Vintage Airplane - Feb 2003

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VOL. 31 , No. 2


VAA NEWS /H .G. Fra u tschy




A Dc-3 ADVENTUREl]oh n M. Mi ller




OR AIRMAN/Bi ll Dunn



G iles Auliard


Budd Davi sson




Dou g Stewart










Executive Editor
News Editor
Photography Staff
Advertising Coord inator
Advertising/ Editorial Assistant
Copy Editing


N -=
E- ­

Executive Director, Editor
VAA Administrative Assistant
Contributing Editors
Graphic Designer


FRONT COVER: It's hard to believe that this Cessna 172 was delivered over 36
years ago. One of the first bui lt with Cessna's Ommnivision back window, it's been
a part of Robert Koshar's family since 1972. It won the Contemporary Champion
award at EM AirVenture 2000. EM photo by Jim Koepnick, EAA Cessna 210 photo
plane flown by Bruce Moore.
BACK COVER: Frank Warren's striking painting entitled "All American Ace " shows
us Douglas Campbell, the first pilot trained by Americans to become an ace during
WW-I. Campbel l downed his 5 German aircraft in 1918. He stands beside a Nieuport
28 bearing the "Hat in the Ring" markings of the 94th Squadron of the American 1st
Pursuit Group. Warren 's painting was awarded an Honorable Mention ribbon from the
judges of the 2002 EM Sport Aviation Art Competition.


Winter Work
It happens every so often; we
have winter weather in my part of
North Carolina. Since the first of De­
cember I have had either snow or ice
lying in front of my hangar door
about half the time. My hangar door
faces east, and with the sun in the
southern sky this time of year, the
hangar shades this area. The snow
and ice stays there until it warms up
for a few days.
I know those of you who live
where you must put up with these
conditions every winter are not go­
ing to have a good deal of sympathy
for me. Not having all of the neces­
sary equipment to deal with the snow
removal, most of the time we south­
ern guys rely on Mother Nature to
remove this crunchy, cold stuff. I
have a bi-fold hangar door, and with
it closed, coupled with the insulation
and a good propane heater, it makes
for a cozy atmosphere.
In December we had our EAA
Chapter Christmas party in our
hangar. This gathering is one that a
number of people that may not at­
tend other meetings very often will
make an extra effort to attend. It is a
covered dish affair; Norma and I
supply the turkey and ham. There is
always a great deal of food for every­
one. With crummy, uncomfortable
weather outside, the Chapter also
held its January meeting at our
hangar. A number of aircraft did fly
in, including a new RV-S. I would
have liked to linger and admire it,
but it was windy and cold, so I
ducked back inside before I was
chilled to the bone.
With the weather so cold, it's a great
time to stay in the hangar and work on
the Luscombe panel again. I have com­
pletely removed the old panel and the
wiring, plumbing, etc. The windshield

had to be removed to drill out the rivets
securing the windshield retainer. (Add
that to the ever-growing list of "just
one more thing./I)
I have mounted the new panel in
a jig on the workbench. All of the
new instruments are installed, and
my radio guy is doing the wiring for
me. If I can keep every thing going
forward , maybe I can be finished
somewhere between late spring and
mid summer. In the meantime, I do
have to throw in an annual inspec­
tion on the Baron, and maybe a golf
game or two. We can "see over the
horizon, " season-wise, and warm
weather is not far away.

Think of Sun 'n Fun as
the coming-out party
for EAA's Countdown
to Kitty Hawk.
We all know what that means; it
will soon be April! Everyone needs
to be at the annual Sun 'n Fun EAA
Fly-In held at Lakeland Linder Re­
gional Airport in Lakeland, Florida.
The people at Sun ' n Fun continue
to improve this great fly-in, expand­
ing the attendance of airplanes and
people each year.
Think of Sun 'n Fun as the com­
ing-out party for EAA's Countdown
to Kitty Hawk. The Wright Flyer
built by Ken Hyde's Wright Experi­
ence will be the centerpiece of an
exciting pavilion located just to
the east of the FAA building.
Thanks to the sponsorship of the
Ford Motor Company and Mi­
crosoft, this exhibit promises to be
both entertaining and educational.

The centennial reminds us of the
great freedoms we've enjoyed over
the years as we fly all over this great
nation. I am not sure how many of
you have thought about th e an­
niversary celebration in this light,
but I will offer the following for
your thoughts.
The Wright brothers would have
no way of ever imagining that an
aircraft could be used as a weapon
against civilians in the way it was
during the terrorism act of Septem­
ber 11. The fallout of the action of
terrorism affected the aviation com­
munity in a negative manner. Some
even wondered if we would ever get
back in the sky with the freedom
that we have known. Because of a
number of people's hard work, we're
close, but there are still those within
our own government who would
prefer to see greater restrictions
placed on us. We can't let that hap­
pen under the guise of "national
security." The powered flight of the
Wright brothers inspired others to
become involved in aviation. Now
because of their flight in 1903, they
are once again the leaders whose de­
termination and will to succeed will
cause aviation people to celebrate
flight, and, with renewed spirit, find
aviation once again enjoyable.
I will be in the Vintage area dur­
ing this year's Sun 'n Fun Fly-In. I
hope to see you there. Let's all pull
in the same direction for the good of
aviation. Remember, we are better
together. Join us and have it all.


At this point we can't give you
specifics since the FAA has not yet
issued a revision to the policy gov­
erning field approvals and
supplemental type certificates; how­
ever, as this issue was going to press,
we learned the FAA Small Aircraft
Directorate was in the process of
putting together Revision 16 to the
policy. Coupled with some addi­
tional direction issued from FAA
Washington, the field approval
process should become clearer. We
were also asked to urge any mem­
bers who have had problems,
particularly in the lower 48 states, to
appeal their denial of a field ap­
proval to the manager of the facility
with which they've been working,
and if that does not work, to contact
us at EAA headquarters. Specific,
non-emotional data is needed to be
sure the word gets out that the field
approval process is not to be held
up, and that field approvals should
be continuing. If you need to con­
tact EAA Government Programs on
this issue, please e-mail us at
[email protected] or call 920-426-6522.
With Dave Morss at the controls,
the Wathen Foundation's replica of
the Turner RT-14 Meteor made its
first flight at Chino, California, on
Thursday, December 12, 2002. Tom
Wathen said the airplane flew for IS
minutes, and that golden era racer
indicated 170 mph with its Pratt &
Whitney R-1830 producing just 17
inches of manifold pressure, about
30 percent power.
During the first flight the engine
ran smoothly, but hot. "We have to
let more air out of the cowling," Wa­
then said.
Bill Turner built the replica in his
Repeat Aircraft shop on the Flabob
Airport, which the Wathen Founda­
tion saved from developers little more



than two years ago, but work to ad­
dress the cooling needs and other
bugs, such as the inability to get more
than 10 degrees of fla ps, will take
place at Chino's Planes of Fame. With
a 2S-foot wing and an empty weight
better than 3,000 pounds, with full
flaps the l,OOO-hp racer should land
at 115 mph, Wathen said , which
makes the airplan e "too hot for
Flabob" and its short runway.
Morss called the RT-14 a "real
rocket ship," Wa t hen said. He
added that the replica marked
Morss' 32Sth first flight, and his
30th first flight of a prototype air­
craft. Owned and flown by
legendary race pilot Roscoe Turner,
the original RT-14 is in the collec­
tion of the Smithsonian National
Air and Space Museum and com­
peted in the National Air Races
from 1937 to 1939, placing first in
1938 and '39.
-S.M. Spangler

David Richard Elmendorf was born in
1911 in Puerto Rico. His family then moved
to New York, and he attended St. John's
Military School. As a young man he moved
to California in the late 1920s and settled
in Culver City, close to Clover Field in Santa
Monica, a center of early aviation in Califor­
nia. He learned to fly in a Reet biplane.
In 1935 he entered the National Air
Races in Cleveland and again in Los Ange­
les in 1936 with his plane, the Elmendorf
Special, which was a Keith-Rider R5. This
plane was later sold (1938) and renamed
the Jackrabbit and today is on display in
the Wittman hangar at the EAA AirVenture
Museum in Oshkosh, Wisconsin.
Later, he worked at Douglas Aircraft and
in 1941 joined a pilot training school at Cal
Aero in Ontario, California, where he trained
young Air Corps cadets to fly. He also served
in the U.S. Army in 1945 and continued to
train pilots. After the war, he returned to
Douglas and retired after 35 years as an air­
craft mechanic.
Dave is survived by his wife of 70
years, Helen Elmendorf. He was buried on
September 26, 2002, at Forest Lawn in
Hollywood Hills, California.

The Art of Engineering From NASA's Aeronautical Research
The architecture department at The
Art Institute of Chicago and the Aero­
space Technology Enterprise of the
National Aeronautics and Space Adminis­
tration (NASA) are organizing an exhibition
on aerospace design for showing August
2, 2003, through February 8, 2004, in
the Kisho Kurokawa Gallery of Architec­
ture at the Art Institute. Later, it will travel to two other museum locations in the nation,
and a photographic version will circulate to airports throughout the United States. The
project will have an accompanying book published by Merrell Publishers in London and
an extensive educational program at the Art Institute.
The exhibition itself will feature the architecture and engineering of wind tunnels
through approximately 90 wind tunnel models from NASA's collection. The earl iest of
these is shown here and remains unidentified. NASA and The Art Institute of Chicago
would appreciate any ideas that members might have regarding the identification of
this vintage artifact. The exact nature of the routed-out hole and rectangular area on
the side of the fuselage are also unknown. Please contact John Zukowsky, the John H.
Bryan Curator of Architecture, The Art Institute of Chicago, 111 S. Michigan Avenue,
Chicago IL 60603 (phone 312-443-3949; fax 312-578-0960; e-mail
[email protected]). The first EAA member who correctly identifies this biplane (any
documentation would be helpful, since it is unidentified!) will receive copies of two of
the Art Institute's previous books on aerospace architecture entitled Building for Air
Travel (1996) and 2001: Building for Space Travel (2001).

VAA's "Friends of The Red Barn"
VAA 2003 Convention Fund Raising Program
The Vintage Aircraft Association is a major partici­
pant in the World's Largest Annual Sport Aviation
Event - EAA AirVenture Oshkosh! The Vintage Divi­
sion hosts and parks over 2,000 vintage 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 has been principally derived from the Vin­
tage Aircraft Association's general income fund.
Starting in 2002, the Vintage Board elected to more
properly underwrite the annual Vintage Red Barn area
Convention activities from a yearly special conven­
tion support fund. This effort is the VAA's "Friends of
the Red Barn" program.
This fundraising program is an annual affair, begin­
ning each year on July 1 and ending June 30 of the
following year. This year's campaign is well underway,
with contributions already arriving here at VAA HQ.
Our thanks to those of you who have already sent in
your 2003 contributions.
You can join in as well. There will be three levels of
gifts and gift recognition:
Vintage Gold Level - $600.00 and above gift
Vintage Silver Level - $300.00 gift
Vintage Bronze Level - $100.00 gift
Each contribution at one of these levels entitles
you to a Certificate of Appreciation from the Division.
Your name will be listed as a contributor in Vintage

Airplane magazine, and on a special display at the VAA
Red Barn. You will also be presented with a special
name badge recognizing your level of participation.
During AirVenture, you'll have access to the Red Barn
Volunteer Center, a nice place to cool off.
Gold Level contributors will also receive a pair of
certificates each good for a flight on their choice of
EAA's Ford Trimotor or New Standard Biplane, re­
deemable during AirVenture or during the summer
flying season at Pioneer Airport. Silver Level contribu­
tors will receive one certificate for a flight on their
choice of one of the two planes.
This is a grand opportunity for all Vintage members
to join together as key financia l supporters of the Vin­
tage 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 Contem­
porary airplanes in the world.
Won't you please join those of us who recognize the
tremendously valuable key role the Vintage Aircraft Asso­
ciation has played in preserving the great grass roots and
general aviation airplanes of the last 100 years? Your
participation in EAA's Vintage Aircraft Association
Friends of the VAA 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.

