Vintage Airplane - Nov 1999

STRAIGHT & LEVEU
Espie "Butch" Joyce
2 AlC NEWS
3 AEROMAIL
4 PASS IT TO BUCK!
E.E. "Buck" Hilbert
5 THIRTY FIVE YEARS AT THE OUTER
MARKER/Dutch Redfield
8 MTO '99/Jerry Cox
10 FUEL VALVES - CARE & FEEDING/
CyGalley
11 TYPE CLUB NOTES/Freddie Ludtke
13 THE BIGGEST LITTLE FLY-IN IN THE WEST/
Holly Palmer
16 BACK FROM THE ASHES/Budd Davisson
21 MORE VINTAGE EAA AIRVENTURE
22 MYSTERY PLANE/H.G. Frautschy
24 WELCOME NEW MEMBERS/
CLASSIFIED ADS
30 VINTAGE MERCHANDISE
Publisher TOM POBEREZNY
Editor-in-Chief scon SPANGLER
Editor HENRY G. FRAUTSCHY
Executive Editor MIKE DIFRISCO
Contributing Editor JOHN UNDERWOOD
Graphic Design Specialist BETH BLANCK
Photography Staff JIM KOEPNICK
LEEANN ABRAMS
MARK SCHAIBLE
AdvertisinglEditorial Assistant ISABELLE WISKE
•
SEE PAGE 28 FOR FURTHER VINTAGE AIRCRAFT ASSOCIATION INFORMATION
ST EL 
by ESPIE "BUTCH" JOYCE
PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION
Doug McConnell is my counterpart at our sister organization,
the International Aerobatic Club. Recently, Doug wrote to his
members regarding the mutually beneficial relationship we share
with EAA. He did it so well, I'd like to share his many of his com-
ments with you.
All VAA' ers are also members of the EAA. Thjs has been auto-
matic ever since the VAA became an official division of the EAA
at its very inception nearly 30 years ago. In fact, we can thank Paul
Poberezny for helping the VAA get started when Buck Hilbert and
others expressed an interest in organizing a special place for park-
ing and enjoying vintage airplanes. Did you know that Paul was a
member of the VAA? Did you know he still is? Can you guess
what his VAA number is? That's right- VAA #1.
When you receive your new membership card each year, you
also receive a listing of the many EAA benefits that are automati-
cally yours. But there are many other marvelous EAA benefits
enjoyed by the VAA which are not listed in your renewal mailing
and about which members may have little knowledge. VAA offi-
cers and directors are more aware of these since the benefits of
EAA services and support have a lot to do with the successful day-
to-day management of our large and complex organization.
An active V AA friend recently asked me to explain how our
affiliation with the EAA helps the VAA and what, if any, cost
is involved.
Dealing with the cost first, EAA membership includes the
world-class Sport Aviation magazine which takes careful measure
to include lots of exciting information about VAA activities and re-
lated subjects. They reach 180,000+ farilllies and friends, many of
whom are then drawn to VAA membership (EAA is the single
largest source for new VAA members). The balance of your EAA
dues goes toward the many services and headquarters office sup-
ports given to VAA free of charge. Beyond that, a portion of V AA
membership dues are directed to EAA for various specific man-
agement services.
The following is a partial list of EAA support services and ben-
efits: 1) Financial accounting services including monthly
statements, cash management, investment fund management, pur-
chasing controls, receivables management, audjting, IRS reporting
and related; 2) Membershjp services including renewal notifica-
tions and administration, benefit package mailing, handling of
dues, special programs management, chapter development and
insurance programs; 3) Merchandising assistance including mer-
chandise vendor selection, warehousing, inventory control,
mail-order fulfillment, mailing and sales accounting; 4) Vintage
Airplane editorial support, plus layout and design services in-
cluding graphic arts and production; 5) Human Resources
services including recruiting, interviewing, contracting, payroll
management, benefits packaging, staff training and professional
development, staff supervision, division coordination, executive
office space, administrative office space, office furniture, office
equipment and utilities; 6) Membership promotion, brochure de-
velopment, website tie-ins, advertising and direct mail programs;
7) U.S. government liaison and lobbying including FAA, NTSB,
NASA , congress and other agencies; 8) EAA AirVenture con-
vention support and privileges including headquarters meeting
space, aircraft display area, member parking, staff cars/carts, fo-
rum schedules, special events privileges and accounting; 9)
Exciting museum displays for vintage aircraft, including Pioneer
Airport, and Hall of Fame displays including production of bio-
graphical summaries for presentation during induction
ceremonies which are also managed by EAA; 10) Sponsor de-
velopment and revenue sharing (such as the recent very
beneficial long-term Ford Motor Company program); 11) Spe-
cial technical support projects such as logo redesign 12) Board
of Directors support with EAA representation on VAA Board
and VAA representation on EAA Board, including also special
presentations and coordination by EAA president's staff; 13)
And other legal, marketing, administration, sponsor relations,
and related counsel and assistance.
In summary, V AA's extremely valuable affiliation with EAA is
harmoruous and vital for daily operations and long term growth. If
VAA had to pay for all of the free services and courtesies extended
by the EAA, and/or had to pay the full going rate for the paid ser-
vices provided, the total cost of enjoying our membership with
other vintage airplane enthusiasts would increase dramatically.
And, if V AA were to lose its affiliation with the huge EAA mem-
bership body, our membership recruiting and development would
experience an unexpected stall/spin event!
The good news is that nothing is imposed on VAA by the EAA
in exchange for their friendship and support (there is no "price" to
pay other than modest fees for services). In other words, they don't
attempt to interfere with our programs, policies or activities. In ad-
dition, the EAA is very careful about extending very high-class
professional courtesies as they go about their business. The EAA
management and staff are helpful, welcoming, supportive and en-
couraging in every way.
The bottom line is that we enjoy a unique family relationship
with the EAA with a 30-year history and long term horizon.
VAA's continuing affiliation with this world-class
recreational/sport aviation organization will assure lasting benefits
for VAA members and future members for many years to come.
My thanks to Doug for so eloquently highlighting the many
benefits of being affiliated with EAA. Ask a friend to sign up in the
VAA - Join us and have it all! ......
VINTAGE AIRPLANE 1
VAANEWS
compiled by H.G. Frautschy
THE COVERS
FRONT COVER . .. The "Spirit of
Dynamite" is the appellation given to
Monocoupe NC 2064 by its first
owner, R. L. "Pete" Brooks, because
he said "... it took off like I lit afuze to a
rocket." The name stuck for the rein-
carnated 110 Special when built up by
Freddie Ludtke, and by the current re-
storer/owner/ pil ot Richard Smith.
EM photo by Jim Koepnick. He shot it
on Fuji film using a Canon EOS1 n
equipped with an 80 -200 mm zoom
lens. EAA Cessna 210 photo plane
flown by Bruce Moore.
BACK COVER . .. "Loening Out of
Coco Solo" is the title of this award-
winning oil painting by Don DeGasperi
of Albuquerque, NM. Presented with
an "Excellence" ribbon during the
1999 EM Sport Aviation Art Competi-
tion, Don's painting depicts a Loening
OL-9 on a southeast heading over
Gatun lake and the Panama Canal. The
marking are of Utility Squadron One
(VJ-1 B) operating from Fleet Air Base,
Coco Solo, CZ in the early 1930s.
Don has been aconsistent contrib-
utor to the Sport Aviation Art
Competition, and has won a total of
nine awards. A self-taught aviation
artist, Don served over 20 years in the
U.S. Air Force, retiring as a Master
Sergeant. He was both an engineering
draftsman and atechnical illustrator
during his Air Force years. His civilian
career were also spent as atechnical
illustrator with Dow Chemical and then
later the Los Alamos National Lab.
A private pilot, Don enjoys other
aviation hobbies, including designing
and building model airplanes and aer-
ial photography. He is available for
commissions, and can be reached by
writing to him at 975 Antelope N.E.,
Albuquerque , NM 87122, Email
[email protected]. Check his web site
at: http://www.members.tripod.com/
DeGasperi
2 NOVEMBER 1999
FOREIGN MAILING
The Vintage Aircraft Association is
truly an international organization, with
over ten percent of our membership com-
ing from outside of the United States.
One of the challenges we have to meet
each month is ensuring that our interna-
tional members receive their magazines
in a reasonable amount of time. Overseas
members have been telling us their mag-
azine delivery over the middle portion of
1999 was sporadic. Our Canadian and
overseas magazine delivery is achieved
using a separate company outside of the
U.S. Postal Service. Since the mailing of
the October issue, a new company has
been responsible for making sure each of
those international members received
their magazine within seven to twenty-
one days. So far, the response we ' ve
received has been very positive. To our
Canadian and overseas members, we
welcome your comments regarding your
magazine delivery in October and No-
vember. If you wish, you can Email them
to us: [email protected] or send it via reg-
ular mail to Vintage Airplane, P.O.Box
3086, Oshkosh, Wl54903-3086.
