes flaring in ground effect This all happens much more quickly than in modshyern airplanes because as soon as the nose starts up in the flare the airspeed immediately begins to drop off so its easy to flare high and run out of airspeed while many feet off the ground Thats no big deal because the airplane wont do anything stupid but its not the way its supposed to be done And it doesnt look good

In reality its really hard to drop

the airplane in hard because even if you stall it the bottom wing is still flying and wont let you fall Geofshyfrey deHavilland once did a demonstration where he flew the entire final approach with the stick clear back against the stop using power to arrest his descent He hit hard but not enough to hurt him In a normal approach it ll fly with any amount of power on it

Because it has so much wing and lands at about forty-five miles an hour in a crosswind it behaves a lot like a kite On roll-out its not uncommon to find youre running out of aileron to keep the wing down The solution to that is to angle into the wind If theres any wind at all the landing roll is ridiculously short and landing at an angle to the runway works reshyally well

Mike adds In the air they are really fun When you do a loop it is so tiny you expect to see your own tail on the way down

One of the things I really like about Tiger Moths in general Mike Williams says is the social side of them If you go anywhere wearing a Tiger Moth hat you can be guaranteed of people walking up to tell you they learned to fly in one or to find out if you have one and compare notes The airplane atshytracts a very outgoing type of person When I take a Moth to a fly-in Im always guaranteed of having a dozen people hanging out around it

The Tiger Moth is one of those airplanes that has always just been there It appears however that the times they are a changing and the slow-moving bird from across the pond may be catching up with American icon trainers

Besides says Mike Williams You gotta love an airplane that only needs a Crescent wrench and a ball peen hammer to do field mainshytenance

For further information contact The de Havilland Moth Club

httpwwwdhmothclubcouk

VINTAGE AIRPLANE 17

WHAT OUR MEMBERS ARE BUILDING AND RESTORING

18 MAY 2004

Duane Larsons midlife project was a great airplane with the performance to get in and out of small strips in the United States where he could pursue h is other passion fishing Starting with a perfectly good 1963 Cessna 205 he added a Horton short takeoff and landing (STOL) kit oversize tires a new Continental

10-550 from Texas Skyways (holder of the 300-hp conversion supplemental type certificate for the 205) and a new in terior from AirMod Cincinnati Avionics did a new instrument panel which includes a full Garmin panel a Stormscope and a SkyWatch TAS (traffic advisory system)

He topped it off with an interesting color scheme that includes a charging buffalo on the tail The fish near those small st rips better be ready as this fire-breathing buffalo charges out of Golden Colorado

FIRST PROJECT Dick Coltey of Poultney Vermont is thrilled with the results of his first attempt at aircraft restoration which he did with the patience and support of his wife Dianne Dick also was lucky enough to have the help of Neal Hewlett the owneroperator and AampP mechanic with an IA who runs the Granville New York airport (B01) He also thanks Dick Bovey the airport operator at Argyle New York and Kathy Bailey for their help in getting him started with the fabric work on his 1946 Cessna 140

46 TAYLORCRAFT This 1946 Taylorcraft BC120 has plenty of

cross-country time but for the last 25 years it was in a truck Disassembled for re-covering in 1979 it moved three times with the Austin family around the United States With the help of his kids Laurel and Garrett Gary Austin of Woodstock Georgia rebuilt and reshycovered the Taylorcraft He also had great help from Glen Archibald and Glen Lincshysheid with special help from Bill Johnson Looks like Laurels ready to go flying

GREAT PUMPKIN After 13 years of on-and-off restoration

work Bob Winters of Springfield Ohio and EAA Chapter 610 have completed and flown his beautiful Piper ]-5A Cub Cruiser Writes Chapter 610 Technical Counselor Scotty Markshyland Bob spent his working time between his duties flying for Evergreen Airlines and flying his Stinson 108 on 70 Knotter excursions

Bob retired from Evergreen and comshypleted this airplane on 14 November 2002 The Cub has a Continental C-85 engine for power and fl ies very nicely EAA Chapter 610 members assisted Bob during his restorationI

OSTEEN S CESSNA 170 Nearly destroyed in a windstorm in 1998 Keith

Osteens Cessna 170 would have been scrapped if it were not for the fact that Keiths an airframe and powerplant (AampP) mechanic with an inspecshytion authorization CIA) who just couldnt bear to see another 170 parted out He took four years and nine months to rebuild the airplane includshying the difficult-to-find landing gear box and tail cone In addition to the new interior and beautiful paint job a top overhaul was done on the engine Keith who hails from Brevard North Carolina would like to thank Gary Hendrickson and Jim Young for their invaluable help on the project

CUSTOM STEARMAN Gerry and George Taylor of Coopersburg Pennshy

sylvania bought this Stearman in 1991 knowing it needed a complete re-covering job Work was begun at Sport Aviation on the Van Sant airport in Erwinna Pennsylvania For the past five years the two have met each Saturday to work on the Stearshyman which was re-covered using the Superflite II covering process They added the wheel pants and a turtledeck to the airframe to help complete the custom look of their 220 Lycoming powered bishyplane Its now based at Van Sant along with seven other Stearmans

VINTAGE AIRPLANE 19

Reprinted with permission from the American BolrlarittasacE For more information visit wwwbonanzamg

When I learned to fly 80 years ago I never met my flight instructor Thats right My flight instrucshy

tor wrote a book away over in England during World War I where he was in charge of flight instruction He was Capt Horatio Barber RFC DSO-a pioneer pilot before that war The book came to my hands from an uncle who was in training when WWI ended He gave me several books on aviation including one titled Aerobatshyics a word coined by Capt Barber

The book was used in training pishylots to fly the Avro S04-K the English training plane It is still in mint conshydition and I treasure it My uncle knew I had been enthralled by airshyplanes and flying ever since I was 4-12 years old in 1910 when I saw Glenn Curtiss land in a field across the road from my fathers farm He landed there to refuel on his famous IS2-mile flight down the Hudson River from Albany to New York in a primitive bamboo cloth and wire flyshying machine

When I saw that little kite-like flyshying machine take off and fly down the river til out of sight I lost interest in becoming a steam locomotive enshygineer Later and older I studied those books instead of such boring subjects as Latin all through high school knowing that I would defishynitely fly Unlike my school pals I had a definite goal

In the summer of 1922 I had a 10shyminute ride in a WWI Jenny at Asbury Park New Jersey Then in the spring of 1923 a barnstorming pilot 20 MAY 2004

came to Poughkeepsie New York my hometown in an unbelievably deshycrepit Jenny I was working at my usual summer job in a machine shop but each day after work I would ride my 1920 Harley out to the meadow where the pilot Swanee Taylor was flying in the afternoons and evenings hopping passengers on their first airshyplane rides

The airplane had the five-year-old original wartime fabric covering that had been given coats of house paint to try to preserve it for another year or so lt had been standing out in the weather for the five years since the end of the war The engine however was a brand new war surplus Curtiss OX-S of 90 horsepower with a wood propeller which had been made in a former pishyano factory right in Poughkeepsie

The plane a IN-4 Jenny comshymonly called a Canuck because it was made in Canada had belonged to the well-known early-bird pioneer pilot Ruth Law (I met her once in 1914 when she had let me sit in the seat of her original Wright biplane)

The Canuck-Jenny was actually a hybrid with long upper wings inshystalled in place of the normal shorter lower wings thus it had three bays of wing struts and long lower ailerons With all of that extra wing area it had low-speed landings and takeoffs

Swanee was a native of Texas and had learned to fly in the war but too late for combat He was a rather wildshyish guy mainly interested in the local speakeasies friendly when sober belshyligerent when drunk But I admired him for his flying and he was quite

impressed by my knowledge of the mechanics of the plane and its engine and of aerodynamics gained from the intense studying of my books

I helped him all that summer servshyicing the plane and engine subjects in which he had little interest or knowledge We had many discussions about the art of flying Then in the middle of October he decided to disshycontinue barnstorming until spring and spend the winter in New York City He decided to hop the plane over to another field to leave it for the winter and gave me my second air ride in that hop It was dusk and the hop was only about five or six minutes He let me take the controls but I violently over-controlled so he took control again and landed

After tying the plane down with stakes and ropes he told me that he could obtain another war surplus plane in the spring for far less than the cost of reconditioning this old one He then said he was abandoning the Canuck and I could have it for my own No Bill of Sale he said Its yours (At 17 I didnt even know anything about Bills of Sale) In addition he said that if I would reshycondition the plane he would teach me to fly it What a surprise for a boy of not quite 18

With my wildest dream fulfilled I could hardly contain my excitement at being the owner of a real airplane I went home on my Harley with sense enough to keep quiet about it That evening while eating a late dinner saved for me by my wonderful mother the family assumed that I had merely

gine after school all alone brlef daylight before dusk or on 11 UJlIE to make-and

install a replacement instrument chocking the wheels and tying the stick back with the seat belt I had beshycome skilled at cranking the propeller by hand while working for Swanee

I would taxi around the field at gradually increasing speeds By doing that I could learn how to prevent the airplane from making uncontrolled sharp turns called groundloops by use of the control stick in the same direction and opposite rudder There were no brakes and only a tailskid

After much practicing I was able to make 90- and 180-degree turns by controlled partial groundloops By the end of October I was taxiing at higher speeds across the field without groundlooping and actually lifting the tail off the ground while taxiing fast all with full control and without groundlooping This ingrained the habit of using the stick to control dishyrection with ailerons by moving the stick in the direction of a starting groundloop and opposite ruddershyvery important

By the middle of November I dared to lift the wheels slightly and briefly off the ground keeping the wings level while doing so The normal steel or bamboo wing skids under the lower wingtips were missing so when I dragged a wing into the grass the aileron would be lifted by contact and that would lower the opposite aileron That would then keep that wing lifted uncontrollably and the dragging wing could not be lifted In that case the throttle had to be quickly closed to stop the forward motion and airspeed to let the wings come back to level

weekends-a time when the family still assumed I was riding my Harley On some rainy or windy days when I was not flying there were chores to be done around the house So some days were devoted to that work which I did quicker than usual so I could get out to the field before it was too late

By December I was making more prolonged grass-cutting hops back and forth across the field Fortunately there was no snow I was getting exshycited about the possibility of really projecting my grass-cutting hop out over that stone wall into the great blue sky But I knew all too well that I would be in deep trouble without any practice with banking and turning

In the book Aerobatics Barber exshyplained the art of making turns by banking not by the rudder as in a boat He explained that if not properly kept in a proper bank controlled by the ailerons and straight into the air by the rudder skidding outward or sliding inward would occur In the open cockshypit skids and slides could be detected by wind on one cheek or the other Of course in those grass-cutting hops I could not practice such banking

One day when I went out to fly I found that some vandal had stolen the entire rear cockpit instrument panel along with its altimeter tachometer oil pressure gauge and compass There had been no airspeed indicator just as in most Jennys I was able to obtain another oil pressure gauge and there was already an automotive water temshyperature gauge called a Motometer in the radiator cap

panel to prevent that cold propeller blast of air into my face I just had to accept it with my motorcycle helmet and goggles The wind was strong on my neck and penetrated down into my shirt to chill me I finally made a plywood panel with only an oil presshysure gauge

On Saturday December IS 1923 my 18th birthday the weather was fair and very mild for December I was making those hops across the field and while doing so was mentally arguing with myself about the advisashybility of throwing all caution to the wind by hopping over that stone wall andgoing for broke It was very tempting to do it on my 18th birthshyday which was also only two days before the 20th anniversary of the Wright brothers first flights in 1903

On one of the grass-cutting passes my mind was on those thoughts when I realized that I had gone too far and was certain to crash against that stone wall I was forced to make up my mind instantly to open the throttle wide and hop over it

As the landing gear wheels brushed through the bushes I had a terrific feeling of both despair and commitshyment hard to describe My feet were rapidly trembling on the rudder bar in excitement I was both excited and lonesome off the earth with no one to help me I did not dare to look anywhere but over the engine ahead with its valve rocker arms working fushyriously and the tops of the trees passing under me in my peripheral vision I just dont have words to de-

VINTAGE AIRPLANE 21

scribe my feelings almost dreamlike unbelievably slowly floating

I just kept the wings level and conshytinued slowly gaining altitude the tops of the trees getting farther and farther below me What a lonesome sensation My feet were still rapidly vibrating on the rudder bar in the exshycitement a sensation that I have never since experienced I had a senshysation of slowly drifting away from home and safety

I had never been in that area and therefore had no idea of my location I was getting higher perhaps 500 or more feet but without an altimeter I had no idea Finally I decided that I had to practice turns and started to do so Of course I slipped and skidshyded but remembered what I had read in the book about feeling the wind on one cheek or the other so finally got control of it by the rudder

I was too busy flying to look at my wristwatch but must have practiced the turns for a quarter- or half-hour before feeling some confidence in the turns By that time I was totally lost and at a much higher altitude I had finally slowed down the hard-workshying engine by ear-no tachometer

I knew the sun was in the south and if I were to fly with it to my left I would be heading west toward the big Hudson River It finally appeared I turned and followed it southward and saw the big black iron railroad bridge ahead of me Just to the south of it I could see the big factory of the De Laval Separator Co along the east side of the river at Poughkeepsie where my father was probably in his office on a Saturday morning But wait I thought maybe it is aftershynoon I looked at my watch for the first time Yes it was long after noon

As I looked down at the city Main st looked very crooked I had always thought it was straight when driving on it I turned and followed it Acshycording to my present memory of the view I must have been at about 1000 or 1500 feet altitude I followed the street and then the road leading to the meadow but was much too high to make any attempt to land Besides that fi eld looked like a mere postage 22 MAY 2004

stamp with big trees on the approach end and the stone wall on the other In a few seconds I was past it and started a gradual turn to the left to get back to it with the aid of the road again I did that about three times beshyfore I finally got down fairly close to the tops of the trees

HE WAS ABANDONING THE

CANUCK AND I COULD HAVE IT FOR MY OWN No BILL OF SALE

HE SAID ITS YOURS When I tried to come in over

the treetops to land I was much too fast with too much power on I do not know how many attempts I made but finally got down low enough to bounce the wheels and go around again

I finally decided to fly over to the other field where Swanee had been hopping the passengers He had glided over some wires closed the throttle and landed I went over there and did the same and made a fairly good landing with one little bounce for I had really had a lot of practice in those grass-cutting hops Solo No I

What a thrilling feeling I had not crashed my precious airplane I was trembling with excitement but then remembered that Swanee was far beshyhind on his payments to the farmer who owned that field and he might come and demand the airplane So full of confidence I took off and went back to the original meadow only a short distance

After several attempts over those trees I got the plane down with one graceful bounce Solo No2 After all the plane had those extra long wings and landed very slowly but it also had a tendency to float too far I had carefully observed Swanees warnings that the nose must always be kept pointing down a little when gliding for a landing never up to or above horizontal The Jenny had a sharp stall and no airspeed indicator

I taxied back to the tree area and there was a man in a little Ford pickup car who had been watching me make those attempts at landing I still had the engine running and was about to take off for a third solo The man in the car got out and came over near the plane and shouted That shore was purty the way you come down Dyou take people up Evidently he liked that graceful bounce I hesitated a moment then on the spur of the moment realizing that he thought I was a real aviator yelled above the noise of the engine Sure I then realized I had commitshyted myself

He yelled How much does it cost I pOinted out over the side of the cockpit to a big white sign on the side of the fuselage that read FLY $5 He said How much is that I realshyized that he could not read so yelled back Five dollars He said I aint got that much I asked him how much he did have and he dug a pockshyetful of change out of his pocket and I said Get in

The engine was still running so I stood up in the cockpit to direct him to step on the proper area of the lower wing and climb aboard as he handed me the change I needed that cash to buy a few gallons of gasoline at about 10 or 12 cents per gallon I climbed down and put the seat belt on him and got back in and took off

The gauge on the tank indicated almost half-full I gave him about a six- or eight-minute ride while I cirshycled around to make the landing When I taxied back there were two people in another Ford and they paid me $5 apiece for their rides longer ones one at a time Oh boy I was in the money

I was so excited that I just sat down to rest while I absorbed what I had done It was dusk the sun had set I tied the plane down and went home with two empty five-gallon cans on the carrier of the Harley after emptyshying the partially full one into the airplane tank

During those two last flights I had circled widely and noticed that there were long streams of cars going in

both directions on a newly conshystructed concrete road that had just been opened for traffic I had been told that it was the first concrete road ever or anywhere It had been a dusty dirt road and was now the only paved road leading in and out of Poughshykeepsie other than the macadam north-south road known then as Alshybany Post Road

People had never seen such a smooth road and everyone wanted to ride on it They were driving about 12-15 miles to its end and then back The road passed a large farm with a hayfield that was level and plenty large enough for flying right next to the new road

I had a wild plan in mind by the time I got home It was dark and no one noticed the two empty cans on the motorcycle After dinner I went for one of my rides It was Christmas vacation time I went to the motorshycycle club and called a motorcycle friend of mine and told him to meet me at the club I had the cans filled and he said he would take them to that big field the next morning while I went to get the airplane and fly over to it He had known of my inshyterest in flying but could hardly believe that I was actually flying alshyready Neither could I

The next day was fine weather and Sunday I got up early and rode first to the farm and paid the owner Mr Tchennis $5 for the use of the field that day and got a receipt for it then rode over to the other field to get the plane and fly it over to the big field leaving my Harley It was easy to land in that big field

It was not long before the parade of cars started along that new conshycrete road When the drivers saw the plane sitting there they stopped climbed over the old stone wall and came over to look at it Very few peoshyple at that time had been closer to an airplane than one flying over them They started buying rides The worn appearance of the plane did not seem to bother them They paid $5 apiece quite a lot of money for 1923 [n fact many whole families lived on that per week

My motorcycle friend Ted Weeks helped the people in and out of the plane and away from the propeller and I collected the money Swanee Taylor had never had it as good I was getting paid for my practice landings No other student pilot ever had it as good

THE FIELD LOOKED LIKE A MERE POSTAGE

STAMP WITH BIG TREES ON THE

APPROACH END AND THE STONE WALL ON

THE OTHER It went on all day especially brisk

after noon when people came out of the church right across the road One of the passengers I recognized He was Mr Goebler the second in command under my father at the De Laval Separator plant He had known me from the day I was born but did not recognize me with my helmet and goggles on when he climbed aboard When he got out and turned to hand me the $5 he asked Say arent you Theodore Millers son I had to admit it

I didnt know you were already an aviator Your father never mentioned it to me I said Oh Ive been flying quite a while I had to admit that my dad did not know about my flyshying He went away shaking his head and I knew my goose was cooked for he would go into Dads office in the morning (Monday) and tell or maybe even telephone him sooner

Finally near dusk the activity slowed and I hopped the plane back to the meadow where I could tie it down What a day My pocket was full of money Ted rode over and I shared some of it with him I went home in the dusk from my motorcyshycle tour

Dad was home but didnt say anyshything so [ was confident that Mr Goebler had not called him The next day at school I was so elated that [ was stimulated to work at school harder

When I got home earlier than Dad I did the chores like stoking the furshynace and carrying out the ashes and the garbage for I was antidpating alshymost anything could happen But Dad didnt say a thing he just read the paper quietly At dinner he didnt say anything either in fact I felt that maybe Mr Goebler had not told him

After dinner he sat down to read the paper again and finally said to me John Mr Goebler said you gave him a ride in Swanee Taylors airshyplane I admitted it and told him the entire story

We had a very nice conversation about the whole procedure He had known that I had driven a car withshyout permission or any instruction and that I had taught myself how to type by the touch system He didnt really think it was such a difficult task to teach myself to fly He menshytioned that he could do it I didnt argue that point

He finally said John I know that airplane is in terrible condition You had better not fly it any more until you fix it up properly and now you have the money to do it after school is out for the summer

I took the plane apart on Christshymas Day and with a team of horses and a hay wagon borrowed from the farm moved it to Mr Barnes barn with permission to store and work on it without charge I ordered all the necessary war surplus materials from Dayton Airplane amp Supply Co After graduation the next spring Ted Weeks and another friend helped me entirely re-cover the plane and reshypair some weather damage to the wing ribs etc

By mid-summer I was flying again giving rides to Ted and other friends I then sold the plane and went to enshygineering school with no more flying until after graduation four years later Then I had a proper checkout under the new regulations in another plane that I rebuilt from a wreck [ was isshysued Certificates AampE 2906 and Transport Pilot 5945 Today that field where [ did the Sunday passenshyger-hopping is part of the Dutchess County Airport

VINTAGE AIRPLANE 23

BY HG FRAUTSCHY

F EBRUARYS MYSTERY ANSWER

Our February Mystery Plane came to us from the colshylection of Louis P King of Houston Texas In a happy coincidence the Swift Club ran a photo of the same airplane in its newsletter dated the same monthshyCharlie Nelson and I had a good laugh over it

Heres our first letter A surprise to see the February issue Mystery Planeshy

the Johnson Regent My father CH Bud Chapman and Dean Porter of Brownsville Texas had the airplane for a period during 1958-1960 I spoke with my dad reshycently and here is what we can recall hopefully with some accuracy

The Regent and Johnson Rocket were both designed by Pop Johnson I recall most people referring to the Regent as a Rocket and that the aircraft was either asshysembled or maintained at the Pan American facility in Brownsville Dad based and flew the Regent at Addison Airport in Dallas for a period before it was sold to Dick Carrol an airport and ag-plane operator in Aledo Illi-

THIS MONTH S MYSTERY PLANE

COMES TO US FROM THE COLLECTI ON

OF THE EAA LIBRARY

24 MAY 2004

hew 11 Conaepol1

P~IIIltn l- COMPLETElY INTERCHANGEAB E

LUXURY 1 lt(I ffonI i ll j SPEED ond SAFETY

OEStGMED ood nlLLY EQUIPPED ESPECIALLY for 1M 1gt0 DFtlANOS t FINEST RUSIE$$ _neIi AI RCR AfT WITHOUT UNEXCELLED PERfOlNANCE OIt PRICE LESS t+-o HALF tiool 01 SIMILAil AIRCR AFT ALTERATION

Robert Brown Marietta Georgia sent us this scan of a brochure produced to sell the Regent Rocket 260

nois The aircraft was in Experimental category with seats for four or five The Regent was powered by a geared Lycoming engine in the 260-hp range and had slightly less than Bonanza performance It had a yellow and black over white paint scheme at the time I recall a snapshot later sent by Dick Carrol showing the plane with another paint scheme Dick eventually made a forced landing in New Mexico and although no one was hurt the Regent was destroyed by fire

I went to fly in the Regent with my dad only once and we were unable to take off due to a rough mag or some other problem on the engine run-up Dad learned to fly in 1938 and after the Regent he bought a Beech Travel Air twin Dean Porter died a number of years ago Dad lives now in Overland Park Kansas and we still enjoy flying together in our Bonanza and Buzz Pennys Pasped Skylark Hopefully youll hear from more people who have more accurate and detailed inshyformation about the Regent

Jack Chapman Gravois Mills Missouri

SEND YOUR ANSWER TO EAA VINTAGE A IRPLANE PO

Box 3086 OSHKOSH WI 54903-3086 YOUR ANSWER

NEEDS TO BE IN NO lATER THAN J UNE 10 2004 FOR INshy

CLUSION IN THE AUGUST 2004 ISSUE OF Vintage

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MAIL DONT FORGET WEVE GOT A NEW E-MAil

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YOUR RESPONSE SEND YOUR ANSWER TO mysshy

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CITY AND STATE) IN THE BODY OF YOUR NOTE

AND PUT (MONTH) MYSTERY PLANE IN THE

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46 TAYLORCRAFT This 1946 Taylorcraft BC120 has plenty of

cross-country time but for the last 25 years it was in a truck Disassembled for re-covering in 1979 it moved three times with the Austin family around the United States With the help of his kids Laurel and Garrett Gary Austin of Woodstock Georgia rebuilt and reshycovered the Taylorcraft He also had great help from Glen Archibald and Glen Lincshysheid with special help from Bill Johnson Looks like Laurels ready to go flying

GREAT PUMPKIN After 13 years of on-and-off restoration

work Bob Winters of Springfield Ohio and EAA Chapter 610 have completed and flown his beautiful Piper ]-5A Cub Cruiser Writes Chapter 610 Technical Counselor Scotty Markshyland Bob spent his working time between his duties flying for Evergreen Airlines and flying his Stinson 108 on 70 Knotter excursions

Bob retired from Evergreen and comshypleted this airplane on 14 November 2002 The Cub has a Continental C-85 engine for power and fl ies very nicely EAA Chapter 610 members assisted Bob during his restorationI

OSTEEN S CESSNA 170 Nearly destroyed in a windstorm in 1998 Keith

Osteens Cessna 170 would have been scrapped if it were not for the fact that Keiths an airframe and powerplant (AampP) mechanic with an inspecshytion authorization CIA) who just couldnt bear to see another 170 parted out He took four years and nine months to rebuild the airplane includshying the difficult-to-find landing gear box and tail cone In addition to the new interior and beautiful paint job a top overhaul was done on the engine Keith who hails from Brevard North Carolina would like to thank Gary Hendrickson and Jim Young for their invaluable help on the project

CUSTOM STEARMAN Gerry and George Taylor of Coopersburg Pennshy

sylvania bought this Stearman in 1991 knowing it needed a complete re-covering job Work was begun at Sport Aviation on the Van Sant airport in Erwinna Pennsylvania For the past five years the two have met each Saturday to work on the Stearshyman which was re-covered using the Superflite II covering process They added the wheel pants and a turtledeck to the airframe to help complete the custom look of their 220 Lycoming powered bishyplane Its now based at Van Sant along with seven other Stearmans

VINTAGE AIRPLANE 19

Reprinted with permission from the American BolrlarittasacE For more information visit wwwbonanzamg

When I learned to fly 80 years ago I never met my flight instructor Thats right My flight instrucshy

tor wrote a book away over in England during World War I where he was in charge of flight instruction He was Capt Horatio Barber RFC DSO-a pioneer pilot before that war The book came to my hands from an uncle who was in training when WWI ended He gave me several books on aviation including one titled Aerobatshyics a word coined by Capt Barber