'-~---------------------------------------------------------------- -- ---- -- - ---- -- ------------------------ ,

2003 VAA Friends of the Red Barn
Name______________________________________________ EAA#_______________VAA# ______________


City/State/ Zip _______________________________________________________________________________

Phone_____________________________________E-Ma il ___________________________________________

Please choose your level of participation:

Vintage Gold Level Friend - $600.00

Vintage Silver Level Friend - $300.00
Vintage Bronze Level Friend - $100.00

o Payment Enclosed

o Please Charge my credit card (below)

Credit Card Number ______________________ Expiration Date ___________
Sign a ture_____________________________

Mail your contribution to:
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 Re­

sources department for the appropriate form .

NameofCompany __________________________

The Vintage Aircraft Association is a non-profit educational organization under IRS sOlc3 rules, Under Federal Law, the deduction from Federal In­

come 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 services provided in exchange for the contribution. An appropriate receipt acknowledging your gift will be sent to

you for IRS gift reporting reasons.



uring World War II, I was
a -captain on Eastern Air
.- - - Lines (EAL), flying out of
Newark airport (before LaGuardia
had been built), and in addition, I
was also the chief test pilot for Co­
lumbia Aircraft Corp. at Valley
Stream, Long Island (extra duty on
the side, due to the necessities of
wartime). On one of the rare days
that I was at home, I received an
urgent call from the airline, asking
me to rush to Newark for an emer­
gency flight. I realized that it must
be an emergency, since I had the
day off from both jobs because the
weather was absolutely horrible
with zero/zero fog over the eastern
half of the United States, and with
the airlines at a standstill.
I drove the 80 miles in that
dense fog with real difficulty, and
it took almost twice as long as the
usual trip. I could hardly imagine
what was in store for me during
those nearly four hours of driving
or why they would be calling for
me to fly in such weather, espe­
cially since there were other pilots
living much nearer to Newark than
I who were also grounded. I finally
found out. No other pilot wanted
to fly the trip, for several good rea­
sons . First, the fog was extremely
dense right to the ground and was
expected to be very deep . Second,
there was a cargo load of live Bo­
fors anti-aircraft ammunition
aboard, which made the airplane
about 1,000 pounds overweight.
Third, there was no alternate air­
port other than the destination
itself, Atlanta, and it too had the
same weather but was expected to
open before arrival. Dispatch had



called me, confident that I would
cooperate as usual.
On arrival at Newark I found
that another captain senior to me
had volunteered, so I was to be his
copilot. Evidently, we were the
only two volunteers. I had done so
without knowing what a difficult
set of circumstances confronted us,
but I did not renege.
The anti-aircraft cartridges were
about 15 inches long, as I remem­
ber. I do not know the caliber. It
was for a commonly used Swedish
anti-aircraft gun. This load was ur­
gently needed for a cargo ship due
to depart from New Orleans the
next day with a load of war mate­
rial. The cartridges were packed,
three in each wood box, and were
loaded all along the floor of the
passenger DC-3, and in each pas­
senger seat. Quite a sight! We were
told that the center of gravity (CG)
was okay, but the overload was
about 1,000 pounds; I suspected it
really weighed more. It was all
more than slightly illegal, but it
was wartime, and regulations had
to be ignored sometimes. There
were probably another thousand
pounds worth of regulations being
violated, too.
The fog was so dense that we
had to be towed out to the runway
by a special tow tractor made for
that purpose (the driver could see
better than we could because he
was closer to the ground) . We
could not see the white lines, or
the taxiway and runway markings,
over the nose ahead of the wind­
shield with the ta il wheel on the
ground. The mechanic driving the
tow tractor detached, pulled the

two landing gear safety pins; and
held them up for both of us to see
them. We ran up the engines and
checked the instruments and ra­
dios (low frequency receivers for
four-leg ranges and high frequency
for communication), set the direc­
tional gyro carefully to the runway
heading (toward the southwest,
where there were no high obstruc­
tions ahead), and started the long,
slow acceleration for takeoff. It
took a long, long time to get the
extra airspeed necessary to get air­
borne with the heavy load aboard,
and we did not have any markings
to tell us how much runway we
had left.
We were committed! We had to
hold an exact heading to stay on
the runway, with occasional
glimpses of runway lights in our pe­
ripheral vision to assure us. The fog
was so dense that we could not ac­
tually see the runway approach
lights as we passed over them, only
a glow from them. After all, they
were faced in the same direction as
we were. Captain Dice gave me the
thumbs-up signal to raise the gear
when he was sure that he was going
to stay in the air without inadver­
tently touching down. I already
had my left hand on the gear lever.
SURPRISE! The gear lever re­
fused to unlock or move at all.
With all my strength I could not
move it. Captain Dice frantically
held his thumb up and jabbed it
into the air, insistently, but to no
avail! Thoughts raced through my
mind that possibly the operator of

:.w;JrlJ>:UO~· fl::Pt:iU: some of the
~~J~Pl8eu~~ in the attempts. The
slow climb, with the landing
gear fully extended, did get us over
the big oil refinery ahead of us at
Kearny, New Jersey, but we could
smell the chemical smoke as we
skimmed over it! The two Wright
engines stayed at full takeoff power
and were getting hot.
Fortunately, with flat terrain
ahead we were able to hold level
for a while to get more cooling air
before starting a long, slow climb
to about 1,000 feet. That was
enough for the present. Only a
sight reduction of power was possi­
ble without losing airspeed and
altitude. Here we were at low alti­
tude with all kinds of populated
areas under us, with an overload of
ammunition. The engines had to
be left in a rich mixture condition
to keep them from failing-we
used the fuel for extra cooling .
There was no choice whatsoever­
we had to continue on course, gain
a little altitude, and hope the en­
gines would get us to Atlanta. Fat
chance! We did not have autopi­
lots in EAL airplanes (Captain
Eddie's idea), so flying at that load
and low airspeed was tiring. We
took turns at it and suspected that
the overload was greater than we
were told. We could not decide
what it could be that could pre­
vent the gear from retracting,
unless a set of safety pins was still
in place.
Yet, we had plainly seen them in
the hand of the tow tractor driver.

in store for me
during those
nearly four hours
of driving or why
they would be
calling for me
to fly in
such weather •

• •

We must have awakened a lot of
people below us that night when
we passed over at 2,000 feet with
the poor engines over-revving at
almost full takeoff power. We were
using fuel at a very high rate, so we
were worried about getting to At­
lanta. Any attempt to lean the
mixture too much caused high oil
and cylinder head temperatures.
We were busy controlling the en­
gines to prevent failure. We
radioed ahead to Atlanta to pre­
pare to offload the cargo to
another airplane and to divide the
load between two of them if avail­
able, for the engines in our
airplane would have to be
changed, due to such mistreat­
ment, even if we did succeed in
getting there. There was no chance

olina, where a Re'Y:ollUtliOO
battle was fought and
ally told my passengers, via a
system, about it. I was thinking of
that while we were still on instru­
ments, with Atlanta still below
minimums. At that moment the
left engine suddenly started to vi­
brate, shaking the entire airplane
with its steady vibration. The oil
pressure was okay and strangely
was staying at red line temperature.
Fortunately, the engine kept
right on running with that
steady, sharp vibration. Switch­
ing the ignition had no effect, so I
concluded that both spark plugs
had failed on one cylinder. We had
not tried the ignition before be­
cause of the high power, so we had
not had any warning of one spark
plug failing. I was rushing ideas
through my mind and suspected
some metal was flying around in
the dead cylinder that would bat­
ter the spark plugs. The fast fuel
burn-off had lightened the air­
plane, so the loss of power was not
serious. But of course, the total
failure of the engine would be fatal
for a dead-engine crash in that
rolling farm country in a dark
night. We were mighty scared. I in­
termittently tried the landing
control lever without success. I was
pondering why it would not re­
lease and operate.
In reviewing the landing lock­
ing system in my mind, it suddenly
dawned on me that there was an
up-lock cable that was extra taut
due to the deflection of the wings
under the unusually heavy over­
load on them. I tried the gear lever


again. It was still locked. I was fly­
ing at that moment , so I quickly
shoved the wheel forward sharply
to momentarily u nload the wings,
and at the same time, with my left
hand on the gear lever, it unlocked
an d came up t o the retract posi­
tion. With that, the gear came up!
Meanwhile, Captain Dice was
trying instinctively to overcome
my sudden push on the wheel. Be­
fore pushing forward I had slowly
raised the nose a little. What a re­
lief! With the engine about to fail
we were able to reduce power and
continue on to Atlanta, which had
suddenly opened up wide due to a
warm front passage. The engine
kept right on running with its
steady vibrations, even while we
taxied to the hangar.
When we stopped the engines, a
column of oil smoke arose from
the cowling of the left engine and
a small stream of oil ran down to
the tarmac . The mechanics re­
moved the cowling and, not to our
surprise, the master cylinder, No.
1, had a big open crack right across
its head. I stayed at the airport (af­
ter midnight) instead of going to
the hotel, because I wanted to see
what had caused the trouble. The
mechanics were curious, too, so
they removed the cylinder and
found the reason.
The top of the piston had been
pounded thousands of times by a
piece of metal and had been dis­
torted to a concave surface without
being punctured. The head of the
exhaust valve was missing with
only the broken valve stem
showing. It had done all of that
pounding and had finally escaped
out through the exhaust port into
the exhaust pipe. The tapered end
section of the pipe had a long slot
for the exhaust gases but was too
narrow for the valve head to es­
cape through it . The section was
removed, and there was the head
of the exhaust valve, neatly folded
double. While it was in the cylin­
der and being heated red hot, it
had broken off its stem and, being
soft, the piston crushing it edge6


wise had quickly folded it tightly
double. By the greatest good for­
tune it h ad no t punct ur ed the
piston, which would certainly have
caused a fu lly catastrophic failure
of the engine. As for the failure of

Captain Dice
was trYing
instinctively to
overcome my
sudden push
on the wheel.
the landing gear to retract, why
didn't I think of that before I did?
Since Dick Dice had priority as
captain, he was entitled to keep
the valve.
Now, here is a similar incident
in a Bonanza. You Bonanza people
all know that it is de rigueur to
crank up the landing gear by hand.
Such stress on the gearing may
cause a failure in the gearbox. The
failure might not happen at the
time of the cranking, but pOSSibly
later at an inconvenient time.
When I was flying the DC-8 out of
]FK airport it sometimes happened
that I would land late at night, just
barely ahead of the sea fog rolling
in off the Atlantic that would cover
the airport with dense fog. That
could happen with only a few min­
utes' warning. One night, just that
happened. When I finished the de­

briefing in the operations office,
the ai rport was covered by dense
sea fog . My trusty little model C
Bonanza was sitting out there in it,
and I wanted to get home, as usual.
The weat h er at POU (Dutchess
Cou nty Airport at Poughkeepsie)
was showing 900/2, and was ex­
pected to go down to below 500/1,
later. The legal minimum on the
only (VOR) approach was 600 feet.
Syracuse was my alternate, quite a
long way, but well within my
range, and with Buffalo open I had
a good set of alternates. So, I was
driven out to my very damp steed.
The tower operator recognized my
voice and said, "Any runway you
wish, Captain," I chose 4. I was the
only airline pilot who regularly
commuted to my flights by private
airplane in the entire New York
area, so the control tower opera­
tors knew me well. Knowing that
the top would be about 1,000 feet,
I took off in the dense fog .
In the climb I flipped the land­
ing gear switch to retract. But it
didn't! After two or three trials, I
got the same result. The circuit
breaker was still engaged, so press­
ing it gave no help either. By that
time I was on top, temporarily, for I
had a low overcast ahead of me at
POU. If the weather went below
minimums I could not land, be­
cause the minimum descent
altitude was the definite limit. No
landing could be made with run­
way in sight only, at that time. In
case I had to go to my alternate,
SYR, with the gear down all of the
way, I could run low on fuel. So I
wanted to get the gear up. Remem­
bering how I had unloaded with
wings in the DC-3 (a long time be­
fore jet airliners), I made a series of
short zooms and short push-overs,
each time getting a few turns of the
crank while the weight of the land­
ing gear was zero and no load was
on the gears in the box. Presto! The
gear was safely up. The weather at
POU stayed above minimums, and
I got home on schedule. The gear
switch had failed, but it worked
fine for extension.