MINNESOTA SPORT AVIATION
CONFERENCE
It's time again for the Minneapolis
Convention Center to host the Minnesota
Sport Aviation Conference and Flight
Expo 2000.
Over five thousand aviation enthusi-
asts attended last year's Flight Expo.
They will again be descending on the
convention center on the 12th and 13th
of February 2000. The Conference will
again offer a broad range of seminars
attracting everyone from the seasoned
enthusiast to the prospective sport avi-
ator of tomorrow. For more
information, call the Minnesota Dept.
of Aeronautics at 1-800/ 657-3922 or
write to Wayne Petersen: wayne.
[email protected]
If your state aeronautics department
hosts a similar event, we'd love to help
you get the word out. they can Email
their notice to us here at [email protected]
or send it via regular mail to Vintage Air-
plane, P.O .Box 3086, Oshkosh, WI
54903-3086.
CASSVILLE FLYING & REPAIR
SERVICE AUCTION
Starman Brothers Auction Service
will be conducting an auction in
Cassville, MO at Timberline Airpark. In-
cluded in the items will be a 1948 Indian
Chief motorcycle, a 1939 Harley David-
son Model 45 and various wood props.
Also included are a 3 -cylinder Anzani
radial engine and a complete OX-5. For
more information, contact Starman Bros.
at 402/592-1933.
GENE COPPOCK
Gene Coppock, best known for his
restoration of a Stinson Model A tri-
Motor, winner of the "Multi-Engine
Transport Class Champion" at the 1979
EAA Convention, has passed away at
the age of 71 . Roberta Coppock wrote to
tell us that Gene was diagnosed with
liver cancer late in the spring, and died
July 3,1999. His family history and per-
sonal health did not show him
predisposed to contracting cancer, ex-
cept in one area, something all of us
should be paying more attention to - our
use of carcinogenic chemicals during
the restoration of our aircraft. Many of
us use compounds known to be detri-
mental , such as Methyl Ethyl Ketone,
Acetone, and others, but give little
thought to hand, skin and lung protec-
tion. We should be more careful.
Gene retired from United Airlines,
and he was an active restorer for much of
his life, completing a Piper J-3 just last
March. In the past he also restored an
Aeronca L low-wing, and flew and main-
tained his Beech Baron. Gene's Stinson
Model A is now a part of the Yellow-
stone Aviation collection.
Our condolences to Roberta and the
Coppock family, and to Gene's many
friends.
THE WICHITA 4
Bruce Bissonette, one of the tireless
men who keeps adding to our knowledge
of the early days of aviation, has neatly
bundled four fellows whose destiny was
intertwined into one easy-to-read vol-
ume. Bruce weaves the lives of Clyde
Cessna, Jacob Moellendick, Walter
Beech and Lloyd Stearman together as
they put Wichita, KS on the map as the
"The Air Capital." Sprinkled liberally
with photos of the men and the airplanes
they produced, "The Wichita 4" is full of
the excitement and challenges met by the
companies, people, and the men who led
them up to the years of WW -II. To get
your copy of the 148-page book, you can
write to Bruce at 3908 Titanic Av., EI
Paso, TX 79904. The cost is $25 post-
paid. You can also order it from EAA by
calling 1-800-843-3612 (the EAA order
number is FOI714). ....
Dear H.G. Frautschy,
I have included 2 photos taken ap-
proximately December 1934 of a Ryan
monoplane purchased as a Ryan Ml.
All of the old books show the M I to be
an open airplane and the M2 to be a
cabin airplane. It did not have any kind
of windshield. For some reason people
insist that it (the airplane in these pho-
tos) is an M2.
It was a good flying airplane. When
passenger hopping they would put four
in the front cockpit and a thin one in the
rear cockpit with the pilot. The ISO hp
Hisso engine put it in the air after a very
short run.
Maybe we will fmd out what it is. I un-
derstand that one was rebuilt in Virginia.
Sincerely yours,
Harry C. Luecke
Winston Salem, NC
Dear Harry,
The airplane in the photos is a Ryan
M-2, as described by Door Carpenter
and Mitch Mayborn in the long out-of-
print book, "Ryan Guidebook,"
published in 1975/76. I'll quote from
the caption accompanying the photo of
a Hisso powered M-2 on page 11.
"Quite similar in appearance to the
M-I series, which saw improvements
introduced on each succeeding aircraft
as it was built, the M-2 was powered by
the same series of engines . The most
common was the Wright-Hi spano or
Hisso E-ISO. Other installations in-
cluded the Hisso A-ISO and E-2 of200
hp. Externally the M-2 was identifiable
by the addition of fuselage stringers to
the otherwise flat sides of the M -1. The
M-2 was a rugged and dependable air-
plane and was operated by a variety of
private individuals and companies. One
of the M-2's (c/ n 22, G-CAJK) was
used on skis in Canada and floated out
to sea on an ice floe and was lost. Con-
struction/number range was from II
through 29 with an M-I and M-32 air-
frame or two mixed in." distinctive rocker box covers and ex-
Taking a close look at the photos you hausts of the Hisso engine. There were
can see the extra stringers added to the 19 M-2 airplanes built in 1927-2S. -
sides of the M-2 in the photos, and the H.G. Frautschy ......
VINTAGE AIRPLANE 3
PASS IT TO BUCK 
Dear Buck, 
It is  with great pleasure that I read 
your column every month.  Your old 
airline stories remind me of fond  memo-
r ies  from  the  past, when my dad was 
flying  for EAL out of A TL.  He  retired 
after 30 years, just before things got re-
ally bad. 
Things have sure changed we used to 
fly  kites off the end of 27 with 404s, -
6s,  -7s, Connies, etc. all  flying  right 
over us  on short final.  What a sight for 
a  young  kid!  Then along  came the 
fences  - you know the  rest.  There is 
nothing  like  round engines!  I had the 
chance to  fly  the  EAA B-17  for  a birth-
day present from  my wife a few  years 
ago.  Sitting there watching that big 
spinner and prop  lumbering along right 
next to you is  almost hypnotic,  like sit-
ting in  the back of a boat and watching 
the water speed by as  you zoom along. 
I wasn't fortunate  enough to  pursue a 
flying  career when I became old enough 
due to slight color blindness, but the fly-
ing bug stays with  me.  I fly  my  '47  140 
regularly, and own  half of a wrecked 
'717ACA.  (How many airplanes can 
say they have a mag for each cylinder?) 
This brings me to  my question.  Com-
mon  to a lot of old Champs is  the  rotted 
out bottom of the entry step.  Do you 
know of a source for the blister shaped 
bottom half of the  step?  If necessary,  I 
am  able to  fabricate  one , but would 
rather not have to go  through that. 
If you are ever down SE Virginia 
way,  or into  Maryland,  look up The Po-
tomac Antique Aero Squadron on the 
web at http: // www.avialantic.com/ 
paashom.html.  They have a wonderful 
fly-in  each May on  an  old DuPont es-
tate  now  owned  by  the  state  of 
Maryland.  Several OLD planes show 
up  every year. 
Keep up the good work! 
David L.  Cheek,  Smithfield, V A 
David:  Thanks for the  kind words. 
Yes, times have changed and I some-
times  wonder if we aren't dinosaurs and 
too  dumb to  realize we're dead.  If the 
government has its way, airplanes, guns, 
4 NOVEMBER 1999
by E.E. "Buck"  Hilbert 
EAA  #21 VAA  #5 
P.O.  Box  424,  Union,  IL 60180 
and anything else we  enjoy will be con-
trolled;  there won't be any users  like 
you and I. They'll be  talking to  them-
selves about what a wonderful world it 
is  with nothing to  interfere with their of-
fice  gossip. 
You  might try Safe Air Repair and 
see if they have a blank.  I had to  fabri-
cate my a few  years back.  It rusted out 
from  within  and  I  took  some  steel, 
shaped it  with hacksaw cuts to the form 
I wanted,  welded up  the saw cuts and 
put a flat plate on top  of it all.  I then re-
welded it to the arm and there it is today. 
Works fine! 
PUERTO  RICAN  CLASSICS 
Dear Mr.  Hilbert 
First of all, I want to  congratulate 
you  for all  your terrific articles you 
write in Vintage Airplane. 
My name  is  Cuso Ortez, and I have 
been a V AA member since  1990.  I love 
old airplanes and down here  in  Puerto 
Rico we  have a few  interesting models, 
including one Aeronca L-16 and a Lus-
combe 8E both of which I ferried  from 
Florida. 