The book was used in training pishylots to fly the Avro S04-K the English training plane It is still in mint conshydition and I treasure it My uncle knew I had been enthralled by airshyplanes and flying ever since I was 4-12 years old in 1910 when I saw Glenn Curtiss land in a field across the road from my fathers farm He landed there to refuel on his famous IS2-mile flight down the Hudson River from Albany to New York in a primitive bamboo cloth and wire flyshying machine

When I saw that little kite-like flyshying machine take off and fly down the river til out of sight I lost interest in becoming a steam locomotive enshygineer Later and older I studied those books instead of such boring subjects as Latin all through high school knowing that I would defishynitely fly Unlike my school pals I had a definite goal

In the summer of 1922 I had a 10shyminute ride in a WWI Jenny at Asbury Park New Jersey Then in the spring of 1923 a barnstorming pilot 20 MAY 2004

came to Poughkeepsie New York my hometown in an unbelievably deshycrepit Jenny I was working at my usual summer job in a machine shop but each day after work I would ride my 1920 Harley out to the meadow where the pilot Swanee Taylor was flying in the afternoons and evenings hopping passengers on their first airshyplane rides

The airplane had the five-year-old original wartime fabric covering that had been given coats of house paint to try to preserve it for another year or so lt had been standing out in the weather for the five years since the end of the war The engine however was a brand new war surplus Curtiss OX-S of 90 horsepower with a wood propeller which had been made in a former pishyano factory right in Poughkeepsie

The plane a IN-4 Jenny comshymonly called a Canuck because it was made in Canada had belonged to the well-known early-bird pioneer pilot Ruth Law (I met her once in 1914 when she had let me sit in the seat of her original Wright biplane)

The Canuck-Jenny was actually a hybrid with long upper wings inshystalled in place of the normal shorter lower wings thus it had three bays of wing struts and long lower ailerons With all of that extra wing area it had low-speed landings and takeoffs

Swanee was a native of Texas and had learned to fly in the war but too late for combat He was a rather wildshyish guy mainly interested in the local speakeasies friendly when sober belshyligerent when drunk But I admired him for his flying and he was quite

impressed by my knowledge of the mechanics of the plane and its engine and of aerodynamics gained from the intense studying of my books

I helped him all that summer servshyicing the plane and engine subjects in which he had little interest or knowledge We had many discussions about the art of flying Then in the middle of October he decided to disshycontinue barnstorming until spring and spend the winter in New York City He decided to hop the plane over to another field to leave it for the winter and gave me my second air ride in that hop It was dusk and the hop was only about five or six minutes He let me take the controls but I violently over-controlled so he took control again and landed

After tying the plane down with stakes and ropes he told me that he could obtain another war surplus plane in the spring for far less than the cost of reconditioning this old one He then said he was abandoning the Canuck and I could have it for my own No Bill of Sale he said Its yours (At 17 I didnt even know anything about Bills of Sale) In addition he said that if I would reshycondition the plane he would teach me to fly it What a surprise for a boy of not quite 18

With my wildest dream fulfilled I could hardly contain my excitement at being the owner of a real airplane I went home on my Harley with sense enough to keep quiet about it That evening while eating a late dinner saved for me by my wonderful mother the family assumed that I had merely

gine after school all alone brlef daylight before dusk or on 11 UJlIE to make-and

install a replacement instrument chocking the wheels and tying the stick back with the seat belt I had beshycome skilled at cranking the propeller by hand while working for Swanee

I would taxi around the field at gradually increasing speeds By doing that I could learn how to prevent the airplane from making uncontrolled sharp turns called groundloops by use of the control stick in the same direction and opposite rudder There were no brakes and only a tailskid

After much practicing I was able to make 90- and 180-degree turns by controlled partial groundloops By the end of October I was taxiing at higher speeds across the field without groundlooping and actually lifting the tail off the ground while taxiing fast all with full control and without groundlooping This ingrained the habit of using the stick to control dishyrection with ailerons by moving the stick in the direction of a starting groundloop and opposite ruddershyvery important

By the middle of November I dared to lift the wheels slightly and briefly off the ground keeping the wings level while doing so The normal steel or bamboo wing skids under the lower wingtips were missing so when I dragged a wing into the grass the aileron would be lifted by contact and that would lower the opposite aileron That would then keep that wing lifted uncontrollably and the dragging wing could not be lifted In that case the throttle had to be quickly closed to stop the forward motion and airspeed to let the wings come back to level

weekends-a time when the family still assumed I was riding my Harley On some rainy or windy days when I was not flying there were chores to be done around the house So some days were devoted to that work which I did quicker than usual so I could get out to the field before it was too late

By December I was making more prolonged grass-cutting hops back and forth across the field Fortunately there was no snow I was getting exshycited about the possibility of really projecting my grass-cutting hop out over that stone wall into the great blue sky But I knew all too well that I would be in deep trouble without any practice with banking and turning

In the book Aerobatics Barber exshyplained the art of making turns by banking not by the rudder as in a boat He explained that if not properly kept in a proper bank controlled by the ailerons and straight into the air by the rudder skidding outward or sliding inward would occur In the open cockshypit skids and slides could be detected by wind on one cheek or the other Of course in those grass-cutting hops I could not practice such banking

One day when I went out to fly I found that some vandal had stolen the entire rear cockpit instrument panel along with its altimeter tachometer oil pressure gauge and compass There had been no airspeed indicator just as in most Jennys I was able to obtain another oil pressure gauge and there was already an automotive water temshyperature gauge called a Motometer in the radiator cap

panel to prevent that cold propeller blast of air into my face I just had to accept it with my motorcycle helmet and goggles The wind was strong on my neck and penetrated down into my shirt to chill me I finally made a plywood panel with only an oil presshysure gauge

On Saturday December IS 1923 my 18th birthday the weather was fair and very mild for December I was making those hops across the field and while doing so was mentally arguing with myself about the advisashybility of throwing all caution to the wind by hopping over that stone wall andgoing for broke It was very tempting to do it on my 18th birthshyday which was also only two days before the 20th anniversary of the Wright brothers first flights in 1903

On one of the grass-cutting passes my mind was on those thoughts when I realized that I had gone too far and was certain to crash against that stone wall I was forced to make up my mind instantly to open the throttle wide and hop over it

As the landing gear wheels brushed through the bushes I had a terrific feeling of both despair and commitshyment hard to describe My feet were rapidly trembling on the rudder bar in excitement I was both excited and lonesome off the earth with no one to help me I did not dare to look anywhere but over the engine ahead with its valve rocker arms working fushyriously and the tops of the trees passing under me in my peripheral vision I just dont have words to de-

VINTAGE AIRPLANE 21

scribe my feelings almost dreamlike unbelievably slowly floating

I just kept the wings level and conshytinued slowly gaining altitude the tops of the trees getting farther and farther below me What a lonesome sensation My feet were still rapidly vibrating on the rudder bar in the exshycitement a sensation that I have never since experienced I had a senshysation of slowly drifting away from home and safety

I had never been in that area and therefore had no idea of my location I was getting higher perhaps 500 or more feet but without an altimeter I had no idea Finally I decided that I had to practice turns and started to do so Of course I slipped and skidshyded but remembered what I had read in the book about feeling the wind on one cheek or the other so finally got control of it by the rudder

I was too busy flying to look at my wristwatch but must have practiced the turns for a quarter- or half-hour before feeling some confidence in the turns By that time I was totally lost and at a much higher altitude I had finally slowed down the hard-workshying engine by ear-no tachometer

I knew the sun was in the south and if I were to fly with it to my left I would be heading west toward the big Hudson River It finally appeared I turned and followed it southward and saw the big black iron railroad bridge ahead of me Just to the south of it I could see the big factory of the De Laval Separator Co along the east side of the river at Poughkeepsie where my father was probably in his office on a Saturday morning But wait I thought maybe it is aftershynoon I looked at my watch for the first time Yes it was long after noon

As I looked down at the city Main st looked very crooked I had always thought it was straight when driving on it I turned and followed it Acshycording to my present memory of the view I must have been at about 1000 or 1500 feet altitude I followed the street and then the road leading to the meadow but was much too high to make any attempt to land Besides that fi eld looked like a mere postage 22 MAY 2004

stamp with big trees on the approach end and the stone wall on the other In a few seconds I was past it and started a gradual turn to the left to get back to it with the aid of the road again I did that about three times beshyfore I finally got down fairly close to the tops of the trees

HE WAS ABANDONING THE

CANUCK AND I COULD HAVE IT FOR MY OWN No BILL OF SALE

HE SAID ITS YOURS When I tried to come in over

the treetops to land I was much too fast with too much power on I do not know how many attempts I made but finally got down low enough to bounce the wheels and go around again

I finally decided to fly over to the other field where Swanee had been hopping the passengers He had glided over some wires closed the throttle and landed I went over there and did the same and made a fairly good landing with one little bounce for I had really had a lot of practice in those grass-cutting hops Solo No I

What a thrilling feeling I had not crashed my precious airplane I was trembling with excitement but then remembered that Swanee was far beshyhind on his payments to the farmer who owned that field and he might come and demand the airplane So full of confidence I took off and went back to the original meadow only a short distance

After several attempts over those trees I got the plane down with one graceful bounce Solo No2 After all the plane had those extra long wings and landed very slowly but it also had a tendency to float too far I had carefully observed Swanees warnings that the nose must always be kept pointing down a little when gliding for a landing never up to or above horizontal The Jenny had a sharp stall and no airspeed indicator

I taxied back to the tree area and there was a man in a little Ford pickup car who had been watching me make those attempts at landing I still had the engine running and was about to take off for a third solo The man in the car got out and came over near the plane and shouted That shore was purty the way you come down Dyou take people up Evidently he liked that graceful bounce I hesitated a moment then on the spur of the moment realizing that he thought I was a real aviator yelled above the noise of the engine Sure I then realized I had commitshyted myself

He yelled How much does it cost I pOinted out over the side of the cockpit to a big white sign on the side of the fuselage that read FLY $5 He said How much is that I realshyized that he could not read so yelled back Five dollars He said I aint got that much I asked him how much he did have and he dug a pockshyetful of change out of his pocket and I said Get in

The engine was still running so I stood up in the cockpit to direct him to step on the proper area of the lower wing and climb aboard as he handed me the change I needed that cash to buy a few gallons of gasoline at about 10 or 12 cents per gallon I climbed down and put the seat belt on him and got back in and took off

The gauge on the tank indicated almost half-full I gave him about a six- or eight-minute ride while I cirshycled around to make the landing When I taxied back there were two people in another Ford and they paid me $5 apiece for their rides longer ones one at a time Oh boy I was in the money

I was so excited that I just sat down to rest while I absorbed what I had done It was dusk the sun had set I tied the plane down and went home with two empty five-gallon cans on the carrier of the Harley after emptyshying the partially full one into the airplane tank

During those two last flights I had circled widely and noticed that there were long streams of cars going in

both directions on a newly conshystructed concrete road that had just been opened for traffic I had been told that it was the first concrete road ever or anywhere It had been a dusty dirt road and was now the only paved road leading in and out of Poughshykeepsie other than the macadam north-south road known then as Alshybany Post Road

People had never seen such a smooth road and everyone wanted to ride on it They were driving about 12-15 miles to its end and then back The road passed a large farm with a hayfield that was level and plenty large enough for flying right next to the new road

I had a wild plan in mind by the time I got home It was dark and no one noticed the two empty cans on the motorcycle After dinner I went for one of my rides It was Christmas vacation time I went to the motorshycycle club and called a motorcycle friend of mine and told him to meet me at the club I had the cans filled and he said he would take them to that big field the next morning while I went to get the airplane and fly over to it He had known of my inshyterest in flying but could hardly believe that I was actually flying alshyready Neither could I

The next day was fine weather and Sunday I got up early and rode first to the farm and paid the owner Mr Tchennis $5 for the use of the field that day and got a receipt for it then rode over to the other field to get the plane and fly it over to the big field leaving my Harley It was easy to land in that big field

It was not long before the parade of cars started along that new conshycrete road When the drivers saw the plane sitting there they stopped climbed over the old stone wall and came over to look at it Very few peoshyple at that time had been closer to an airplane than one flying over them They started buying rides The worn appearance of the plane did not seem to bother them They paid $5 apiece quite a lot of money for 1923 [n fact many whole families lived on that per week

My motorcycle friend Ted Weeks helped the people in and out of the plane and away from the propeller and I collected the money Swanee Taylor had never had it as good I was getting paid for my practice landings No other student pilot ever had it as good

THE FIELD LOOKED LIKE A MERE POSTAGE

STAMP WITH BIG TREES ON THE

APPROACH END AND THE STONE WALL ON

THE OTHER It went on all day especially brisk

after noon when people came out of the church right across the road One of the passengers I recognized He was Mr Goebler the second in command under my father at the De Laval Separator plant He had known me from the day I was born but did not recognize me with my helmet and goggles on when he climbed aboard When he got out and turned to hand me the $5 he asked Say arent you Theodore Millers son I had to admit it

I didnt know you were already an aviator Your father never mentioned it to me I said Oh Ive been flying quite a while I had to admit that my dad did not know about my flyshying He went away shaking his head and I knew my goose was cooked for he would go into Dads office in the morning (Monday) and tell or maybe even telephone him sooner

Finally near dusk the activity slowed and I hopped the plane back to the meadow where I could tie it down What a day My pocket was full of money Ted rode over and I shared some of it with him I went home in the dusk from my motorcyshycle tour

Dad was home but didnt say anyshything so [ was confident that Mr Goebler had not called him The next day at school I was so elated that [ was stimulated to work at school harder

When I got home earlier than Dad I did the chores like stoking the furshynace and carrying out the ashes and the garbage for I was antidpating alshymost anything could happen But Dad didnt say a thing he just read the paper quietly At dinner he didnt say anything either in fact I felt that maybe Mr Goebler had not told him

After dinner he sat down to read the paper again and finally said to me John Mr Goebler said you gave him a ride in Swanee Taylors airshyplane I admitted it and told him the entire story

We had a very nice conversation about the whole procedure He had known that I had driven a car withshyout permission or any instruction and that I had taught myself how to type by the touch system He didnt really think it was such a difficult task to teach myself to fly He menshytioned that he could do it I didnt argue that point

He finally said John I know that airplane is in terrible condition You had better not fly it any more until you fix it up properly and now you have the money to do it after school is out for the summer

I took the plane apart on Christshymas Day and with a team of horses and a hay wagon borrowed from the farm moved it to Mr Barnes barn with permission to store and work on it without charge I ordered all the necessary war surplus materials from Dayton Airplane amp Supply Co After graduation the next spring Ted Weeks and another friend helped me entirely re-cover the plane and reshypair some weather damage to the wing ribs etc

By mid-summer I was flying again giving rides to Ted and other friends I then sold the plane and went to enshygineering school with no more flying until after graduation four years later Then I had a proper checkout under the new regulations in another plane that I rebuilt from a wreck [ was isshysued Certificates AampE 2906 and Transport Pilot 5945 Today that field where [ did the Sunday passenshyger-hopping is part of the Dutchess County Airport

VINTAGE AIRPLANE 23

BY HG FRAUTSCHY

F EBRUARYS MYSTERY ANSWER

Our February Mystery Plane came to us from the colshylection of Louis P King of Houston Texas In a happy coincidence the Swift Club ran a photo of the same airplane in its newsletter dated the same monthshyCharlie Nelson and I had a good laugh over it

Heres our first letter A surprise to see the February issue Mystery Planeshy

the Johnson Regent My father CH Bud Chapman and Dean Porter of Brownsville Texas had the airplane for a period during 1958-1960 I spoke with my dad reshycently and here is what we can recall hopefully with some accuracy

The Regent and Johnson Rocket were both designed by Pop Johnson I recall most people referring to the Regent as a Rocket and that the aircraft was either asshysembled or maintained at the Pan American facility in Brownsville Dad based and flew the Regent at Addison Airport in Dallas for a period before it was sold to Dick Carrol an airport and ag-plane operator in Aledo Illi-

THIS MONTH S MYSTERY PLANE

COMES TO US FROM THE COLLECTI ON

OF THE EAA LIBRARY

24 MAY 2004

hew 11 Conaepol1

P~IIIltn l- COMPLETElY INTERCHANGEAB E

LUXURY 1 lt(I ffonI i ll j SPEED ond SAFETY

OEStGMED ood nlLLY EQUIPPED ESPECIALLY for 1M 1gt0 DFtlANOS t FINEST RUSIE$$ _neIi AI RCR AfT WITHOUT UNEXCELLED PERfOlNANCE OIt PRICE LESS t+-o HALF tiool 01 SIMILAil AIRCR AFT ALTERATION

Robert Brown Marietta Georgia sent us this scan of a brochure produced to sell the Regent Rocket 260

nois The aircraft was in Experimental category with seats for four or five The Regent was powered by a geared Lycoming engine in the 260-hp range and had slightly less than Bonanza performance It had a yellow and black over white paint scheme at the time I recall a snapshot later sent by Dick Carrol showing the plane with another paint scheme Dick eventually made a forced landing in New Mexico and although no one was hurt the Regent was destroyed by fire

I went to fly in the Regent with my dad only once and we were unable to take off due to a rough mag or some other problem on the engine run-up Dad learned to fly in 1938 and after the Regent he bought a Beech Travel Air twin Dean Porter died a number of years ago Dad lives now in Overland Park Kansas and we still enjoy flying together in our Bonanza and Buzz Pennys Pasped Skylark Hopefully youll hear from more people who have more accurate and detailed inshyformation about the Regent

Jack Chapman Gravois Mills Missouri

SEND YOUR ANSWER TO EAA VINTAGE A IRPLANE PO

Box 3086 OSHKOSH WI 54903-3086 YOUR ANSWER

NEEDS TO BE IN NO lATER THAN J UNE 10 2004 FOR INshy

CLUSION IN THE AUGUST 2004 ISSUE OF Vintage

Airplane You CAN ALSO SEND YOUR RESPONSE VIA Eshy

MAIL DONT FORGET WEVE GOT A NEW E-MAil

ADDRESS FOR YOU TO USE WHEN SENDING IN

YOUR RESPONSE SEND YOUR ANSWER TO mysshy

teryplaneeaa org B E SURE TO INCLUDE BOTH

YOUR NAM E AND ADDRESS (ESPECIAllY YOUR

CITY AND STATE) IN THE BODY OF YOUR NOTE

AND PUT (MONTH) MYSTERY PLANE IN THE

SUBJECT LINE

Reprinted with permission from the American BolrlarittasacE For more information visit wwwbonanzamg

When I learned to fly 80 years ago I never met my flight instructor Thats right My flight instrucshy

tor wrote a book away over in England during World War I where he was in charge of flight instruction He was Capt Horatio Barber RFC DSO-a pioneer pilot before that war The book came to my hands from an uncle who was in training when WWI ended He gave me several books on aviation including one titled Aerobatshyics a word coined by Capt Barber

The book was used in training pishylots to fly the Avro S04-K the English training plane It is still in mint conshydition and I treasure it My uncle knew I had been enthralled by airshyplanes and flying ever since I was 4-12 years old in 1910 when I saw Glenn Curtiss land in a field across the road from my fathers farm He landed there to refuel on his famous IS2-mile flight down the Hudson River from Albany to New York in a primitive bamboo cloth and wire flyshying machine

When I saw that little kite-like flyshying machine take off and fly down the river til out of sight I lost interest in becoming a steam locomotive enshygineer Later and older I studied those books instead of such boring subjects as Latin all through high school knowing that I would defishynitely fly Unlike my school pals I had a definite goal

In the summer of 1922 I had a 10shyminute ride in a WWI Jenny at Asbury Park New Jersey Then in the spring of 1923 a barnstorming pilot 20 MAY 2004

came to Poughkeepsie New York my hometown in an unbelievably deshycrepit Jenny I was working at my usual summer job in a machine shop but each day after work I would ride my 1920 Harley out to the meadow where the pilot Swanee Taylor was flying in the afternoons and evenings hopping passengers on their first airshyplane rides

The airplane had the five-year-old original wartime fabric covering that had been given coats of house paint to try to preserve it for another year or so lt had been standing out in the weather for the five years since the end of the war The engine however was a brand new war surplus Curtiss OX-S of 90 horsepower with a wood propeller which had been made in a former pishyano factory right in Poughkeepsie

The plane a IN-4 Jenny comshymonly called a Canuck because it was made in Canada had belonged to the well-known early-bird pioneer pilot Ruth Law (I met her once in 1914 when she had let me sit in the seat of her original Wright biplane)

The Canuck-Jenny was actually a hybrid with long upper wings inshystalled in place of the normal shorter lower wings thus it had three bays of wing struts and long lower ailerons With all of that extra wing area it had low-speed landings and takeoffs

Swanee was a native of Texas and had learned to fly in the war but too late for combat He was a rather wildshyish guy mainly interested in the local speakeasies friendly when sober belshyligerent when drunk But I admired him for his flying and he was quite

impressed by my knowledge of the mechanics of the plane and its engine and of aerodynamics gained from the intense studying of my books

I helped him all that summer servshyicing the plane and engine subjects in which he had little interest or knowledge We had many discussions about the art of flying Then in the middle of October he decided to disshycontinue barnstorming until spring and spend the winter in New York City He decided to hop the plane over to another field to leave it for the winter and gave me my second air ride in that hop It was dusk and the hop was only about five or six minutes He let me take the controls but I violently over-controlled so he took control again and landed

After tying the plane down with stakes and ropes he told me that he could obtain another war surplus plane in the spring for far less than the cost of reconditioning this old one He then said he was abandoning the Canuck and I could have it for my own No Bill of Sale he said Its yours (At 17 I didnt even know anything about Bills of Sale) In addition he said that if I would reshycondition the plane he would teach me to fly it What a surprise for a boy of not quite 18

With my wildest dream fulfilled I could hardly contain my excitement at being the owner of a real airplane I went home on my Harley with sense enough to keep quiet about it That evening while eating a late dinner saved for me by my wonderful mother the family assumed that I had merely

gine after school all alone brlef daylight before dusk or on 11 UJlIE to make-and

install a replacement instrument chocking the wheels and tying the stick back with the seat belt I had beshycome skilled at cranking the propeller by hand while working for Swanee

I would taxi around the field at gradually increasing speeds By doing that I could learn how to prevent the airplane from making uncontrolled sharp turns called groundloops by use of the control stick in the same direction and opposite rudder There were no brakes and only a tailskid

After much practicing I was able to make 90- and 180-degree turns by controlled partial groundloops By the end of October I was taxiing at higher speeds across the field without groundlooping and actually lifting the tail off the ground while taxiing fast all with full control and without groundlooping This ingrained the habit of using the stick to control dishyrection with ailerons by moving the stick in the direction of a starting groundloop and opposite ruddershyvery important

By the middle of November I dared to lift the wheels slightly and briefly off the ground keeping the wings level while doing so The normal steel or bamboo wing skids under the lower wingtips were missing so when I dragged a wing into the grass the aileron would be lifted by contact and that would lower the opposite aileron That would then keep that wing lifted uncontrollably and the dragging wing could not be lifted In that case the throttle had to be quickly closed to stop the forward motion and airspeed to let the wings come back to level

weekends-a time when the family still assumed I was riding my Harley On some rainy or windy days when I was not flying there were chores to be done around the house So some days were devoted to that work which I did quicker than usual so I could get out to the field before it was too late

By December I was making more prolonged grass-cutting hops back and forth across the field Fortunately there was no snow I was getting exshycited about the possibility of really projecting my grass-cutting hop out over that stone wall into the great blue sky But I knew all too well that I would be in deep trouble without any practice with banking and turning

In the book Aerobatics Barber exshyplained the art of making turns by banking not by the rudder as in a boat He explained that if not properly kept in a proper bank controlled by the ailerons and straight into the air by the rudder skidding outward or sliding inward would occur In the open cockshypit skids and slides could be detected by wind on one cheek or the other Of course in those grass-cutting hops I could not practice such banking

One day when I went out to fly I found that some vandal had stolen the entire rear cockpit instrument panel along with its altimeter tachometer oil pressure gauge and compass There had been no airspeed indicator just as in most Jennys I was able to obtain another oil pressure gauge and there was already an automotive water temshyperature gauge called a Motometer in the radiator cap

panel to prevent that cold propeller blast of air into my face I just had to accept it with my motorcycle helmet and goggles The wind was strong on my neck and penetrated down into my shirt to chill me I finally made a plywood panel with only an oil presshysure gauge

On Saturday December IS 1923 my 18th birthday the weather was fair and very mild for December I was making those hops across the field and while doing so was mentally arguing with myself about the advisashybility of throwing all caution to the wind by hopping over that stone wall andgoing for broke It was very tempting to do it on my 18th birthshyday which was also only two days before the 20th anniversary of the Wright brothers first flights in 1903

On one of the grass-cutting passes my mind was on those thoughts when I realized that I had gone too far and was certain to crash against that stone wall I was forced to make up my mind instantly to open the throttle wide and hop over it

As the landing gear wheels brushed through the bushes I had a terrific feeling of both despair and commitshyment hard to describe My feet were rapidly trembling on the rudder bar in excitement I was both excited and lonesome off the earth with no one to help me I did not dare to look anywhere but over the engine ahead with its valve rocker arms working fushyriously and the tops of the trees passing under me in my peripheral vision I just dont have words to de-

VINTAGE AIRPLANE 21

scribe my feelings almost dreamlike unbelievably slowly floating

I just kept the wings level and conshytinued slowly gaining altitude the tops of the trees getting farther and farther below me What a lonesome sensation My feet were still rapidly vibrating on the rudder bar in the exshycitement a sensation that I have never since experienced I had a senshysation of slowly drifting away from home and safety

I had never been in that area and therefore had no idea of my location I was getting higher perhaps 500 or more feet but without an altimeter I had no idea Finally I decided that I had to practice turns and started to do so Of course I slipped and skidshyded but remembered what I had read in the book about feeling the wind on one cheek or the other so finally got control of it by the rudder

I was too busy flying to look at my wristwatch but must have practiced the turns for a quarter- or half-hour before feeling some confidence in the turns By that time I was totally lost and at a much higher altitude I had finally slowed down the hard-workshying engine by ear-no tachometer