break an airplane




ohnny Ringer

hated ice. Ice can

be quite unpre­

dictable. If the
temperature and
moisture are just right,
you can pick it up even
when it isn 't forecast.
And then again, even
when it is forecast, you
might not get any.
Johnny and I were
waiting at LaGuardia
for a Lockheed C-60 to
arrive on a cargo run. The C-60 was
to depart Buffalo for Rome Air Force
Base in upstate New York, and then
continue on to LaGuardia. We were
to take it back the other way. It ar­
rived late. The crew told us about
the hairy trip they had. As they were
approaching Rome they started pick­
ing up rime ice, fast and heavy. The
crew decided to pass up Rome and
try for Albany.
They soon had such a load of ice
that the boots couldn't cope with it.
They also were unable to climb up
out of it. With full power they were
just able to stagger into Albany. Af­
ter landing they said that the whole
underside of the wings and even the
fuselage had fingers of ice hanging
down like stalactites. Of course, this
load raised hell with the lift and
added weight to the plane. The cap­
tain was a good pilot and plenty
cool. He wasn't one to exaggerate.
Johnny and I listened to all this,
and I figured that Johnny would
cancel. He certainly would have had


the right to. But he didn't.
We took off for Rome and were
between layers at 6,000 feet between
Albany and Rome. We started to let
down into Rome and immediately
started picking up ice. Johnny let
down to about 4,000 when he de­
cided that he had enough of that.
He poured the coal to the Lockheed
and started a steep climbing turn to
the left. We used to teach chandelles
under the hood at Burlington.
Johnny was doing a chandelle if I
ever saw one.
Johnny and I flew together a lot.
If he was looking at a chart or some­
thing besides his instruments and
got a little off course, I acted as his
autopilot. I would just reach up and
make the correction. He accepted
that as routine after a while. Actu­
ally it made us a pretty good team.
On this particular flight Johnny
was a bit overanxious to climb out
of there. When I saw that the air­
speed had dropped to 90, I reached
up and pushed forward on the

wheel. Just then a red
light started blinking
on my side of the in­
strument panel. The
warning light was in­
dicating a loss of fuel
pressure to the right
Under the throttles
on the center console
was a wobble pump
handle to manually
pump fuel pressure to
the engines. I started
pumping, and Johnny asked me
what I was doing. I stopped pump­
ing and showed him the red light
that had come back on. Johnny then
did something that really shook me
up. He started pumping his control
wheel back and forth and mutter­
ing, "Oh shoot, oh shoot, oh shoot."
He had definitely panicked.
We were able to climb back up
between layers. I kept pumping the
wobble pump until I was tired. We
had a second lieutenant Air Force
pilot in the back, riding observer. I
called him up front and asked him
to pump for a while. I informed
him that if he did a good job we
could make it into Albany. He did,
and we did.
Johnny and I never mentioned
that incident to each other or any­
one. The following year I had a flight
as plane commander where panic
got a grip on me. It taught me never
to be too critical of my fellow pilot.
It has always been amazing to me
how critical some pilots can be of


other pilots, even their friends. I
have to admit that from time to
time I have been guilty. I think that
it came from the phrase, "There but
for the grace of God go I."
The demise of our Colonial Air­
lines DC-2s was another series of
wild experiences.
To operate the hydraulic system
to work the landing gear up or
down, the copilot would start with a
lever next to his seat. This lever had
a button on the end of it with a re­
movable cap over the button. After
removing the cap and depressing
the button, the lever could be
moved either up or down. Then a
long pump handle on the floor
would be used to build up the hy­
draulic pressure.
When the DC-2 would sit on the
ground without the engines run­
ning even for a short period of time,
the hydraulic pressure would go
down. It was the copilot's job to
pump the pressure back up. More
than once, especially in the wee
hours of the morning on an all­
night trip when we were parked
and waiting to be loaded, the pres­
sure would go down. I would look
at the pressure gauge and say to
myself, "Self, pump up the pres­
sure." I would be thinking "Up"
when I grabbed the gear lever. Then
I would say something else to my­
self like, "Don't do something
stupid, like pulling the lever up!" It
is the pressure that has to come up,
not the gear. The lever would have
to be put in the down position, and
the pressure pumped up with the
pump handle.
One of our DC-2s was parked in
front of the terminal at Buffalo.
My friend, Johnny Strong, was the
copilot. I forget who the captain
was, although I can think of a cou­
ple I wish it were. The captain was
in his seat, and he asked Johnny to
pump the pressure up. Well,
Johnny pulled the lever up, and
the captain pumped! The DC-2s
didn't have the pins that would
prevent the gear from folding as
the later model DC-3s had. It had a
cable around the gear with a turn8


buckle. Unfortuna t ely, the turn­
buckle on the left gear of this DC-2
had been put on with on ly a cou­
ple of turns ... and it parted. With
that, the left gear collapsed and
the right gear folded sideways.

I think that it
came from
the phrase,
"There but for
the grace of
God go /."
There sat that great old bird right
in front of the terminal at Buffalo.
The left wing was sprung. So you
might say that it was "terminal at
the terminal"!
Captain Roe Nemmers was one of
our check pilots. He was checking
out one of the new captains at La­
Guardia in the other DC-2. The
brake system on the DC-2 was differ­
ent, to say the least. The captain had
a brake lever on the left side of the
cockpit, and the copilot had one on
the right. If the captain wanted both
brakes, he would neutralize his rud­
der pedals and pull on his brake
lever. If he wanted left brake, he
would let off on the brake lever,
push the left rudder pedal, and pull
on the brake lever. The same if he
wanted right brake. The lever would
always have to be released before it
could be applied again.
The procedure after landing was
for the copilot to take the wheel and
for the captain to have his left hand
on the brake lever and his right
hand on the throttles. It was raining
on the day that Captain Nemmers
was checking out the new captain.
Between the two pilots pushing and
pulling on their respective brake
levers they managed to get off the
runway and onto the wet grass after
landing. They got it back heading
for the runway and would have

made it except for two things. One,
they started sliding sideways on the
wet grass. And two, a B-24 was
parked in the direction they were
sliding. They collided with the B-24.
It wasn't a terrific crash. Just hard
enough to total our second and last
DC-2. No fire and nobody hurt. But,
"Adios, good old DC-2."
At the end of 1942, Colonial Air­
lines got a contract with the Air
Force to operate a school to train Air
Force pilots to fly C-47s. The 10 sen­
ior copilots with 1,000 hours were
chosen to be checked out. I was one
of them. We received horsepower
ratings but not air transport ratings.
This being a military program, ap­
parently we did not need an
instructor's rating.
The school was set up at Albany,
New York. We arrived there in Janu­
ary 1943 with two C-47s. These were
the same as our DC-3s, which were
the old type with boilers for cabin
heat. They were flown into Albany
by Colonial captains, not us.
We suggested that we be given
the opportunity to do a little flying
together to practice. None of us had
even flown a DC-3 or C-47 without
an airline captain aboard. Our re­
quest was denied with the ridiculous
excuse that nothing was going to in­
terfere with the training program
starting on time. So we sat around
until February 10. If they had
thought that we were going to bend
one of their planes, they would
never know how close I came on the
first early morning flight.
Early morning was really the mid­
dle of the night-0400 to be exact. It
was February 10, 1943, and it was 10
below zero and snowing. My two
students were second lieutenants
who had just received their wings
and had no twin-engine time. I
asked the chief pilot, Charlie Wen­
zel, and Mr. Brown, the director of
the school, what they thought I
might be able to teach on a morning
such as this. They told me to just get
the flight out on time, and if noth­
ing else, check the weather. Ours
was not to question why, so I pre­
pared to depart.

This was to be my first flight in a
DC-3 with out a cap tain. Also, as it
turned out, I would have been better
off alone th an to have those two
students aboard.
Those early DC-3s and C-47s had
boilers that provided the cabin heat.
Those boilers co uld be the most
temperamental contraptions ever
invented. I'm not sure that even a li­
censed plumber could get any heat
out of them some tim es. This was
one of those times. As we taxied out,
one of the students was still messing
around trying to get the boiler work­
ing, with no success.
The runway was covered with
snow as I took off to the so uth .
There was a southwes t wind blow­
ing. They were giving the ceiling at
1,200 feet, and they were correct. At
that altitude the lights on the
ground were starting to disappear. I
turned on the landing lights, and it
was snowing like crazy. I made a
180 to the left and headed back to­
ward the field. I turned on the ADF
(automatic direction finder). It was
just going around and around. A
few minutes went by, and we should
have been able to see the field. But
we didn't. I couldn't believe it. Of
course, looking back, I know what
happened. I had a wind out of the
southwest and poor visibility, and
while making my 180 toward the
east, I had passed to the east of the
field. I was getting into serious trou­
ble. Panic was setting in. At least I
always thought it was panic.
Years later I read an article written
by a flight surgeon about the mental
effects of hypothermia. We had no
cabin heat, and it was 10 below zero
outside. The students were scraping
ice off the inside of the windshield.
Th ey didn't have the slightest idea
that I didn't know where in the
world we were. Actually they seemed
to be getting a charge out of it. All I
could think of was to stay VFR and
stay in the lowlands. We had hills to
the east and to the west. The Mo­
hawk River runs west from the
Albany area, and the Hudson runs
north and south. I picked up a river
and started down it, or perhaps up

it. I don't even remember checking
my compass. Suddenly right ahead
was one of the most beautiful sights
I have eve r seen. Two blinking red
lights that were on a bridge between
Albany and Troy. I had seen these
lights many times from my hotel
room in Albany. I knew the heading
from there to the airport. I landed
and went into operations. I told
them that if they fixed the boiler,
then come daylight I would go back
out, weather permitting.
I told this experience to very few
people, but it really shook me. I

knew that I had really panicked. I
also knew that I had not done a
good job in preflighting. For one
thing I should have checked the
ADF before taking off. Even if I was­
n't planning on using it, it didn't
mean that I might not. There were
many other things that I could have
done that I didn't. It taught me an
important lesson, however. A lesson
about the consequence of not main­
taining the best possible "tranquility
of spirit. " In other words, keep cool
so that you can keep thinking.
Thinking clearly that is!


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As many of you n oticed, there
was no Myster y Plane in last
month's issue, so we'll double up
on answers to keep on schedule .
First, the October Mystery Plane
was a pretty pre-war prototype
from a we ll-known manufact urer
that didn't make it to th e pro­
duction line.
Here's our first note, from Jim
Stothers, Rancho Palos Verd es,

H . G.



Th e "Starliner" was a six-p lace
development of Lockh eed 's Vega di­
vision in 1939. It was powered by a
600-hp M enasco " Unitwin " en­
g in e, whi ch was, in fa ct , a
Si a m ese -twin developm ent of th e
Menasco six- cylinder inverted airTHIS MONTH'S MYSTERY PLANE




O SHKOSH , WI 54903 -3086 . YOUR






15 , 2003 , FOR INCLU­




[email protected] .