I've enclosed a picture of the Lus-
combe with me at the controls. It was 
taken just north ofEI Morro Fortress in 
San Juan . Luis Herrera who  is  also a 
prominent pilot took the photo. The 
photo was taken from  a  1968 Cessna 
172.  Enrique Gutierrez owns the Lus-
combe.  I fly  banners for Aerial  Sign Co. 
here  in  Puerto Rico.  I use  a Super Cub 
PA-18 and a Piper J-5  that came out of 
the  factory  on  12-7-1941, the day Pearl 
Harbor was attacked.  The J-5  had a  180 
hp  engine, no electrical system and a 
low pitch prop.  Later, I can write details 
on this  particular airplane,  including 
photos and videos. 
Take care, 
Sincerely, 
Cuso 
Thanks for the note and the photo, 
Cuso. We waited a  while  before we 
published it,  only because we wanted to 
be  sure and print it in color!  We all  look 
forward to  seeing a photo and a  note 
about your J-5  banner-towing machine. 
It sounds  like quite an airplane. 
Over to You,  f'( -.z:<.  4'
~ t   c k
• 
I ears 
att 
Outer Marker 
Continuing Dutch Redfield's early aviation carreer; he flies his First Paying Passenger;
and Learrns to Fly Floats
As  I taxied  the Waco  F2  back to 
the  hangar following  some afternoon 
spot landing practice,  Harry Ward 
gestured to  me  not to  shut the engine 
down.  He came alongside the cockpit 
and shouted, "Taxi back of the  hangar 
and I've got ten bucks for you! " 
I taxied around the  corner where 
the  airplane was out of view from  the 
rest of the  airport.  Here, Harry sort of 
poured a somewhat inebriated gentle-
man  up  on  the wing walk of the  lower 
wing  and  into  the  front  cockpit. 
Harry,  in  the prop  stream,  leaned into 
the  front  cockpit and secured my pas-
senger's seat belt.  Then, as  he stepped 
back to  the ground,  he  said to  me, "He 
wants to  loop  the  loop!" 
Carrying passengers for hire with a 
private  license was against regula-
tions,  to  say nothing of aerobatics for 
hire,  yet ten dollars  would buy me a 
lot of gasoline.  Harry slipped me  the 
ten  dollars the next day. 
The F-2 climbed steeply with  only 
one  passenger and  my  usual  light 
load  of fuel.  I  flew  south away from 
the  airport for  a  few  miles to a  posi-
tion  behind the  hills  where I couldn't 
be  seen. 
The  Waco  picked up  speed as  I 
nosed  her over into  a  shallow dive. 
A  light back pressure  on  the control 
stick produced  increasing "G"forces 
as  the  cow led  engine  led  our new  arc 
up  through  the  sky.  As  we  steeply 
climbed the  distant horizon appeared 
to  come down,  brushing through the 
upper wing center section,  the  engine 
cowlings,  then quickly disappeared 
under the  lower wings leading edges. 
To  maintain orientation and  rates 
of pitch change  during  the  arcing 
firm  seated climb,  I  turned my head 
and  searched  for  and  re-found  the 
slowly revolving,  tilting,  horizon  off 
the  stubby  left wing tips  that were 
now pointing straight forward.  Then 
back forward  with  my  vision  as  the 
now  inverted  horizon  fell  past the 
upper wing panels and dropped past 
the  nose. 
Near the  top of our arc,  rapidly  dis-
sipating speeds were confirmed by the 
softening sounds of flight  and  by the 
laboring Continental.  Then we  arced 
for  the  fields  and section  lines and 
fences  below,  and  the  moans  and 
whistles of flight rapidly  increased  in 
shrillness and  intensity,  and the flat 
but streamlined flying  wires buffeted 
in  protest of their increasing loads and 
distorted airflows.  The  unloaded,  un-
stressed  landing wires  which support 
the  weight of the wing structure when 
ground borne, and  now waiting to  do 
their work,  bowed gently as  they fol-
lowed us around. 
That this vertically planed  invisible 
by Holland "Dutch" Redfield 
VINTAGE AIRPLANE 5
looping arc was completed, I knew
when the now dissipating cyclonic
washes of our beginning arc climb
were flown through with a
"whump" of the airframe at the
bottom of the loop.
As another arc was beginning,
my first paying customer turned
and glanced back at me, then
quickly turned back inside as the
pressing "Gs" again took over. A
couple more loops and I started a
long descent for home.
Back behind the hangar again, as
the prop clattered to a stop, Harry
helped my wobbly new friend step
from the lower wing to the ground
and asked him how it was.
"Great!," he muttered, "That was
until I looked around and found I
was up there with a darn kid!"
In late May, we flew the F2 to
Ithaca at the south end of 35-mile
long Cayuga Lake, there to make a
seaplane of her. Ithaca was cho-
sen because its airport closely
bordered on the shore of the lake.
In the Ithaca hangar we hoisted
her on a chain fall suspended from
a hangar beam, removed the small
tail wheel assembly, disconnected
the brake cables and lowered her
landing gear and wheels to the hangar
floor. She looked odd hanging there
minus her landing gear. We slid the
two floats under her and then care-
fully lowered her and knocked in
place the bolts of the float support
struts.
Oh Lord, she was beautiful! But
her floats seemed so very bulky and
so long, and the whole rig seemed so
far from aerodynamically pure, and
she stood so high with her tail in an
attitude close to that of an airplane in
level flight. Color-wise her aluminum
floats were a pleasing match for her
black fuselage and silver wings. What
a lovely thing she was.
We had worked hard for many
hours and it was late afternoon when
the Waco was at last perched on a flat
four-wheeled dolly. We trundled her
awkwardly across the airfield to a
spot near the lakeshore where she was
poised with her bows over the water.
A pail full of water wet the dolly's
surface and we shoved her off. She
bobbed, then steadied, as she slipped
into her new element. We pulled her
back alongside the grass-clumped
6 NOVEMBER 1999
From an unchecked,
unflared glide, I had
literally flown the
airplane right into the
water while belieVing
I had many many feet
yet to descend.
shoreline, and how easy to move her;
what light airs cause her respond.
One hand could gently move her
about, or easily restrain her.
Her summer home was to be nosed
up on a wooden ramp on the shore of
the Seneca River, west of Bald-
winsville, and north of Syracuse.
For many months she would be out
in the wind and rain-not in the spe-
cial spot that was reserved for her
near the doors in Ward's hangar. It
was getting late and where the air-
plane now was at Ithaca, she would
be unprotected and in a very poor
spot for the night. I was anxious to
get her out of there and bedded down
in her new home.
I climbed in and pulled the handle
of the air starter, which cycled com-
pressed air and prime fuel to the
waiting cylinders, and the Continental
came to life. With only an idling en-
gine she was already moving. Barb,
at the wing tip, walked along with her
and eased her away from shore.
How effortlessly she moved
through the water and with only the
pull of her idling propeller, and with
her new tail-high stance, how much
better I could see to taxi . Looking
forward of the lower wing leading
edges I could see the float bows
and the forming bow waves.
Looking straight down from the
rear cockpit behind the lower wing
trailing edges I could see the
sterns of the floats and the bub-
bling stem wakes and the trailing
water rudders.
What a soft yet grooved response
to the float's rudder blades and the
plane's air rudder, simultaneously
deflected into their appropriate
streams when my feet positioned the
rudder pedals. How freely she
glided. I stopped the engine and she
coasted, and went, and went. I had
no brakes to stop her and I'd have to
be careful when I got her home, and
plan well her inertia dissipation lest
I bash her into her new ramp.
For many weeks I had reviewed
in my mind just how to fly her.
Now the sun was getting low and I
felt the pressures of time. There
was little written material on how
to do it, nor was there anyone I
knew who had flown a seaplane. It
was lonely out there in the lake as
she bobbed in the gentle waves .
"Well, "1 said to myself, "It's got to
be done sometime," and I eased the
throttle full forward and pulled back
the control stick.
The propeller picked up and threw
back heavy white spray from the float
bows as the bow waves moved further
and further aft and the setting sun re-
flected the spray being thrown onto the
lower wings. With little assistance
from me, the bows rose higher and
higher, and the bow waves raced
rapidly aft. Then, of its own accord,
the nose began lowering and she softly
rocked forward onto the float steps.
The floats were now planing with less
and less of their under surfaces con-
tacting the water as she gained speed.
She was accelerating rapidly.
The Waco lifted off and water
streamed from the lower wing trail-
ing edges and off the end of the float
keels. We climbed steadily and there
was a much heavier, yet very pleas-
ant, feel to her as the pendulumed
floats suspended below gave her a
new and beautiful lateral stability. I
was pleased at both the way she flew
and how uneventful had been my
takeoff. It was only a 30-minute
flight to her new home and I began
to think, "But now I've got to get her
down!" We soon circled the tree-
bordered and straight but short stretch
of river in the gathering dusk, then
backed off for a long, straight, slow
descending approach.