I knew the sun was in the south and if I were to fly with it to my left I would be heading west toward the big Hudson River It finally appeared I turned and followed it southward and saw the big black iron railroad bridge ahead of me Just to the south of it I could see the big factory of the De Laval Separator Co along the east side of the river at Poughkeepsie where my father was probably in his office on a Saturday morning But wait I thought maybe it is aftershynoon I looked at my watch for the first time Yes it was long after noon

As I looked down at the city Main st looked very crooked I had always thought it was straight when driving on it I turned and followed it Acshycording to my present memory of the view I must have been at about 1000 or 1500 feet altitude I followed the street and then the road leading to the meadow but was much too high to make any attempt to land Besides that fi eld looked like a mere postage 22 MAY 2004

stamp with big trees on the approach end and the stone wall on the other In a few seconds I was past it and started a gradual turn to the left to get back to it with the aid of the road again I did that about three times beshyfore I finally got down fairly close to the tops of the trees

HE WAS ABANDONING THE

CANUCK AND I COULD HAVE IT FOR MY OWN No BILL OF SALE

HE SAID ITS YOURS When I tried to come in over

the treetops to land I was much too fast with too much power on I do not know how many attempts I made but finally got down low enough to bounce the wheels and go around again

I finally decided to fly over to the other field where Swanee had been hopping the passengers He had glided over some wires closed the throttle and landed I went over there and did the same and made a fairly good landing with one little bounce for I had really had a lot of practice in those grass-cutting hops Solo No I

What a thrilling feeling I had not crashed my precious airplane I was trembling with excitement but then remembered that Swanee was far beshyhind on his payments to the farmer who owned that field and he might come and demand the airplane So full of confidence I took off and went back to the original meadow only a short distance

After several attempts over those trees I got the plane down with one graceful bounce Solo No2 After all the plane had those extra long wings and landed very slowly but it also had a tendency to float too far I had carefully observed Swanees warnings that the nose must always be kept pointing down a little when gliding for a landing never up to or above horizontal The Jenny had a sharp stall and no airspeed indicator

I taxied back to the tree area and there was a man in a little Ford pickup car who had been watching me make those attempts at landing I still had the engine running and was about to take off for a third solo The man in the car got out and came over near the plane and shouted That shore was purty the way you come down Dyou take people up Evidently he liked that graceful bounce I hesitated a moment then on the spur of the moment realizing that he thought I was a real aviator yelled above the noise of the engine Sure I then realized I had commitshyted myself

He yelled How much does it cost I pOinted out over the side of the cockpit to a big white sign on the side of the fuselage that read FLY $5 He said How much is that I realshyized that he could not read so yelled back Five dollars He said I aint got that much I asked him how much he did have and he dug a pockshyetful of change out of his pocket and I said Get in

The engine was still running so I stood up in the cockpit to direct him to step on the proper area of the lower wing and climb aboard as he handed me the change I needed that cash to buy a few gallons of gasoline at about 10 or 12 cents per gallon I climbed down and put the seat belt on him and got back in and took off

The gauge on the tank indicated almost half-full I gave him about a six- or eight-minute ride while I cirshycled around to make the landing When I taxied back there were two people in another Ford and they paid me $5 apiece for their rides longer ones one at a time Oh boy I was in the money

I was so excited that I just sat down to rest while I absorbed what I had done It was dusk the sun had set I tied the plane down and went home with two empty five-gallon cans on the carrier of the Harley after emptyshying the partially full one into the airplane tank

During those two last flights I had circled widely and noticed that there were long streams of cars going in

both directions on a newly conshystructed concrete road that had just been opened for traffic I had been told that it was the first concrete road ever or anywhere It had been a dusty dirt road and was now the only paved road leading in and out of Poughshykeepsie other than the macadam north-south road known then as Alshybany Post Road

People had never seen such a smooth road and everyone wanted to ride on it They were driving about 12-15 miles to its end and then back The road passed a large farm with a hayfield that was level and plenty large enough for flying right next to the new road

I had a wild plan in mind by the time I got home It was dark and no one noticed the two empty cans on the motorcycle After dinner I went for one of my rides It was Christmas vacation time I went to the motorshycycle club and called a motorcycle friend of mine and told him to meet me at the club I had the cans filled and he said he would take them to that big field the next morning while I went to get the airplane and fly over to it He had known of my inshyterest in flying but could hardly believe that I was actually flying alshyready Neither could I

The next day was fine weather and Sunday I got up early and rode first to the farm and paid the owner Mr Tchennis $5 for the use of the field that day and got a receipt for it then rode over to the other field to get the plane and fly it over to the big field leaving my Harley It was easy to land in that big field

It was not long before the parade of cars started along that new conshycrete road When the drivers saw the plane sitting there they stopped climbed over the old stone wall and came over to look at it Very few peoshyple at that time had been closer to an airplane than one flying over them They started buying rides The worn appearance of the plane did not seem to bother them They paid $5 apiece quite a lot of money for 1923 [n fact many whole families lived on that per week

My motorcycle friend Ted Weeks helped the people in and out of the plane and away from the propeller and I collected the money Swanee Taylor had never had it as good I was getting paid for my practice landings No other student pilot ever had it as good

THE FIELD LOOKED LIKE A MERE POSTAGE

STAMP WITH BIG TREES ON THE

APPROACH END AND THE STONE WALL ON

THE OTHER It went on all day especially brisk

after noon when people came out of the church right across the road One of the passengers I recognized He was Mr Goebler the second in command under my father at the De Laval Separator plant He had known me from the day I was born but did not recognize me with my helmet and goggles on when he climbed aboard When he got out and turned to hand me the $5 he asked Say arent you Theodore Millers son I had to admit it

I didnt know you were already an aviator Your father never mentioned it to me I said Oh Ive been flying quite a while I had to admit that my dad did not know about my flyshying He went away shaking his head and I knew my goose was cooked for he would go into Dads office in the morning (Monday) and tell or maybe even telephone him sooner

Finally near dusk the activity slowed and I hopped the plane back to the meadow where I could tie it down What a day My pocket was full of money Ted rode over and I shared some of it with him I went home in the dusk from my motorcyshycle tour

Dad was home but didnt say anyshything so [ was confident that Mr Goebler had not called him The next day at school I was so elated that [ was stimulated to work at school harder

When I got home earlier than Dad I did the chores like stoking the furshynace and carrying out the ashes and the garbage for I was antidpating alshymost anything could happen But Dad didnt say a thing he just read the paper quietly At dinner he didnt say anything either in fact I felt that maybe Mr Goebler had not told him

After dinner he sat down to read the paper again and finally said to me John Mr Goebler said you gave him a ride in Swanee Taylors airshyplane I admitted it and told him the entire story

We had a very nice conversation about the whole procedure He had known that I had driven a car withshyout permission or any instruction and that I had taught myself how to type by the touch system He didnt really think it was such a difficult task to teach myself to fly He menshytioned that he could do it I didnt argue that point

He finally said John I know that airplane is in terrible condition You had better not fly it any more until you fix it up properly and now you have the money to do it after school is out for the summer

I took the plane apart on Christshymas Day and with a team of horses and a hay wagon borrowed from the farm moved it to Mr Barnes barn with permission to store and work on it without charge I ordered all the necessary war surplus materials from Dayton Airplane amp Supply Co After graduation the next spring Ted Weeks and another friend helped me entirely re-cover the plane and reshypair some weather damage to the wing ribs etc

By mid-summer I was flying again giving rides to Ted and other friends I then sold the plane and went to enshygineering school with no more flying until after graduation four years later Then I had a proper checkout under the new regulations in another plane that I rebuilt from a wreck [ was isshysued Certificates AampE 2906 and Transport Pilot 5945 Today that field where [ did the Sunday passenshyger-hopping is part of the Dutchess County Airport

VINTAGE AIRPLANE 23

BY HG FRAUTSCHY

F EBRUARYS MYSTERY ANSWER

Our February Mystery Plane came to us from the colshylection of Louis P King of Houston Texas In a happy coincidence the Swift Club ran a photo of the same airplane in its newsletter dated the same monthshyCharlie Nelson and I had a good laugh over it

Heres our first letter A surprise to see the February issue Mystery Planeshy

the Johnson Regent My father CH Bud Chapman and Dean Porter of Brownsville Texas had the airplane for a period during 1958-1960 I spoke with my dad reshycently and here is what we can recall hopefully with some accuracy

The Regent and Johnson Rocket were both designed by Pop Johnson I recall most people referring to the Regent as a Rocket and that the aircraft was either asshysembled or maintained at the Pan American facility in Brownsville Dad based and flew the Regent at Addison Airport in Dallas for a period before it was sold to Dick Carrol an airport and ag-plane operator in Aledo Illi-

THIS MONTH S MYSTERY PLANE

COMES TO US FROM THE COLLECTI ON

OF THE EAA LIBRARY

24 MAY 2004

hew 11 Conaepol1

P~IIIltn l- COMPLETElY INTERCHANGEAB E

LUXURY 1 lt(I ffonI i ll j SPEED ond SAFETY

OEStGMED ood nlLLY EQUIPPED ESPECIALLY for 1M 1gt0 DFtlANOS t FINEST RUSIE$$ _neIi AI RCR AfT WITHOUT UNEXCELLED PERfOlNANCE OIt PRICE LESS t+-o HALF tiool 01 SIMILAil AIRCR AFT ALTERATION

Robert Brown Marietta Georgia sent us this scan of a brochure produced to sell the Regent Rocket 260

nois The aircraft was in Experimental category with seats for four or five The Regent was powered by a geared Lycoming engine in the 260-hp range and had slightly less than Bonanza performance It had a yellow and black over white paint scheme at the time I recall a snapshot later sent by Dick Carrol showing the plane with another paint scheme Dick eventually made a forced landing in New Mexico and although no one was hurt the Regent was destroyed by fire

I went to fly in the Regent with my dad only once and we were unable to take off due to a rough mag or some other problem on the engine run-up Dad learned to fly in 1938 and after the Regent he bought a Beech Travel Air twin Dean Porter died a number of years ago Dad lives now in Overland Park Kansas and we still enjoy flying together in our Bonanza and Buzz Pennys Pasped Skylark Hopefully youll hear from more people who have more accurate and detailed inshyformation about the Regent

Jack Chapman Gravois Mills Missouri

SEND YOUR ANSWER TO EAA VINTAGE A IRPLANE PO

Box 3086 OSHKOSH WI 54903-3086 YOUR ANSWER

NEEDS TO BE IN NO lATER THAN J UNE 10 2004 FOR INshy

CLUSION IN THE AUGUST 2004 ISSUE OF Vintage

Airplane You CAN ALSO SEND YOUR RESPONSE VIA Eshy

MAIL DONT FORGET WEVE GOT A NEW E-MAil

ADDRESS FOR YOU TO USE WHEN SENDING IN

YOUR RESPONSE SEND YOUR ANSWER TO mysshy

teryplaneeaa org B E SURE TO INCLUDE BOTH

YOUR NAM E AND ADDRESS (ESPECIAllY YOUR

CITY AND STATE) IN THE BODY OF YOUR NOTE

AND PUT (MONTH) MYSTERY PLANE IN THE

SUBJECT LINE

gine after school all alone brlef daylight before dusk or on 11 UJlIE to make-and

install a replacement instrument chocking the wheels and tying the stick back with the seat belt I had beshycome skilled at cranking the propeller by hand while working for Swanee

I would taxi around the field at gradually increasing speeds By doing that I could learn how to prevent the airplane from making uncontrolled sharp turns called groundloops by use of the control stick in the same direction and opposite rudder There were no brakes and only a tailskid

After much practicing I was able to make 90- and 180-degree turns by controlled partial groundloops By the end of October I was taxiing at higher speeds across the field without groundlooping and actually lifting the tail off the ground while taxiing fast all with full control and without groundlooping This ingrained the habit of using the stick to control dishyrection with ailerons by moving the stick in the direction of a starting groundloop and opposite ruddershyvery important

By the middle of November I dared to lift the wheels slightly and briefly off the ground keeping the wings level while doing so The normal steel or bamboo wing skids under the lower wingtips were missing so when I dragged a wing into the grass the aileron would be lifted by contact and that would lower the opposite aileron That would then keep that wing lifted uncontrollably and the dragging wing could not be lifted In that case the throttle had to be quickly closed to stop the forward motion and airspeed to let the wings come back to level

weekends-a time when the family still assumed I was riding my Harley On some rainy or windy days when I was not flying there were chores to be done around the house So some days were devoted to that work which I did quicker than usual so I could get out to the field before it was too late

By December I was making more prolonged grass-cutting hops back and forth across the field Fortunately there was no snow I was getting exshycited about the possibility of really projecting my grass-cutting hop out over that stone wall into the great blue sky But I knew all too well that I would be in deep trouble without any practice with banking and turning

In the book Aerobatics Barber exshyplained the art of making turns by banking not by the rudder as in a boat He explained that if not properly kept in a proper bank controlled by the ailerons and straight into the air by the rudder skidding outward or sliding inward would occur In the open cockshypit skids and slides could be detected by wind on one cheek or the other Of course in those grass-cutting hops I could not practice such banking

One day when I went out to fly I found that some vandal had stolen the entire rear cockpit instrument panel along with its altimeter tachometer oil pressure gauge and compass There had been no airspeed indicator just as in most Jennys I was able to obtain another oil pressure gauge and there was already an automotive water temshyperature gauge called a Motometer in the radiator cap

panel to prevent that cold propeller blast of air into my face I just had to accept it with my motorcycle helmet and goggles The wind was strong on my neck and penetrated down into my shirt to chill me I finally made a plywood panel with only an oil presshysure gauge

On Saturday December IS 1923 my 18th birthday the weather was fair and very mild for December I was making those hops across the field and while doing so was mentally arguing with myself about the advisashybility of throwing all caution to the wind by hopping over that stone wall andgoing for broke It was very tempting to do it on my 18th birthshyday which was also only two days before the 20th anniversary of the Wright brothers first flights in 1903

On one of the grass-cutting passes my mind was on those thoughts when I realized that I had gone too far and was certain to crash against that stone wall I was forced to make up my mind instantly to open the throttle wide and hop over it

As the landing gear wheels brushed through the bushes I had a terrific feeling of both despair and commitshyment hard to describe My feet were rapidly trembling on the rudder bar in excitement I was both excited and lonesome off the earth with no one to help me I did not dare to look anywhere but over the engine ahead with its valve rocker arms working fushyriously and the tops of the trees passing under me in my peripheral vision I just dont have words to de-

VINTAGE AIRPLANE 21

scribe my feelings almost dreamlike unbelievably slowly floating

I just kept the wings level and conshytinued slowly gaining altitude the tops of the trees getting farther and farther below me What a lonesome sensation My feet were still rapidly vibrating on the rudder bar in the exshycitement a sensation that I have never since experienced I had a senshysation of slowly drifting away from home and safety

I had never been in that area and therefore had no idea of my location I was getting higher perhaps 500 or more feet but without an altimeter I had no idea Finally I decided that I had to practice turns and started to do so Of course I slipped and skidshyded but remembered what I had read in the book about feeling the wind on one cheek or the other so finally got control of it by the rudder

I was too busy flying to look at my wristwatch but must have practiced the turns for a quarter- or half-hour before feeling some confidence in the turns By that time I was totally lost and at a much higher altitude I had finally slowed down the hard-workshying engine by ear-no tachometer

I knew the sun was in the south and if I were to fly with it to my left I would be heading west toward the big Hudson River It finally appeared I turned and followed it southward and saw the big black iron railroad bridge ahead of me Just to the south of it I could see the big factory of the De Laval Separator Co along the east side of the river at Poughkeepsie where my father was probably in his office on a Saturday morning But wait I thought maybe it is aftershynoon I looked at my watch for the first time Yes it was long after noon

As I looked down at the city Main st looked very crooked I had always thought it was straight when driving on it I turned and followed it Acshycording to my present memory of the view I must have been at about 1000 or 1500 feet altitude I followed the street and then the road leading to the meadow but was much too high to make any attempt to land Besides that fi eld looked like a mere postage 22 MAY 2004

stamp with big trees on the approach end and the stone wall on the other In a few seconds I was past it and started a gradual turn to the left to get back to it with the aid of the road again I did that about three times beshyfore I finally got down fairly close to the tops of the trees

HE WAS ABANDONING THE

CANUCK AND I COULD HAVE IT FOR MY OWN No BILL OF SALE

HE SAID ITS YOURS When I tried to come in over

the treetops to land I was much too fast with too much power on I do not know how many attempts I made but finally got down low enough to bounce the wheels and go around again

I finally decided to fly over to the other field where Swanee had been hopping the passengers He had glided over some wires closed the throttle and landed I went over there and did the same and made a fairly good landing with one little bounce for I had really had a lot of practice in those grass-cutting hops Solo No I

What a thrilling feeling I had not crashed my precious airplane I was trembling with excitement but then remembered that Swanee was far beshyhind on his payments to the farmer who owned that field and he might come and demand the airplane So full of confidence I took off and went back to the original meadow only a short distance

After several attempts over those trees I got the plane down with one graceful bounce Solo No2 After all the plane had those extra long wings and landed very slowly but it also had a tendency to float too far I had carefully observed Swanees warnings that the nose must always be kept pointing down a little when gliding for a landing never up to or above horizontal The Jenny had a sharp stall and no airspeed indicator

I taxied back to the tree area and there was a man in a little Ford pickup car who had been watching me make those attempts at landing I still had the engine running and was about to take off for a third solo The man in the car got out and came over near the plane and shouted That shore was purty the way you come down Dyou take people up Evidently he liked that graceful bounce I hesitated a moment then on the spur of the moment realizing that he thought I was a real aviator yelled above the noise of the engine Sure I then realized I had commitshyted myself

He yelled How much does it cost I pOinted out over the side of the cockpit to a big white sign on the side of the fuselage that read FLY $5 He said How much is that I realshyized that he could not read so yelled back Five dollars He said I aint got that much I asked him how much he did have and he dug a pockshyetful of change out of his pocket and I said Get in

The engine was still running so I stood up in the cockpit to direct him to step on the proper area of the lower wing and climb aboard as he handed me the change I needed that cash to buy a few gallons of gasoline at about 10 or 12 cents per gallon I climbed down and put the seat belt on him and got back in and took off

The gauge on the tank indicated almost half-full I gave him about a six- or eight-minute ride while I cirshycled around to make the landing When I taxied back there were two people in another Ford and they paid me $5 apiece for their rides longer ones one at a time Oh boy I was in the money

I was so excited that I just sat down to rest while I absorbed what I had done It was dusk the sun had set I tied the plane down and went home with two empty five-gallon cans on the carrier of the Harley after emptyshying the partially full one into the airplane tank

During those two last flights I had circled widely and noticed that there were long streams of cars going in

both directions on a newly conshystructed concrete road that had just been opened for traffic I had been told that it was the first concrete road ever or anywhere It had been a dusty dirt road and was now the only paved road leading in and out of Poughshykeepsie other than the macadam north-south road known then as Alshybany Post Road

People had never seen such a smooth road and everyone wanted to ride on it They were driving about 12-15 miles to its end and then back The road passed a large farm with a hayfield that was level and plenty large enough for flying right next to the new road

I had a wild plan in mind by the time I got home It was dark and no one noticed the two empty cans on the motorcycle After dinner I went for one of my rides It was Christmas vacation time I went to the motorshycycle club and called a motorcycle friend of mine and told him to meet me at the club I had the cans filled and he said he would take them to that big field the next morning while I went to get the airplane and fly over to it He had known of my inshyterest in flying but could hardly believe that I was actually flying alshyready Neither could I

The next day was fine weather and Sunday I got up early and rode first to the farm and paid the owner Mr Tchennis $5 for the use of the field that day and got a receipt for it then rode over to the other field to get the plane and fly it over to the big field leaving my Harley It was easy to land in that big field

It was not long before the parade of cars started along that new conshycrete road When the drivers saw the plane sitting there they stopped climbed over the old stone wall and came over to look at it Very few peoshyple at that time had been closer to an airplane than one flying over them They started buying rides The worn appearance of the plane did not seem to bother them They paid $5 apiece quite a lot of money for 1923 [n fact many whole families lived on that per week

My motorcycle friend Ted Weeks helped the people in and out of the plane and away from the propeller and I collected the money Swanee Taylor had never had it as good I was getting paid for my practice landings No other student pilot ever had it as good

THE FIELD LOOKED LIKE A MERE POSTAGE

STAMP WITH BIG TREES ON THE

APPROACH END AND THE STONE WALL ON

THE OTHER It went on all day especially brisk

after noon when people came out of the church right across the road One of the passengers I recognized He was Mr Goebler the second in command under my father at the De Laval Separator plant He had known me from the day I was born but did not recognize me with my helmet and goggles on when he climbed aboard When he got out and turned to hand me the $5 he asked Say arent you Theodore Millers son I had to admit it

I didnt know you were already an aviator Your father never mentioned it to me I said Oh Ive been flying quite a while I had to admit that my dad did not know about my flyshying He went away shaking his head and I knew my goose was cooked for he would go into Dads office in the morning (Monday) and tell or maybe even telephone him sooner

Finally near dusk the activity slowed and I hopped the plane back to the meadow where I could tie it down What a day My pocket was full of money Ted rode over and I shared some of it with him I went home in the dusk from my motorcyshycle tour

Dad was home but didnt say anyshything so [ was confident that Mr Goebler had not called him The next day at school I was so elated that [ was stimulated to work at school harder

When I got home earlier than Dad I did the chores like stoking the furshynace and carrying out the ashes and the garbage for I was antidpating alshymost anything could happen But Dad didnt say a thing he just read the paper quietly At dinner he didnt say anything either in fact I felt that maybe Mr Goebler had not told him

After dinner he sat down to read the paper again and finally said to me John Mr Goebler said you gave him a ride in Swanee Taylors airshyplane I admitted it and told him the entire story

We had a very nice conversation about the whole procedure He had known that I had driven a car withshyout permission or any instruction and that I had taught myself how to type by the touch system He didnt really think it was such a difficult task to teach myself to fly He menshytioned that he could do it I didnt argue that point

He finally said John I know that airplane is in terrible condition You had better not fly it any more until you fix it up properly and now you have the money to do it after school is out for the summer

I took the plane apart on Christshymas Day and with a team of horses and a hay wagon borrowed from the farm moved it to Mr Barnes barn with permission to store and work on it without charge I ordered all the necessary war surplus materials from Dayton Airplane amp Supply Co After graduation the next spring Ted Weeks and another friend helped me entirely re-cover the plane and reshypair some weather damage to the wing ribs etc

By mid-summer I was flying again giving rides to Ted and other friends I then sold the plane and went to enshygineering school with no more flying until after graduation four years later Then I had a proper checkout under the new regulations in another plane that I rebuilt from a wreck [ was isshysued Certificates AampE 2906 and Transport Pilot 5945 Today that field where [ did the Sunday passenshyger-hopping is part of the Dutchess County Airport

VINTAGE AIRPLANE 23

BY HG FRAUTSCHY

F EBRUARYS MYSTERY ANSWER

Our February Mystery Plane came to us from the colshylection of Louis P King of Houston Texas In a happy coincidence the Swift Club ran a photo of the same airplane in its newsletter dated the same monthshyCharlie Nelson and I had a good laugh over it

Heres our first letter A surprise to see the February issue Mystery Planeshy

the Johnson Regent My father CH Bud Chapman and Dean Porter of Brownsville Texas had the airplane for a period during 1958-1960 I spoke with my dad reshycently and here is what we can recall hopefully with some accuracy

The Regent and Johnson Rocket were both designed by Pop Johnson I recall most people referring to the Regent as a Rocket and that the aircraft was either asshysembled or maintained at the Pan American facility in Brownsville Dad based and flew the Regent at Addison Airport in Dallas for a period before it was sold to Dick Carrol an airport and ag-plane operator in Aledo Illi-

THIS MONTH S MYSTERY PLANE

COMES TO US FROM THE COLLECTI ON

OF THE EAA LIBRARY

24 MAY 2004

hew 11 Conaepol1

P~IIIltn l- COMPLETElY INTERCHANGEAB E

LUXURY 1 lt(I ffonI i ll j SPEED ond SAFETY

OEStGMED ood nlLLY EQUIPPED ESPECIALLY for 1M 1gt0 DFtlANOS t FINEST RUSIE$$ _neIi AI RCR AfT WITHOUT UNEXCELLED PERfOlNANCE OIt PRICE LESS t+-o HALF tiool 01 SIMILAil AIRCR AFT ALTERATION

Robert Brown Marietta Georgia sent us this scan of a brochure produced to sell the Regent Rocket 260

nois The aircraft was in Experimental category with seats for four or five The Regent was powered by a geared Lycoming engine in the 260-hp range and had slightly less than Bonanza performance It had a yellow and black over white paint scheme at the time I recall a snapshot later sent by Dick Carrol showing the plane with another paint scheme Dick eventually made a forced landing in New Mexico and although no one was hurt the Regent was destroyed by fire

I went to fly in the Regent with my dad only once and we were unable to take off due to a rough mag or some other problem on the engine run-up Dad learned to fly in 1938 and after the Regent he bought a Beech Travel Air twin Dean Porter died a number of years ago Dad lives now in Overland Park Kansas and we still enjoy flying together in our Bonanza and Buzz Pennys Pasped Skylark Hopefully youll hear from more people who have more accurate and detailed inshyformation about the Regent

Jack Chapman Gravois Mills Missouri

SEND YOUR ANSWER TO EAA VINTAGE A IRPLANE PO

Box 3086 OSHKOSH WI 54903-3086 YOUR ANSWER

NEEDS TO BE IN NO lATER THAN J UNE 10 2004 FOR INshy

CLUSION IN THE AUGUST 2004 ISSUE OF Vintage

Airplane You CAN ALSO SEND YOUR RESPONSE VIA Eshy

MAIL DONT FORGET WEVE GOT A NEW E-MAil

ADDRESS FOR YOU TO USE WHEN SENDING IN

YOUR RESPONSE SEND YOUR ANSWER TO mysshy

teryplaneeaa org B E SURE TO INCLUDE BOTH

YOUR NAM E AND ADDRESS (ESPECIAllY YOUR

CITY AND STATE) IN THE BODY OF YOUR NOTE

AND PUT (MONTH) MYSTERY PLANE IN THE

SUBJECT LINE

scribe my feelings almost dreamlike unbelievably slowly floating

I just kept the wings level and conshytinued slowly gaining altitude the tops of the trees getting farther and farther below me What a lonesome sensation My feet were still rapidly vibrating on the rudder bar in the exshycitement a sensation that I have never since experienced I had a senshysation of slowly drifting away from home and safety