Bellanca CH-400 Skyrocket designated by t he U_S. Navy as an XRE-2 , BU
No. 9207.

and 1950s, scra ping allowance
mon ey to bu y a 25 -cent Comet
model airplane kit. Cleveland kits
were too pri cey for me then , and
Guillow kits were for little kids­
they could not fly. The Comet
E-series was a go od compromise.
They flew well, there was a good as­
sortment of subjects, and with care,
they could fly fairly well. Some of
those I built and flew included the
Waco EQC-6, Aeronca K on floats ,
Piper J-4, Stin so n SR-7, Ryan ST,
Curtiss P-40 C, Grumman F4F-3,
Republic P-47 C, and the P-51A .
The Navion that I built took about
10 days to ge t ready to fly, and
turned in some 30-second flights.

Then, th ere was the Vega Star­
The following has been ab­
stracted from Lockheed Aircraft
JULY, 1929
Since 1913, by Renee J. Franeil­
:~6~O,D~~~SRTERA A~~~~~E:~931
Ion (Putnam, 1987):
: ·­

: of'
In 1937, Lockheed fostered the
founding of th e A iRover Company,
~~~1~tG~'F F~~ N~USO~~RO s~~~~s,
to make a Unitwin engine from two
(.030 CIA. WIRE)
Menasco C6S-4 engines, and assem­
ble some Lockheed Altair spare parts
to act as a Flying Tes t Stand for the
flight tests. A iRover was renam ed
Vega in 1938, and Vega's first air­
plane was the Starliner, which was
given the CAA registration of
NX21725. It appears that the ma ­
chine never had an ATC or even a
Group 2 approval. First flight was
made with a centrally located
P~ANUT _ _~=:::J~t;~~=Jb==~::::::=::::=J fin / rudder, on 22 April 1939, but
Bill Hannan's sharp-looking peanut scale, rubber-powered model airplane
th ere was a g litch in the propeller
plan for the XRE-1 (this is sheet 1 of 2 sheet s) is published in his small
control mechanism and the pilot
book entitled Plans & 3-Views International, Volume 1.. Stock number BHP­ made an off-airport landing. Re­
31, and priced at $9.95 (plus S&H ). The book is available from Hannan 's pairs were made quickly, and a
Runway, P.O. Box 210 , Magalia , CA 95954, phone 530-873-6421; e-mail
twin-fin/ rudder, [as shown in the
[email protected]; or on the website at www.hrunway. com.
Vintage Airplane photograph],
was made. A further mishap took
place wh en the nose gear failed to
cooled Buccaneer" engine, result­ source of most of my information is lower on a landing, but due to the
ing, in effect, in a V-12 engine. I "Aerofiles ".com.
fact that all three wheels of the tri­
think only one example of th e air­
Tom Baldenhofer, Waveland, cycle landing gea r protruded from
craft was built. It was later modified Mississippi, has some additional th e surface, a la B -17 and DC-3,
to a single-tail version (Model 22) memories of the Starliner:
dama ge was minimal. NX21725
with a furth er refinem ent of th e
amassed a total flying time of nearly
" Unitwin" engine producing 640
The Bob O'Hara photog raph ninety hours, but Vega deemed it too
hp. Further development/production brought back some pleasa nt m emo­ impractical for use as an airliner­
was terminated due to WW-II. The ries of my young days in the 1940s th e ma chine had only a five-s eat











capacity. Besides, Vega was being
taken into the war production pro­
gram and the company needed the
production space for Hudson mar­
itime reconnaissance planes for the
British Royal Air Force.
Measurements: span 41 ft, length
32 ft 5 in, height 8.5 ft
Weights: empty 4,190 lb, loaded

Speeds: max 210 mph @ 7,500
ft, cruise 178 mph
Climb: 1,350 ft/min, initial svc
ceiling 21,500 ft
Range: 640 miles
Note well that this applied to a
1938 light-twin with tricycle land­
ing gear and five seats. Vega or
Lockheed did not scrap the machine;
it was sold to a motion picture com­
pany, and like the old Capelis
transport, appeared in a few films.
Its present location is unknown. A
sufficient amount of determination
will yield a set ofplans from any of
the several model airplane plan
services that cater to nuts like me
who build new models of old air­
planes. The old Comet kit had a
span of about 24 inches, which re­
sulted in a scale very close to 1:20.

Another reply from the West
coastCoast, from Bill Grove, Tu­
junga, California:
You will likely have thousands of
replies given the typical Lockheed
Here's a quote from "Lockheed
Aircraftsman," a special edition for
September 10, 1938:
"Mac Short, president of the Vega
Airplane Company, has announced
that the company will manufacture
a five or six place, low-wing mono­
plane to be known as the Vega. The
Vega will incorporate the Unitwin
engine installation and will gener­
ally qualify for the requirements of
current airline-type transports. It
will be metal structured and have
the dual engine power plant unit
mounted in the nose of the fuselage
geared to a single constant speed
"Wingspan of the new plane will



be 41 feet. Overall length will be 31
feet, 5-1/2 inches, height 9 feet, 1
inch. Estimated gross weight is
5,411 pounds. Retractable tricycle
landing gear will be a feature of the
plane. The Vega will follow the gen­
eral trend of the Lockheed transports
produced by the parent company
(Lockheed Aircraft Corp.) by using
trailing edge wing flaps and twin­
rudder-and-fin tail arrangement, as
well as other advanced aerodynamic

Correct answers were received
from Charles F. Schultz,
Louisville, Kentucky; Larry
Knechtel, Seattle, Washington;
Wayne Muxlow, Minneapolis,
Minnesota; Harold Swanson,
Shoreview, Minnesota; Wayne
Van Valkenburgh, Jasper, Geor­
gia; William A. Kirby, Gainesville,
Florida; Lane Older, Bellingham,
Washington; Ken Love, North
Wilkesboro, North Carolina; Re­
nald Fortier, Ottawa, Canada; Bill
Mette; Bub Borman, Dallas,
Texas; Walt Albert and John
Bishop, Ocala, Florida; Kenny
Finch, Paso Robles, California;
and Thomas Lymburn, Prince­
ton, Minnesota.
The second half of our
"twofer" is the answer for the
November Mystery Plane.
While no great mystery, it sure
is a favorite for full-size and
model aircraft enthusiasts.
Here's our first letter:
The Mystery Plane is the XRE­
2, one of three Bellanca CH-400
Skyrockets purchased by the U.S.
Navy in 1932. The aircraft in the
photograph is BU-9207, used for
communications duties at Naval
Air Station Anacostia, Washing­
ton, D.C. Another photo of the
XRE-2 is shown on page 72 of
luptner's [U.S., Civil Aircraft}
Volume 4.
The other two CH-400's were
BU-8939, designated XRE-l, used
by the Navy for radio resarrch re­
search and development at
Anacostia, and BU-9341, desig­

nated XRE-3, used by the Marines
as a two-stretcher ambulance.
X = Experimental
R = Transport
E = Bellanca in the Navy's des­
ignation system in the early
These three aircraft were pow­
ered by Pratt & Whitney R-1340
radials, with a maximum gross
weight of between 4,600 and
4,700 pounds, and were capable of
speeds between 148 to 161 mph.
It's not clear what the manu­
facturer's serial numbers were,
but luptner suggests they might
have been 628, 629, and 630. In
1938 the Navy purchased a single
example of the Bellanca Senior
Skyrocket and called it the IE-I.
This aircraft also served at Ana­
Thomas Lyburn
Princeton, Minnesota

Correct answers were re­
ceived from: John Bebe, White
Stone, Virginina; James Stub­
ner, Mercer Island, Washington;
Dan Cullman, Kent, Washing­
ton; the Rev. Bob Scheidly, Cape
May, New Jersey; Konrad Gar­
cia, Salem, Oregon; James
Kolander, San Jose, California;
Owen Bruce, Richardson, Texas;
Gerry Norberg, Winnipeg, Man­
itoba, Canada; Ozzie Levi;
Thomas M. Perkins, Tullahoma,
Tennessee; Wayne A. Forshey;
Walt Albert, Ocala, Florida;
Timothy Dube, Ottawa, On­
tario, Canada; Peter Foster,
Caledon East, Ontario, Canada;
Bill Fife, Ocala, Florida; Glenn
Humann, Everett, Washington;
Jim Stothers, Rancho Palos
Verdes, California; Kenny
Finch, Paso Robles, California;
John L. Kidd; Earl Space, Maple
Valley, Washington; Wayne Van
Valkenburgh, Jasper, Georgia;
Emil Cassanello, Huntington
Station, New York; Tom Balden­
hofer, Waveland, Mississippi;
Larry Beidleman, Granada Hills,
California; and John S. Paul, In­
dianapolis, Indiana.


The 1920s were "Special" ...

t the beginning
of the 1920s a
great number of
small airplane
companies were
created. But at the beginning of the
following decade, more than 90 per­
cent of them were history, some
having built only one airframe, oth­
ers none. One such company, the
Winstead Brothers Airplane Co .,
was formed in 1926 and dissolved
the same year, with a total produc­
tion run of exactly one airplane.
Thanks to Paul Dougherty, presi­
dent of the Golden Age Air Museum
of Bethel, Pennsylvania, this his­
toric machine is still alive, and it
graces the sky of central Pennsylva­
nia on all-too-rare occasions.
During a bustling period in the
1920s, Wichita, Kansas, became one
of the premier centers for airplane
design and production, starting with
the famous Swallow Airplane Manu­
facturing Co., created by Matty Laird
in 1919 as the E.M. Laird Co. Under
Laird's guidance, Swallow became
one of the first successful post-war
airplane manufacturers, with the
Laird Limousine and, later, the Swal­
low. By 1924, Matty Laird had left,
and Jacob "Jake" Moellendick was


presiding over its des­
tiny. In his team were
two brilliant young
engineers with ad­
vanced -for the
time-ideas: Walter
Beech and Lloyd
Stearman. In their af­
ter-work hours, they
were building their
own vision for the
plane of the future, an
airframe with a steel
tube structure fuse­ Typical of early airplanes, the Winstead's panel is
lage. After all, the idea "filled" with instruments related mostly to the en­
was not new and was gine's operation. The height gauge and a clock are
put to good use by the total complement of flight gauges.
the Germans during
World War I, specifically with the Stearman visited an older fellow to
Fokker D.VII, which gave allied pilots ask him to participate in this new
and risky endeavor. After a lot of
a tough ride.
After completing their project, convincing, Clyde Cessna agreed
Beech and Stearman presented the to put his expertise (and his
fruit of their illicit labor to Jake money) in the Travel Air venture.
Moellendick, who did not really With the new company incorpo­
appreciate their efforts, and com­ rated on February 4, 1925, the trio
mented thusly: "No way ... Our was writing a new page in the his­
customers trust wood, and that's tory of aviation books.
what they will get ...."
The first product of the newly cre­
At that pOint, the two friends ated Travel Air Manufacturing Co.
decided to part with such a short­ was the Travel Air 1000, swiftly
sighted company and create their amended into the Travel Air 2000,
own. Late in 1924, Beech and and finally, by installing a radial en­

bit, since they
added a second
set soon after
the initial flight.
The landing gear
was purchased
from Nicholas
Beasley Co., of
Marshal, Mis­
souri. According
to the Winstead
family, the air­
plane had a
Prior to starting the OX-5, Paul Dougherty, president of
radial engine be­
the Golden Age Air Museum of Bethel , Pennsylvania,
fore the OX-5,
primes the engine.
but we could
gine, the Model 4000. All of those not find any proof of this."
designs had more than a family re­
Looking somewhat like a clipped­
semblance to the Swallow project.
wing Travel Air 2000 (without the
Left with the fuselage of the now elephant ears), the resulting flying
moribund Swallow project on his machine was called the Winstead Spe­
hands, Jake Moellendick decided to cial. With all their finances sunk in
get rid of it and sold it to one of his the airplane, and with no hope of sell­
employees, a fellow named Carl ing it, Guy and Carl dissolved their
Winstead. A pilot and a mechanic, company, going their separate ways.
Winstead, along with his
brother, Guy, was working to
create yet another airplane
company. Leaving Swallow,
he embarked on making the
Beech and Stearman creation
his own. The fuselage was
used as it was designed and
built, while the wings were of
Swallow design, with an atyp­
ical shorter wingspan. They
were attached to the fuselage
with four vertical bolts run­
ning through the spars and
standard Swallow fittings.