We were below the bordering trees
now and slowly descending toward
the river's surface. Finding light sur-
face ripples from which to project the
geometry by which to flare her for
landing was quite different but I found
not difficult to apply. I felt her down
the last few feet using considerably
more power than with an airport land-
ing. The floats touched and the keels
knifed the river's surface. How yield-
ing it was, how smooth the surface
and the ride, how the planing floats
seemed to softly buzz on the light rip-
ples. How very, very different than an
oleo'd and wheeled landing gear meet-
ing the sodded surface of an airport.
Deceleration was rapid, and com-
pounding, as the planing support of
the float bottoms faded. As she
swished off the steps, the buoyancy of
the floats took over and we were again
floating and gliding steadily and
smoothly with nothing but her idling
propeller again pulling her along.
What a delight everything about this
first flight in a floatplane had been. I
was keenly aware at that moment what
a very different world of flying was
opening before me.
An aviator friend, George Sawyer,
who owned the riverside camp where
the Waco was to be kept, helped me
tie her to her newly-built ramp, then I
was invited in for dinner. I was ecsta-
tic as we talked of my first seaplane
venture. It was now dark outside.
In a couple of hours Barb showed
up and we threw some extra lines on
her in the beams of the car's head-
lights. As we backed away, the Waco
was now alone in the dark, the river
lapping the stems of her floats. I did-
n't like to leave her there.
When we returned to the river sea-
plane ramp the next day, I was
relieved to see the Waco still there.
It was a lovely spring morning and
as we readied the airplane for flight
we waved to passing tugs towing or
pushing deeply laden barges, and oil
tankers low in the water. The Seneca
River here was also part of the Barge
Canal system across New York State
from Buffalo to near Albany. Our
plan was to fly her down to
Onondaga Lake near Syracuse for
some practice where I hoped to find
out much more about the characteris-
tics of a floatplane.
We eased her down the ramp, then
swung her around so the stems of the
floats were lightly resting on the
planks. I climbed in and started her
and again she was immediately mov-
ing and underway. We taxied slowly
down the river, warming the engine
as the tree'd green river banks slipped
steadily by the wing tips. How to-
tally different from a land plane
restricted to airports, all of which are
cursed with the sameness of paved
runways, and hangars, and parking
lots, and gas pumps.
I was still aglow with the success
of my one seaplane takeoff and land-
ing of the day before, and in a short
while, I was to find out, "It really isn't
always that easy!" We took off, and I
banked gently to follow a bend in the
river. As we climbed, the tops of the
bordering trees off the wing tips came
down even with, then fell steadily fur-
ther below her spray streaming wings.
As we banked into our first ap-
proach, the lake's surface was lightly
rippled from a soft, but now fading,
morning breeze. I made several land-
ings and takeoffs and was learning
and really savoring the many new and
wonderful feels of a seaplane.
Satisfied that I was making
progress, I turned and climbed away
from the lakefront circuit pattern that I
had been flying, then to perhaps ad-
vertise that a seaplane was now based
close to town and ready to do busi-
ness, we flew down over the city for a
few minutes.
Upon our return the lake's surface
was like glass, but was completely un-
noticed by me. Any surface ripples left
over from the now faded morning breeze
were gone and what wave patterns had
been produced as a result of my earlier
takeoffs and landings had long ago
splashed ashore and been dissipated.
Such conditions can be lethal to the un-
wary and the ignorant, and I was well
qualified in both respects. I didn't know
this though, as the Waco descended to-
ward the lake, gliding smoothly through
the warm, stable, morning air. There
was not a tremor in the sky, only the soft
vibrations and sounds of the engine at a
very reduced thrust. What a grand morn-
ing to be flying!
Unconcerned, and certainly now a bit
complacent, I was looking forward to
yet another nice touchdown, after which
I planned to taxi to a shore side beach to
see if we couldn't sell a few late morn-
ing seaplane rides.
As the Waco got lower and lower,
as do all airmen on all landings, I
projected forward and slightly down-
ward, an angled line of vision toward
the lake's surface. My eyes began
probing and searching for something
to come into view that could be fo-
cused upon, thus establishing the end
of this line, from which the angular
changes of landing could be evalu-
ated and controlled.
By evaluating the angles formed be-
tween this projected vision line, and
the level plane of the landing surface,
the airman can establish, and vary, his
final approach descent to achieve
touchdown at an aimed-for spot.
At very low heights, he shifts vision
forward again, forming a new and
much shallower angle with the surface,
applying control and power to cause
this new geometric angle to flatten
slowly, thus effecting an always hoped
for gentle touchdown.
It seemed we had been descending
for some time and I was puzzled why I
wasn't picking up a ripple or something
on the surface as I had been doing all
morning. This had given me no prob-
lems earlier-when - "wham!" The two
float bows struck and dug in deep. From
an unchecked, unflared glide, I had liter-
ally flown the airplane right into the
water while believing I had many, many
feet yet to descend. The deceleration
was ferocious, and I was slammed for-
ward with my right shoulder down.
Somehow, I was able to get the stick
back and the throttle full open, and the
Waco came up out of there flying as I
straightened myself in the cockpit and
looked around in shocked surprise.
From what I heard later, we cre-
ated quite a boom and quite a splash,
but there was no damage except for
my pride. We had hit the water aw-
fully hard!
This was an early lesson on seaplan-
ing that I learned well. Descending
toward a mirror-like surface, it is ab-
solutely impossible for an airman,
regardless of experience, to determine
angles or height. A similar problem
exists when landing on new-fallen
snow, or a black-paved surface on a
rainy night. But there are other easy
ways of doing it provided awareness
is there and the condition anticipated.
Continued Next Month ......
VINTAGE AIRPLANE 7
by Jerry Cox
The 3rd annual Luscombe Fly-In at
Coles County Airport at Mattoon, Illi-
nois (MTO) took place on June 11, 12
and 13.
Lousy weather in some areas kept
many folks from attending. Even so,
by Thursday evening, with prepara-
tions underway, the "Win Me"
Luscombe from the Don Luscombe
Aviation Historical Foundation was
there, the first Renaissance Luscombe
was there and Gene Horsman from
Colorado had gotten by the weather to
arrive by early evening. In addition
two gentlemen from Canada, Harry
and Lloyd Clark, members of the Fly-
ing Farmers group had driven in
because of the weather, and Walter
Smith had arrived on a visit from Saudi
Arabia, by commercial jet and rental
car, of course. Rick Duckworth, semi-
nar speaker, had driven in from
Michigan because of bad weather in
his area.
Friday morning brought on a lot of
haze and although sunny, visibility
was not that good. It began to bum off
by noontime however and more air-
planes began arriving through the day.
There were 12 Luscombes in by noon
and 18 by 5 :00 p.m. By then the
weather was threatening and eight air-
craft were moved into the big hangar,
but the storm moved around us.
John Dearden of Renaissance Air-
craft LLC arrived about 6:00 p.m. with
the brand new Luscombe (well, new
in March). Folks flocked to get a
look at that beautiful new bird. It is
really gorgeous, both inside and out.
By Sunday, just about everyone pre-
sent had a chance to get a close look
at the airplane.
Saturday was a much more pleas-
ant day, though hot and humid. By
the time judging had stopped in late
afternoon there were 36 registered
aircraft and 12 people registered
who did not fly in their own aircraft.
From the description of many,
weather was a big factor from just
about all places in the country. The
turnout would have been much bet-
ter otherwise we are sure.
During the afternoon, Jack Norris
spoke about propeller technology,
Canadians all! From left to right, Lloyd and
Harry Clark, and Mr. and Mrs. Richard
Marcus, with Luscombe C-FEPO.
8 NOVEMBER 1999
Nine Luscombes are nestled in the hangar, with a few outside.
and particularly how it pertained to
Luscombes. Doug Combs of the Don
Luscombe Aviation Historical Founda-
tion spoke on the Turbine Luscombe
now being rebuilt and his unfortunate
accident with the airplane. Even
though wearing a neck brace, Doug
had not lost his sense of humor. They
believe that a bug had plugged the
right fuel tank vent and when he went
to the Aux fuel pump there was
no way the fuel could be picked
up with the vacuum in the tank.
Doug also spoke about general
Luscombe problems as did Rick
Duckworth. Rick had a lively
discussion going on various prob-
lems that were brought up by the
folks present.
John Dearden spoke on the Re-
naissance Luscombe and
answered questions about the pro-
duction to be. Doug Combs
addressed the DLAHF agreement
and quality control problems af-
fecting the new airplane.