I had never been in that area and therefore had no idea of my location I was getting higher perhaps 500 or more feet but without an altimeter I had no idea Finally I decided that I had to practice turns and started to do so Of course I slipped and skidshyded but remembered what I had read in the book about feeling the wind on one cheek or the other so finally got control of it by the rudder

I was too busy flying to look at my wristwatch but must have practiced the turns for a quarter- or half-hour before feeling some confidence in the turns By that time I was totally lost and at a much higher altitude I had finally slowed down the hard-workshying engine by ear-no tachometer

I knew the sun was in the south and if I were to fly with it to my left I would be heading west toward the big Hudson River It finally appeared I turned and followed it southward and saw the big black iron railroad bridge ahead of me Just to the south of it I could see the big factory of the De Laval Separator Co along the east side of the river at Poughkeepsie where my father was probably in his office on a Saturday morning But wait I thought maybe it is aftershynoon I looked at my watch for the first time Yes it was long after noon

As I looked down at the city Main st looked very crooked I had always thought it was straight when driving on it I turned and followed it Acshycording to my present memory of the view I must have been at about 1000 or 1500 feet altitude I followed the street and then the road leading to the meadow but was much too high to make any attempt to land Besides that fi eld looked like a mere postage 22 MAY 2004

stamp with big trees on the approach end and the stone wall on the other In a few seconds I was past it and started a gradual turn to the left to get back to it with the aid of the road again I did that about three times beshyfore I finally got down fairly close to the tops of the trees

HE WAS ABANDONING THE

CANUCK AND I COULD HAVE IT FOR MY OWN No BILL OF SALE

HE SAID ITS YOURS When I tried to come in over

the treetops to land I was much too fast with too much power on I do not know how many attempts I made but finally got down low enough to bounce the wheels and go around again

I finally decided to fly over to the other field where Swanee had been hopping the passengers He had glided over some wires closed the throttle and landed I went over there and did the same and made a fairly good landing with one little bounce for I had really had a lot of practice in those grass-cutting hops Solo No I

What a thrilling feeling I had not crashed my precious airplane I was trembling with excitement but then remembered that Swanee was far beshyhind on his payments to the farmer who owned that field and he might come and demand the airplane So full of confidence I took off and went back to the original meadow only a short distance

After several attempts over those trees I got the plane down with one graceful bounce Solo No2 After all the plane had those extra long wings and landed very slowly but it also had a tendency to float too far I had carefully observed Swanees warnings that the nose must always be kept pointing down a little when gliding for a landing never up to or above horizontal The Jenny had a sharp stall and no airspeed indicator

I taxied back to the tree area and there was a man in a little Ford pickup car who had been watching me make those attempts at landing I still had the engine running and was about to take off for a third solo The man in the car got out and came over near the plane and shouted That shore was purty the way you come down Dyou take people up Evidently he liked that graceful bounce I hesitated a moment then on the spur of the moment realizing that he thought I was a real aviator yelled above the noise of the engine Sure I then realized I had commitshyted myself

He yelled How much does it cost I pOinted out over the side of the cockpit to a big white sign on the side of the fuselage that read FLY $5 He said How much is that I realshyized that he could not read so yelled back Five dollars He said I aint got that much I asked him how much he did have and he dug a pockshyetful of change out of his pocket and I said Get in

The engine was still running so I stood up in the cockpit to direct him to step on the proper area of the lower wing and climb aboard as he handed me the change I needed that cash to buy a few gallons of gasoline at about 10 or 12 cents per gallon I climbed down and put the seat belt on him and got back in and took off

The gauge on the tank indicated almost half-full I gave him about a six- or eight-minute ride while I cirshycled around to make the landing When I taxied back there were two people in another Ford and they paid me $5 apiece for their rides longer ones one at a time Oh boy I was in the money

I was so excited that I just sat down to rest while I absorbed what I had done It was dusk the sun had set I tied the plane down and went home with two empty five-gallon cans on the carrier of the Harley after emptyshying the partially full one into the airplane tank

During those two last flights I had circled widely and noticed that there were long streams of cars going in

both directions on a newly conshystructed concrete road that had just been opened for traffic I had been told that it was the first concrete road ever or anywhere It had been a dusty dirt road and was now the only paved road leading in and out of Poughshykeepsie other than the macadam north-south road known then as Alshybany Post Road

People had never seen such a smooth road and everyone wanted to ride on it They were driving about 12-15 miles to its end and then back The road passed a large farm with a hayfield that was level and plenty large enough for flying right next to the new road

I had a wild plan in mind by the time I got home It was dark and no one noticed the two empty cans on the motorcycle After dinner I went for one of my rides It was Christmas vacation time I went to the motorshycycle club and called a motorcycle friend of mine and told him to meet me at the club I had the cans filled and he said he would take them to that big field the next morning while I went to get the airplane and fly over to it He had known of my inshyterest in flying but could hardly believe that I was actually flying alshyready Neither could I

The next day was fine weather and Sunday I got up early and rode first to the farm and paid the owner Mr Tchennis $5 for the use of the field that day and got a receipt for it then rode over to the other field to get the plane and fly it over to the big field leaving my Harley It was easy to land in that big field

It was not long before the parade of cars started along that new conshycrete road When the drivers saw the plane sitting there they stopped climbed over the old stone wall and came over to look at it Very few peoshyple at that time had been closer to an airplane than one flying over them They started buying rides The worn appearance of the plane did not seem to bother them They paid $5 apiece quite a lot of money for 1923 [n fact many whole families lived on that per week

My motorcycle friend Ted Weeks helped the people in and out of the plane and away from the propeller and I collected the money Swanee Taylor had never had it as good I was getting paid for my practice landings No other student pilot ever had it as good

THE FIELD LOOKED LIKE A MERE POSTAGE

STAMP WITH BIG TREES ON THE

APPROACH END AND THE STONE WALL ON

THE OTHER It went on all day especially brisk

after noon when people came out of the church right across the road One of the passengers I recognized He was Mr Goebler the second in command under my father at the De Laval Separator plant He had known me from the day I was born but did not recognize me with my helmet and goggles on when he climbed aboard When he got out and turned to hand me the $5 he asked Say arent you Theodore Millers son I had to admit it

I didnt know you were already an aviator Your father never mentioned it to me I said Oh Ive been flying quite a while I had to admit that my dad did not know about my flyshying He went away shaking his head and I knew my goose was cooked for he would go into Dads office in the morning (Monday) and tell or maybe even telephone him sooner

Finally near dusk the activity slowed and I hopped the plane back to the meadow where I could tie it down What a day My pocket was full of money Ted rode over and I shared some of it with him I went home in the dusk from my motorcyshycle tour

Dad was home but didnt say anyshything so [ was confident that Mr Goebler had not called him The next day at school I was so elated that [ was stimulated to work at school harder

When I got home earlier than Dad I did the chores like stoking the furshynace and carrying out the ashes and the garbage for I was antidpating alshymost anything could happen But Dad didnt say a thing he just read the paper quietly At dinner he didnt say anything either in fact I felt that maybe Mr Goebler had not told him

After dinner he sat down to read the paper again and finally said to me John Mr Goebler said you gave him a ride in Swanee Taylors airshyplane I admitted it and told him the entire story

We had a very nice conversation about the whole procedure He had known that I had driven a car withshyout permission or any instruction and that I had taught myself how to type by the touch system He didnt really think it was such a difficult task to teach myself to fly He menshytioned that he could do it I didnt argue that point

He finally said John I know that airplane is in terrible condition You had better not fly it any more until you fix it up properly and now you have the money to do it after school is out for the summer

I took the plane apart on Christshymas Day and with a team of horses and a hay wagon borrowed from the farm moved it to Mr Barnes barn with permission to store and work on it without charge I ordered all the necessary war surplus materials from Dayton Airplane amp Supply Co After graduation the next spring Ted Weeks and another friend helped me entirely re-cover the plane and reshypair some weather damage to the wing ribs etc

By mid-summer I was flying again giving rides to Ted and other friends I then sold the plane and went to enshygineering school with no more flying until after graduation four years later Then I had a proper checkout under the new regulations in another plane that I rebuilt from a wreck [ was isshysued Certificates AampE 2906 and Transport Pilot 5945 Today that field where [ did the Sunday passenshyger-hopping is part of the Dutchess County Airport

VINTAGE AIRPLANE 23

BY HG FRAUTSCHY

F EBRUARYS MYSTERY ANSWER

Our February Mystery Plane came to us from the colshylection of Louis P King of Houston Texas In a happy coincidence the Swift Club ran a photo of the same airplane in its newsletter dated the same monthshyCharlie Nelson and I had a good laugh over it

Heres our first letter A surprise to see the February issue Mystery Planeshy

the Johnson Regent My father CH Bud Chapman and Dean Porter of Brownsville Texas had the airplane for a period during 1958-1960 I spoke with my dad reshycently and here is what we can recall hopefully with some accuracy

The Regent and Johnson Rocket were both designed by Pop Johnson I recall most people referring to the Regent as a Rocket and that the aircraft was either asshysembled or maintained at the Pan American facility in Brownsville Dad based and flew the Regent at Addison Airport in Dallas for a period before it was sold to Dick Carrol an airport and ag-plane operator in Aledo Illi-

THIS MONTH S MYSTERY PLANE

COMES TO US FROM THE COLLECTI ON

OF THE EAA LIBRARY

24 MAY 2004

hew 11 Conaepol1

P~IIIltn l- COMPLETElY INTERCHANGEAB E

LUXURY 1 lt(I ffonI i ll j SPEED ond SAFETY

OEStGMED ood nlLLY EQUIPPED ESPECIALLY for 1M 1gt0 DFtlANOS t FINEST RUSIE$$ _neIi AI RCR AfT WITHOUT UNEXCELLED PERfOlNANCE OIt PRICE LESS t+-o HALF tiool 01 SIMILAil AIRCR AFT ALTERATION

Robert Brown Marietta Georgia sent us this scan of a brochure produced to sell the Regent Rocket 260

nois The aircraft was in Experimental category with seats for four or five The Regent was powered by a geared Lycoming engine in the 260-hp range and had slightly less than Bonanza performance It had a yellow and black over white paint scheme at the time I recall a snapshot later sent by Dick Carrol showing the plane with another paint scheme Dick eventually made a forced landing in New Mexico and although no one was hurt the Regent was destroyed by fire

I went to fly in the Regent with my dad only once and we were unable to take off due to a rough mag or some other problem on the engine run-up Dad learned to fly in 1938 and after the Regent he bought a Beech Travel Air twin Dean Porter died a number of years ago Dad lives now in Overland Park Kansas and we still enjoy flying together in our Bonanza and Buzz Pennys Pasped Skylark Hopefully youll hear from more people who have more accurate and detailed inshyformation about the Regent

Jack Chapman Gravois Mills Missouri

SEND YOUR ANSWER TO EAA VINTAGE A IRPLANE PO

Box 3086 OSHKOSH WI 54903-3086 YOUR ANSWER

NEEDS TO BE IN NO lATER THAN J UNE 10 2004 FOR INshy

CLUSION IN THE AUGUST 2004 ISSUE OF Vintage

Airplane You CAN ALSO SEND YOUR RESPONSE VIA Eshy

MAIL DONT FORGET WEVE GOT A NEW E-MAil

ADDRESS FOR YOU TO USE WHEN SENDING IN

YOUR RESPONSE SEND YOUR ANSWER TO mysshy

teryplaneeaa org B E SURE TO INCLUDE BOTH

YOUR NAM E AND ADDRESS (ESPECIAllY YOUR

CITY AND STATE) IN THE BODY OF YOUR NOTE

AND PUT (MONTH) MYSTERY PLANE IN THE

SUBJECT LINE

both directions on a newly conshystructed concrete road that had just been opened for traffic I had been told that it was the first concrete road ever or anywhere It had been a dusty dirt road and was now the only paved road leading in and out of Poughshykeepsie other than the macadam north-south road known then as Alshybany Post Road

People had never seen such a smooth road and everyone wanted to ride on it They were driving about 12-15 miles to its end and then back The road passed a large farm with a hayfield that was level and plenty large enough for flying right next to the new road

I had a wild plan in mind by the time I got home It was dark and no one noticed the two empty cans on the motorcycle After dinner I went for one of my rides It was Christmas vacation time I went to the motorshycycle club and called a motorcycle friend of mine and told him to meet me at the club I had the cans filled and he said he would take them to that big field the next morning while I went to get the airplane and fly over to it He had known of my inshyterest in flying but could hardly believe that I was actually flying alshyready Neither could I

The next day was fine weather and Sunday I got up early and rode first to the farm and paid the owner Mr Tchennis $5 for the use of the field that day and got a receipt for it then rode over to the other field to get the plane and fly it over to the big field leaving my Harley It was easy to land in that big field

It was not long before the parade of cars started along that new conshycrete road When the drivers saw the plane sitting there they stopped climbed over the old stone wall and came over to look at it Very few peoshyple at that time had been closer to an airplane than one flying over them They started buying rides The worn appearance of the plane did not seem to bother them They paid $5 apiece quite a lot of money for 1923 [n fact many whole families lived on that per week

My motorcycle friend Ted Weeks helped the people in and out of the plane and away from the propeller and I collected the money Swanee Taylor had never had it as good I was getting paid for my practice landings No other student pilot ever had it as good

THE FIELD LOOKED LIKE A MERE POSTAGE

STAMP WITH BIG TREES ON THE

APPROACH END AND THE STONE WALL ON

THE OTHER It went on all day especially brisk

after noon when people came out of the church right across the road One of the passengers I recognized He was Mr Goebler the second in command under my father at the De Laval Separator plant He had known me from the day I was born but did not recognize me with my helmet and goggles on when he climbed aboard When he got out and turned to hand me the $5 he asked Say arent you Theodore Millers son I had to admit it

I didnt know you were already an aviator Your father never mentioned it to me I said Oh Ive been flying quite a while I had to admit that my dad did not know about my flyshying He went away shaking his head and I knew my goose was cooked for he would go into Dads office in the morning (Monday) and tell or maybe even telephone him sooner

Finally near dusk the activity slowed and I hopped the plane back to the meadow where I could tie it down What a day My pocket was full of money Ted rode over and I shared some of it with him I went home in the dusk from my motorcyshycle tour

Dad was home but didnt say anyshything so [ was confident that Mr Goebler had not called him The next day at school I was so elated that [ was stimulated to work at school harder

When I got home earlier than Dad I did the chores like stoking the furshynace and carrying out the ashes and the garbage for I was antidpating alshymost anything could happen But Dad didnt say a thing he just read the paper quietly At dinner he didnt say anything either in fact I felt that maybe Mr Goebler had not told him

After dinner he sat down to read the paper again and finally said to me John Mr Goebler said you gave him a ride in Swanee Taylors airshyplane I admitted it and told him the entire story

We had a very nice conversation about the whole procedure He had known that I had driven a car withshyout permission or any instruction and that I had taught myself how to type by the touch system He didnt really think it was such a difficult task to teach myself to fly He menshytioned that he could do it I didnt argue that point

He finally said John I know that airplane is in terrible condition You had better not fly it any more until you fix it up properly and now you have the money to do it after school is out for the summer

I took the plane apart on Christshymas Day and with a team of horses and a hay wagon borrowed from the farm moved it to Mr Barnes barn with permission to store and work on it without charge I ordered all the necessary war surplus materials from Dayton Airplane amp Supply Co After graduation the next spring Ted Weeks and another friend helped me entirely re-cover the plane and reshypair some weather damage to the wing ribs etc

By mid-summer I was flying again giving rides to Ted and other friends I then sold the plane and went to enshygineering school with no more flying until after graduation four years later Then I had a proper checkout under the new regulations in another plane that I rebuilt from a wreck [ was isshysued Certificates AampE 2906 and Transport Pilot 5945 Today that field where [ did the Sunday passenshyger-hopping is part of the Dutchess County Airport

VINTAGE AIRPLANE 23

BY HG FRAUTSCHY

F EBRUARYS MYSTERY ANSWER

Our February Mystery Plane came to us from the colshylection of Louis P King of Houston Texas In a happy coincidence the Swift Club ran a photo of the same airplane in its newsletter dated the same monthshyCharlie Nelson and I had a good laugh over it

Heres our first letter A surprise to see the February issue Mystery Planeshy

the Johnson Regent My father CH Bud Chapman and Dean Porter of Brownsville Texas had the airplane for a period during 1958-1960 I spoke with my dad reshycently and here is what we can recall hopefully with some accuracy

The Regent and Johnson Rocket were both designed by Pop Johnson I recall most people referring to the Regent as a Rocket and that the aircraft was either asshysembled or maintained at the Pan American facility in Brownsville Dad based and flew the Regent at Addison Airport in Dallas for a period before it was sold to Dick Carrol an airport and ag-plane operator in Aledo Illi-

THIS MONTH S MYSTERY PLANE

COMES TO US FROM THE COLLECTI ON

OF THE EAA LIBRARY

24 MAY 2004

hew 11 Conaepol1

P~IIIltn l- COMPLETElY INTERCHANGEAB E

LUXURY 1 lt(I ffonI i ll j SPEED ond SAFETY

OEStGMED ood nlLLY EQUIPPED ESPECIALLY for 1M 1gt0 DFtlANOS t FINEST RUSIE$$ _neIi AI RCR AfT WITHOUT UNEXCELLED PERfOlNANCE OIt PRICE LESS t+-o HALF tiool 01 SIMILAil AIRCR AFT ALTERATION

Robert Brown Marietta Georgia sent us this scan of a brochure produced to sell the Regent Rocket 260

nois The aircraft was in Experimental category with seats for four or five The Regent was powered by a geared Lycoming engine in the 260-hp range and had slightly less than Bonanza performance It had a yellow and black over white paint scheme at the time I recall a snapshot later sent by Dick Carrol showing the plane with another paint scheme Dick eventually made a forced landing in New Mexico and although no one was hurt the Regent was destroyed by fire

I went to fly in the Regent with my dad only once and we were unable to take off due to a rough mag or some other problem on the engine run-up Dad learned to fly in 1938 and after the Regent he bought a Beech Travel Air twin Dean Porter died a number of years ago Dad lives now in Overland Park Kansas and we still enjoy flying together in our Bonanza and Buzz Pennys Pasped Skylark Hopefully youll hear from more people who have more accurate and detailed inshyformation about the Regent

Jack Chapman Gravois Mills Missouri

SEND YOUR ANSWER TO EAA VINTAGE A IRPLANE PO

Box 3086 OSHKOSH WI 54903-3086 YOUR ANSWER

NEEDS TO BE IN NO lATER THAN J UNE 10 2004 FOR INshy

CLUSION IN THE AUGUST 2004 ISSUE OF Vintage

Airplane You CAN ALSO SEND YOUR RESPONSE VIA Eshy

MAIL DONT FORGET WEVE GOT A NEW E-MAil

ADDRESS FOR YOU TO USE WHEN SENDING IN

YOUR RESPONSE SEND YOUR ANSWER TO mysshy

teryplaneeaa org B E SURE TO INCLUDE BOTH

YOUR NAM E AND ADDRESS (ESPECIAllY YOUR

CITY AND STATE) IN THE BODY OF YOUR NOTE

AND PUT (MONTH) MYSTERY PLANE IN THE

SUBJECT LINE

BY HG FRAUTSCHY

F EBRUARYS MYSTERY ANSWER

Our February Mystery Plane came to us from the colshylection of Louis P King of Houston Texas In a happy coincidence the Swift Club ran a photo of the same airplane in its newsletter dated the same monthshyCharlie Nelson and I had a good laugh over it

Heres our first letter A surprise to see the February issue Mystery Planeshy

the Johnson Regent My father CH Bud Chapman and Dean Porter of Brownsville Texas had the airplane for a period during 1958-1960 I spoke with my dad reshycently and here is what we can recall hopefully with some accuracy

The Regent and Johnson Rocket were both designed by Pop Johnson I recall most people referring to the Regent as a Rocket and that the aircraft was either asshysembled or maintained at the Pan American facility in Brownsville Dad based and flew the Regent at Addison Airport in Dallas for a period before it was sold to Dick Carrol an airport and ag-plane operator in Aledo Illi-

THIS MONTH S MYSTERY PLANE

COMES TO US FROM THE COLLECTI ON

OF THE EAA LIBRARY

24 MAY 2004

hew 11 Conaepol1

P~IIIltn l- COMPLETElY INTERCHANGEAB E

LUXURY 1 lt(I ffonI i ll j SPEED ond SAFETY

OEStGMED ood nlLLY EQUIPPED ESPECIALLY for 1M 1gt0 DFtlANOS t FINEST RUSIE$$ _neIi AI RCR AfT WITHOUT UNEXCELLED PERfOlNANCE OIt PRICE LESS t+-o HALF tiool 01 SIMILAil AIRCR AFT ALTERATION

Robert Brown Marietta Georgia sent us this scan of a brochure produced to sell the Regent Rocket 260

nois The aircraft was in Experimental category with seats for four or five The Regent was powered by a geared Lycoming engine in the 260-hp range and had slightly less than Bonanza performance It had a yellow and black over white paint scheme at the time I recall a snapshot later sent by Dick Carrol showing the plane with another paint scheme Dick eventually made a forced landing in New Mexico and although no one was hurt the Regent was destroyed by fire

I went to fly in the Regent with my dad only once and we were unable to take off due to a rough mag or some other problem on the engine run-up Dad learned to fly in 1938 and after the Regent he bought a Beech Travel Air twin Dean Porter died a number of years ago Dad lives now in Overland Park Kansas and we still enjoy flying together in our Bonanza and Buzz Pennys Pasped Skylark Hopefully youll hear from more people who have more accurate and detailed inshyformation about the Regent

Jack Chapman Gravois Mills Missouri

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NEEDS TO BE IN NO lATER THAN J UNE 10 2004 FOR INshy

CLUSION IN THE AUGUST 2004 ISSUE OF Vintage

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Charlie Nelson of the Swift Club sent us this different view ofthe Regent Rocket

And our second letter with a bit more information This is easy Its the Regent Rocket 260 designed by Rushy

fus Summerfield Pop Johnson and built in Henderson Texas by Regent Aircraft Corp Walter R Smith was presishydent and] Mitrovich was chief engineer First flight was made by Johnson in April 1951 at the Rusk County Airshyport in Henderson

The Regent Rocket 260 was powered by a 260-hp Lyshycoming GSO-435 Gross weight 3150 pounds five seats wingspan 30 feet 6 inches wing area 154 square feet and cruising speed quoted at different times as between 177 and 200 mph

Regent Aircraft was reported to have moved first to Pearland then in 1953 to Edinburg Texas It was reported that there were plans for a 400-hp version Harlingen has also been mentioned as a location There may have been a later move to McAllen Texas and the FBO there Mr Fershyguson acquired an unfinished fuselage Johnson later built a factory in Lafayette Louisiana where he intended to build this airplane as the Johnson 260 with a 260-hp Continental 10-470 There was also a proposed twin-enshygine Johnson 450 These were advertised using the corporate names of Crescent Aircraft and Aerosonic Johnshyson went to prison for financial dealings in Lafayette

I am told that there was an unfinished airframe with the engine mount fittings on the wings for the twin-enshygine version

The flying Regent was destroyed in the 1960s when it landed on a road in New Mexico after an engine failure then caught fire and burned Mike Nalick a Navion afishycionado in Minnesota eventually purchased the unfinished Regent I am not aware of its present location

Pop Johnson was a machinist who had worked as an Army aircraft mechanic In 1923 Johnson like many others in that era built what he felt was an improveshyment over the Curtiss Jenny He was later associated with Alexander Aircraft and Culver possibly as a dealer or distributor

About 19401941 Johnson built the first prototype Swift which bore a strong resemblance to the Culver Cadet Construction was steel tubing fuselage and wood wing Johnson made a deal with Globe Aircraft to develop and build the aircraft They soon parted ways and Globe reengineered the Swift as an all-metal aircraft

Johnson built the prototype Johnson Rocket 125 about 1942 with a Lycoming 0-290 engine At the end of World

War II the Rocket was developed into the tricycle-gear Rocket 185 (powered by a Lycoming 0-435) which was certificated in 1946 The dealers organized as Rocket Airshycraft eventually took away control of the program from Johnson Approximately 20 aircraft were built at a plant near Meacham Field in Ft Worth

In December 1947 Johnson Aircraft Corp of Grand Prairie Texas began work on the Johnson Bullet It was initially to have been a two-place design but soon develshyoped into a four-place Irwin Weise who had worked on the Rocket was chief engineer Unlike Johnsons earlier airshycraft the Bullet was all metal In September 1948 it was announced that Johnson Aircraft would move to Stewart Airport in Tyler Texas Pop Johnson made the first flight of the Bullet on January 231949 In March 1949 Aircraft Mfg Co was formed with local oilmen SJ Taylor and WE Stewart (owner of Stewart Aircraft and Stewart Airport) as the primary stockholders It was announced that Aircraft Mfg Co would build the Bullet while Johnson Aircraft would handle distribution and sales Sam Gibbons who ran Tyler Flying Service at Stewart Airport became secreshytary-treasurer Mike Blatnick was the inspector

The IRS seized the assets of Johnson Aircraft and Airshycraft Mfg Co purchased them at auction in February 1950 Johnson went to Henderson Texas where he began work on the Regent Rocket in May 1950 for Regent Airshycraft Corp Taylor was one of the investors in Regent

Aircraft Mfg Co completed certification of the Texas Bullet on November 30 1950 The most notable changes from the prototype were elimination of the jet assist exhaust thrust augmenter and relocation of the horizonshytal stabilizer to a higher location out of the wing wake with a jackscrew to trim the front of the stabilizer rather than the elevator trim tab used on the prototype The prototype was never brought to the approved type deshysign configuration Five aircraft were built and registered with standard airworthiness certificates the last in Noshyvember 1951