The engine mount was of
Swallow design, sporting an
example of the ubiquitous
Curtiss OX-5.

Paul Dougherty comments:
"We figure that they
loaded their pockets with as
much Swallow stuff as they
could before leaving .... The
tail is Winstead's design; it
has an aluminum tube for the
horizontal stabilizer, the rest
was steel tubing. In early pho­
tographs, the tail was braced
with only one set of wires.
We think it wobbled quite a

Carl and the Special stayed on the
aviation scene, joining in the Flying
Aces Air Circus in the late '20s, with
Jessie Woods walking the wings, as
well as barnstorming. "Everything
for a buck," as Paul puts it. The Spe­
cial was sold to Marvin Mara in
1930, who employed it to barnstorm
around the Midwest and, believe or
not, in air racing. After changing
hands multiple times, the Winstead
was deemed unairworthy in 1937.
The owner at the time, J.J. Davis of
Ayre, Nebraska, took it apart and put
it in storage. Resurfacing in the '80s,
the Special was traded with the Air­
power Museum of Ottumwa, Iowa,
where Paul and his father, Paul Sr.,
found it in 1995.
After the "Special" episode of his
life, Carl went on with his aviation
career, becoming one of the first
Cessna Aircraft Corp . employees,
helping build the A series. He later
became Cessna's chief test pilot, tak­
ing the model 190 for the first
time in the air on December 7,
1945. Shortly thereafter, how­
ever, Carl died while testing
the Cessna 195. Guy Winstead
joined Travel Air in 1926, help­
ing with the design and
construction of the Travel Air
5000 model, which was built
on Cessna and Winstead's own
time, in the same manner as
Beech and Stearman pro­
ceeded with the Special.
Paul continues:
"My father and I purchased
it from them [the AAA's Air­
power Museum] in 1995. The
restoration was very exten­
sive. Three of the wings were
replaced, as well as the center
section. Damage could be
seen in the original center sec­
tion from wing walkers. The
lower ailerons were replaced.
The only thing missing prior
to the restoration was the ver­
tical fin and rudder, plus the
seats. We re-created them
from photographs because no
blueprints exist. It took some
four years before the airplane
could fly again."


Also on display at the museum in Bethel , Pennsylvania , is Andrew King's Ryan M-l, shown here in formation with
the Winstead Special.

Just look at that beautiful grass at the Golden Age Air Museum! The Winstead 's
rudder and fin were missing from the project, but Paul and his restoration crew
were able to re-create the structure using photographs for reference.

After three years of flying the air­
plane, he describes its characteristics:
"It flies very nicely. The OX-5
puts out plenty of power for the
airplane, and the climb rate is re­
spectable for its vintage. Contrary
to [what] one might think, its short
wings and the four ailerons are
only giving it a modest rate of roll.
The elevator is very responsive, but
does not have any trim. However,


it can be changed on the ground
by removing the attach bolt and
changing washers. But this is too
much work for little results. The
rudder is also very responsive and
works very well upon taxiing. The
airplane does not have any brakes
or a steerable tail skid. The rudder
is all you have to steer the airplane.
"The takeoff distance is, depend­
ing on the load, between 400 to 800

feet. The stick forces do not change
too badly between one or three peo­
ple on board. Landing rolls can be
very short, if you want it, the tail­
skid acting as a very efficient brake.
Formation flying is interesting, be­
cause it takes a lot of coaxing to
accelerate. The OX-5 is flying very
close to full power during cruise,
and the only way to accelerate is to
give all what little power it had left.
I set the engine at about 1400 rpm
on the takeoff roll, at 1350 to 1400
in normal cruise, and 1525 during
'fast' cruise. You realized that there
is not much room to play with
power. We never experienced an
overheating problem, even on the
hottest day. The airplane is much
more nimble in the air and has a
lighter feel than a Travel Air. The
OX-5 is also one of the smoothest
engines I have ever flown behind.
We are rebuilding a Jenny, and if it
flies even only half as good as the
Winstead, it will still be a lot of fun."
Since its first flight, the airplane
has been an anchor at the Golden
Age Air Museum, and a living me­
morial to those little companies
born in the roaring '20s.

s there an antonym for the
term basket case? If so, then
the Koshar's 1966 Skyhawk is
it. Robert Koshar's 172 is the
anti-basket case because he bought
the airplane when it was only 7
years old and for more than three
decades has kept it in a perpetual
state of limited restoration. While
so many airplanes drift down to
the point where they are borderline


derelicts, airplanes like Koshar's
never need restoring because they
are continuously being worked on.
The fact that Koshar has owned
and worked on the same airplane
for more than 30 years says he likes
what he likes, and one of the things
he likes is familiarity and a stable
"I was born in Watervliet, Michi­
gan, barely a mile from where I live

now. On top of that, I've been in
car sales for 4S years."
One of the stable interests of his
life, besides cars, has been air­
planes, which started when he was
a kid during World War II.
"Like so many others of my gen­
eration, airplanes were simply
always there, but what I remember
most were the Wheaties paper air­
planes. You could send in a box top

Steve and Robert enjoy cruising In the airplane that

has become the most popular IIghtplane of all time.

It seems appropriate that Robert's love of Chevrolet

autos Is also given a place of honor on the vertical

ftn-after all, the 172 Is often P...........

"Chevrolet of the Air."

and 5 cents, and they'd send you a
fold-up paper airplane of some­
thing like a Mustang. I had those
hanging all over my bedroom, and
I never outgrew it. My brother
crewed an A-26 during WWII, and
his stories helped fuel my interest
in aviation.
"Besides airplanes, I've always
loved cars, and I bought and sold my
first one when I was only 18 years
old and have been at it ever since."
Every pilot can remember his
first few airplane rides, and the
same is true of Robert Koshar.
"My first ride was in a Stinson
108, but my second one was in an
AT-6 owned by a druggist in town.
Then, sometime around 1956,
when the C-l72 was just being in­
troduced, I got a ride in one of
those , and I remember saying to
myself, 'I'd like to learn to fly,' but I
didn't do anything about it until a
couple years later. Then I jumped
right in and worked straight
through until I got my private pi­
lot's license in 1960."
Not one to be a spectator, Koshar
quickly found himself on the board
of the local airport and decided
there had to be a way to promote

aviation on a local level.
"They'd been having a sort of
fly-in or open house at the airport,
but I got involved in it and helped
promote it into something much
bigger. I hired a Tri-Motor Ford to
come in and give rides. The event
grew to the point that sometimes
150 airplanes showed up and every­
one in town came out. The event is
currently sponsored by our local
EAA Chapter 585."
Koshar rented airplanes until
1972 when his Skyhawk came into
his life.
"It was a really good airplane
and had been well cared for. The
owner before me raised chickens
for Colonel Sanders, and he wanted
$ 7,400 for the airplane. I only had
$5,000 in cash, but I really wanted
the airplane. We finally settled on
$7,150 and a wash job, and I man­
aged to come up with the rest of
the money."
From that point on, the airplane
became the Koshar family go-places
machine, but at no time did Robert
imagine he'd own the same air­
plane for 35 years and that it would
be an award winner (Contempo­
rary Champion, 2000). (The

airplane was actually manufactured
in October 1965. 2000 was the first
year it became eligible for a VAA
Contemporary award.)
"I didn't buy it to fix it up be­
cause it didn't need fixing up. All we
were going to do was fly it, but then
one day I looked around and real ­
ized I'd owned it 20 years. And then
30 years. Along the way the airplane
naturally needed work, but every
time I worked on it, I tried hard to
keep it as original as possible. Plus,
we were really careful with the air­
plane, so even today it still has
almost all of its original parts.
"All of the glass is original, but
so are all of the plastic parts. Be­
cause it has always been hangared,
much of the stuff that normally de­
teriorates is in great shape. When
we did some of the major work on
the airplane, like painting it, we
didn't have to go through the usual
process of finding the right plastic
parts for it because we didn't need
them . This is probably pretty un­
usual for a Cessna of this age. Even
the spinner and the prop are origi­
nal to the airplane."
Most of the major work on the
airplane naturally occurred in the

last few years as the air­
plane began to show
its age.
"We rewired the
avionics when we in­
stalled a Garmin 250
and had a bunch of
the instruments re­
built or refinished. At
about the same time
we installed strobes, which obvi­
ously aren't original, but it
seemed like a good move for
safety reasons."
When they were doing the instru­
ment panel, rather than updating
the instruments Robert had them
refinished, including the big, old­
fashioned directional gyro (DG).
"We found this wonderful old
instrument repair guy who enjoyed
working on the bigger instruments,
and he repainted the DG and made
it look absolutely new. At the same
time we repainted the instrument
panel beige because it made every­
thing so much easier to read."
No matter how much you baby
an airplane, however, sooner or
later two items are going to need
redoing, the interior and the paint,
and when it came time to do these
items, Koshar had a guide already
in hand.
"We had a 1966 AOPA magazine
that had a full-color spread on both
the paint scheme and the interior,
and we used that as a guide. The
red/green/white color scheme
matches the original colors. To get
the right fabric-sky blue, pink, and
coral-for the seats, we found a

close match that was
featured in some cars
of the day and is still
being made. That
turned out to be less of
a headache then we
thought it would be."
It should be men­
tioned that the head­
liner in the airplane is
what was in it the day it With the restorations of 1960s-era automobiles
was shipped in 1965. such a hotbed of activity, finding the right sky
That alone says how blue, pink, and coral fabric turned out to be
well the airplane was pretty easy.
cared for during its pro­
tracted stay with the Koshars.
were put on by Koshar. The engine,
"Almost since the first day we the trusty 145-hp Continental 0 ­
got the airplane," Koshar laughs, 300, was topped in 1974 but has
"we started on a long-term paint re­ yet to be majored by Koshar.
"Right now the engine has 2,000
moval process knowing we'd
repaint the airplane some day. Most hours on since its last major, but
people call that process waxing, but our mechanic can't find a single
the results are the same. By 1999, reason to major it except for the
we had rubbed a lot of the paint off, time on it. It has good compres­
and it was time for a new coat.
sion, and no metal at all shows up
"With the AOPA magazine in in the oil. We know we're going to
hand, we went down to Russell El­ have to rebuild it soon, but it runs
lis at Woodlake Aircraft Refinishing so smoothly and so flawlessly we
in Sandwich, Illinois. He shot it really hate to take it apart. It's actu­
with Imron and duplicated the ally hard to believe it has that
original paint scheme. Where there much time on it because it is still
were decals, all of which were in putting out as much power as it al­
perfect shape, we masked them off ways did."
and painted around them. It was at
The airplane is definitely living
about that time that I started pol­ the easy life, and you don't have to
ishing everything I could get my look too hard to know why the air­