Judging went on during the af-
ternoon with a team offour judges
and by dinner time the results
The People's Choice award winner, and
the Grand Champion of the MTO
Luscombe Fly-In is Nl448B, proudly
owned and flown by Steve McGuire of
Ponca City, OK.
were in. After the meal, the trophies
were awarded and many great door
prizes were drawn.
The Award Winners were: Grand
Champion, 8F, N1448B, Steve
McGuire of Ponca City, Oklahoma;
Reserve Grand Champion, 8F,
N1947B, Jerry Cox and Scott Rose of
Mattoon, Illinois; Outstanding 8A,
N37080 (really was an 8A/C), Mike
Bowers of Mt. Juliet, In-
diana; Outstanding 8E,
N 1750K, John Livesay
and Mike Potter of Pana,
Illinois; Outstanding 8F,
N9927C, Robert Kellogg
of Louisville, Kentucky;
Outstanding T8F,
N1827B, Irwin Reeb of
Belleville, Illinois; Peo-
ples Choice, N 1448B,
Steve McGuire of Ponca
City, Oklahoma; Longest
Distance Flown, 8A,
N25342, Gene Horsman
of Golden, Colorado (773
NM one way)
Many thanks to Shan-
non Youakim, Airport
Manager, Rick Reed the
FBO, the Charleston,
Illinois Lions club for
food and Jerry Cox and
other volunteers for a
good fly-in.
An item discussed was
the possibility of moving
the fly-in to a weekend in
August or September next year to
avoid the bad weather syndrome in
June. Fly-In chief Jerry Cox asked the
group to consider this and let him
know. On the spot response and dis-
cussions since the event have indicated
that it was a good idea. After search-
ing the calendar for a satisfactory date,
the weekend of August 25-27, 2000
was decided on. See you there!  
VINTAGE AIRPLANE 9
FUEL VALVES  • CARE  AND FEEDINO 
By Cy Galley
A
nother neglected component on
your airplane is the fuel shut-
off valve. Many owner/pilots
take it for granted and never touch it. It
most likely is left in the ON position
all the time. I guess people think that if
they ever need to turn it off, it will
function properly.
Actually checking the function of the
valve is part of a good annual. Turning it
off will check two functions. First of all,
will it even move? Some valves are
"gooked up" with dried fuel dye, varnish
from old auto gas, or complete seizure
from corrosion and not a trace of any lu-
brication, due to fuel exposure over the
years and lack of any exercise. Sec-
ondly, if it will move to the OFF
position, will it actually completely
stop the flow offuel, or will it leak a
drip or two or more? It could be like the
valve that was in our Cessna! We had to
whittle a wooden plug for the fuel line to
change the plastic float because the
valve leaked so fast. We actually lost a
full load of fuel at an annual when 42
gallons leaked out overnight.
The bottom line is safety . "How
would you shut off the fuel if you had in
in-flight fire? How would you tum off
the gas to a leaking carburetor with a
stuck float?" At Oshkosh we have com-
pletely drained tanks to eliminate the
possible fire hazard. Losing your plane
to fire is bad enough, but what if you
also destroyed an entire row!
Your valve needs to be turned to the
shut-off position at each annual. Then
you or your mechanic can remove the
gascolator bowl and all the filter screens
in order to check them for foreign mate-
rial contamination. It is hard to work if
fuel continues to run from a tank. It is a
fire hazard.
With low-wing planes, a leaking
valve might show up when your fuel
pressure gauge begins to fluctuate at idle
because it is letting air into the fuel lines
rather than leaking gas out. Suck enough
air, and the engine will stop. This is an-
other source for a vacuum leak that can
make the pressure gauge flutter.
Many fuel valves are the cone type.
10 NOVEMBER 1999
These are fairly inexpensive, work well
and are easy to repair. With that said, the
valve used in our Cessna Skyhawk is not
a cone type but a valve that is opened
by pushing a ball away from an O-ring
seal. My Bellanca Cruisair came with a
two valve setup with a selector and a
shut-off valve. It later used a three-way
valve that could select either tank and
shut it all off. These valves have a
common design feature. They are a
very simple cone type of shut-off
valve. The handle is part of or con-
nected to a cone-shaped piece of steel
with holes that will match the inlet and
outlet ports of the body. This cone or
spool piece rotates in the valve body
that is machined with a taper to match.
When the holes are aligned with the
handle in the ON position, and the
holes in the cone part of the valve are
blocked when the valve is turned to the
OFF position. Early VariEzes had
problems with this kind of valve. A
plastic spool was tried but was not sat-
isfactory. But many of the older
Aeroncas, Cubs, and T-crafts used
these valves for years.
These valves can sometimes be re-
turned to service without even removing
them from the airplane but only after
draining all the fuel if it is a gravity fed
system. On a low wing, one just needs to
get the fuel level below the valve. Using
just a small tab of Parker's Fuelube to
coat the spool, it can be reassembled and
placed back in service. This will cure
most external leaks and make the handle
easy to turn. Some handles can be placed
on the shaft in the wrong position. With
the Cruisair, the handle has an AD to pin
it to the shaft so that it is indexed to
function correctly. One also needs to
check after reassemble to see if it turns
off and doesn't leak.
What if it doesn't tum off even if it
doesn't leak, even after the grease job?
Buy another? You've got to be kidding.
You might not like the price, IF you can
find an original for your certified air-
plane. Even good new valves for
experimentals are expensive. You can
rebuild it by completely removing the
valve from the aircraft. This also re-
quires draining the fuel system .
Disconnect any remote fuel controls
such as a Citabria would have. Carefully
remove the fuel valve, taking care not to
round off any wrench flats on the valve
or the fittings, or to twist any of the
lines. Completely disassemble the valve
and let it soak in a small can containing
acrylic lacquer thinner or MEK. Lacquer
thinner or acetone may also work, but
not as well.
Dry the components and check for
any damage such as scoring of the cone.
The valve body is usually brass, and the
cone is steel. Obtain some "valve LAP-
PING compound" from a local auto
supply or small gas engine repair store.
DO NOT use valve grinding compound.
The latter is too coarse. Lapping com-
pound or an equivalent should be used.
Apply a small amount around the cone
part of the valve and assemble the valve,
pushing and rotating with just hand
pressure. Can't find lapping compound?
Use toothpaste instead.
Rinse the old compound off and reap-
ply some more fresh compound. Do this
two or three times until the valve cone
and body have a nice, smooth, even
satin look to both mating surfaces.
Completely flush and rinse the com-
pound from the valve components with
clean thinner or petroleum solvent and
apply a small amount of Parker Fuelube
(Wicks #PARKER FL or Aircraft
Spruce #09-25300) to the cone. This
fuel-proof grease comes in a I-lb. can
and works miracles on old fuel valves.
Parker Sea lube is another product with
similar properties. Lightly coat the valve
cone and reassemble the unit and install
it in the aircraft. Before placing your or-
der for a multi-lifetime supply, see if
you can't bum some off your FBO or
mechanic. It is like "Bryicream"-a lit-
tle dab will do you for several decades.
Make sure that you get the handle on
in the right position so that the placards
agree with the operation. Do a thorough
leak check of the lines and fittings be-
fore you and your A&P mechanic return
your plane to service. ......
TYPE  CLUB 
NOTES 
by H.G. Frautschy
Compiled from various type club
publications & newsletters
MONOCOUPE The Accident ... 
By Freddie Ludtke
From The Monocoupe Flyer, edited by Bob Coolbaugh
October 13, 1994: The pilot is fine,
just some red sore spots from the safety
harness , but NC2064 is gone. It be-
came uncontrollable, just like the
DC-IO that went down near Sioux
City.
My son, Rick, was flying over our
small strip, which is cut out of the tall
fir on the northern peninsula near Port
Angeles, Washington. He heard a bang
from behind and the right rudder pedal
went full forward. The 'Coupe yawed
right and immediately spun. Attempt-
ing a recovery, Rick found he couldn't
move the left rudder pedal forward. He
thought, "I can fix that," released his
shoulder harness, reached down and
pulled the right rudder pedal as far aft
as it would go. Wedging his foot be-
hind the pedal to hold it, he was able to
recover from the spin, controlling the
remaining yaw with cross-controlled
ailerons.
With the altitude remaining, he per-
formed a controllability check, finding
that the ship would snap roll to the
right with the addition of even a little
power and sink like a stone if slowed
up. Rick was able to control the snap
tendency by judicious coordination of
power, speed and cross-controls. He
realized at this point that the elevator
was jammed, allowing only limited
throw which was accompanied by
heavy buffeting.