I own a Texas Bullet and would be interested in hearing from anyone with more information on Johnson and his aircraft

Robert A Brown Marietta Georgia

Other correct answers were received from Thomas Lymshyburn Princeton Minnesota Wayne Van Valkenburgh Jasper Georgia Dick Aaron Sussex New Jersey Roy Cashygle Prescott Arkansas Wayne Muxlow Minneapolis Minnesota Geoffrey Woodard Glen Mills Pennsylvania Don and Ann Pellegreno Rhome Texas Steve Eastburn Urbana Illinois Orval Fairbairn Daytona Beach Florida Jim Montague Lake Elmo Minnesota Je Black Lakeshyland Florida Pete King Woodstock Georgia Joe Sills Leander Texas George A Rodda Columbus Indiana Jack Erickson State College Pennsylvania Roger Baker Philadelphia Pennsylvania Stan Price Grapevine Texas and Thomas Hesselgrave Houma Louisiana

VINTAGE AIRPLANE 25

PASS IT TO B UCK

BY EE BuCK HILBERT EAA 2 1 VAA 5 PO Box 424 UNION IL 60180

Spring has sproinged After last months EAA Skiplane Fly-In

report this one is a warm pleasure to write Spring with all its vagaries is well on the way here in Northern Illinois and the sap (read Buck) is starting to run

At the time of this writing we are packshying to attend the Sun n Fun EAA Fly-In at Lakeland Florida I hope Ill see many of the friends we missed because we werent there last year Both wife Dorothy and I were down with medical problems Not certificate threatening but slightly incashypacitating at the time We are both back at it and will be at the Vintage headquarters or around the EAA headquarters building

This month marks the 17th anniversary of this column The intent was for it to be a sort of Dear Abby of the Vintage Airshycraft Association and that we did Over the years we have seen and heard from many of our Vintage members with probshylems suggestions and questions Some were about airplanes some had to do with regulations some were orchids while othshyers were onions

When the column was first started it was interesting to note that once in a while someone would catch one of the deshyliberate errors Jack Cox and I would insert We used to chuckle about that but it did give us a clue that at least we did have readers I dont do that too often anymore but I still catch it from some of the real purists out there in the ranks

The Mystery Plane column always seems to create calls and mail Oftenshytimes although I cant give them an answer it makes for great conversations Our editor HG unearths some of the rarest and weirdest of airplanes I enjoy reading about them and sometimes I feel a little pang of regret that I didn t know what it was Its always an education and I look forward to seeing it

Once again as I did back in May 1987 Im going to ask for member participation

26 MAY 2004

We can always use hints and ideas that would be of value to our fellow enthusishyasts Personal experiences procedures that enhance safety or make flying easier maintenance items that educate any and all of us and fly-ins and VAA Chapter acshytivities all are welcome Dont worry about preparing a manuscript or your writing abilshyity If you have something maybe a picture write on a slip of paper and stick it to the back of it telling what and where Our editor will clean it up and see that it makes the grade Your name might even be in print and thats a hoot as one of our members would say

As an example and this dates back to that first column if you have a two-tank fuel system-right and left or fore and aft-managing the fuel burn can someshytimes present a problem How do you do it Well back in 87 I was flying a Fairchild C-8 an early F-24 I stopped to see a friend (now old) Don Genzmer and asked how he managed the fuel burn on his F-24

He looked at me and then said Got a watch If youre taking off use the fullest tank then when you get to cruise look at your watch or the clock on the dash If the minute hand is on the right side of the twelve use the right tank and when it gets to the left side of the six use the left tank Reachshying your destination back on the fullest tank for landing

Now you lucky guys with a fuel selector that has BOTH can ignore this tip but those of us that have separate selections this tip makes for one less mental hazard I wish I had thought of this when flying my L-5 That Stinson had the most unreliable gauges I have ever encountered other than the Varga Kachina Both of these airshycraft are flown by time rather than whats reading on the gauges The L-5 with its low compression 0-435 would burn just

about anything you fed it short of Jet A but at a prodigious rate Id fly on one tank for an hour switch to the other for another hour and be assured I had 15 minutes left in each tank No more When those 15 minutes were gone or the engine burped then it was back to the other side and scoot for the nearest gas pump

This tip was just the kind of information we wanted to see and share with our felshylow members We havent seen too many of these tips as of late so maybe its time to solicit some input Come on guys and gals if you have a pet theory out with it Let the world know You may be giving out information that you think everybody knows or should know but remember every day there are new members coming in and this item you take for granted may be a breath of fresh air for someone who has never had your kind of experience

Speaking of experience number three son Lee the one with the ambition and verve to fly to a frozen lake in sub-zero weather so he could change over to skis and make the EAA Skiplane Fly-In recently brought a SeaBee along with the owner back to Illinois from Mississippi His reshymark when I asked him how it went was You cant buy experience like that

This will probably generate some acid comments from SeaBee owners but he said flying this machine was sort of like driving a Mack truck with both front tires flat and no power steering

Bucking a 15-knot head wind and indishycating about 90-92 mph it was a nine-and-a-half-hour trip with four stops (to refuel and regain strength to carryon) It sure enhanced his appreciation for our Champ

And with the happy thoughts of spring and the many fine flying days to come it s over to you

WHO RECEIVED PILOT CERTIFICATE No1

Its not who you think

It may come as quite a surprise as to who received the very first pishylot certificate in this country

I first heard the story from the daughter of that very pilot Here is the story

For many years Nel MacCraken lived on Connecticut Avenue in Washington DC Nel and I had become good friends during the time I was researching the history of Charles A Lindberghs Spirit of St Louis airplane at our National Air and Space Museum

She was quite a socialite in the DC area due to her fathers high position in the government When she learned I would be coming to DC to work on the NYP she would arrange a party at her apartshyment hiring a caterer and inviting some of aviations elite so I could network for my research efforts I shall never forget those parties and the wonderful old-time aviashytion people I met there

Nel MacCraken had a large colshylection of memorabilia on her father-William P MacCraken ]rshywho at the time of Lindberghs flight to Paris was Assistant Secreshytary of Commerce for Aeronautics He had been an attorney in addishytion to having been a wartime Air Service flying instructor He was the first head of the new agency

This was at about the time when new federal regulations were being written that required certain equipment on airplanes and for pilots to have a certificate

Also at this time there was a 37shyyear-Old attorney and former combat pilot by the name of Clarence M Young who was chief of the Air Regulations Division of the governments new Aeronautics

Ev CASSAGNERES

The first 10 Pilot Certificates under the

Department of Commerce regulations were issued to

William P MacCraken Jr Assistant Secretary for Aeronautics

Clarence M Young Director of Aeronautics issued CAL No 69

Ralph G Lockwood Aeronautics Branch Department of Commerce

Parker D Cramer Aeronautics Branch Department of Commerce

Frank H Jerone Aeronautics Branch Department of Commerce

WR Jones Cliffside Park New Jersey

Robert Gast Aeronautics Branch Department of Commerce

WN Breigan Aeronautics Branch Department of Commerce

Richard H Lees Jr Aeronautics Branch Department of Commerce

D DeR M Scarritt Aeronautics Branch Department of Commerce

Two other early certificates of note

64 Philip R Love Anglum Missouri 69 Charles A Lindbergh Robertson

Aircraft Anglum Missouri

Reference American Aircraft Directory Supplement to First Edition 1927 published by Aviation Publishing Corp New York City Page 18-29

Branch of the Department of Comshymerce under MacCraken

When the powers-that-be deshycided to issue certificates to pilots they met in a conference room somewhere in our nations capital The attendees at that meeting acshycording to Nel MacCraken were the president of the United States Calvin Coolidge Orville Wright William P MacCraken ]r Clarence M Young and pOSSibly others This would have had to be around late 1926 or early 1927

When the question arose as to who would be issued Pilot Certifishycate No I it appears that everyone in the room strongly felt that Orville Wright should be No 1 When this was suggested Orville flatly stated II Hell everyone knows I am the first pilot to fly I dont need it give it to Bill MacshyCraken which they did Clarence Young got NO2

Nel MacCraken had that origishynal certificate at her home encased in plastic to proudly show to anyone who visited her I believe it is now with all of her memorabilia at the General Doushyglas MacArthur Memorial museum in Norfolk Virginia

Interestingly the original Air Commerce Regulations were disshytinguished by their brevity simplicity and directness

They laid down a set of comshymonsense air traffic rules and provided for the registration cershytification and inspection of aircraft and the certificating of pilots and aviation mechanics

Categorically and rather simshyple the pilot certificates were transport industrial and private It was a start

VINTAGE AIRPLANE 27

VAA NeWS continued from page 3

be held at the Theater in the Woods on Sunday August I 2004 at 1 pm at the 52nd annual convenshytion of the Experimental Aircraft Association Inc Wittman Regional Airport Oshkosh Wisconsin

Notice is further given that the election will be held as the first item on the agenda at the business meeting Five Class III directors (three-year terms) and one Class IV director (three-year term who reshysides within 50 miles of Oshkosh) shall be elected In accordance with the fourth restated bylaws of the Experimental Aircraft Asshysociation Inc the Nominating Committee has submitted the folshylowing candidates

Class III Curt Drumm Bob Gyllenswan Susan Dusenbury Vern Raburn Bill Eickhoff Barry Valentine

Class IV Louie Andrew Curt Drumm

Alan Shackleton Secretary EAA Board ofDirectors

Comeback Dad continued from page 7

Range and the landing of that tailshywheel airplane back on solid ground He handled it all flawlessly

He was out of the woods regarding his own abilities He was even out of the woods regarding his psychological barriers The remaining woods to get out of was with the FAA He needed his medical certificate back It wouldnt be good enough for Dad to always have to have a check pilot with him To comshyplete his dream Dad had to fly alone

Dad called the VAA and EAA and got sympathetic and expert help on precisely how to put in his applicashytion He had his heart monitored his stress test complete and on Septemshyber 22 six months to the day after he had his stroke he put his application for his medical into the gaping maw of the outgoing mailbox at the post office Now all he could do was wait

He couldnt fly his Fleet without his certificate because nobody but him knew how to fly it He tried to put the gnawing worry in the back of his mind while he spent the fall flying with Bud

to the fly-in breakfasts they arranged on almost every Sunday morning the winter snatching every sunny day to patrol the Rockies and every spring afshyternoon walking with dread to and from the mailbox awaiting word each trip down the driveway newly imaginshying how he would react if the news wasnt good

All that time the Fleet stood senshytinel in the hangar waiting too If Dad didnt get his medical back he would have to sell her

Strange as it seemed to me at the time when I looked at the Fleets hulkshying commanding frame sitting almost defiantly in the hangar I had the weird feeling that she would not be sold

Our daily methodical work was over work that had a rhythm and progress that could be tracked The work of waiting had none of that and it was the hardest yet There was no activity There was no routine There was nothing-nothing-we could do Except wait And do a daily tally Which we did for 162 days

NEW MEMBERS Mark Hyderman Edmonton AB Canada John D Carlson Ocala FL GaryLuft Lincoln NE Robert] Little Lloydminster AB Canada Tom Dunn Lake Placid FL Donald G Ducharme Keene NH Gary Clayton Newmarket ON Canada Albert Harrington Spring Hill FL Mark Kennedy Derry NH James D Springer Echo Bay ON Canada Jorge Lorie Newberry FL Mark Abrams Reno NY Mario Poulin Mascouche QC Canada Lawrence L Straub Casselberry FL Robert Avner Flushing NY Pete Croagh Lantau Hong Kong Greg Blosser BarneSville GA William Bancroft Jr HubbardOH Sverrir Olafsson Hafnarfjordur Iceland E Bruce Cumming Powder Springs GA Gordon Murray Hudson OH Andrew Rombach Hauptwil TG Switzerland Donald C Jabat Locust Grove GA Roger Parnow Crestline OH F Leland Jones Anchorage AK Richard Kemp Canton GA E A Felmlee Cleavland OK Donald R Lane Homer AK Ryan Stacy Muscatine IA Captain Paul Redhead Eugene OR Dean Courtney Pell City AL Virg Carothers Rock Island IL Samuel Andrews Muncy PA Clark McGlothin North Little Rock AR William Frank Drasler Waukegan IL Kenneth T Mcqueen Bryn Athyn PA Olga Graziano Benson AZ middot Paul S Wallem Rockford IL Chris Etrnanczyk Bestpage TN John Matthew McMahan Mesa AZ Michael Tgibides Dracut MA William M Gray Fort Worth TX George L Mothershed Phoenix AZ Mark Donigan Mechanicsville MD Larry Crawford Aldie VA Edward Whitehead Yuma AZ Robert Koshar Watervliet MI Darrell Grigsby Big Stone Gap VA Clyde Davis Laytonville CA Mike Moening Ann Arbor MI Louis F Hock Waynesboro VA Ralph H Finch Davis CA Harry Peckham Oakland Ml John T Molumphy Roanoak VA David Gaines Lodi CA Tore Ro Sparta MI AI Nash Falls Church VA Rob Roy Gerolamy Elverta CA Charles K Sandager Albert Lea MN Theodore Purvis Poquoson VA Jeff Jungemann Grass Valley CA Tom Westbrook Indinola MS Scott Chambers Monroe WA Wheeler O North Carlsbad CA Creston E Stewart Bozeman MT Richard N Merz Plymouth WI Timothy Roberts Oakland CA Joe Craig High Point NC Robert B Mitchell Hazelhurst WI Ronald Thompson Paso Robles CA John Ratzenberger Nags Head NC Frederick Breisch Jr Cody WY Carl R Walston Solvang CA Clague Hodgson Omaha NE

28 MAY 2004

FLY-IN CALENDAR

r J ~~~~___ -

The (ollowing list o( coming events is furnished to our readers as a matter o( in(ormation only and does not constitute approval sponsorship involveshyment control or direction o(any event (fly-in semshyinars fly market etc) listed To submit an event send the in(ornzation via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or eshymail the in(ormation to vintageeaa org In(ormation should be received (our months prior to the event date

MAY 7-S-Burlington NC-Alamance County Airport (BUY) VM Ch 3 Annual Spring Fly-In All Classes welcome Info Jim 843-753-7138 or 276-638shy8783 eiwilsolllOmeexpresswaynet

MAY S-Kennewick WA-Vista Field EAA Ch 391 FlyshyIn Breakfast Info 509-735-1 664

MAY 14-1S-Kewanee IL-Muni (Ell) 2nd Annual Midwest Aeronca Festival Camping on field breakfast flying events Info 309-853-8141 wwwallgelfirecolllstars4aeronca(est

MAY 14-1S-Porterville CA-(P1V) WAMM Western Assoc of Mooney Mites Semi-Annual Fly-ln Info 135fyersosil1etl1et or mooneYl1litemool1eymitecom All owners and enthusiasts welcome

MAY IS-Riverside CA-Flabob Airport EAA Vintage Ch 33 5th Annual Open House 200+ vintage airshycraft and dozens of vintage cars and hot rods are expected Fabric covering demonstrations radio controlled aircraft flying welding demonstrations and a flea market Young Eagles flights For more information or to make reservations for Young Eagles flights contact Ka thy Rohm 909-683-2309 ext 104 or kathyroill1laolcol1l

MAY IS-Middletown OH-Middletown Municipal Airport (MWO) Chris Cakes Pancake Breakfast Fly-In 8am-Ipm Sponsored by the Middletown Aviation Club Info Bob 513-422-9362

MAY IS-Romeoville Ilr-Lewis University Airport (LOn 33rd Annual EAA Ch IS Fly-In Breakfast 7am-Noon Adults S5 under twelve n Info 630shy243-8213

MAY IS-Warwick NY-Warwick Aerodrome (N72) EAA Ch SOl Annual Fly-In Info 973-492-9025 or donprovoptOl1lillel1et

MAY 21-22-Columbia CA-28th Annual Continental Luscombe Assoc Gathering of Luscombes Info Jim lie Patti 559-888-2745 or wwwluscol1lbe-claorg Advance registration strongly encouraged at gnievillgmuedu

MAY U -Troy OH-WACO Field (IWF) VM Ch 36 Old Fashioned Barbeque Fly-In Ilam to 4pm Lunch at noon Young Eagle Flights will be given weather permitting Info Dick and Patti 937-335shy1444 dickm(lpattiaolcol1l or Roland and Diane at 937-294-1107 naviolJgtgemaircol1l

MAY 29-Zanesville OH-Riverside Airport EAA Ch 425 Fly-In Drive-In Breakfast 8 am-2 pm Pancake sausage and egg breakfast served all day Lunch items served from II am-2pm Info 740shy454-0003

JUNE 4-S-Bartlesville OK-18th Annual Biplane Expo All aircraft and airplane enthusiasts are welcome Static displays forums seminars lie exhibits Info Charlie Harris 918-622-8400

JUNE 4-6-Columbia CA-Bellanca-Champion Club West Coast Fly-In (022) Camping hotelmotel facilities Friday BBQ Saturday steak dinnermtg Advance registration strongly encouraged Info 518-73 1-6800 Robertbellallca-champiollclubcom or WWlvbellanca-champiollclubcol1l

JUNE 5-6-Washington lA-Fly Iowa 2004 lie Diamond Anniversary of D-Day usa ShowshyDance Evening of 5th All aircraft welcome Infowwwfyiowa2004com

JUNE S-Tunkhannock PA-Skyhaven Airport (76N) Skyhaven Pilots Association Pancake Breakfast 730 am-I pm Camping available Info 570-836shy4800 or skyhavellepixnet

JUNE U-13--Gainesville TX-Gainesville Municipal Airport (GLE) Texas Ch Antique Airplane Assoc 41st Annual Fly-ln Info Jim 817-468-1571

JUNE 12-Ghent NY-KJineki li Ai rport (NY I) EAA Ch 146 Summer Fly-In Pancake Breakfast 830shynoon S5 Fly-in or drive-in all welcome (Gas available at Columbia County Airport IBI) Rain date 613 Info 518-758-6355 or W1vweaaI46org

JUNE 13-Nottingham UK-Nottingham Tollerton Airport Todays Pilot 2004 Fly-In Sat evening party for early arrivals Camping available Info 44 0 1780 755131 or Stephenbridgewatelkeypublisilingcolll

JUNE IS-IS-Lock Haven PA-19th Annual Sentimental Journey to Cub Haven 2004 Fly in drive in camp Info 570-893-4200 or 2Cl1bkcnetorg

June 17-20-Knoxville lA-Bellamy Field (OXV) Ercoupe Owners Club 2004 National Convention Info Mike 515-287-3840 ppcmikehotmailcom Full info at ~vwercollpeorg under 2004 Convention button

JUNE 17-20-Middletown OH- (MWO) 12th Natl Aeronca Assoc Convention Air Force Museum and Aeronca plant tours Aeronca aircraft judging and awards Aeronca forums banquet with speakshyers All welcome Info 216-337-5643 or bwmatzllacyailoocol1l

JUNE 26-Gardner KS-Gardner Municipal Airport (K34) Greater Kansas City Vintage Aircraft Fly-ln Enjoy vintage aircraft at the Greatest Little Airport in Kansas Info Jeff 816-363-6351 sllllenskc rrcol1l

JUNE 26-Prosser WA-EAA Ch 391 Fly-In Breakfast Info 509-735-1664

JUNE 26-27-Bowling Green OH-Wood County Airport (lGO) Ch 582 Plane Fun 2004 Young Eagles pancake breakfasts aircraft displays pilot forum s antiques warbirds homebuilts and auto displays 9am-5pm both days Info John 419shy666-0503 bmcavoytllevavzcol1l or WIVWeaa582org

JULY lO-Gainesville GA-GVL) EAA Ch 611 36th Annual Cracker Fly-ln 730 am Pancake Breakfast lie Fly-ln Judging in several categories trophies awa rds rides food lie drinks All day fun for the entire family Info 770-531-0291 or WIVW eaa611org

JULY 17-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-I n 8 am pancake sausage and egg breakfast Lunch served II am-2 pm Info 740shy454-0003

AUGUST 13-1S-Alliance OH- Alliance-Barber Airport (201) 6th Annual Ohio Aeronca Aviators Fly- ln Breakfast Sat lie Sun 7- l1am by EAA Ch 82 Primitive camping on field local lodging availshyable All welcome Info 216-337-5643 bwmatzllacyailoocolII or wwwoaafy- il1colII

AUGUST 14-Cadillac MI-Wexford County Airport (CAD) F1y-lnDrive-In Breakfast EM Ch 678 Info 231-779-8113 dpasiladllOtmailcom

AUGUST 21-Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-In Breakfast Info Tom 740-587-2312 tmCalil1kcoll1

AUGUST 21-Broomfield CO-Jefferson County Airport 8th Annual Jeff Co Aviation Assoc Fly-In 7am-noon Trophies awarded in 9 classes Drawing for a free flight in Dick Jones T-6 Info Daril 303-423-9846

AUGUST 27-29-Mattoon IL-Coles County Airport (MTO) 2004 Luscombe Fly-In Forums Luscombe judging shower camping electrical hook-ups $50 distance award Info Jerry 217shy234-8720

AUGUST 28-Niles MI-Jerry Tyler Memorial Airport (3TR) VAA Ch 35 will host its annual Corn and Sausage Roast I l am-3pm Coffee and donuts for early arrivals Rain Date 829 Info Len 269-684shy6566 or tripacerlenyailoocom

SEPTEMBER 4-Marion IN-14th Annual Fly-In CntiseshyIn Marion Municipal Airport Event features antique classic contemporary homebuilt ultrashylight lie warbi rd aircraft and vintage cars trucks motorcycles and tractors Panca ke Breakfast Info rayoill1sol1FlyII1Cruiselll col1l o r wwwFlylnCruiselncom

SEPTEMBER 4-Prosser WA-EAA Ch 391s 21st Annual Labor Day Weekend Posser Fly-In Info 509-735-1664

SEPTEMBER 4-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-ln 8 am pancake sausage egg breakfast Lunch served II am-2 pm Info 740shy454-0003

JUNE 18-20 Golden WeSt EM Regional Fly-In Marysville CA (MYV) wwwgoldenwestfyinorg

JUNE 26-27 Rocky Mountain EAA Regional Ay-In Front Range Airport (FTG) Watkins CO www_rmrfi_org

JULY 7middot11 Northwest EAA Ay-In Arlington WA (AWO) wwwnweaa_org

JULY 27middotAUGUST 2 EAA AirVenture Oshkosh Oshkosh WI (OSH) wwwairventure_org

SEPTEMBER 18-19 Virginia State EM Ay-In Petersburg VA (PTB) wwwvaeaaorg

OCTOBER 1middot3 Southeast EM Regional Fly-In Evergreen AL (GZH) wwwserfiorg

OCTOBER 7middot10 Copperstate EM Regional Ay-In Phoenix AZ (A39) wwwcopperstateorg

SEPTEMBER 4-6-Cleveland OH- Burke Lakefront Airport 2004 Cleveland Natl Air Show Exciting air shows and displays Finish line for US Air Race Incs Nat) Air Race and Air Cntise (CA to Cleveland) celebrating the 75th Anniversary of Clevelands Natl Air Races of 1929 Info 216-781shy0747 or wwwclevelal1dairsllowcoll1

SEPTEMBER S-12-Galesburg lL-Galesburg Municipal Airport (GBG) 33rd Natl Stearman Fly-ln Everything Stearman Fun and camaraderie Aerobatic form ation short-field takeoff and spot-landing contests Aircraft judging and awards Technical seminars Aircraft parts lie soushyvenirs for sa le Dawn patrol and breakfast Lunch-time flyouts Pizza party USO show Anual banquet Info Betty 309-343-6409 stearlllallStearlllal1fyincol1l or MvwstearrnanfyincolII

SEPTEMBER IS-Bartlesville OK-48th Annual Tulsa Regional Fly-In Info Charlie Harris 918shy622-8400

SEPTEMBER 18-Ghent NY- Klinekill Airport (NYI) EAA Ch 146 Fall Fly-In Pancake Breakfast 830shynoon S5 Fly-in or drive-in all welcome (Gas available at Columbia County Airport IBI) Rain date 919 Info 518-758-6355 or WIVWeaa146org

SEPTEMBER 2S-26-Nashua NH- Boire Field adjacent to the College Daniel Webster College 2004 Aviation Heritage Festival Aircraft speakers activishyties Adult admission is SIS children 6-12 are S7 and children under 5 get free admission Special discounts for families seniors veterans and groups Info 603-577-6625 or W1vwdwcedll

OCTOBER 1-3-Pottstown PA-Pottstown Municipal Airport (N47) Bellanca-Champion Club East Coast Fly-In Info 5 18-73 1-6800 Robertbellal1ca-clwlllpiollcillbcol1l or lVwwbellanca-clwmpioncillbcom

OCTOBER 2-3-Midland TX-Midland Int l Airport AIRSHO 2004 Commemorative Air Force HQ Info 432-563-1000 est 2231 or pblicrelationsCa(1lqorg

VINTAGE AIRPLANE 29

PASS IT TO B UCK

BY EE BuCK HILBERT EAA 2 1 VAA 5 PO Box 424 UNION IL 60180

Spring has sproinged After last months EAA Skiplane Fly-In

report this one is a warm pleasure to write Spring with all its vagaries is well on the way here in Northern Illinois and the sap (read Buck) is starting to run

At the time of this writing we are packshying to attend the Sun n Fun EAA Fly-In at Lakeland Florida I hope Ill see many of the friends we missed because we werent there last year Both wife Dorothy and I were down with medical problems Not certificate threatening but slightly incashypacitating at the time We are both back at it and will be at the Vintage headquarters or around the EAA headquarters building

This month marks the 17th anniversary of this column The intent was for it to be a sort of Dear Abby of the Vintage Airshycraft Association and that we did Over the years we have seen and heard from many of our Vintage members with probshylems suggestions and questions Some were about airplanes some had to do with regulations some were orchids while othshyers were onions

When the column was first started it was interesting to note that once in a while someone would catch one of the deshyliberate errors Jack Cox and I would insert We used to chuckle about that but it did give us a clue that at least we did have readers I dont do that too often anymore but I still catch it from some of the real purists out there in the ranks

The Mystery Plane column always seems to create calls and mail Oftenshytimes although I cant give them an answer it makes for great conversations Our editor HG unearths some of the rarest and weirdest of airplanes I enjoy reading about them and sometimes I feel a little pang of regret that I didn t know what it was Its always an education and I look forward to seeing it