hands on. When I polished the in­ plane is in such good shape.
side of the exhaust stacks, however,
"I keep it in a special private
my four kids told me I had defi­ hangar that is not only the air­
nitely gone off the deep end!"
plane's home, but my home away
Today the airplane has a total from home. The whole thing is car­
time of 3,200 hours, half of which peted and has all of the luxuries

Amazingly, all of the ABS plastic
panels in the Koshar's 172 are

including room for my '56 Chevy
Pickup (which still has the original
tires), a garden outside and, of
course, a refrigerator with the requi­
site adult beverages. While the
airplane is sitting there, I spend a lot
of time engaged in removing the
new paint via the Armstrong wax
method in time for its next paint
job, which at this rate should be
about 2030."
Since two of Koshar's grown chil­
dren are into airplanes as much as
he is, it's obvious that the trusty lit­
tle 172 will live out its days under a
Koshar roof. Of course, by that
time, as they continue caring for
the airplane, they will have gone

All of the vinyl trim
and the instrument
panel plastic are origi­
nal as well , although
the panel overlay has
been repainted a light
tan to make the panel
easier on the eyes.
The instruments were
reworked , too, and a
Garmin 250 installed
in the radio stack.

through yet another cycle of restor­
ing the restoration. When it's done
that way, a piece at a time over a
huge period of time, the project is
never-ending-by the time you've
finished one part of the airplane,
it's time to go back to one of the

first parts restored and do it again.
Yes, the Koshar's 172 may be
getting older, but you can't tell by
looking at it because it's in a state
of suspended animation where,
like the portrait of Dorian Gray, it
never ages.

It's what you don't see that m igh t bite!


As I turned base for Runway 11 , I
knew it would only be a few more min­
utes before I could relax. The airplane
would be in its tiedown spot, and I could
go home and wash all the salt from my
body. No , I hadn 't been sweating, al­
though it was the middle of the summer.
I had been playing in the surf at Block Is­
land all day. I was pleasantly tired and
slightly, painfully sunburnt. The flight
home had been pleasant. Smooth, warm
air had allowed me to keep the side win­
dow open so I could rest my elbow and
pull a little fresh air into the cockpit of my
1947 Piper Super Cruiser. The sun slowly
settling in the west added a little to the
sting in my eyes from the sun and saltwa­
ter that day, but it was not a distraction .
My wife, sitting behind me, was content.
This was a repeat of a flight taken many
times before.
As I turned final I glanced briefly at the
spruce trees, planted directly on the ex­
tended centerline many years before by a
disgruntled neighbor, and then fixed my
gaze on my aim point just beyond the dis­
placed threshold. I was on target and on
speed for a nice three-point landing.
Many pilots were intimidated by the ap­
proach to Runway 11 at Great Barrington
Airport. Those spruce trees were often
their undoing. Instead of watching their
aim point on the runway, they would allow
their gaze to fixate on the trees , and thus
would lose awareness of where they were
in relation to the glideslope. I too had
made that mistake , years back, as I
learned to fly here, but now that I was
chief instructor I was not to be fooled .
Just before we passed over the trees
my wife exclaimed over the intercom,
"What's than "
Want to know how to get a pilot's at­
tention quickly? Just do as my wife had
just done, using the same urgent tone
that she had used.
"What's what?" I responded .
"The smoke!" she said.
She now had my full attention.

"Where? " I asked , wondering how long it
would take for my tube and fabric baby to
be engulfed in flames , and whether or not
I could get it on the ground and deplane
before becoming part and parcel of the
charred embers smoldering in the smok­
ing hole. I didn't have time to think of the
money I would save my children by not
having to pay for cremation expenses be­
fore my wife responded , "Over there. At
the sawmill. "
To the. left of the final approach course
was a sawmill. At the end of the day its
workers would empty their sawdust col­
lectors. And on days like this , when the
wind was light and variable, the fine par­
ticle dust would plume up in the air
appearing as if there was a fire.
Before I could relax in the thought that
I would not be consumed in a PA pyre,
the runway rose up to smite me. Those
poor bungee cords in the landing gear
stretched to their limits as we arrived,
not landed, at the threshold of the run­
way. KSHPROI ..OI. .N.N.GGG! And back
up in the air we went in the biggest
bounce I have ever experienced when I
was at the controls.
I guess I'll log two landings for this one, I
thought, as I regained my composure and,
at the same time, control of the plane.
Good thing I teach bounce recoveries to my
tailwheel students , because I thus had re­
cent practice in the proper technique .
Adding a little power, I settled the aircraft
back down to the runway on all three
wheels, and with such a low forward speed,
I soon turned off the runway and taxied
across the grass to my tiedown spot. As I
turned in my seat to scold my wife for violat­
ing my "sterile cockpit" rule , her sheepish
face told me it would not be necessary.
Sterile cockpit . A concept developed
by the airlines to minimize distraction in
the cockpit during high workload times.
In the airlines , by regulation , there is to
be no conversation in the cockpit, except
for flight-related topics, until climbing
above 10,000 feet. But it is a concept

that those of us who fly in general avia­
tion aircraft should adhere to as well. Not
that we cannot talk until above 10,000
feet. If that were the case, then most of
us flying vintage airplanes would never,
ever get to talk with our passengers.
But during those portions of the
flight when our work load is high-that
is, takeoff, climb-out, descent, and land­
ing-it is our responsibility as pilot in
command to brief our passengers that
we should not be distracted by unneces­
sary conversation.
It is not the time to be talking about the
ball game, or what's for dinner. This is not
to mean that they should not help in scan­
ning for traffic, and calling it when seen.
Yet even in that role your passengers
should be briefed to call traffic that only
could be a potential conflict. You wouldn 't
believe how I have been distracted by a
passenger telling me of traffic "over
there " and searching and searching, only
to finally have the passenger point out an
airliner flying overhead at FL 370. Brief
them to call traffic by "clock" position and
by altitude as same altitude , higher, or
lower. "Over there " went out of usage
shortly after World War I.
We have to be wary of any and all dis­
tractions during these critical portions of
flight, not only passenger distractions. I
remember once when I was hired to fly a
Piper Mirage for a private family. At least
three times per month I would fly the
roundtrip from Massachusetts to Florida.
On one return trip my only passenger
was a teenage girl. She was quite inter­
ested in flight, and also quite loquacious.
Most of the t ime she spent sitting in the
right front seat asking numerous ques­
tions . Questions about the avionics,
questions about the phonetic alphabet,
questions about " how much longer
tilL .. ?" But they were, for the most part,
intelligent questions and made the flight
time pass by quickly.
We typically made a fuel stop at Wilm­
continued on page 27


P.O. Box 424, UNION, IL 60180

Why belonging to you r local chapter and
the national organization is a good thing
As your "Dear Abby" of the Vintage
group, I'm always fielding calls from
members on many subjects. One hot
topic right now is the EAA Chapter Of­
fice request for a membership list and
the insistence that all chapter members
be EAA members, and, in the case of di­
vision chapters, that local chapter
members be members of the national
division as well.
On the surface, this policy is deemed
by a few as somewhat proprietary,
maybe even a little dictatorial. It ran­
kles some, and I know the feeling. No
one likes being told what to do.
That's one side of the issue. Here's
how most of us see it, and I'll bet you
will too after you read this and think
about the broader picture.
Supporting EAA and VAA or any
other division with your interests at
heart is important! They serve as our
voice in aviation matters . They work
nonstop promoting aviation, including
doing their best keeping the Feds in
line, doing public relations work that
tries to keep the media on the right
track, providing the facility at Oshkosh
for our annual convention, and more .
Think about the member benefits like
insurance programs, the Chapter Of­
fice, Aviation Information Services, the
library, and all the other things EAA
headquarters does for us as individuals
and as a group. Yeah, I know, they do it
for all of aviation, and it takes man­
power and resources.
Manpower means bucks, and the fa­
cilities to house the manpower take
megabucks. The cost of doing just the
things the membership needs and
requires takes more bucks. The publica­
tions take bucks. It's all a matter of
supporting the organization, a sort of
"one for all and all for one." Taking ad­
vantage of the benefits of national EAA
and VAA membership without con­
tributing is a sort of backhanded dealing.
The question came to be about vol­



unteers. The people who come to the
meetings or Chapter events, work to
make the meeting successful, make the
coffee, sweep up afterward, and do all
they can to make the event or meeting
a success. They'll park airplanes, drive
the people carriers, gas the airplanes,
help in any way they can, but they are
not members of the Chapter or EAA.
They are the real asset, and there is no
way we're going to turn them away.
How are we to handle the situation?
When the Chapter was formed , the
officers who incorporated it were given a
set of suggested bylaws. They are proba­
bly somewhere in the file and haven't
been looked at in years. I must admit I
had never looked at them, and I've been
involved for more than 30 years. Talk
about blind faith! So I recently got a
copy and read them. The bylaws contain
good, solid reasons for insisting on local
and national membership.
There are 20 articles in the bylaws
gUidelines. Articles IV and V concern
membership, Regular Chapter Mem­
berships and Family Chapter
Memberships, and they both contain
wording to the effect that you must be
a member of EAA in addition to being a
Chapter member. By the way, that's not
something that's new; we just didn't
think it was a very big problem. We
were wrong. It's a higher percentage
than our insurance carrier or we are
comfortable with. Okay, so far so good .
Now we come to the solutions to the
above-mentioned problem. The most
obvious choice is to ask them to be­
come national members. Impress upon
them the benefits they receive as a na­
tional member. In many cases, when
the explanation is made, the $3.33 per
month in national dues for EAA seems
pretty worthwhile. If you're a division
member, it's only $6.33 per month for
full EAA and VAA membership, or $3.83
per month for a basic EAA and VAA
combined membersh ip. Heck, that's

less than the cost of 2 gallons of avgas!
Still can't make that work? Para­
graph three refers to Honorary/
Complimentary Membership. Here's a
way a Chapter can help get a volunteer
on the national roster.
If the Chapter officers and the board
of directors wish to extend an Honorary
or Complimentary Chapter Member­
ship in recognition and appreciation
for whatever reason, they can do just
that. The person or persons have no
voting rights and can't hold office, but
the esteem and the appreciation is there
and shown by the Honorary/Compli­
mentary Chapter Membership.
The next paragraph (four) covers a Spe­
cial Chapter Membership clause. This
covers the guy who, because of whatever