Also, the rudder was jammed to the
right, with his foot holding it back
somewhat toward center, but not enoug
to stop the continuing right hand tum.
He could only slow the rate of tum, re-
sulting in an uncontrollable right spiral.
Realizing that he could not land under
control at the airstrip, he slowed as
much as possible, about 65 KIAS, and
flew sideways and under marginal con-
trol into the 60-80 foot fir trees
bordering the airstrip.
The 'Coupe broke into five pieces.
The fuselage was severed behind the
wing and hit the ground backwards,
nose up, with the "G" meter pegged at
12 "Gs." The seat back and the cross
tube behind the seat were bent by
Rick' s multiplied weight. Fortunately
his head was supported by the shoulder
harness, which was attached to the
tube that goes across under the rear
spar. Chances are that this prevented
his head from being jerked back on im-
pact, which would have caused a
serious neck injury.
When I built the fuselage from
scratch, I incorporated the 90AW
drawing tube sizes and then added
more structure to comply with the
more stringent nose-over requirements
in the current FAR Part 23. Beefmg up
the main load structures paid off in the
crash. For example, the left wing
ripped away upon striking the trees,
snapping the lift strut with it. Investi-
gation revealed that the lower longeron
lift strut fitting was undamaged. The
heavy attach bolt had sheared in two
places at the fitting, leaving the fitting
intact. The shear strength of that bolt
exceeds 50,000 pounds! The cabin re-
mained intact, along with the gear. The
aft fuselage and empennage were de-
stroyed, as was the wing. The engine
was tom down for inspection.
Inspection of the tail provided an
immediate answer to the cause of the
crash. The "Bang" Rick heard was the
structural failure of the left elevator
hinges. They tore away from the eleva-
tor spar, allowing the airflow to bend
the left side of the elevator back and
up, tilting it far over the rudder and
forcing the rudder full right. As you all
know, the majority of this Monocoupe
was hand-built in my shop in the late
1980s. However, I used a 1937 Model
90A empennage, clipping it slightly to
resemble the 110 Special tail. The
hinges were the original factory welded
assemblies! Analyzing the cause of the
failure of the hinges showed an alarm-
ing defect which must have slipped
through the factory. It is this defect
that prompted me to ensure that the
Monocoupe owners were alerted to a
potential problem in their own
'Coupes. The small finger patches over
the hinge tubes separated from the ele-
vator spar tube. The hinge tubes were
not welded to the spar tube before the
finger patches were welded over the
VINTAGE AIRPLANE 11
TYPE  CLUB 
NOTES 
smaller hinge tubes. In fact , there was
a VOID between the hinge tubes and
the spar tube. Paint was in the void.
The finger patch welds had very little
penetration.
The "Spirit of Dynamite" was a
great friend and a ticket to many ad-
ventures. I shall always remember our
last adventure to the Monocoupe Fly-
In at Creve Coeur. My son was safely
returned by its strong 90A cabin struc-
ture and I am thankful for that.
However, when I made the decision to
use that 1937 elevator, 1 placed a fault
in that airplane that almost kill ed my
son. A very sobering thought.
Fortunately Rick has a strong desire
and love of flying-a great motivator.
This gave him that "I'll fix it" attitude
which got him through this episode. He
never became emotional, stopped think-
ing or even thought of those last two
words that appear at the end of airline
cockpit tapes. He controlled himself,
controlled the 'Coupe and walked away.
All he had to do was unstrap, climb
down out of the trees and brush the fir
needles off. As Rick walked out to call
us, he met a local crashing through the
forest, yelling about a crash. Rick
calmed him, saying, "1 know. It was
me." The next day Rick was scheduled
for his Commercial Pilot check ride
with the FAA examiner. He decided to
take it and passed.
Let's all check the hinges on our el-
evators and rudders.
From Bob Coolbaugh, Mo no-
coupe Flyer Editor : Freddie taught
both sons to fly in his J-3 Cub and
moved to advanced aerobatics with
them in the C/ipwing Coupe. Based on
Rick's levelheaded performance, I'd
say Fred's lessons took.
LESSONS LEARNED
DEPARTMENT
First and foremost , Rich has shown
us that you never give up thinking,
plotting and fighting to overcome a
problem in the air. Hindsight is easy,
but it took a stroke of genius to figure
a way to regain rudder authority as he
was spinni ng into the ground. With the
rudder jammed to the right and left
rudder pedal not effective in centerng
it, Rick quickly ducked down to pull
on the right rudder pedal by hand. For
whatever reason, this worked enough
to save his life. I wonder how many
others, when faced with the failure of
the obvious, would simply push harder
on the left pedal until impact? It takes
a calm pilot to walk the tightrope with
a plane so marginally controllable, and
it takes a skilled one to accept the in-
evitable crash and plan for it and
actually fly the plane into the crash in-
stead of cursing fate . Congrats, Rick
and do us a favor-take your Dad out
for a glass of hi s favorite poison-tell
him it 's on us, if you want, but in your
heart you have to know that it was he
who taught you to fly a Clipwing,
which gave you the confidence and
character to overcome your brush with
the angels. Aw, heck, forget the glass,
buy the old coot a bottle!
There is a flying job out there for
Rick-as a test pilot, a fighter pilot or as
a member of an airline crew. 1 know I
sure wou ld like to have him flying
with me!
Vintage Airplane Editor's Note:
Freddie and the Monocoupe Club are
to be commended for getting the word
out regarding the cause of this acci-
dent in 1994. For the next chapter in
NC2064 's saga, please turn to page
16.- HGF  
12 NOVEMBER 1999
F
ifteen years ago, co-founders of the
West Coast Piper Cub Fly-In Bruce
Fall (who has owned Cubs for most
of his 54 flying years) and Monte
Finley invited a few Piper Cubs to Lompoc
Airport. The Annual "Sentimental Journey"
Cub Fly-In in Lock Haven, PA was an aw-
fully long way to go for a West Coast pilot
(and it could get expensive).
Since that first Lompoc Fly-In, more and
more Cubs show up every year; there were
many new faces among the familiar this
year. Even though the Fly-In is advertised to
start Friday, usually the first Cubs arrive on
Thursday. For years, Larry Holman of
Canby, Oregon has arrived in his PA-18 Su-
per Cub on Thursday, winning the First
Arrival Award every time - but this year he
was beat by only one minute by John "Solly"
Solomon of Aurora, Colorado in his J-3. It
turns out that neither even knew the other
was in the pattern!
It was one of those extremely rare sum-
mer weekends on the California Central
Coast where fog was nonexistent, sun was
plentiful, temperatures were mild, wind was
minimal, sunsets were gorgeous, and little
yellow airplanes proliferated in the skies.
July 9, 10 and 11 happened to be a perfect
choice for the 15th Annual West Coast Piper
Cub Fly-In at Lompoc Airport, Lompoc,
California. Plenty of J-3s, PA-12 Super
Cruisers and PA-18 Super Cubs, a couple of
J-2s, PA-ll Cub Specials, PA-22 Tri Pacers,
L-4s (mi litary versions of the J-3), and a J-5
Cub Cruiser, J-4 Cub Coupe, and PA-16
Clipper flew into Lompoc from California,
Oregon, Washington, Nevada, and Arizona.
Of course, other "rag-wings" were
heartily welcomed, including the infamous
Cub look-a-like Aeronca Champs and Lus-
combe Silvaires, and a couple of Stinsons, a
Porterfield, a Citabria and a Cessna 140.
More than 50 "Cubs," many other rag-
BY  HOLLY  PALMER 
PHOTOGRAPHY  BY  BRUCE  FALL 
wings, and who-knows-how-many "spam
cans" were registered on the field; and some
who couldn't fly their Cubs drove in.
One group of 11 Cubs flew in together
from the Washington/Oregon area. They
took two days to get to Lompoc, spending
one night partying at the "Flying Flana-
gans" almond ranch and private strip near
Merced, CA.
Members of the group, Jerry and Brenda
Burr, from Burlington, WA took the Far-
thest Distance Award in their highly
modified J-3 Cub, and have attended 14 of
the Lompoc Fly Ins. Jerry comes for the
"comfortable, unstructured events and fun,
where he can just visit with friends and other
Cub owners he hasn't seen for as long as a
year. We used to bring our kids, but they've
grown up and moved out-so we come by
ourselves now."
CFr Kathryn Perry from Sultan, W A
made the two day trip with her two young
VINTAGE AIRPLANE 13
14 NOVEMBER 1999
(Top) Doug Morlan, Vacaville, CA, and his J-3, flying over
classic California country.
(Second from Top) Kathryn Perry, Sultan, SA, J-3 Cub is
working on her spot landing with a young passenger in
the front seat.