Once again as I did back in May 1987 Im going to ask for member participation

26 MAY 2004

We can always use hints and ideas that would be of value to our fellow enthusishyasts Personal experiences procedures that enhance safety or make flying easier maintenance items that educate any and all of us and fly-ins and VAA Chapter acshytivities all are welcome Dont worry about preparing a manuscript or your writing abilshyity If you have something maybe a picture write on a slip of paper and stick it to the back of it telling what and where Our editor will clean it up and see that it makes the grade Your name might even be in print and thats a hoot as one of our members would say

As an example and this dates back to that first column if you have a two-tank fuel system-right and left or fore and aft-managing the fuel burn can someshytimes present a problem How do you do it Well back in 87 I was flying a Fairchild C-8 an early F-24 I stopped to see a friend (now old) Don Genzmer and asked how he managed the fuel burn on his F-24

He looked at me and then said Got a watch If youre taking off use the fullest tank then when you get to cruise look at your watch or the clock on the dash If the minute hand is on the right side of the twelve use the right tank and when it gets to the left side of the six use the left tank Reachshying your destination back on the fullest tank for landing

Now you lucky guys with a fuel selector that has BOTH can ignore this tip but those of us that have separate selections this tip makes for one less mental hazard I wish I had thought of this when flying my L-5 That Stinson had the most unreliable gauges I have ever encountered other than the Varga Kachina Both of these airshycraft are flown by time rather than whats reading on the gauges The L-5 with its low compression 0-435 would burn just

about anything you fed it short of Jet A but at a prodigious rate Id fly on one tank for an hour switch to the other for another hour and be assured I had 15 minutes left in each tank No more When those 15 minutes were gone or the engine burped then it was back to the other side and scoot for the nearest gas pump

This tip was just the kind of information we wanted to see and share with our felshylow members We havent seen too many of these tips as of late so maybe its time to solicit some input Come on guys and gals if you have a pet theory out with it Let the world know You may be giving out information that you think everybody knows or should know but remember every day there are new members coming in and this item you take for granted may be a breath of fresh air for someone who has never had your kind of experience

Speaking of experience number three son Lee the one with the ambition and verve to fly to a frozen lake in sub-zero weather so he could change over to skis and make the EAA Skiplane Fly-In recently brought a SeaBee along with the owner back to Illinois from Mississippi His reshymark when I asked him how it went was You cant buy experience like that

This will probably generate some acid comments from SeaBee owners but he said flying this machine was sort of like driving a Mack truck with both front tires flat and no power steering

Bucking a 15-knot head wind and indishycating about 90-92 mph it was a nine-and-a-half-hour trip with four stops (to refuel and regain strength to carryon) It sure enhanced his appreciation for our Champ

And with the happy thoughts of spring and the many fine flying days to come it s over to you

WHO RECEIVED PILOT CERTIFICATE No1

Its not who you think

It may come as quite a surprise as to who received the very first pishylot certificate in this country

I first heard the story from the daughter of that very pilot Here is the story

For many years Nel MacCraken lived on Connecticut Avenue in Washington DC Nel and I had become good friends during the time I was researching the history of Charles A Lindberghs Spirit of St Louis airplane at our National Air and Space Museum

She was quite a socialite in the DC area due to her fathers high position in the government When she learned I would be coming to DC to work on the NYP she would arrange a party at her apartshyment hiring a caterer and inviting some of aviations elite so I could network for my research efforts I shall never forget those parties and the wonderful old-time aviashytion people I met there

Nel MacCraken had a large colshylection of memorabilia on her father-William P MacCraken ]rshywho at the time of Lindberghs flight to Paris was Assistant Secreshytary of Commerce for Aeronautics He had been an attorney in addishytion to having been a wartime Air Service flying instructor He was the first head of the new agency

This was at about the time when new federal regulations were being written that required certain equipment on airplanes and for pilots to have a certificate

Also at this time there was a 37shyyear-Old attorney and former combat pilot by the name of Clarence M Young who was chief of the Air Regulations Division of the governments new Aeronautics

Ev CASSAGNERES

The first 10 Pilot Certificates under the

Department of Commerce regulations were issued to

William P MacCraken Jr Assistant Secretary for Aeronautics

Clarence M Young Director of Aeronautics issued CAL No 69

Ralph G Lockwood Aeronautics Branch Department of Commerce

Parker D Cramer Aeronautics Branch Department of Commerce

Frank H Jerone Aeronautics Branch Department of Commerce

WR Jones Cliffside Park New Jersey

Robert Gast Aeronautics Branch Department of Commerce

WN Breigan Aeronautics Branch Department of Commerce

Richard H Lees Jr Aeronautics Branch Department of Commerce

D DeR M Scarritt Aeronautics Branch Department of Commerce

Two other early certificates of note

64 Philip R Love Anglum Missouri 69 Charles A Lindbergh Robertson

Aircraft Anglum Missouri

Reference American Aircraft Directory Supplement to First Edition 1927 published by Aviation Publishing Corp New York City Page 18-29

Branch of the Department of Comshymerce under MacCraken

When the powers-that-be deshycided to issue certificates to pilots they met in a conference room somewhere in our nations capital The attendees at that meeting acshycording to Nel MacCraken were the president of the United States Calvin Coolidge Orville Wright William P MacCraken ]r Clarence M Young and pOSSibly others This would have had to be around late 1926 or early 1927

When the question arose as to who would be issued Pilot Certifishycate No I it appears that everyone in the room strongly felt that Orville Wright should be No 1 When this was suggested Orville flatly stated II Hell everyone knows I am the first pilot to fly I dont need it give it to Bill MacshyCraken which they did Clarence Young got NO2

Nel MacCraken had that origishynal certificate at her home encased in plastic to proudly show to anyone who visited her I believe it is now with all of her memorabilia at the General Doushyglas MacArthur Memorial museum in Norfolk Virginia

Interestingly the original Air Commerce Regulations were disshytinguished by their brevity simplicity and directness

They laid down a set of comshymonsense air traffic rules and provided for the registration cershytification and inspection of aircraft and the certificating of pilots and aviation mechanics

Categorically and rather simshyple the pilot certificates were transport industrial and private It was a start

VINTAGE AIRPLANE 27

VAA NeWS continued from page 3

be held at the Theater in the Woods on Sunday August I 2004 at 1 pm at the 52nd annual convenshytion of the Experimental Aircraft Association Inc Wittman Regional Airport Oshkosh Wisconsin

Notice is further given that the election will be held as the first item on the agenda at the business meeting Five Class III directors (three-year terms) and one Class IV director (three-year term who reshysides within 50 miles of Oshkosh) shall be elected In accordance with the fourth restated bylaws of the Experimental Aircraft Asshysociation Inc the Nominating Committee has submitted the folshylowing candidates

Class III Curt Drumm Bob Gyllenswan Susan Dusenbury Vern Raburn Bill Eickhoff Barry Valentine

Class IV Louie Andrew Curt Drumm

Alan Shackleton Secretary EAA Board ofDirectors

Comeback Dad continued from page 7

Range and the landing of that tailshywheel airplane back on solid ground He handled it all flawlessly

He was out of the woods regarding his own abilities He was even out of the woods regarding his psychological barriers The remaining woods to get out of was with the FAA He needed his medical certificate back It wouldnt be good enough for Dad to always have to have a check pilot with him To comshyplete his dream Dad had to fly alone

Dad called the VAA and EAA and got sympathetic and expert help on precisely how to put in his applicashytion He had his heart monitored his stress test complete and on Septemshyber 22 six months to the day after he had his stroke he put his application for his medical into the gaping maw of the outgoing mailbox at the post office Now all he could do was wait

He couldnt fly his Fleet without his certificate because nobody but him knew how to fly it He tried to put the gnawing worry in the back of his mind while he spent the fall flying with Bud

to the fly-in breakfasts they arranged on almost every Sunday morning the winter snatching every sunny day to patrol the Rockies and every spring afshyternoon walking with dread to and from the mailbox awaiting word each trip down the driveway newly imaginshying how he would react if the news wasnt good

All that time the Fleet stood senshytinel in the hangar waiting too If Dad didnt get his medical back he would have to sell her

Strange as it seemed to me at the time when I looked at the Fleets hulkshying commanding frame sitting almost defiantly in the hangar I had the weird feeling that she would not be sold

Our daily methodical work was over work that had a rhythm and progress that could be tracked The work of waiting had none of that and it was the hardest yet There was no activity There was no routine There was nothing-nothing-we could do Except wait And do a daily tally Which we did for 162 days

NEW MEMBERS Mark Hyderman Edmonton AB Canada John D Carlson Ocala FL GaryLuft Lincoln NE Robert] Little Lloydminster AB Canada Tom Dunn Lake Placid FL Donald G Ducharme Keene NH Gary Clayton Newmarket ON Canada Albert Harrington Spring Hill FL Mark Kennedy Derry NH James D Springer Echo Bay ON Canada Jorge Lorie Newberry FL Mark Abrams Reno NY Mario Poulin Mascouche QC Canada Lawrence L Straub Casselberry FL Robert Avner Flushing NY Pete Croagh Lantau Hong Kong Greg Blosser BarneSville GA William Bancroft Jr HubbardOH Sverrir Olafsson Hafnarfjordur Iceland E Bruce Cumming Powder Springs GA Gordon Murray Hudson OH Andrew Rombach Hauptwil TG Switzerland Donald C Jabat Locust Grove GA Roger Parnow Crestline OH F Leland Jones Anchorage AK Richard Kemp Canton GA E A Felmlee Cleavland OK Donald R Lane Homer AK Ryan Stacy Muscatine IA Captain Paul Redhead Eugene OR Dean Courtney Pell City AL Virg Carothers Rock Island IL Samuel Andrews Muncy PA Clark McGlothin North Little Rock AR William Frank Drasler Waukegan IL Kenneth T Mcqueen Bryn Athyn PA Olga Graziano Benson AZ middot Paul S Wallem Rockford IL Chris Etrnanczyk Bestpage TN John Matthew McMahan Mesa AZ Michael Tgibides Dracut MA William M Gray Fort Worth TX George L Mothershed Phoenix AZ Mark Donigan Mechanicsville MD Larry Crawford Aldie VA Edward Whitehead Yuma AZ Robert Koshar Watervliet MI Darrell Grigsby Big Stone Gap VA Clyde Davis Laytonville CA Mike Moening Ann Arbor MI Louis F Hock Waynesboro VA Ralph H Finch Davis CA Harry Peckham Oakland Ml John T Molumphy Roanoak VA David Gaines Lodi CA Tore Ro Sparta MI AI Nash Falls Church VA Rob Roy Gerolamy Elverta CA Charles K Sandager Albert Lea MN Theodore Purvis Poquoson VA Jeff Jungemann Grass Valley CA Tom Westbrook Indinola MS Scott Chambers Monroe WA Wheeler O North Carlsbad CA Creston E Stewart Bozeman MT Richard N Merz Plymouth WI Timothy Roberts Oakland CA Joe Craig High Point NC Robert B Mitchell Hazelhurst WI Ronald Thompson Paso Robles CA John Ratzenberger Nags Head NC Frederick Breisch Jr Cody WY Carl R Walston Solvang CA Clague Hodgson Omaha NE

28 MAY 2004

FLY-IN CALENDAR

r J ~~~~___ -

The (ollowing list o( coming events is furnished to our readers as a matter o( in(ormation only and does not constitute approval sponsorship involveshyment control or direction o(any event (fly-in semshyinars fly market etc) listed To submit an event send the in(ornzation via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or eshymail the in(ormation to vintageeaa org In(ormation should be received (our months prior to the event date

MAY 7-S-Burlington NC-Alamance County Airport (BUY) VM Ch 3 Annual Spring Fly-In All Classes welcome Info Jim 843-753-7138 or 276-638shy8783 eiwilsolllOmeexpresswaynet

MAY S-Kennewick WA-Vista Field EAA Ch 391 FlyshyIn Breakfast Info 509-735-1 664

MAY 14-1S-Kewanee IL-Muni (Ell) 2nd Annual Midwest Aeronca Festival Camping on field breakfast flying events Info 309-853-8141 wwwallgelfirecolllstars4aeronca(est

MAY 14-1S-Porterville CA-(P1V) WAMM Western Assoc of Mooney Mites Semi-Annual Fly-ln Info 135fyersosil1etl1et or mooneYl1litemool1eymitecom All owners and enthusiasts welcome

MAY IS-Riverside CA-Flabob Airport EAA Vintage Ch 33 5th Annual Open House 200+ vintage airshycraft and dozens of vintage cars and hot rods are expected Fabric covering demonstrations radio controlled aircraft flying welding demonstrations and a flea market Young Eagles flights For more information or to make reservations for Young Eagles flights contact Ka thy Rohm 909-683-2309 ext 104 or kathyroill1laolcol1l

MAY IS-Middletown OH-Middletown Municipal Airport (MWO) Chris Cakes Pancake Breakfast Fly-In 8am-Ipm Sponsored by the Middletown Aviation Club Info Bob 513-422-9362

MAY IS-Romeoville Ilr-Lewis University Airport (LOn 33rd Annual EAA Ch IS Fly-In Breakfast 7am-Noon Adults S5 under twelve n Info 630shy243-8213

MAY IS-Warwick NY-Warwick Aerodrome (N72) EAA Ch SOl Annual Fly-In Info 973-492-9025 or donprovoptOl1lillel1et

MAY 21-22-Columbia CA-28th Annual Continental Luscombe Assoc Gathering of Luscombes Info Jim lie Patti 559-888-2745 or wwwluscol1lbe-claorg Advance registration strongly encouraged at gnievillgmuedu

MAY U -Troy OH-WACO Field (IWF) VM Ch 36 Old Fashioned Barbeque Fly-In Ilam to 4pm Lunch at noon Young Eagle Flights will be given weather permitting Info Dick and Patti 937-335shy1444 dickm(lpattiaolcol1l or Roland and Diane at 937-294-1107 naviolJgtgemaircol1l

MAY 29-Zanesville OH-Riverside Airport EAA Ch 425 Fly-In Drive-In Breakfast 8 am-2 pm Pancake sausage and egg breakfast served all day Lunch items served from II am-2pm Info 740shy454-0003

JUNE 4-S-Bartlesville OK-18th Annual Biplane Expo All aircraft and airplane enthusiasts are welcome Static displays forums seminars lie exhibits Info Charlie Harris 918-622-8400

JUNE 4-6-Columbia CA-Bellanca-Champion Club West Coast Fly-In (022) Camping hotelmotel facilities Friday BBQ Saturday steak dinnermtg Advance registration strongly encouraged Info 518-73 1-6800 Robertbellallca-champiollclubcom or WWlvbellanca-champiollclubcol1l

JUNE 5-6-Washington lA-Fly Iowa 2004 lie Diamond Anniversary of D-Day usa ShowshyDance Evening of 5th All aircraft welcome Infowwwfyiowa2004com

JUNE S-Tunkhannock PA-Skyhaven Airport (76N) Skyhaven Pilots Association Pancake Breakfast 730 am-I pm Camping available Info 570-836shy4800 or skyhavellepixnet

JUNE U-13--Gainesville TX-Gainesville Municipal Airport (GLE) Texas Ch Antique Airplane Assoc 41st Annual Fly-ln Info Jim 817-468-1571

JUNE 12-Ghent NY-KJineki li Ai rport (NY I) EAA Ch 146 Summer Fly-In Pancake Breakfast 830shynoon S5 Fly-in or drive-in all welcome (Gas available at Columbia County Airport IBI) Rain date 613 Info 518-758-6355 or W1vweaaI46org

JUNE 13-Nottingham UK-Nottingham Tollerton Airport Todays Pilot 2004 Fly-In Sat evening party for early arrivals Camping available Info 44 0 1780 755131 or Stephenbridgewatelkeypublisilingcolll

JUNE IS-IS-Lock Haven PA-19th Annual Sentimental Journey to Cub Haven 2004 Fly in drive in camp Info 570-893-4200 or 2Cl1bkcnetorg

June 17-20-Knoxville lA-Bellamy Field (OXV) Ercoupe Owners Club 2004 National Convention Info Mike 515-287-3840 ppcmikehotmailcom Full info at ~vwercollpeorg under 2004 Convention button

JUNE 17-20-Middletown OH- (MWO) 12th Natl Aeronca Assoc Convention Air Force Museum and Aeronca plant tours Aeronca aircraft judging and awards Aeronca forums banquet with speakshyers All welcome Info 216-337-5643 or bwmatzllacyailoocol1l

JUNE 26-Gardner KS-Gardner Municipal Airport (K34) Greater Kansas City Vintage Aircraft Fly-ln Enjoy vintage aircraft at the Greatest Little Airport in Kansas Info Jeff 816-363-6351 sllllenskc rrcol1l

JUNE 26-Prosser WA-EAA Ch 391 Fly-In Breakfast Info 509-735-1664

JUNE 26-27-Bowling Green OH-Wood County Airport (lGO) Ch 582 Plane Fun 2004 Young Eagles pancake breakfasts aircraft displays pilot forum s antiques warbirds homebuilts and auto displays 9am-5pm both days Info John 419shy666-0503 bmcavoytllevavzcol1l or WIVWeaa582org

JULY lO-Gainesville GA-GVL) EAA Ch 611 36th Annual Cracker Fly-ln 730 am Pancake Breakfast lie Fly-ln Judging in several categories trophies awa rds rides food lie drinks All day fun for the entire family Info 770-531-0291 or WIVW eaa611org

JULY 17-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-I n 8 am pancake sausage and egg breakfast Lunch served II am-2 pm Info 740shy454-0003

AUGUST 13-1S-Alliance OH- Alliance-Barber Airport (201) 6th Annual Ohio Aeronca Aviators Fly- ln Breakfast Sat lie Sun 7- l1am by EAA Ch 82 Primitive camping on field local lodging availshyable All welcome Info 216-337-5643 bwmatzllacyailoocolII or wwwoaafy- il1colII

AUGUST 14-Cadillac MI-Wexford County Airport (CAD) F1y-lnDrive-In Breakfast EM Ch 678 Info 231-779-8113 dpasiladllOtmailcom

AUGUST 21-Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-In Breakfast Info Tom 740-587-2312 tmCalil1kcoll1

AUGUST 21-Broomfield CO-Jefferson County Airport 8th Annual Jeff Co Aviation Assoc Fly-In 7am-noon Trophies awarded in 9 classes Drawing for a free flight in Dick Jones T-6 Info Daril 303-423-9846

AUGUST 27-29-Mattoon IL-Coles County Airport (MTO) 2004 Luscombe Fly-In Forums Luscombe judging shower camping electrical hook-ups $50 distance award Info Jerry 217shy234-8720

AUGUST 28-Niles MI-Jerry Tyler Memorial Airport (3TR) VAA Ch 35 will host its annual Corn and Sausage Roast I l am-3pm Coffee and donuts for early arrivals Rain Date 829 Info Len 269-684shy6566 or tripacerlenyailoocom

SEPTEMBER 4-Marion IN-14th Annual Fly-In CntiseshyIn Marion Municipal Airport Event features antique classic contemporary homebuilt ultrashylight lie warbi rd aircraft and vintage cars trucks motorcycles and tractors Panca ke Breakfast Info rayoill1sol1FlyII1Cruiselll col1l o r wwwFlylnCruiselncom

SEPTEMBER 4-Prosser WA-EAA Ch 391s 21st Annual Labor Day Weekend Posser Fly-In Info 509-735-1664

SEPTEMBER 4-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-ln 8 am pancake sausage egg breakfast Lunch served II am-2 pm Info 740shy454-0003

JUNE 18-20 Golden WeSt EM Regional Fly-In Marysville CA (MYV) wwwgoldenwestfyinorg

JUNE 26-27 Rocky Mountain EAA Regional Ay-In Front Range Airport (FTG) Watkins CO www_rmrfi_org

JULY 7middot11 Northwest EAA Ay-In Arlington WA (AWO) wwwnweaa_org

JULY 27middotAUGUST 2 EAA AirVenture Oshkosh Oshkosh WI (OSH) wwwairventure_org

SEPTEMBER 18-19 Virginia State EM Ay-In Petersburg VA (PTB) wwwvaeaaorg

OCTOBER 1middot3 Southeast EM Regional Fly-In Evergreen AL (GZH) wwwserfiorg

OCTOBER 7middot10 Copperstate EM Regional Ay-In Phoenix AZ (A39) wwwcopperstateorg

SEPTEMBER 4-6-Cleveland OH- Burke Lakefront Airport 2004 Cleveland Natl Air Show Exciting air shows and displays Finish line for US Air Race Incs Nat) Air Race and Air Cntise (CA to Cleveland) celebrating the 75th Anniversary of Clevelands Natl Air Races of 1929 Info 216-781shy0747 or wwwclevelal1dairsllowcoll1

SEPTEMBER S-12-Galesburg lL-Galesburg Municipal Airport (GBG) 33rd Natl Stearman Fly-ln Everything Stearman Fun and camaraderie Aerobatic form ation short-field takeoff and spot-landing contests Aircraft judging and awards Technical seminars Aircraft parts lie soushyvenirs for sa le Dawn patrol and breakfast Lunch-time flyouts Pizza party USO show Anual banquet Info Betty 309-343-6409 stearlllallStearlllal1fyincol1l or MvwstearrnanfyincolII

SEPTEMBER IS-Bartlesville OK-48th Annual Tulsa Regional Fly-In Info Charlie Harris 918shy622-8400

SEPTEMBER 18-Ghent NY- Klinekill Airport (NYI) EAA Ch 146 Fall Fly-In Pancake Breakfast 830shynoon S5 Fly-in or drive-in all welcome (Gas available at Columbia County Airport IBI) Rain date 919 Info 518-758-6355 or WIVWeaa146org

SEPTEMBER 2S-26-Nashua NH- Boire Field adjacent to the College Daniel Webster College 2004 Aviation Heritage Festival Aircraft speakers activishyties Adult admission is SIS children 6-12 are S7 and children under 5 get free admission Special discounts for families seniors veterans and groups Info 603-577-6625 or W1vwdwcedll

OCTOBER 1-3-Pottstown PA-Pottstown Municipal Airport (N47) Bellanca-Champion Club East Coast Fly-In Info 5 18-73 1-6800 Robertbellal1ca-clwlllpiollcillbcol1l or lVwwbellanca-clwmpioncillbcom

OCTOBER 2-3-Midland TX-Midland Int l Airport AIRSHO 2004 Commemorative Air Force HQ Info 432-563-1000 est 2231 or pblicrelationsCa(1lqorg

VINTAGE AIRPLANE 29

WHO RECEIVED PILOT CERTIFICATE No1

Its not who you think

It may come as quite a surprise as to who received the very first pishylot certificate in this country

I first heard the story from the daughter of that very pilot Here is the story

For many years Nel MacCraken lived on Connecticut Avenue in Washington DC Nel and I had become good friends during the time I was researching the history of Charles A Lindberghs Spirit of St Louis airplane at our National Air and Space Museum

She was quite a socialite in the DC area due to her fathers high position in the government When she learned I would be coming to DC to work on the NYP she would arrange a party at her apartshyment hiring a caterer and inviting some of aviations elite so I could network for my research efforts I shall never forget those parties and the wonderful old-time aviashytion people I met there

Nel MacCraken had a large colshylection of memorabilia on her father-William P MacCraken ]rshywho at the time of Lindberghs flight to Paris was Assistant Secreshytary of Commerce for Aeronautics He had been an attorney in addishytion to having been a wartime Air Service flying instructor He was the first head of the new agency

This was at about the time when new federal regulations were being written that required certain equipment on airplanes and for pilots to have a certificate

Also at this time there was a 37shyyear-Old attorney and former combat pilot by the name of Clarence M Young who was chief of the Air Regulations Division of the governments new Aeronautics

Ev CASSAGNERES

The first 10 Pilot Certificates under the

Department of Commerce regulations were issued to

William P MacCraken Jr Assistant Secretary for Aeronautics

Clarence M Young Director of Aeronautics issued CAL No 69

Ralph G Lockwood Aeronautics Branch Department of Commerce

Parker D Cramer Aeronautics Branch Department of Commerce

Frank H Jerone Aeronautics Branch Department of Commerce

WR Jones Cliffside Park New Jersey

Robert Gast Aeronautics Branch Department of Commerce

WN Breigan Aeronautics Branch Department of Commerce

Richard H Lees Jr Aeronautics Branch Department of Commerce

D DeR M Scarritt Aeronautics Branch Department of Commerce

Two other early certificates of note

64 Philip R Love Anglum Missouri 69 Charles A Lindbergh Robertson

Aircraft Anglum Missouri

Reference American Aircraft Directory Supplement to First Edition 1927 published by Aviation Publishing Corp New York City Page 18-29

Branch of the Department of Comshymerce under MacCraken

When the powers-that-be deshycided to issue certificates to pilots they met in a conference room somewhere in our nations capital The attendees at that meeting acshycording to Nel MacCraken were the president of the United States Calvin Coolidge Orville Wright William P MacCraken ]r Clarence M Young and pOSSibly others This would have had to be around late 1926 or early 1927

When the question arose as to who would be issued Pilot Certifishycate No I it appears that everyone in the room strongly felt that Orville Wright should be No 1 When this was suggested Orville flatly stated II Hell everyone knows I am the first pilot to fly I dont need it give it to Bill MacshyCraken which they did Clarence Young got NO2

Nel MacCraken had that origishynal certificate at her home encased in plastic to proudly show to anyone who visited her I believe it is now with all of her memorabilia at the General Doushyglas MacArthur Memorial museum in Norfolk Virginia

Interestingly the original Air Commerce Regulations were disshytinguished by their brevity simplicity and directness

They laid down a set of comshymonsense air traffic rules and provided for the registration cershytification and inspection of aircraft and the certificating of pilots and aviation mechanics

Categorically and rather simshyple the pilot certificates were transport industrial and private It was a start

VINTAGE AIRPLANE 27

VAA NeWS continued from page 3

be held at the Theater in the Woods on Sunday August I 2004 at 1 pm at the 52nd annual convenshytion of the Experimental Aircraft Association Inc Wittman Regional Airport Oshkosh Wisconsin