circumstance, doesn't have the money to
pay either Chapter or EAA dues. He is an
avid airplane nut, loves the Chapter and
its activities, and pitches in some way, but
just can't swing it.
In this case, the Chapter officers and
the board can request, in writing, that the
EAA Chapter Office extend a one-year
complimentary membership. How about
that? Now everyone is happy, and there is
a one-year respite to solve the problem.
Here's another benefit of membership
for volunteers: the Chapter Event Insur­
ance covers them. If something happens
when volunteers are parking airplanes,
cooking pancakes, or serving coffee, they
are covered! To qualify, though, they must
be volunteers with the sanction of the
Chapter officers and the board.
With all the work that the Chapter
Office does, I think it's accomplished a
lot. Every base is covered. If a question
comes up, and the answer isn't in the
bylaws, then a call to EAA headquarters
will get you an answer. An answer that
benefits not only the Chapter, but also
the member and the volunteer.

Jeff c. Smith
Asheboro, NC

• A&P-IA
• President, EAA
Chapter 1176

"I appreciate the effort AUA has gone through to provide affordable and
practical insurance to the vintage aircraft community. AUA has insured my
Luscombes and Swifts for several years and I highly recommend them.
When it comes time to insure your classic aircraft, give them a call."

- Jeff Smith

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

Fly with the pros ... fly with AUA ltilc.

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Rediscover the era of this
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[email protected]
for a complete listing of workshops.

Mar 21 -23, 2003

Oshkosh. WI
Griffin (Atlanta). GA
Lakeland. FL
Lakeland. FL
Dallas. TX
Griffin (Atlanta). GA
Corona. CA
Griffin (Atlanta). GA

April 26-27. 2003 Watsonville. CA
May 16-18. 2003 Oshkosh. WI
May 16-18. 2003 Griffin (Atlanta). GA

SEPTEMBER I9-20-Bartlesville, OK­
47th Annual Tulsa Regional Fly-In.
Info: Charlie Harris 918-665-0755, Fax
SEPTEMBER 27-2S-Midland, TX-Fina­
CAF AIRSHO 2003, Midland Int'I Airport.
Info: 915-563-1000,


o Sun

'n Fun EAA Fly-In

April 2-8, Lakeland, FL (LAL)



The fo llowing list ofcoming events is furnished to our readers as a matter of informa­
tion only and does not constitute approval, sponsorship, involvement, control or direction
ofany event (fly-in, seminars, fly market, etc.) listed. To submit an event, please log on
to Only if Internet access is unavailable should you
send the information via mail to:, Att: Vintage Airplane, P.O. Box 3086, Oshkosh, WI
54903-3086. Information should be received four months prior to the event date.
FEBRUARY 22-Fort Pierce, FL-EAA
Ch. 908 Fly-In Pancake Breakfast, Ft.
Pierce Int'I Airport. Info: Paul, 772­
464-0538 or AI, 772-461-7175.
FEBRUARY 27- MARCH I -Missoula,
MT-Montana Avia tion Conference, Hol­
iday Inn, Parkside. Workshops, seminars,
nationally recognized speakers, trade
show. Info: Montana Aeronautics Divi­
sion, P.O. Box 5178, Helena, MT
59604-5178. Phone 406-444-2506 or fax,
406-444-2519, e-mail [email protected]
MARCH 7-9-Casa Grande, AZ-45th
annual Cactus Fly- In at Casa Grande
Airport. Info:
call John Engle, 480-987-5516 or Dave
Sirota, 520-603-5440.
MARCH I2-13-Romeoville, IL-29th
Annual Genera l Aviation Maintenance
Semina r. At Lewis University. Co­
sponsored by the Illinois DOT, the
FAA and th e Professional Aviation
Maintenance Association (PAMA).
MARCH 22-Fort Pierce, FL-EAA C h .
908 Fly-In Pancake Breakfast, Ft.
Pierce Int' l Airport. Info: Paul, 772­
464-0538 or 772-461-7175.
MARCH 20-23-Cincinnati, OH-14 th
Annual Inti Women in Aviation Con­
ference. In fo: 386-226-7996.
APRIL I9-Fort Pierce, FL-EAA Ch. 908
Fly-In Pancake Breakfast, Ft. Pierce In­
t'l Airport. In fo: Paul, 772-464-0538 or
APRIL 27-HalfMoon Bay, CA-13 th An­
nual Pacific Coast Dream Machines
Show, Half Moon Bay Airport. 10am­
4pm . Admission $15 adults, $5 (age 5-14
& 65+), free for kids age 4 and under.
Parking included in price of admission.
Info: 650-726-2328,
APRIL 2-S-Lakeland, FL-Sun ' n Fun
EAA Fly- In . Info: 863-644-2431,
MAY 4-Dayton, OH-EAA Ch. 48 40 th
Annual Fly-In, Moraine Air Park (1-73).
Info: Dennis 937-878-2647 or Mike
MAY 4-Rockford, [L-EAA Ch. 22 Fly-In Drive­
In Breakfast, Greater Rid. Airport, Courtesy
Aircraft Hanger. Info: 815-397-4995.
MAY I6-IS-Kewanee, IL-Midwest
Aeronca Fest (a nd old fashioned tail­
dragger) Fly-In, Kewanee Municipal
Airport KEll. Info: 309-852-2594, e­
mail: [email protected] net.

MAY IS-R omeoville, JL-EAA C h. 15
32 nd Ann ual Fly-In Breakfast, Lewis
University Airport (LOT), 7am-Noon.
Info: George 630-243-8213.
MAY IS-Troy, OH-VAA Ch . 36 Old
Fashioned Barbeque Fly-In, WACO
Field (1 WF), l1am-4pm,Young Eagle
Flights. (Rain date for Young Eagle
flights, June 22, Ipm-4pm) Info: 937-335­
1444, e-mail: [email protected] or
937-294-1107, e-mail [email protected]
MAY I6-2~Fayetteville, NC-Festival of
Flight 2003. Info
MAY 24-Fort Pierce, FL-EAA C h . 908
Fly-In Pancake Brea kfast, Ft. Pierce In­
t' l Airport. Info: Pau l, 772-464-0538 or
AI, 772-46 1-7175.
JUNE I4-I5-Toledo, OH-EAA Ch. 582
Fly-In, Metcalf Field (TDl) . Pull-A-Plane
contest, Young Eagles, food, aircraft and
auto displays. 9am-5pm. Info: Jo hn 419­
666-0503 or
JUNE 6-7-Bartlesville, OK-17th
Annual Biplane Ex po. Info: C harlie
Harris 918-665-0755, Fax 918-665­
0039, .
JUNE 6 -S-Alliance, OH-Mid-Eastern
FUNK Aircraft O.A. Fly-In, Alliance­
Barber Airport, 201. In fo: 216-382-4821.
JUNE 2I-22-Howell, MI-4th Annual
Great Lakes Fly-In, Livingston County
Airport (OXW). Hands-on workshops,
seminars, and more. Info: 517-223­
AUGUST 29-3I-Sara nac Lake, NY­
Centennial of Flight Celebration Air

Southwest Regional F1y·ln

May 16-17, New Braunfels, TX (KBAZ)


o Golden

West EAA Regional Fly-In

June 20-22, Marysville, CA (MYV)

Rocky Mountain Regional F1y·ln

June 28-29, Longmont, CO (2V2)


Northwest EAA Fly-In

July 9-13, Arlington, WA (AWO)
• EAA AirVenture Oshkosh

July 29-August 4, Oshkosh, WI (OSH)

Mid·Eastern F1y·ln

August 22-24, Marion, OH (MNN)

Virginia State EAA Fly-In

September 20-21, Petersburg, VA (PTB)

EAA East Coast Fly-In

September 13-14, Toughkenamon, PA (NS7)


Sou\fIeast Regional Fly-In

October 3-5, Evergreen, AL (GZH)

o Copperstate

EAA F1y·ln

October 9-12, Phoenix, AZ (A39)

EAA's Countdown to
Kitty Hawk Touring

Pavilion presented by

Ford Motor Company

Key Venues in 2003
o April

2-8 - Sun 'n Fu n EAA Fly-In,
Lakeland, FL
o J une 13-16 - Ford Motor Company's 100th
Anniversary Celebration, Dearborn, MI
o July 4-20 - Inventing Flight Celebration,
o July 29-Aug. 4 - EAA AirVenture Oshkosh,
Oshkosh, WI
o AU!,'lIst 23-September 2 - Museum of
Flight, Seatt1e, WA
o December 13-1 7 - First Flight Centennial
Celebration, Kitty Hawk, NC


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Something to buy, sell or trade?
Classified Word Ads: $5.50 p er 10
words, 180 words maximum, with bold­
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Classified Display Ads: One column
wide (2.167 inches) by 1, 2, or 3 inches
high at $20 per inch. Black and white
only, and no frequency discounts.
Advertising Closing Dates: 10th of sec­
ond month prior to desired issue date (Le.,
January 10 is th e closing date for the
March issue). VAA reserves the right to re­
ject any advertising in conflict with its
policies. Rates cover one insertion per is­
sue . Classified ads are not accept ed via
phone. Payment must accompany order.
Word ads may be sent via fax (920-426­
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credit card payment (all cards accepted) .
Include name on card, complete address,
type of card, card number, and expiration
date. Make checks payable to EAA. Ad­
dress advertising correspondence to EAA
Publications Classified Ad Manager, P.O.
Box 3086, Oshkosh, WI 54903-3086.
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ington , North Carolina. On departure
from Wilmington the routing was always
to DIXON , a military NDB that could not
be re ceived on our civ i li an ADF. We
would always locate it using LORAN . On
this particular flight we were cleared for
departure on Runway 35. I was used to
the dril l. As we crossed the fence , the
tower would pass us to departure con­
trol, and it would clear us direct to DIXON
with an initial climb to 10,000 feet. After
being passed to Washington Center, it
would clear us up to FL 210.
As I ta xied to the runway centerl ine
and spooled up the turbochargers , an
annun ciator started to flash . A quick
glance warned that the LORAN had lost
guidance and was searching for a new
"chain ." There was no need to abort the
takeoff so I released the brakes and
commenced my takeoff roll. But now I
was scrambling to quickly set in the coor­
d inates for DIXON in the RNAV unit ,
someth ing I had neglected to do after
sta r t-up because my young passenger
had asked me a question in the middle
of my getting set for departure, thus in­
terrupting my sequence flow.
I was still busy with the RNAV unit as I
was passed to departure control and in­
structed , " Direct DIXON. " I knew the
general direction, so I turned easterly as
I finished dialing in the info to the RNAV.
With DIXON now set , I settled into the
climb . Soon Washington Center cleared
us up into the flight levels . As we were
passing through 14,000 feet, the sweet
voice from my right queried , "So when do
you take the gear up?"
DUh . " Uh , I guess it might be safe to
do that now." Boy, did I feel dumb! Be­
cause of the combination of distractions
I had neglected to raise the landing gear.
I suppose it could have been much
worse . Those distractions might have oc­
curred during descent, and I would have
missed lowering the gear, with obviously
much greater consequences.
Please strive to maintain a sterile cock­
pit whenever you are flying during periods
of high workload. The time for idle cockpit
conversation is not when operating in or
near an airport environment . If you ask
your passengers to refrain from chatting
while you are busy, if they are smart, they
will realize you are more than a good pilot
... you 're a great pilot.

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Parr Airport (421)

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ihe use of Dacron or similarmodern malerials as asubstitute lor (anon is 0
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Ian Sanderson . . . . . .. Sandringham, Victoria, Australia
Louis Churchville ...... . .......... Summerfield, NC
Svanbjorn Sigurdsson .... . ..... . . . . Akureyri, Iceland
Kevin D. King ........ . . .... .. . .... .. Pinnacle, NC
Sesan Ibironke .. . ... . ..... . .... Emure-Ekiti, Nigeria
Deborah Steele . . . .. . .. . .... .. .... Walnut Cove, NC
Steinar Seavdal ............ . . .. . . Grimstad, Norway
Scott Morgan .... . .. .. .... . .. . . . .. . .... . Allen, NE
Gerry Raham .. . . . . . . . ......... Calgary, AB, Canada
George C. Vossler . . .. . . . .. . . .. .. . .. . .. Auburn, NH
Serge Beauchamp ......... . ... Montreal, po, Canada
John Deneke ............. . .......... Glen Rock, NJ
Russ Dunlap ........ . ..... . .... . .... . . Palmer, AK
Karl A. Breister .... . .................. Minden, NV
Norman Wiswell ........ . ... . ...... . . Auke Bay, AK
Nicholas A. Derensis ....... . .. . . . .. . .. Norwich, NY
Michael Caraway .............. ... ..... Decatur, AL
Paul E. Middlebrook ... ..... . .. . . ... .. Penn Yan, NY
William Shaver . . .. . . ..... ... .. . . . .. Huntsville, AL
Paul Walter ..... . .. . . . . . ... . .... .. . Johnsburg, NY
Harold Settle .... . ...... . .... . . North Little Rock, AR
Donald Emch .. . .. . . . . .. . ........ . ... Bellevue, OH
M. Edward Turnage .. . ... . . . . . .. . .. . . Little Rock, AR
Dean Foppe .......... . ... ... .. ... .. . . Ottowa, OH
Dave Goss .. . . . .... . . ... . . .. ... . .... . . Gilbert, AZ
Carl J. Fuderer. .... ....... . .. . ........ Spencer, OH
William C. McLearran . . . . . .... . ....... . Tucson, AZ
Kevin J. Gassert ......... . ..... . .... Cincinnati, OH