(Second from Bottom) Keith and Molly Littlefield with
sons Sam and Ben. Molly flew her Cessna 140, while
Keith and Ben flew the J-3 Cub. They met at the fly-in in
1993.
(Bottom) Ryan (L) and Dale (R) Weir, Kent, WA, J-3 won
"Prettiest Cub," "Most Original Cub," and "Youngest
Cub Pilot" (22-year old-Ryan).
children; and her solo student Al Wirtan (278 logbook hours)
brought his Cub as well. Other long-time attendees with the same
group, 737 Airline Captains Keith Littlefield and Molly (Flana-
gan, of the famous "Flying Flanagans") Littlefield of Kent, W A
joined us again this year with their sons Ben (almost three years
old) and Sam (three months old). These two met at our Fly-In in
1993, married and attended again in '95, '97 (to show off their
first-born to their Lompoc Family) and again in '99! The Oldest
Cub Pilot Award went to Retired Marine Paratrooper Col. Bruce
Meyers from Snohomish, WA, who flew his J-3 R.A.F. in "Flit-
fire" colors.
The beautifully restored J-3 NC422 I I , owned by Dale Weir
(also with the Kent, WA group), and flown by his 22-year-old
son Ryan took the Prettiest Cub and Most Original Cub awards.
Ryan received the Youngest Cub Pilot Award.
One obvious reason people enjoy the Lompoc Cub Fly-In is
the wonderful , homemade food. Friday night fare always in-
cludes generous servings of steaming hearty spaghetti, garlic
French bread, salad, and tables full of homemade desserts (pre-
pared by the local EAA 275 and Lompoc Valley Pilots
Association members). Famous Lompoc Style tri-tip barbeque is
served on Saturday night-and there is always plenty for second
helpings. Breakfast on Saturday and Sunday includes hotcakes,
sausage, local strawberries, orange juice, milk and coffee. Ham-
burgers and hotdogs are served for lunch on Friday and Saturday.
One new aspect of the Fly-In this year is added ramp space.
Lompoc Airport is in the process of extending its runway, and
adding additional taxiways and parking on the "hotel and
restaurant" side of the airport. This enables planes to be
parked within a few feet of several hotels and many restau-
rants as well as local shopping areas. So, if one would rather
eat at a local restaurant instead of the "Big Hangar," many
choices lie within close walking distance.
After lunch on Saturday, participants were briefed on the rules
of the spot landing and flour bomb drop contest. For the spot
landing, one or both of the main gear had to touch down and stay
down as close to the chalk line as possible, without hitting before
the line. The closest distance was 25 feet past the line (if you
don't include the visiting Long EZ, who just touched down to
say, "Hi!"). Martin Leonard ofMt. Baldy, CA won the Spot
Landing Award in his J-2. If you don't know Lompoc Airport,
you may not realize that we have pretty stiff, gusty prevailing
winds that can be crosswinds just a few feet above the runway, so
give these guys a break. Ken Hetge of Tehachapi, CA in his J-4
Cub Coupe, with Jeff Sears as his bombardier, won the flour
bomb drop at a total of 26 feet for two bombs. Bombardier Jeff
was actually the youngest pilot at the fly-in-he is currently 16
(Top) This sharp PA-11 Cub Special belongs to Jeff
Montgomery, Kent, WA.
(Second from Top) Martin Leonard, Mt. Baldy, CA, is a
study in concentration as he lands the only J-2 present. He
must have visualized the landing pretty well - he won the
Spot Landing contest!
(Second from Bottom) Col. Bruce Meyers ("Oldest Pilot
Award") with his 1940 J-3 Cub in RAF " Flitfire" colors.
(Bottom) John " Solly" Soloman (left, 1946 J-3) and Larry
Holman (right, Super Cub) goodnaturedly dicker over who
was actually first to arrive.
years old, soloed in his Cessna 150 to the fly in from Bakersfield,
CA, and was scheduled for his private pilot check ride on July 20,
the day he turns 17!
Usually, after game time on Saturday, groups of Cubs take off
for tours of our beautiful central coast. One such trip, including
six Cubs, went over to Point Conception, then on down the beach
and cliffs along the coast. If you have a slow plane, the trip is
worth the planning.
Awards, presentations, and entertainment commenced after
dinner on Saturday, in the Big Hangar. For their efforts over the
last 15 years Bruce and Nyla Fall, and Monte and Laura Finley
were presented with a plaque to hang in the Lompoc Airport Ad-
ministration Building. Also recognized for their assistance with
the Fly-Ins were the Lompoc Valley Pilots Association, Local
EAA 275, and the Santa Maria Valley 99s. For those who don't
know, Bruce's wife Nyla passed away this last winter after a
lengthy illness.
For the second year now, belly dancers performed for the
crowd (one of them a local pilot); then music played in the back-
ground while everybody reminisced, drank beer and soda, and
laughed until midnight.
After all the Cubs left on Sunday, a drawing was surprisingly
discovered on Runway 25 (we always take our own airplanes out
to play after our guests leave - it's tradition). The artist used col-
ored chalk to sketch Monte Finley's comical "Cubbi e," the
drawing stretching way across the runway, and about 20 feet tall!
It took a little detective work to figure out who the culprit was.
He signed his work "Doug." Well, two Dougs appeared on the
registrant's list, but only one of the Dougs used colored chalk to
elaborately mark his Cub's spot on the ramp! We know who you
are-and we know what you did. It was great, and feel free to do
it again next year!
Local EAA Chapter 275 and the Lompoc Valley Pilot's Asso-
ciation members are very proud of their little, albeit growing,
airport. With increasing and hard-earned community support,
Lompoc Airport is gaining popularity among citizens and city ad-
ministration. A strong aviation community combined with
prudent airport management enabled funds from the FAA and
other sources to finally complete several long awaited Master
Plan projects. Included are our new south side taxiway (immedi-
ately adjacent to many hotels, restaurants, and stores) and ramp
area, recently funded plans for a 1,000 ' extension to the runway
(for a total runway length of 4,600') and revitalized ramp areas.
Eventually, new hangars and aviation related businesses are
planned for recently acquired airport propelty.
-continued on page 29
VINTAGE AIRPLANE 15
Proofthat you can't always believe
your eyes was parked on the south
side of the Theater in the Woods, Air-
Venture '99. There, its pug nose
defiantly in the air, sat NC2064. It
should have been dead. A source for
spare parts, but there it was. Without
meaning to, the airplane stood as a
monument to Fred Ludtke's crafts-
manship and sheer tenacity and the
unbelievable love, which so many
people have, for the Monocoupe
breed. It also stood as a monument to
the concept that even a young boy's
dreams can come true.
NC2064 was brought to Oshkosh
'99 by its owner, Richard Smith and
his wife and partner Georgeen. The
very fact that the airplane still exists is
something of a miracle. The fact that a
young Richard Smith had once stood
in a dark hangar staring at Woody Ed-
mondson's 110 Special and vowing to
someday own such an airplane adds
another, more human, dimension to
that miracle.
Smith was born and raised in
Lynchburg, Virginia when the air-
port was still a military fuel stop for
airplanes headed overseas. Every
Sunday his grandfather would take
him down to the airport to watch the
airplanes come and go. Every time
they did, young Smith would say to
himself, "I'm going to do that. I'm
going to fly airplanes."
He was barely into his teens when
he'd ride his bicycle to the airport
where he began hanging out doing
whatever odd jobs they'd give him.
Soon he was a regular, pumping gas
and washing airplanes for flight time.
At the time, one of his regular cus-
tomers was the legendary Woody
Edmondson and his airplane was the
equally legendary 110 Special Mono-
coupe. Edmondson called Lynchburg
home and even when he was away for
extended periods of time, the Mono-
coupe stayed in the back ofthe hangar,
its small outline taking up almost no
floor space. Young Smith designated
himself the 'Coupe's unofficial crew
chief, keeping the airplane washed
and polished and in a perpetual state
of readiness, even though Edmondson
often wouldn't visit for months. The
payoff however was well worth it. Al-
most every time Edmondson showed
up, he'd say, "Come on, kid, let's go
flying," and in minutes, Richard Smith
would be rolling and looping around
18 NOVEMBER 1999
the sky in the company of his, and everyone else's, hero. Small wonder
the aviation bug bit him hard. Also, small wonder that another of his
promises to himself was that someday he'd own a clipped wing Mono-
coupe of his own.
Edmundson, incidentally, wasn't Smith's only inspiration, or the
Monocoupe the only airplane he promised himself he'd own. Another
frequent visitor was a petite brunette, Betty Skelton, and he lavished
his caretaker skills on the tiny biplane known as Lil' Stinker: He again
made himself a promise. This time - that he'd own a Pitts Special some
time in his life.