Notice is further given that the election will be held as the first item on the agenda at the business meeting Five Class III directors (three-year terms) and one Class IV director (three-year term who reshysides within 50 miles of Oshkosh) shall be elected In accordance with the fourth restated bylaws of the Experimental Aircraft Asshysociation Inc the Nominating Committee has submitted the folshylowing candidates

Class III Curt Drumm Bob Gyllenswan Susan Dusenbury Vern Raburn Bill Eickhoff Barry Valentine

Class IV Louie Andrew Curt Drumm

Alan Shackleton Secretary EAA Board ofDirectors

Comeback Dad continued from page 7

Range and the landing of that tailshywheel airplane back on solid ground He handled it all flawlessly

He was out of the woods regarding his own abilities He was even out of the woods regarding his psychological barriers The remaining woods to get out of was with the FAA He needed his medical certificate back It wouldnt be good enough for Dad to always have to have a check pilot with him To comshyplete his dream Dad had to fly alone

Dad called the VAA and EAA and got sympathetic and expert help on precisely how to put in his applicashytion He had his heart monitored his stress test complete and on Septemshyber 22 six months to the day after he had his stroke he put his application for his medical into the gaping maw of the outgoing mailbox at the post office Now all he could do was wait

He couldnt fly his Fleet without his certificate because nobody but him knew how to fly it He tried to put the gnawing worry in the back of his mind while he spent the fall flying with Bud

to the fly-in breakfasts they arranged on almost every Sunday morning the winter snatching every sunny day to patrol the Rockies and every spring afshyternoon walking with dread to and from the mailbox awaiting word each trip down the driveway newly imaginshying how he would react if the news wasnt good

All that time the Fleet stood senshytinel in the hangar waiting too If Dad didnt get his medical back he would have to sell her

Strange as it seemed to me at the time when I looked at the Fleets hulkshying commanding frame sitting almost defiantly in the hangar I had the weird feeling that she would not be sold

Our daily methodical work was over work that had a rhythm and progress that could be tracked The work of waiting had none of that and it was the hardest yet There was no activity There was no routine There was nothing-nothing-we could do Except wait And do a daily tally Which we did for 162 days

NEW MEMBERS Mark Hyderman Edmonton AB Canada John D Carlson Ocala FL GaryLuft Lincoln NE Robert] Little Lloydminster AB Canada Tom Dunn Lake Placid FL Donald G Ducharme Keene NH Gary Clayton Newmarket ON Canada Albert Harrington Spring Hill FL Mark Kennedy Derry NH James D Springer Echo Bay ON Canada Jorge Lorie Newberry FL Mark Abrams Reno NY Mario Poulin Mascouche QC Canada Lawrence L Straub Casselberry FL Robert Avner Flushing NY Pete Croagh Lantau Hong Kong Greg Blosser BarneSville GA William Bancroft Jr HubbardOH Sverrir Olafsson Hafnarfjordur Iceland E Bruce Cumming Powder Springs GA Gordon Murray Hudson OH Andrew Rombach Hauptwil TG Switzerland Donald C Jabat Locust Grove GA Roger Parnow Crestline OH F Leland Jones Anchorage AK Richard Kemp Canton GA E A Felmlee Cleavland OK Donald R Lane Homer AK Ryan Stacy Muscatine IA Captain Paul Redhead Eugene OR Dean Courtney Pell City AL Virg Carothers Rock Island IL Samuel Andrews Muncy PA Clark McGlothin North Little Rock AR William Frank Drasler Waukegan IL Kenneth T Mcqueen Bryn Athyn PA Olga Graziano Benson AZ middot Paul S Wallem Rockford IL Chris Etrnanczyk Bestpage TN John Matthew McMahan Mesa AZ Michael Tgibides Dracut MA William M Gray Fort Worth TX George L Mothershed Phoenix AZ Mark Donigan Mechanicsville MD Larry Crawford Aldie VA Edward Whitehead Yuma AZ Robert Koshar Watervliet MI Darrell Grigsby Big Stone Gap VA Clyde Davis Laytonville CA Mike Moening Ann Arbor MI Louis F Hock Waynesboro VA Ralph H Finch Davis CA Harry Peckham Oakland Ml John T Molumphy Roanoak VA David Gaines Lodi CA Tore Ro Sparta MI AI Nash Falls Church VA Rob Roy Gerolamy Elverta CA Charles K Sandager Albert Lea MN Theodore Purvis Poquoson VA Jeff Jungemann Grass Valley CA Tom Westbrook Indinola MS Scott Chambers Monroe WA Wheeler O North Carlsbad CA Creston E Stewart Bozeman MT Richard N Merz Plymouth WI Timothy Roberts Oakland CA Joe Craig High Point NC Robert B Mitchell Hazelhurst WI Ronald Thompson Paso Robles CA John Ratzenberger Nags Head NC Frederick Breisch Jr Cody WY Carl R Walston Solvang CA Clague Hodgson Omaha NE

28 MAY 2004

FLY-IN CALENDAR

r J ~~~~___ -

The (ollowing list o( coming events is furnished to our readers as a matter o( in(ormation only and does not constitute approval sponsorship involveshyment control or direction o(any event (fly-in semshyinars fly market etc) listed To submit an event send the in(ornzation via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or eshymail the in(ormation to vintageeaa org In(ormation should be received (our months prior to the event date

MAY 7-S-Burlington NC-Alamance County Airport (BUY) VM Ch 3 Annual Spring Fly-In All Classes welcome Info Jim 843-753-7138 or 276-638shy8783 eiwilsolllOmeexpresswaynet

MAY S-Kennewick WA-Vista Field EAA Ch 391 FlyshyIn Breakfast Info 509-735-1 664

MAY 14-1S-Kewanee IL-Muni (Ell) 2nd Annual Midwest Aeronca Festival Camping on field breakfast flying events Info 309-853-8141 wwwallgelfirecolllstars4aeronca(est

MAY 14-1S-Porterville CA-(P1V) WAMM Western Assoc of Mooney Mites Semi-Annual Fly-ln Info 135fyersosil1etl1et or mooneYl1litemool1eymitecom All owners and enthusiasts welcome

MAY IS-Riverside CA-Flabob Airport EAA Vintage Ch 33 5th Annual Open House 200+ vintage airshycraft and dozens of vintage cars and hot rods are expected Fabric covering demonstrations radio controlled aircraft flying welding demonstrations and a flea market Young Eagles flights For more information or to make reservations for Young Eagles flights contact Ka thy Rohm 909-683-2309 ext 104 or kathyroill1laolcol1l

MAY IS-Middletown OH-Middletown Municipal Airport (MWO) Chris Cakes Pancake Breakfast Fly-In 8am-Ipm Sponsored by the Middletown Aviation Club Info Bob 513-422-9362

MAY IS-Romeoville Ilr-Lewis University Airport (LOn 33rd Annual EAA Ch IS Fly-In Breakfast 7am-Noon Adults S5 under twelve n Info 630shy243-8213

MAY IS-Warwick NY-Warwick Aerodrome (N72) EAA Ch SOl Annual Fly-In Info 973-492-9025 or donprovoptOl1lillel1et

MAY 21-22-Columbia CA-28th Annual Continental Luscombe Assoc Gathering of Luscombes Info Jim lie Patti 559-888-2745 or wwwluscol1lbe-claorg Advance registration strongly encouraged at gnievillgmuedu

MAY U -Troy OH-WACO Field (IWF) VM Ch 36 Old Fashioned Barbeque Fly-In Ilam to 4pm Lunch at noon Young Eagle Flights will be given weather permitting Info Dick and Patti 937-335shy1444 dickm(lpattiaolcol1l or Roland and Diane at 937-294-1107 naviolJgtgemaircol1l

MAY 29-Zanesville OH-Riverside Airport EAA Ch 425 Fly-In Drive-In Breakfast 8 am-2 pm Pancake sausage and egg breakfast served all day Lunch items served from II am-2pm Info 740shy454-0003

JUNE 4-S-Bartlesville OK-18th Annual Biplane Expo All aircraft and airplane enthusiasts are welcome Static displays forums seminars lie exhibits Info Charlie Harris 918-622-8400

JUNE 4-6-Columbia CA-Bellanca-Champion Club West Coast Fly-In (022) Camping hotelmotel facilities Friday BBQ Saturday steak dinnermtg Advance registration strongly encouraged Info 518-73 1-6800 Robertbellallca-champiollclubcom or WWlvbellanca-champiollclubcol1l

JUNE 5-6-Washington lA-Fly Iowa 2004 lie Diamond Anniversary of D-Day usa ShowshyDance Evening of 5th All aircraft welcome Infowwwfyiowa2004com

JUNE S-Tunkhannock PA-Skyhaven Airport (76N) Skyhaven Pilots Association Pancake Breakfast 730 am-I pm Camping available Info 570-836shy4800 or skyhavellepixnet

JUNE U-13--Gainesville TX-Gainesville Municipal Airport (GLE) Texas Ch Antique Airplane Assoc 41st Annual Fly-ln Info Jim 817-468-1571

JUNE 12-Ghent NY-KJineki li Ai rport (NY I) EAA Ch 146 Summer Fly-In Pancake Breakfast 830shynoon S5 Fly-in or drive-in all welcome (Gas available at Columbia County Airport IBI) Rain date 613 Info 518-758-6355 or W1vweaaI46org

JUNE 13-Nottingham UK-Nottingham Tollerton Airport Todays Pilot 2004 Fly-In Sat evening party for early arrivals Camping available Info 44 0 1780 755131 or Stephenbridgewatelkeypublisilingcolll

JUNE IS-IS-Lock Haven PA-19th Annual Sentimental Journey to Cub Haven 2004 Fly in drive in camp Info 570-893-4200 or 2Cl1bkcnetorg

June 17-20-Knoxville lA-Bellamy Field (OXV) Ercoupe Owners Club 2004 National Convention Info Mike 515-287-3840 ppcmikehotmailcom Full info at ~vwercollpeorg under 2004 Convention button

JUNE 17-20-Middletown OH- (MWO) 12th Natl Aeronca Assoc Convention Air Force Museum and Aeronca plant tours Aeronca aircraft judging and awards Aeronca forums banquet with speakshyers All welcome Info 216-337-5643 or bwmatzllacyailoocol1l

JUNE 26-Gardner KS-Gardner Municipal Airport (K34) Greater Kansas City Vintage Aircraft Fly-ln Enjoy vintage aircraft at the Greatest Little Airport in Kansas Info Jeff 816-363-6351 sllllenskc rrcol1l

JUNE 26-Prosser WA-EAA Ch 391 Fly-In Breakfast Info 509-735-1664

JUNE 26-27-Bowling Green OH-Wood County Airport (lGO) Ch 582 Plane Fun 2004 Young Eagles pancake breakfasts aircraft displays pilot forum s antiques warbirds homebuilts and auto displays 9am-5pm both days Info John 419shy666-0503 bmcavoytllevavzcol1l or WIVWeaa582org

JULY lO-Gainesville GA-GVL) EAA Ch 611 36th Annual Cracker Fly-ln 730 am Pancake Breakfast lie Fly-ln Judging in several categories trophies awa rds rides food lie drinks All day fun for the entire family Info 770-531-0291 or WIVW eaa611org

JULY 17-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-I n 8 am pancake sausage and egg breakfast Lunch served II am-2 pm Info 740shy454-0003

AUGUST 13-1S-Alliance OH- Alliance-Barber Airport (201) 6th Annual Ohio Aeronca Aviators Fly- ln Breakfast Sat lie Sun 7- l1am by EAA Ch 82 Primitive camping on field local lodging availshyable All welcome Info 216-337-5643 bwmatzllacyailoocolII or wwwoaafy- il1colII

AUGUST 14-Cadillac MI-Wexford County Airport (CAD) F1y-lnDrive-In Breakfast EM Ch 678 Info 231-779-8113 dpasiladllOtmailcom

AUGUST 21-Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-In Breakfast Info Tom 740-587-2312 tmCalil1kcoll1

AUGUST 21-Broomfield CO-Jefferson County Airport 8th Annual Jeff Co Aviation Assoc Fly-In 7am-noon Trophies awarded in 9 classes Drawing for a free flight in Dick Jones T-6 Info Daril 303-423-9846

AUGUST 27-29-Mattoon IL-Coles County Airport (MTO) 2004 Luscombe Fly-In Forums Luscombe judging shower camping electrical hook-ups $50 distance award Info Jerry 217shy234-8720

AUGUST 28-Niles MI-Jerry Tyler Memorial Airport (3TR) VAA Ch 35 will host its annual Corn and Sausage Roast I l am-3pm Coffee and donuts for early arrivals Rain Date 829 Info Len 269-684shy6566 or tripacerlenyailoocom

SEPTEMBER 4-Marion IN-14th Annual Fly-In CntiseshyIn Marion Municipal Airport Event features antique classic contemporary homebuilt ultrashylight lie warbi rd aircraft and vintage cars trucks motorcycles and tractors Panca ke Breakfast Info rayoill1sol1FlyII1Cruiselll col1l o r wwwFlylnCruiselncom

SEPTEMBER 4-Prosser WA-EAA Ch 391s 21st Annual Labor Day Weekend Posser Fly-In Info 509-735-1664

SEPTEMBER 4-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-ln 8 am pancake sausage egg breakfast Lunch served II am-2 pm Info 740shy454-0003

JUNE 18-20 Golden WeSt EM Regional Fly-In Marysville CA (MYV) wwwgoldenwestfyinorg

JUNE 26-27 Rocky Mountain EAA Regional Ay-In Front Range Airport (FTG) Watkins CO www_rmrfi_org

JULY 7middot11 Northwest EAA Ay-In Arlington WA (AWO) wwwnweaa_org

JULY 27middotAUGUST 2 EAA AirVenture Oshkosh Oshkosh WI (OSH) wwwairventure_org

SEPTEMBER 18-19 Virginia State EM Ay-In Petersburg VA (PTB) wwwvaeaaorg

OCTOBER 1middot3 Southeast EM Regional Fly-In Evergreen AL (GZH) wwwserfiorg

OCTOBER 7middot10 Copperstate EM Regional Ay-In Phoenix AZ (A39) wwwcopperstateorg

SEPTEMBER 4-6-Cleveland OH- Burke Lakefront Airport 2004 Cleveland Natl Air Show Exciting air shows and displays Finish line for US Air Race Incs Nat) Air Race and Air Cntise (CA to Cleveland) celebrating the 75th Anniversary of Clevelands Natl Air Races of 1929 Info 216-781shy0747 or wwwclevelal1dairsllowcoll1

SEPTEMBER S-12-Galesburg lL-Galesburg Municipal Airport (GBG) 33rd Natl Stearman Fly-ln Everything Stearman Fun and camaraderie Aerobatic form ation short-field takeoff and spot-landing contests Aircraft judging and awards Technical seminars Aircraft parts lie soushyvenirs for sa le Dawn patrol and breakfast Lunch-time flyouts Pizza party USO show Anual banquet Info Betty 309-343-6409 stearlllallStearlllal1fyincol1l or MvwstearrnanfyincolII

SEPTEMBER IS-Bartlesville OK-48th Annual Tulsa Regional Fly-In Info Charlie Harris 918shy622-8400

SEPTEMBER 18-Ghent NY- Klinekill Airport (NYI) EAA Ch 146 Fall Fly-In Pancake Breakfast 830shynoon S5 Fly-in or drive-in all welcome (Gas available at Columbia County Airport IBI) Rain date 919 Info 518-758-6355 or WIVWeaa146org

SEPTEMBER 2S-26-Nashua NH- Boire Field adjacent to the College Daniel Webster College 2004 Aviation Heritage Festival Aircraft speakers activishyties Adult admission is SIS children 6-12 are S7 and children under 5 get free admission Special discounts for families seniors veterans and groups Info 603-577-6625 or W1vwdwcedll

OCTOBER 1-3-Pottstown PA-Pottstown Municipal Airport (N47) Bellanca-Champion Club East Coast Fly-In Info 5 18-73 1-6800 Robertbellal1ca-clwlllpiollcillbcol1l or lVwwbellanca-clwmpioncillbcom

OCTOBER 2-3-Midland TX-Midland Int l Airport AIRSHO 2004 Commemorative Air Force HQ Info 432-563-1000 est 2231 or pblicrelationsCa(1lqorg

VINTAGE AIRPLANE 29

VAA NeWS continued from page 3

be held at the Theater in the Woods on Sunday August I 2004 at 1 pm at the 52nd annual convenshytion of the Experimental Aircraft Association Inc Wittman Regional Airport Oshkosh Wisconsin

Notice is further given that the election will be held as the first item on the agenda at the business meeting Five Class III directors (three-year terms) and one Class IV director (three-year term who reshysides within 50 miles of Oshkosh) shall be elected In accordance with the fourth restated bylaws of the Experimental Aircraft Asshysociation Inc the Nominating Committee has submitted the folshylowing candidates

Class III Curt Drumm Bob Gyllenswan Susan Dusenbury Vern Raburn Bill Eickhoff Barry Valentine

Class IV Louie Andrew Curt Drumm

Alan Shackleton Secretary EAA Board ofDirectors

Comeback Dad continued from page 7

Range and the landing of that tailshywheel airplane back on solid ground He handled it all flawlessly

He was out of the woods regarding his own abilities He was even out of the woods regarding his psychological barriers The remaining woods to get out of was with the FAA He needed his medical certificate back It wouldnt be good enough for Dad to always have to have a check pilot with him To comshyplete his dream Dad had to fly alone

Dad called the VAA and EAA and got sympathetic and expert help on precisely how to put in his applicashytion He had his heart monitored his stress test complete and on Septemshyber 22 six months to the day after he had his stroke he put his application for his medical into the gaping maw of the outgoing mailbox at the post office Now all he could do was wait

He couldnt fly his Fleet without his certificate because nobody but him knew how to fly it He tried to put the gnawing worry in the back of his mind while he spent the fall flying with Bud

to the fly-in breakfasts they arranged on almost every Sunday morning the winter snatching every sunny day to patrol the Rockies and every spring afshyternoon walking with dread to and from the mailbox awaiting word each trip down the driveway newly imaginshying how he would react if the news wasnt good

All that time the Fleet stood senshytinel in the hangar waiting too If Dad didnt get his medical back he would have to sell her

Strange as it seemed to me at the time when I looked at the Fleets hulkshying commanding frame sitting almost defiantly in the hangar I had the weird feeling that she would not be sold

Our daily methodical work was over work that had a rhythm and progress that could be tracked The work of waiting had none of that and it was the hardest yet There was no activity There was no routine There was nothing-nothing-we could do Except wait And do a daily tally Which we did for 162 days

NEW MEMBERS Mark Hyderman Edmonton AB Canada John D Carlson Ocala FL GaryLuft Lincoln NE Robert] Little Lloydminster AB Canada Tom Dunn Lake Placid FL Donald G Ducharme Keene NH Gary Clayton Newmarket ON Canada Albert Harrington Spring Hill FL Mark Kennedy Derry NH James D Springer Echo Bay ON Canada Jorge Lorie Newberry FL Mark Abrams Reno NY Mario Poulin Mascouche QC Canada Lawrence L Straub Casselberry FL Robert Avner Flushing NY Pete Croagh Lantau Hong Kong Greg Blosser BarneSville GA William Bancroft Jr HubbardOH Sverrir Olafsson Hafnarfjordur Iceland E Bruce Cumming Powder Springs GA Gordon Murray Hudson OH Andrew Rombach Hauptwil TG Switzerland Donald C Jabat Locust Grove GA Roger Parnow Crestline OH F Leland Jones Anchorage AK Richard Kemp Canton GA E A Felmlee Cleavland OK Donald R Lane Homer AK Ryan Stacy Muscatine IA Captain Paul Redhead Eugene OR Dean Courtney Pell City AL Virg Carothers Rock Island IL Samuel Andrews Muncy PA Clark McGlothin North Little Rock AR William Frank Drasler Waukegan IL Kenneth T Mcqueen Bryn Athyn PA Olga Graziano Benson AZ middot Paul S Wallem Rockford IL Chris Etrnanczyk Bestpage TN John Matthew McMahan Mesa AZ Michael Tgibides Dracut MA William M Gray Fort Worth TX George L Mothershed Phoenix AZ Mark Donigan Mechanicsville MD Larry Crawford Aldie VA Edward Whitehead Yuma AZ Robert Koshar Watervliet MI Darrell Grigsby Big Stone Gap VA Clyde Davis Laytonville CA Mike Moening Ann Arbor MI Louis F Hock Waynesboro VA Ralph H Finch Davis CA Harry Peckham Oakland Ml John T Molumphy Roanoak VA David Gaines Lodi CA Tore Ro Sparta MI AI Nash Falls Church VA Rob Roy Gerolamy Elverta CA Charles K Sandager Albert Lea MN Theodore Purvis Poquoson VA Jeff Jungemann Grass Valley CA Tom Westbrook Indinola MS Scott Chambers Monroe WA Wheeler O North Carlsbad CA Creston E Stewart Bozeman MT Richard N Merz Plymouth WI Timothy Roberts Oakland CA Joe Craig High Point NC Robert B Mitchell Hazelhurst WI Ronald Thompson Paso Robles CA John Ratzenberger Nags Head NC Frederick Breisch Jr Cody WY Carl R Walston Solvang CA Clague Hodgson Omaha NE

28 MAY 2004

FLY-IN CALENDAR

r J ~~~~___ -

The (ollowing list o( coming events is furnished to our readers as a matter o( in(ormation only and does not constitute approval sponsorship involveshyment control or direction o(any event (fly-in semshyinars fly market etc) listed To submit an event send the in(ornzation via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or eshymail the in(ormation to vintageeaa org In(ormation should be received (our months prior to the event date

MAY 7-S-Burlington NC-Alamance County Airport (BUY) VM Ch 3 Annual Spring Fly-In All Classes welcome Info Jim 843-753-7138 or 276-638shy8783 eiwilsolllOmeexpresswaynet

MAY S-Kennewick WA-Vista Field EAA Ch 391 FlyshyIn Breakfast Info 509-735-1 664

MAY 14-1S-Kewanee IL-Muni (Ell) 2nd Annual Midwest Aeronca Festival Camping on field breakfast flying events Info 309-853-8141 wwwallgelfirecolllstars4aeronca(est

MAY 14-1S-Porterville CA-(P1V) WAMM Western Assoc of Mooney Mites Semi-Annual Fly-ln Info 135fyersosil1etl1et or mooneYl1litemool1eymitecom All owners and enthusiasts welcome

MAY IS-Riverside CA-Flabob Airport EAA Vintage Ch 33 5th Annual Open House 200+ vintage airshycraft and dozens of vintage cars and hot rods are expected Fabric covering demonstrations radio controlled aircraft flying welding demonstrations and a flea market Young Eagles flights For more information or to make reservations for Young Eagles flights contact Ka thy Rohm 909-683-2309 ext 104 or kathyroill1laolcol1l

MAY IS-Middletown OH-Middletown Municipal Airport (MWO) Chris Cakes Pancake Breakfast Fly-In 8am-Ipm Sponsored by the Middletown Aviation Club Info Bob 513-422-9362

MAY IS-Romeoville Ilr-Lewis University Airport (LOn 33rd Annual EAA Ch IS Fly-In Breakfast 7am-Noon Adults S5 under twelve n Info 630shy243-8213

MAY IS-Warwick NY-Warwick Aerodrome (N72) EAA Ch SOl Annual Fly-In Info 973-492-9025 or donprovoptOl1lillel1et

MAY 21-22-Columbia CA-28th Annual Continental Luscombe Assoc Gathering of Luscombes Info Jim lie Patti 559-888-2745 or wwwluscol1lbe-claorg Advance registration strongly encouraged at gnievillgmuedu

MAY U -Troy OH-WACO Field (IWF) VM Ch 36 Old Fashioned Barbeque Fly-In Ilam to 4pm Lunch at noon Young Eagle Flights will be given weather permitting Info Dick and Patti 937-335shy1444 dickm(lpattiaolcol1l or Roland and Diane at 937-294-1107 naviolJgtgemaircol1l

MAY 29-Zanesville OH-Riverside Airport EAA Ch 425 Fly-In Drive-In Breakfast 8 am-2 pm Pancake sausage and egg breakfast served all day Lunch items served from II am-2pm Info 740shy454-0003

JUNE 4-S-Bartlesville OK-18th Annual Biplane Expo All aircraft and airplane enthusiasts are welcome Static displays forums seminars lie exhibits Info Charlie Harris 918-622-8400

JUNE 4-6-Columbia CA-Bellanca-Champion Club West Coast Fly-In (022) Camping hotelmotel facilities Friday BBQ Saturday steak dinnermtg Advance registration strongly encouraged Info 518-73 1-6800 Robertbellallca-champiollclubcom or WWlvbellanca-champiollclubcol1l

JUNE 5-6-Washington lA-Fly Iowa 2004 lie Diamond Anniversary of D-Day usa ShowshyDance Evening of 5th All aircraft welcome Infowwwfyiowa2004com

JUNE S-Tunkhannock PA-Skyhaven Airport (76N) Skyhaven Pilots Association Pancake Breakfast 730 am-I pm Camping available Info 570-836shy4800 or skyhavellepixnet

JUNE U-13--Gainesville TX-Gainesville Municipal Airport (GLE) Texas Ch Antique Airplane Assoc 41st Annual Fly-ln Info Jim 817-468-1571

JUNE 12-Ghent NY-KJineki li Ai rport (NY I) EAA Ch 146 Summer Fly-In Pancake Breakfast 830shynoon S5 Fly-in or drive-in all welcome (Gas available at Columbia County Airport IBI) Rain date 613 Info 518-758-6355 or W1vweaaI46org

JUNE 13-Nottingham UK-Nottingham Tollerton Airport Todays Pilot 2004 Fly-In Sat evening party for early arrivals Camping available Info 44 0 1780 755131 or Stephenbridgewatelkeypublisilingcolll

JUNE IS-IS-Lock Haven PA-19th Annual Sentimental Journey to Cub Haven 2004 Fly in drive in camp Info 570-893-4200 or 2Cl1bkcnetorg