Marilyn F. Boese ........... . ........ Fort Bragg, CA
John Kodysh .. . . .. . .. . . .. . .... North Ridgeville, OH
Tony Calderon . .. . . . ... . ... . ... . .. .... . Norco, CA
Hap Clarke .. .. . . . ..... . .. .. . . .. .. ... Portland, OR
Phillip Gale . . ... . .... . .. . ..... . .... . El Cajon. CA
John Pike .......... .. . . .. . . ...... Oregon City, OR
Don Giacomo ....... . ... .. . .. . .. . . .. .. Rescue, CA
Paul Tulacz .. ................. . ...... Portland, OR
Mark Kosenski . .. . ......... . . . ....... San Jose, CA
Harry C. Palmatier ..... .... .. . .... . Coudersport, PA
William A. McMahon . . . ...... . . . . .. . Camarillo, CA
Nancy Lee Salomon ............ . ... Spartanburg, SC
Larry Muffly .... . . . . ....... . . .. . . . .. Elk Grove, CA
Edward Shaffer ....... . .... . . ... . . . . Walterboro, SC
Steve L. Randalls . . . ... ... . . . . . .... Nevada City, CA
Eileen Wilson . .. ................... . . . .. Cross, SC
Marice Robidoux . .. . . . ... ...... . .. . . . .. Yermo, CA
Dan Krogstad ....... . .. . . . .. . .... .. .. Spearfish, SO
Ron Sawyer . . . . . . ... . . . . . . . . . . . .. . . Columbia, CA
Tom P. Cunningham .. . . . .. . .......... Nashville, TN
David P. Smith . . . . . ... . . . ...... Pacific Palisades, CA
Clarence E. Bell ...... . . .. . . .. .. . .. San Antonio, TX
David Cole .. . ............ . ... .... .... Meeker, CO
Paul Bretanus . . .. ... ... . .. . . .. ...... Deer Park, TX
David Fogarty . ..... . .. . .. ... . . . .... Boca Raton, FL
Michael G. Cunningham ...... .. . .. . . .. Garland, TX
Otto Freund . . ............ . ... . . . .. Boca Raton, FL
Fred N. Mair .... ............ . .......... Keller, TX
William A. Kaser ... . . ....... ... .. . . . Vero Beach, FL
Bob McCully ......... . .. . .... . .. .. . Streetman, TX
Stephan Ley Kruse ..... .. . . . . . .. . Fort Lauderdale, FL
Brent Meredith .......... . ............ Nocona, TX
Todd Stuart . . . . . . . . ... . . . . . ... . . . . ... Key West, FL
Walter Passmore .... . . . .. . . .. . . .. . .... McAllen, TX
James D. Barlow ........... . ..... . .. . . . Duluth, GA
Roger D. Peterson ..... . .. .. .. .. . . .. .. . . Sweeny, TX
John C. Gower .. . . ... ..... ... . . .. .. Columbus, GA
Scot A. Powell .. . .. . .. . . .. . . .. ... . ... El Campo, TX
Paul M. Horovitz .. . . . . . . . . . . . . .. . . .. Savannah, GA
Robert Roth . ... . .. . .... . .. . .. . . ... Fort Worth, TX
Bob A. Huegel . ...... . ... ... .... .... Burlington, IA
Jack D. Teer ......... . .... . ...... .. .. . Kerrville, TX
Edward Clark . ... . .... . ...... . . . .. . . . . Modesto, IL
Hyral B. Walker . .... .. .. . . .. . .. . . . ... .. Lufkin, TX
William C. Helvey ......... . . . . .. . . Poplar Grove, IL
Michael S. Haas ....... . ..... . .. . .. . . Richmond, VA
William J. Foraker .. . .. .. . ... . . . .... Terre Haute, IN
EmilJ . KutiIek .. .............. . .. Charlottesville, VA
King D. Anderson . . ...... . ... . ......... Lenexa, KS
Rod Brown... ........... . ... . .... Sammamish, WA
William Koelling.. .. .. .............. Great Bend, KS
John B. Pilgrim .............. .. . . . . .. . Tenino, WA
Jose Lopes . ........... . .. . ... . ... So. Portland, ME
Donald Allen . . ... ........... . ....... Appleton, WI
Harland Verrill . .. .... ... . . . . . .... ....... Flint, MI
Gerald Cutsforth . .............. . .... Pewaukee, WI
Stein Bruch . .. . . . . . . . . . . . . . . . . West Rosemont, MN
Todd A. Dailing ... . .. . ........... Fort Atkinson, WI
Les Heikkila ... . . . . . . . . ... . . ...... Chesterfield, MO
Fredric M. Koblenzer . . . .. .. . .. . ...... Fox Point, WI
Phillip R. Land ............ . .... .. .. . . Hartford, WI
T. Douglas McCarlie ......... . . . .. . . . .. Summit, MS
Richard C. Rutledge ..... . .. .. ... .. .... Oshkosh, WI
lven Bryant . . . . ............. . . .. . . .. . Helena, MT
Dave West. . . .. .... . ...... .. ......... Bloomer, WI
Robert Allen . . .. .. .. . . . .. . .... . ..... Corneilus, NC


Membership Services Directo~



EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086

f.spie 'Butch' Joyce
P.O. Box 35584
Greensboro, NC 27425

[email protected]

Steve Nesse
2009 Highland Ave.
Albert Lea, MN 56007

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George Daubner
2448 Lough Lane
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Charles W. Harris
7215 East 46th 51.
Tulsa, OK 74147

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Steve Bender

815 Airport Road

Roanoke, TX 76262


sst l()(

Dale A. Gustafson
7724 Shady Hills Dr.
Indianapolis, IN 46278
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David Bennett
P.O. Box 1188
Roseville, CA 95678

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Jeannie Hill

P.O. Box 328

Harvard, lL 60033


[email protected]

John Berendt

7645 Echo Poin t Rd.

Cannon Falls, MN 55009


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Steve Krog

1002 Heather Ln.

Hartford, WI 53027
[email protected]

Robert C. "Bob" Brauer
9345 5. Hoyne
Chicago, IL 60620
[email protected]

Robert D. "Bob" Lumley
1265 South 124th Sl.
Brookfield, WI 53005

Dave Clark

Gene Monis

635 Vestal Lane
Plainfield, IN 46168


5936 Steve Court
Roanoke, TX 76262
[email protected]

John S. Copeland
lA Deacon Street
Northborough, MA 01532

Dean Richardson
1429 Kings Lynn Rd
Stoughton, Wl 53589

[email protected]

[email protected].com

Phil Coulson

284 15 Springbrook Dr.

Lawton, MI 49065


rcoulson51 [email protected]

Geoff Robison

1521 E. MacGregor Dr.

New Haven, IN 46774


[email protected]

Roger Gomoll

8891 Airport Rd, Box C2

Blaine, MN 55449


[email protected]

S.H. "Wes" Schmid
2359 Lefeber Avenue
Wauwatosa, WI 53213
414·771· 1545
[email protected]

[email protected]



Gene Chase
2159 Carlton Rd.
Oshkosh, WI 54904

Phone (920) 426-4800 Fax (920) 426-4873
Web Site: and
E-Mail: vintage @

E.E. "Buck" Hilbert
P.O. Box 424
Union, IL 60180

[email protected]

Alan Shackleton

P.O. Box 656

Sugar Grove, IL 60554·0656


[email protected]<

EAA and Division Membership Services
800·843-3612 ....... . .. .. FAX 920-426-6761
Monday-Friday CST)
(8:00 AM-7:00 PM
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... ..... .... ... ........... 732·885-6711
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.................. .... . FAX 920-426-4828

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EAA Aviation Foundation
Artifact Donations ........... 920-426-4877
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Membership in the Experimental Aircraft Associ­
ation, Inc. is $40 for one year, induding 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.)

Current EAA members may join the Vintage
Aircraft Associaton and receive VINTAGE AIR­
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magazine and one year membership in the EAA
Vintage Aircraft Association is available for $46
per year (SPORT AVIATION magazine not in­
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Current EAA members may join the Interna­
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SPORT AEROBATICS maga zin e for an addi­
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magazin e and one year membership in the lAC
Division is ava ilable for $55 per year (SPORT

AVIATION magazine not included) . (Add $15
for Foreign Postage.)

Cu rrent EAA members may join the EAA War­
birds of America Division and receive WARBlRDS
magaZine for an additional $40 per year.
EAA Membership, WARBIRDS magaZine
and one year membership in the Warbirds Divi·
sion is availab le for S50 per yea r (SPORT
AVIATION magazine not included). (A dd $7 for
Foreign Postage.)

Current EAA members m ay receive EAA
EXPERIMENTER magazine for an additi onal
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magaZine is available for $30 per year (SPORT
AVIATION magazine not included). (Add $8 for
Foreign Postage.)

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

Membership dues to EAA and its divisions are not tax deductible as charitable contributions.

Copyright 102003 by the EM Vintage Aircrah Association
All rights reserved.
VINTAGE AIRPlANE (ISSN 009t ·6943) IPM t482802 is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircrah Association and is published monthly at EM Aviation
Center, 3000 Poberezny Rd.. PO. Box 3088, Oshkosh, Wisconsin 54903·3088. Periocicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to EAA
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constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.
EDITORIAl POLICY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the
contributOf. No reoumeration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, P.O. Box 3088. Oshkosh. WI 54903·3086. Phone 920/426-4800.
EAAf) and SPORT AVIATIO~. the EAA Log~ and Aeronautica ~ are registered trademar1<s. trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and service
marks without the permission of the Experimental Aircrah Association, loc. is strictly prohib~ed .
The EAA AVIATION FOUNDATION Logo is a trademark 01 the EM Aviation Foundation, loc. The use 01 this trademark without the permission of the EM Aviation Foundation, loc. is strictly prohibited.



VAA Mercha--­
Ladies Denim
shirt has the VAA
on the back yoke.


totes are embossed
on one side with airplanes and
the VAA logo. Washable.




Ladies and Men's Stonewashed Denim Shirt
A classic for any season, this denim shirt is
great for all aviation activities.
SM V11147
MD V11148
n V11160

This ladies' polo shirt
made of 100% cotton can
be machine washed and
dried . It sports an all-navy
VAA logo and white stripe
collar and cuffs.
MD V11165
LG V11166
XL Vl1167


This 100% cotton golf
shirt sports the VAA logo
on the sleeve.


Ladies' Yellow
This comfortable golf shirt is 100% cot­
ton, machine washable. Tone on tone
VAA logo on front.







MD V11161

Denim Goff Shirt
This short sleeve shirt is a
classic for warm weather.





Men's Burgundy GoH
This golf shirt is 100% cotton with tone

on tone VAA logo on chest. It sports a

three color collar.


VI0151 $34.95

2X V11134 $36.95

USA Fleece Jacket
This plush jacket wi ll show yo ur USA
and VAA pride. Made of 100% acrylic
it washes easily.




TELEPHONE ORDER: 800-843-3612

PO BOX 3086
OSHKOSH, WI 54903-3086


Travel Mug
VOO342 $12.95
Classic stainless steel mug with plastic
handle and cap. Standard base fits most
car cup holders.

Mini FanlFlashlight



SALE $4.95
This clever gadget features both a fan
and a flashlight. Batteries included.

VAA Logo Decal
Vl0000 $ .95
Shiny metallic VAA logo decals are
great in showing your VAA pride.
The image is printed on both sides
so you can stick the decal on the
inside or outside of your window.

Small VAA Logo Pin
VOO258 $3.99
This small metal pin can be displayed
on your clothes, then easily removed.
(Tie tack style pin .)

Flat VAA Patch
VOO257 $1.99
This VAA logo patch can be
ironed on your shirts, coats or
other accessories.

Blue/Gold Marbled Mug V40240 $5.95
Enjoy your morning coffee with this
marbled coffee mug.

3·0 VAA Patch
This 3·dimensional patch is well tailored and will
look great on your clothing and accessories.


VAA Mere


Sweatshirt Blankets
These blankets are extra soft, S4 in. x 84 in .,
and machine washable.
This classy jacket for women is soft to the touch, water
repellent, and light weight with inside zipper pocket.
lG VU171
MD VU169
Xl VU172
Men's Navy Micro Fiber Jacket
MD VI0005 l G VI0006 Xl VI0007
2X VI0009
This classy navy jacket is soft to the touch, water
repellent, and light weight with inside zippered
pocket. Machine wash, gentle cycle.









FROM US AND CANADA (All OTHERS 920·426·5912)


PO BOX 3086

OSHKOSH, WI 54903-3086

• • on Ford
HENRY FORD, foander - I

do not consider the machines which bear my name simply

as machines. If that were all there were to it I would do something else. Power and

are asefal only as they set as free to live. They are bat means to an end.

.r:nT:ID:i'~ - BILL FORD, Chairman and CEO



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