June 17-20-Knoxville lA-Bellamy Field (OXV) Ercoupe Owners Club 2004 National Convention Info Mike 515-287-3840 ppcmikehotmailcom Full info at ~vwercollpeorg under 2004 Convention button

JUNE 17-20-Middletown OH- (MWO) 12th Natl Aeronca Assoc Convention Air Force Museum and Aeronca plant tours Aeronca aircraft judging and awards Aeronca forums banquet with speakshyers All welcome Info 216-337-5643 or bwmatzllacyailoocol1l

JUNE 26-Gardner KS-Gardner Municipal Airport (K34) Greater Kansas City Vintage Aircraft Fly-ln Enjoy vintage aircraft at the Greatest Little Airport in Kansas Info Jeff 816-363-6351 sllllenskc rrcol1l

JUNE 26-Prosser WA-EAA Ch 391 Fly-In Breakfast Info 509-735-1664

JUNE 26-27-Bowling Green OH-Wood County Airport (lGO) Ch 582 Plane Fun 2004 Young Eagles pancake breakfasts aircraft displays pilot forum s antiques warbirds homebuilts and auto displays 9am-5pm both days Info John 419shy666-0503 bmcavoytllevavzcol1l or WIVWeaa582org

JULY lO-Gainesville GA-GVL) EAA Ch 611 36th Annual Cracker Fly-ln 730 am Pancake Breakfast lie Fly-ln Judging in several categories trophies awa rds rides food lie drinks All day fun for the entire family Info 770-531-0291 or WIVW eaa611org

JULY 17-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-I n 8 am pancake sausage and egg breakfast Lunch served II am-2 pm Info 740shy454-0003

AUGUST 13-1S-Alliance OH- Alliance-Barber Airport (201) 6th Annual Ohio Aeronca Aviators Fly- ln Breakfast Sat lie Sun 7- l1am by EAA Ch 82 Primitive camping on field local lodging availshyable All welcome Info 216-337-5643 bwmatzllacyailoocolII or wwwoaafy- il1colII

AUGUST 14-Cadillac MI-Wexford County Airport (CAD) F1y-lnDrive-In Breakfast EM Ch 678 Info 231-779-8113 dpasiladllOtmailcom

AUGUST 21-Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-In Breakfast Info Tom 740-587-2312 tmCalil1kcoll1

AUGUST 21-Broomfield CO-Jefferson County Airport 8th Annual Jeff Co Aviation Assoc Fly-In 7am-noon Trophies awarded in 9 classes Drawing for a free flight in Dick Jones T-6 Info Daril 303-423-9846

AUGUST 27-29-Mattoon IL-Coles County Airport (MTO) 2004 Luscombe Fly-In Forums Luscombe judging shower camping electrical hook-ups $50 distance award Info Jerry 217shy234-8720

AUGUST 28-Niles MI-Jerry Tyler Memorial Airport (3TR) VAA Ch 35 will host its annual Corn and Sausage Roast I l am-3pm Coffee and donuts for early arrivals Rain Date 829 Info Len 269-684shy6566 or tripacerlenyailoocom

SEPTEMBER 4-Marion IN-14th Annual Fly-In CntiseshyIn Marion Municipal Airport Event features antique classic contemporary homebuilt ultrashylight lie warbi rd aircraft and vintage cars trucks motorcycles and tractors Panca ke Breakfast Info rayoill1sol1FlyII1Cruiselll col1l o r wwwFlylnCruiselncom

SEPTEMBER 4-Prosser WA-EAA Ch 391s 21st Annual Labor Day Weekend Posser Fly-In Info 509-735-1664

SEPTEMBER 4-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-ln 8 am pancake sausage egg breakfast Lunch served II am-2 pm Info 740shy454-0003

JUNE 18-20 Golden WeSt EM Regional Fly-In Marysville CA (MYV) wwwgoldenwestfyinorg

JUNE 26-27 Rocky Mountain EAA Regional Ay-In Front Range Airport (FTG) Watkins CO www_rmrfi_org

JULY 7middot11 Northwest EAA Ay-In Arlington WA (AWO) wwwnweaa_org

JULY 27middotAUGUST 2 EAA AirVenture Oshkosh Oshkosh WI (OSH) wwwairventure_org

SEPTEMBER 18-19 Virginia State EM Ay-In Petersburg VA (PTB) wwwvaeaaorg

OCTOBER 1middot3 Southeast EM Regional Fly-In Evergreen AL (GZH) wwwserfiorg

OCTOBER 7middot10 Copperstate EM Regional Ay-In Phoenix AZ (A39) wwwcopperstateorg

SEPTEMBER 4-6-Cleveland OH- Burke Lakefront Airport 2004 Cleveland Natl Air Show Exciting air shows and displays Finish line for US Air Race Incs Nat) Air Race and Air Cntise (CA to Cleveland) celebrating the 75th Anniversary of Clevelands Natl Air Races of 1929 Info 216-781shy0747 or wwwclevelal1dairsllowcoll1

SEPTEMBER S-12-Galesburg lL-Galesburg Municipal Airport (GBG) 33rd Natl Stearman Fly-ln Everything Stearman Fun and camaraderie Aerobatic form ation short-field takeoff and spot-landing contests Aircraft judging and awards Technical seminars Aircraft parts lie soushyvenirs for sa le Dawn patrol and breakfast Lunch-time flyouts Pizza party USO show Anual banquet Info Betty 309-343-6409 stearlllallStearlllal1fyincol1l or MvwstearrnanfyincolII

SEPTEMBER IS-Bartlesville OK-48th Annual Tulsa Regional Fly-In Info Charlie Harris 918shy622-8400

SEPTEMBER 18-Ghent NY- Klinekill Airport (NYI) EAA Ch 146 Fall Fly-In Pancake Breakfast 830shynoon S5 Fly-in or drive-in all welcome (Gas available at Columbia County Airport IBI) Rain date 919 Info 518-758-6355 or WIVWeaa146org

SEPTEMBER 2S-26-Nashua NH- Boire Field adjacent to the College Daniel Webster College 2004 Aviation Heritage Festival Aircraft speakers activishyties Adult admission is SIS children 6-12 are S7 and children under 5 get free admission Special discounts for families seniors veterans and groups Info 603-577-6625 or W1vwdwcedll

OCTOBER 1-3-Pottstown PA-Pottstown Municipal Airport (N47) Bellanca-Champion Club East Coast Fly-In Info 5 18-73 1-6800 Robertbellal1ca-clwlllpiollcillbcol1l or lVwwbellanca-clwmpioncillbcom

OCTOBER 2-3-Midland TX-Midland Int l Airport AIRSHO 2004 Commemorative Air Force HQ Info 432-563-1000 est 2231 or pblicrelationsCa(1lqorg

VINTAGE AIRPLANE 29

FLY-IN CALENDAR

r J ~~~~___ -

The (ollowing list o( coming events is furnished to our readers as a matter o( in(ormation only and does not constitute approval sponsorship involveshyment control or direction o(any event (fly-in semshyinars fly market etc) listed To submit an event send the in(ornzation via mail to Vintage Airplane PO Box 3086 Oshkosh WI 54903-3086 Or eshymail the in(ormation to vintageeaa org In(ormation should be received (our months prior to the event date

MAY 7-S-Burlington NC-Alamance County Airport (BUY) VM Ch 3 Annual Spring Fly-In All Classes welcome Info Jim 843-753-7138 or 276-638shy8783 eiwilsolllOmeexpresswaynet

MAY S-Kennewick WA-Vista Field EAA Ch 391 FlyshyIn Breakfast Info 509-735-1 664

MAY 14-1S-Kewanee IL-Muni (Ell) 2nd Annual Midwest Aeronca Festival Camping on field breakfast flying events Info 309-853-8141 wwwallgelfirecolllstars4aeronca(est

MAY 14-1S-Porterville CA-(P1V) WAMM Western Assoc of Mooney Mites Semi-Annual Fly-ln Info 135fyersosil1etl1et or mooneYl1litemool1eymitecom All owners and enthusiasts welcome

MAY IS-Riverside CA-Flabob Airport EAA Vintage Ch 33 5th Annual Open House 200+ vintage airshycraft and dozens of vintage cars and hot rods are expected Fabric covering demonstrations radio controlled aircraft flying welding demonstrations and a flea market Young Eagles flights For more information or to make reservations for Young Eagles flights contact Ka thy Rohm 909-683-2309 ext 104 or kathyroill1laolcol1l

MAY IS-Middletown OH-Middletown Municipal Airport (MWO) Chris Cakes Pancake Breakfast Fly-In 8am-Ipm Sponsored by the Middletown Aviation Club Info Bob 513-422-9362

MAY IS-Romeoville Ilr-Lewis University Airport (LOn 33rd Annual EAA Ch IS Fly-In Breakfast 7am-Noon Adults S5 under twelve n Info 630shy243-8213

MAY IS-Warwick NY-Warwick Aerodrome (N72) EAA Ch SOl Annual Fly-In Info 973-492-9025 or donprovoptOl1lillel1et

MAY 21-22-Columbia CA-28th Annual Continental Luscombe Assoc Gathering of Luscombes Info Jim lie Patti 559-888-2745 or wwwluscol1lbe-claorg Advance registration strongly encouraged at gnievillgmuedu

MAY U -Troy OH-WACO Field (IWF) VM Ch 36 Old Fashioned Barbeque Fly-In Ilam to 4pm Lunch at noon Young Eagle Flights will be given weather permitting Info Dick and Patti 937-335shy1444 dickm(lpattiaolcol1l or Roland and Diane at 937-294-1107 naviolJgtgemaircol1l

MAY 29-Zanesville OH-Riverside Airport EAA Ch 425 Fly-In Drive-In Breakfast 8 am-2 pm Pancake sausage and egg breakfast served all day Lunch items served from II am-2pm Info 740shy454-0003

JUNE 4-S-Bartlesville OK-18th Annual Biplane Expo All aircraft and airplane enthusiasts are welcome Static displays forums seminars lie exhibits Info Charlie Harris 918-622-8400

JUNE 4-6-Columbia CA-Bellanca-Champion Club West Coast Fly-In (022) Camping hotelmotel facilities Friday BBQ Saturday steak dinnermtg Advance registration strongly encouraged Info 518-73 1-6800 Robertbellallca-champiollclubcom or WWlvbellanca-champiollclubcol1l

JUNE 5-6-Washington lA-Fly Iowa 2004 lie Diamond Anniversary of D-Day usa ShowshyDance Evening of 5th All aircraft welcome Infowwwfyiowa2004com

JUNE S-Tunkhannock PA-Skyhaven Airport (76N) Skyhaven Pilots Association Pancake Breakfast 730 am-I pm Camping available Info 570-836shy4800 or skyhavellepixnet

JUNE U-13--Gainesville TX-Gainesville Municipal Airport (GLE) Texas Ch Antique Airplane Assoc 41st Annual Fly-ln Info Jim 817-468-1571

JUNE 12-Ghent NY-KJineki li Ai rport (NY I) EAA Ch 146 Summer Fly-In Pancake Breakfast 830shynoon S5 Fly-in or drive-in all welcome (Gas available at Columbia County Airport IBI) Rain date 613 Info 518-758-6355 or W1vweaaI46org

JUNE 13-Nottingham UK-Nottingham Tollerton Airport Todays Pilot 2004 Fly-In Sat evening party for early arrivals Camping available Info 44 0 1780 755131 or Stephenbridgewatelkeypublisilingcolll

JUNE IS-IS-Lock Haven PA-19th Annual Sentimental Journey to Cub Haven 2004 Fly in drive in camp Info 570-893-4200 or 2Cl1bkcnetorg

June 17-20-Knoxville lA-Bellamy Field (OXV) Ercoupe Owners Club 2004 National Convention Info Mike 515-287-3840 ppcmikehotmailcom Full info at ~vwercollpeorg under 2004 Convention button

JUNE 17-20-Middletown OH- (MWO) 12th Natl Aeronca Assoc Convention Air Force Museum and Aeronca plant tours Aeronca aircraft judging and awards Aeronca forums banquet with speakshyers All welcome Info 216-337-5643 or bwmatzllacyailoocol1l

JUNE 26-Gardner KS-Gardner Municipal Airport (K34) Greater Kansas City Vintage Aircraft Fly-ln Enjoy vintage aircraft at the Greatest Little Airport in Kansas Info Jeff 816-363-6351 sllllenskc rrcol1l

JUNE 26-Prosser WA-EAA Ch 391 Fly-In Breakfast Info 509-735-1664

JUNE 26-27-Bowling Green OH-Wood County Airport (lGO) Ch 582 Plane Fun 2004 Young Eagles pancake breakfasts aircraft displays pilot forum s antiques warbirds homebuilts and auto displays 9am-5pm both days Info John 419shy666-0503 bmcavoytllevavzcol1l or WIVWeaa582org

JULY lO-Gainesville GA-GVL) EAA Ch 611 36th Annual Cracker Fly-ln 730 am Pancake Breakfast lie Fly-ln Judging in several categories trophies awa rds rides food lie drinks All day fun for the entire family Info 770-531-0291 or WIVW eaa611org

JULY 17-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-I n 8 am pancake sausage and egg breakfast Lunch served II am-2 pm Info 740shy454-0003

AUGUST 13-1S-Alliance OH- Alliance-Barber Airport (201) 6th Annual Ohio Aeronca Aviators Fly- ln Breakfast Sat lie Sun 7- l1am by EAA Ch 82 Primitive camping on field local lodging availshyable All welcome Info 216-337-5643 bwmatzllacyailoocolII or wwwoaafy- il1colII

AUGUST 14-Cadillac MI-Wexford County Airport (CAD) F1y-lnDrive-In Breakfast EM Ch 678 Info 231-779-8113 dpasiladllOtmailcom

AUGUST 21-Newark OH-Newark-Heath Airport (VTA) EAA Ch 402 Fly-In Breakfast Info Tom 740-587-2312 tmCalil1kcoll1

AUGUST 21-Broomfield CO-Jefferson County Airport 8th Annual Jeff Co Aviation Assoc Fly-In 7am-noon Trophies awarded in 9 classes Drawing for a free flight in Dick Jones T-6 Info Daril 303-423-9846

AUGUST 27-29-Mattoon IL-Coles County Airport (MTO) 2004 Luscombe Fly-In Forums Luscombe judging shower camping electrical hook-ups $50 distance award Info Jerry 217shy234-8720

AUGUST 28-Niles MI-Jerry Tyler Memorial Airport (3TR) VAA Ch 35 will host its annual Corn and Sausage Roast I l am-3pm Coffee and donuts for early arrivals Rain Date 829 Info Len 269-684shy6566 or tripacerlenyailoocom

SEPTEMBER 4-Marion IN-14th Annual Fly-In CntiseshyIn Marion Municipal Airport Event features antique classic contemporary homebuilt ultrashylight lie warbi rd aircraft and vintage cars trucks motorcycles and tractors Panca ke Breakfast Info rayoill1sol1FlyII1Cruiselll col1l o r wwwFlylnCruiselncom

SEPTEMBER 4-Prosser WA-EAA Ch 391s 21st Annual Labor Day Weekend Posser Fly-In Info 509-735-1664

SEPTEMBER 4-Zanesville OH-Parr Airport EAA Ch 425 Fly-In Drive-ln 8 am pancake sausage egg breakfast Lunch served II am-2 pm Info 740shy454-0003

JUNE 18-20 Golden WeSt EM Regional Fly-In Marysville CA (MYV) wwwgoldenwestfyinorg

JUNE 26-27 Rocky Mountain EAA Regional Ay-In Front Range Airport (FTG) Watkins CO www_rmrfi_org

JULY 7middot11 Northwest EAA Ay-In Arlington WA (AWO) wwwnweaa_org

JULY 27middotAUGUST 2 EAA AirVenture Oshkosh Oshkosh WI (OSH) wwwairventure_org

SEPTEMBER 18-19 Virginia State EM Ay-In Petersburg VA (PTB) wwwvaeaaorg

OCTOBER 1middot3 Southeast EM Regional Fly-In Evergreen AL (GZH) wwwserfiorg

OCTOBER 7middot10 Copperstate EM Regional Ay-In Phoenix AZ (A39) wwwcopperstateorg

SEPTEMBER 4-6-Cleveland OH- Burke Lakefront Airport 2004 Cleveland Natl Air Show Exciting air shows and displays Finish line for US Air Race Incs Nat) Air Race and Air Cntise (CA to Cleveland) celebrating the 75th Anniversary of Clevelands Natl Air Races of 1929 Info 216-781shy0747 or wwwclevelal1dairsllowcoll1

SEPTEMBER S-12-Galesburg lL-Galesburg Municipal Airport (GBG) 33rd Natl Stearman Fly-ln Everything Stearman Fun and camaraderie Aerobatic form ation short-field takeoff and spot-landing contests Aircraft judging and awards Technical seminars Aircraft parts lie soushyvenirs for sa le Dawn patrol and breakfast Lunch-time flyouts Pizza party USO show Anual banquet Info Betty 309-343-6409 stearlllallStearlllal1fyincol1l or MvwstearrnanfyincolII

SEPTEMBER IS-Bartlesville OK-48th Annual Tulsa Regional Fly-In Info Charlie Harris 918shy622-8400

SEPTEMBER 18-Ghent NY- Klinekill Airport (NYI) EAA Ch 146 Fall Fly-In Pancake Breakfast 830shynoon S5 Fly-in or drive-in all welcome (Gas available at Columbia County Airport IBI) Rain date 919 Info 518-758-6355 or WIVWeaa146org

SEPTEMBER 2S-26-Nashua NH- Boire Field adjacent to the College Daniel Webster College 2004 Aviation Heritage Festival Aircraft speakers activishyties Adult admission is SIS children 6-12 are S7 and children under 5 get free admission Special discounts for families seniors veterans and groups Info 603-577-6625 or W1vwdwcedll

OCTOBER 1-3-Pottstown PA-Pottstown Municipal Airport (N47) Bellanca-Champion Club East Coast Fly-In Info 5 18-73 1-6800 Robertbellal1ca-clwlllpiollcillbcol1l or lVwwbellanca-clwmpioncillbcom

OCTOBER 2-3-Midland TX-Midland Int l Airport AIRSHO 2004 Commemorative Air Force HQ Info 432-563-1000 est 2231 or pblicrelationsCa(1lqorg

VINTAGE AIRPLANE 29

TAKE SOME OF THE EXPERIMENTING

OUT OF HOMEBUILDING

May 14-16 bull llG Welding

May15-16 bull Finishing and Spray Painting

May 22 - 23 bull Sheet Metal Basics bull Fabric Covering bull Composite Construction bull Gas Welding bull Electrical Systems and Avionics

june 4 - 6 bull RV Assembly

june 11-13

june 25-27

june 25-27

VINTAGE TRADER

Something to buy sell or trade Classified Word Ads $5 50 per 10 words

180 words maximum with boldface lead-in on first line

Classified Display Ads One column wide (2167 inches) by 1 2 or 3 inches high at $20 per inch Black and white only and no freshyquency discounts

Advertising Closing Dates 10th of second month prior to desired issue date (Le January 10 is the closing date for the March issue) VAA reshyserves the right to reject any advertising in conflict with its policies Rates cover one insertion per isshysue Classified ads are not accepted via phone Payment must accompany order Word ads may be sent via fax (920-426-4828) or e-mail (casshysadseaaorg) using credit card payment (ali cards accepted) Include name on card complete adshydress type of card card number and expiration date Make checks payable to EAA Address adshyvertising correspondence to EAA Publications Classified Ad Manager PO Box 3086 Oshkosh WI 54903-3086

BABBln BEARING SERVICE - rod bearings main bearings bushings master rods valves piston rings Call us Toll Free 1800233-6934 e-mail ramremfgaolcom Website wwwramenginecom VINTAGE ENGINE MACHINE WORKS N 604 FREYA ST SPOKANE WA 99202

Airplane T-Shirts 150 Different Airplanes Available

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1-800-645-7739

THERES JUST NOTHING LIKE IT ON THE WEB

wwwaviation-giftshopcom A Website With The Pilot In Mind

(and those who love airplanes)

Warner engines Two 165s one fresh OH one low time on Fairchild 24 mount with all accesshysories Also a fresh DH 145 1938 Fleet 10F Helton Lark and Aeronca C-3 Find my name and address in the Officers and Directors listshying and call evenings E E Buck Hilbert

Flying wires available 1994 pricing Visit wwwfyingwirescom or call 800-517-9278

For Sale - 1939 Spartan Executive 3500TT 10 SMOH 214-354-6418

Lycoming engine 0-145 J3 mount wood prop manual accessories MD 410-529-0868

R-975s Radials for restoration projects or static display Cutout R985 for museum display showing internal moving parts Moran Aviation davidcmorancoi1972-3-9097749

1-800-WORKSHOP 1-800-967-5746

YOU CAN BUILD IT LET EAA TEACH YOU HOW

Griffin GA

Griffin GA

Frederick MD

DenverCO bull RV Assembly

Griffin GA bull TIG Welding

Lakeland R bull RV Assembly Sun n Fun Campus

~EAA AI ~JilltJlIfAllil WORKSHOPS ---~---

bull Introduction to Aircraft Building bull Sheet Metal Basics bull Composite Construction bull Electrical s and Avionics

30 MAY 2004

lI NT-AGE AIRCRAFT

ASS0CIATION

OFFICERS President VicemiddotPresident

Espie Butch Joyce George Daubner 704 N Regional Rd 2448 Lough Lane

Greensboro NC 27409 Hartford WI 53027 336-668-3650 262middot673-5885

windsockaoicom vaaflyboymsncom

Secretary Treasurer Steve Nesse Charles W Harris

2009 Highland Ave 7215 East 46th st Albert Lea MN 56007 Tulsa OK 74147

507-373-1674 918-622-8400 stnesdeskmediacom cwhhv5ucom

DIRECTORS Steve Bender

85 Brush Hill Road Sherborn MA 01770

508-653-7557 sstl()comcastnet

David Bennett PO Box 1188

Roseville CA 95678 916-645-8370

antlquerinreachcom

John Berendt 7645 Echo Point Rd

Cannon Falls MN 55009 507-263-24 14

mj bfchldrconnectcom

Robert C Bob Brauer 9345 S Hoyne

Chicago lL 60620 773-779-2105

photopilotaolcom

Dave Clark 635 Vestal Lane

Plainfield IN 46168 317-839-4500

davecpdiquestnet

John S Copeland lA Deacon Street

Northborough MA 01532 508middot393-4775

copelandljunocom

Phil Coulson 28415 Springbrook Dr

Lawton MI 49065 269-624-6490

rcouison516cscom

Roger Gomoll 8891 Airport Rd Box C2

Blaine MN 55449 763-786-3342

pJedgedrivemsncom

Dale A Gustafson 7724 Shady Hills Dr

Indianapolis IN 46278 317-293-4430

dalefayemsncom

Jeannie Hill PO Box 328

Harvard IL 60033-0328 815-943-7205

dinghaoowcnet

Steve Krog 1002 Heather Ln

Hartford WI 53027 262-966-7627

sskrogaolcom

Robert D Bob Lumley 1265 South 124th St Brookfield WI 53005

262-782-2633 lumperexecpccom

Gene Morris 5936 Steve Court

Roanoke TX 76262 817-491-9 110

n03captflashnet

Dean Richardson 1429 Kings Lynn Rd

Stoughton WI 53589 608-877-8485

daraprliairecom

Geoff Robison 1521 E MacGregor Dr New Haven IN 46774

260-493-4724 chief7025aolcom

SH Wes Schmid 2359 Leleber Avenue

Wauwatosa WI 53213 414-771-1545

shschmidmilwpccom

DIRECTORS - EMERITUS

Gene Chase EE Buck Hilbert 2159 Carlton Rd PO Box 424

Oshkosh WI 54904 Union IL 60180 920-231-5002 815-923-4591

GRCHACharternet buck7acmcnet

Membership Services Directoy-ENJOY THE MANY BENEFITS OF EAA AND THE EAA VINTAGE AIRCRAFT ASSOCIATION ~

EAA Aviation Center PO Box 3086 Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873

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Programs and Activities EAA AirVenture Fax-On-Demand Directory _ ___ _ _____ 732-885-6711 Auto Fuel STCs ___ _ 920-426-4843 Build restore information _ 920-426-4821 Chapters locatingorganizing _920-426-4876 Education ____ 888-322-3229

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EAA Aviation Foundation Artifact Donations ______ _ 920-426-4877 Financial Support _ _ _ _ _ 800-236-1025

MEMBERSHIP INFORMATION EAA

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

VINTAGE AIRCRAFT ASSOCIATION Current EAA members may join the Vintage

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EAA Membersh ip VINTAGE AIRPLANE magazine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magazine not in shycluded) (Add $7 for Foreign Postage)

lAC Current EAA members may join the Internashy

tional Aerobatic Club Inc Division and receive SPORT AEROBATICS magazine for an addishytional $45 per year

EAA Membership SPORT AEROBATICS magaZine and one year membership in the lAC Division is available for $5 5 per year (SPORT

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birds of America Division and receive WARBlRDS magazine for an additional $40 per year

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VINTAGE AIRPlANE OSSN 0091-6943) IPM 40032445 is published and owned exclusively by the EAA Vintage Aircraft Associalion of the Experimental Aircraft Association and is published monthly at EM Aviation Center 3000 Poberezny Rd PO Box 3086 Oshkosh WISCOnsin 54903-3086 Periodicals Postage paid at Oshkosh Wisconsin 54901 and at additional mailing offices POSTMASTER Send address changes to EAA Vintage Aircraft Association PO Box 3086 Oshkosh WI 54903-3086 Return Canadian issues to Station A PO Box 54 WindSOf ON N9A 6J5 FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPlANE to foreign and APO addresses via surface mail ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken

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VINTAGE AIRPLANE 3 1

David Howie Redmond WA

bull Participant in the Seattle Museum of Flights Centennial Parade flight fo commemorate the Wright brothers first flight (holding the commemorative patch in snapshot)

bull Owner of 1929 Fleet Bi-plane shy NC432K and 1948 Stinson - NC976C

I am very happy with AUA I am just a phone call

away from them and when I do call I feel real

southern hospitality on the other end of the phone I

wouldnt think of changing to another company

- David Howie

~~int(jae 41~UlJff Association Insurance Program Lower liability and hull premiums

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