By the time Richard was 16, he soloed and had his CFI only a few
years later which, as with so many others became his ticket to higher
flight time. As he built flight time, he eventually gravitated to Franklin,
Pennsylvania where he has worked for the same flight department, which
he has managed for 30 years.
Although he became a professional corporate pilot, he never forgot
those promises he made to himself. He fulfilled the first one when he pur-
chased the first of five Pitts Specials, he'd eventually own. "I'd buy one,
fix it up, then sell it to buy a better one. That's the way I owned my air-
planes. I kept moving upwards by fixing them up as I went."
The cockpit of the 110 Special is tight, but the bright red and white interior
makes it a cozy spot to enjoy some speed, Monocoupe style.
Richard's 'Coupe cockpit is equipped with the stuff a fast airplane needs to
zip though just about any airspace you want. A transponder and a Garmin
GNC 250XL GPS/Com lets Georgeen take care of the talking and navigating.
VINTAGE AIRPLANE 19
Eventually he was able to purchase a
90A Monocoupe with a 145 Warner on it
and he found himself closer to his eventual
goal of owning a 110 Special. "That air-
plane was a little rough, having had a poor
restoration done, so I spent a year and a half
restoring it the way it should have been in
the first place. "
He flew it for something over 110 hours
and reports he "... worked on it for about
five hours for every hour of fl ight time."
As early as 1994, he had been trying to
get Fred Ludtke to sell him his 110 Special,
but with no success. Then Fred's son was
flying the airplane, the elevator hinge let go
and the airplane wound up in the trees.
If the airplane had been anything but a
110 Special, that would have been the end
of the story. However, the little clipped
wing monsters seem to have some sort of
magnetic appeal to them. Although most
sources report only seven 11 Os were actu-
ally built by the factory, another several
dozen were the result of people bringing
their 90A's back to the factory to have their
wings shortened. Johnny Livingston's clip-
wing was one of those. In addition, in recent
times a number have been hand built. Smith
says 12 clipped ' Coupes are flying, the ma-
jority of them being modified 90' s or
homebuilts.
Ludtke's airplane was built in the tradi-
tion of the modified airplanes when he put
it together in 1987. Wanting it to be li-
censed as a Monocoupe, rather than a
homebuilt, he acquired a 90A fuselage and
serial number. Then using just enough of
the fuselage to satisfy the Feds, he con-
structed a new fuselage of 4130, rather than
the original mild steel. He used factory
drawings when building the wings.
The airplane was to be are-incarnation
of the original NC2064, which was a 110
Special built for R. 1. "Pete" Brooks.
20 NOVEMBER 1999
Brooks, heir to the Astor fortune, is reputed
to have some financial stakes in the Mono-
coupe company and his airplane was named
"Spirit of Dynamite" because he said, ".. .it
took off like I lit a fuse to a rocket." Jackie
Cochran borrowed the airplane to raise the
light plane, I OOKM closed course record
for women to 173.097 mph in 1939.
Brooks sold the airplane to a clergyman,
Leonard Peterson, who when not minister-
ing to his flock, was performing airshows
which featured low altitude outside loops.
The inevitable happened at Richmond in
1940 and the airplane was destroyed in a
flaming crash.
All of the factory airplanes were custom
built so none of them are exactly alike.
However, the original 110 Specials used the
narrow door that could clear the strut when
it was opened, while most others have the
wider, round bottom door that folds up as it
bumps against the strut. Smith says Woody
Edmondson's airplane, N36Y, was the last
clipped coupe to be built.
When Ludtke began rebuilding his
airplane for the second time in 1994 after
the accident, he went back to his original
factory drawings for the clipped wing,
which is ten feet shorter than the original
32-foot wing, but with the same number
of ribs. They are just moved closer to-
gether to give the wing more strength
during aerobatics. Second time around,
Ludtke knew exactly what needed to be
done to build the airplane faster than he
did the first time.
Smith refers to his airplane as a replica,
even though it is licensed in standard cate-
gory. Again, enough of the original airplane
was used to justify calling the restoration a
repair. He however says the majority of the
airplane is new as every major component
was absolutely trashed in the accident.
The current engine is a 165 Warner
which he says gives the airplane tremen-
dous performance but is getting difficult
to support. In fact, he had just bought a
six-bolt hub to run a wood prop while his
metal prop is in being overhauled and the
search for the hub proved to be both diffi-
cult and expensive. He hemmed and
hawed about buying the hub, but his wife
stepped in and talked him into parting
with the money. He says, "She's the great-
est wife and a major part of this project.
The interior was her design and the air-
plane seldom leaves the ground that she's
not in it. She does all the GPS navigating
and handles all the communications."
He reports the airplane cruises at about
145 mph at 1800 rpm and 165 mph at
2,050 rpm, but he prefers the lower rpm
to preserve his engine. He says he starts
his approach at 110 mph on down wind,
slowing it to 100 mph as he comes around
on final and sets it into a slip for the last
part offinal at 90 mph . At 90 mph he
says it sinks fairly rapidly and describes
the touch down and rollout as "... tender"
with his feet barely tapping the rudders to
keep from over controlling. He strongly
recommends riding with another Mono-
coupe pi lot the first few times, even
though the airplane isn't really hard to
fly. For the first few hours, however, it's
just too easy to get excited and cause
problems. The ability to control the air-
plane better on the ground is also why
he's installed a bigger, more normal tail-
wheel than the tiny original. He doesn't
feel as if it's smart to compromise safety
in the interest of originality.
So what's next for the Smiths? He says
Georgeen eyes every Staggerwing as it
comes in. And, although it's a big jump, he
thinks they may try to do it. After all, he's
gotten the first two airplanes on his wish
list. He might as well add another. ......
Family activities have always been a big part
of the annual EAA Convention, and this year
EAA added a new dimension to the event.
KidVenture, sponsored by Nestle, was a big
hit, with thousands of youngsters enjoying
the hands-on activities and displays.
Volunteer Alden Frautschy (above) instructs
a group of budding rocket scientists how to
build "Straw Rockets, " lung-powered mis-
siles built up with soda straws and sticky
labels. At another set of tables (below), par-
ents and kids worked together to complete
model rockets, kindly donated by Estes.
These are just two of the wide range of
events and activities youngsters enjoyed.
Cubs make such wonderful airshow watching airplanes ...
Hey, this guy looks familiar ... Former Vintage Airplane editor Mark Phelps has a vin-
tage airplane to call his own. Mark recently purchased this 1954 Beech Bonanza, and has
been enjoying the 155 knot airspeed.
VINTAGE AIRPLANE 21
these men, Ernest R. Breech, became the
new president ofBendix. Under his leader-
ship, and as a result ofthe huge war-time
contracts, Bendix again expanded and
made major contributions to the war effort
by developing Radar, pressure carburetors,
and the famous "Gibson Girl" emergency
radio transmitter. Ernie Breech, however,
was even then anticipating the problems the
companyfaced in the post-war future - that
ofconverting the huge Bendix empire back
to peace time production. In 1944 Bendix
formed an aircraft division at the sugges-
tion ofBreech (who was a private pilot)
by H.G. Frautschy with the intention ofentering the post-war
We had a few takers of the August Mys-
tery Plane. Bob Pauley sent in his article on
the airplane, first published in the Great
Lakes Pilots News. Here's Bob's extensive
writeup:
The Bendix Corporation has been asso-
ciated with aviation for a long time and is
probably best remembered for the Bendix
trophy, awarded each year since 1931 to
the pilot who established the fastest
transcontinental speed record. The his-
tory ofBendix dates back to 1914 when a
young inventorfrom Moline, 1L, Vincent
Bendix, developed an automobile starting
motor drive that later became known as
the "Bendix Drive. " The rights to his in-
vention were sold by Bendix to the
Eclipse Machine Company. By 1919 over
one million had been built and almost
every automobile then being manufac-
tured was equipped with a Bendix Drive.
After he had signed the agreement
with Eclipse, Bendix was free to devote
his talents towards other ideas, and in
1923 hejoinedforces with a French in-
ventor who had developed an internal
expanding brake shoe. 1n 1924 heformed
a new company, the Bendix Corporation,
and began producing this advanced vehi-
cle braking system, which was in great
demand throughout the automotive in-
dustry. By 1928 General Motors had
become his major customer and that
same year General Motors aided Bendix
financially with further plant expansions.
This expansion included acquisition of
the Eclipse Machine company that had
been manufacturing his Bendix Drive.
That same year the company's name was
changed to the Bendix Aviation Corpora-
tion, and Bendix embarked on a period of
22 NOVEMBER 1 999
expansion, buying other well known avia-
tion companies including Scintilla
Magnetos, Pioneer Instruments and
Stromberg Carburetors. It was during this
period the company introduced the Bendix
trophy to help stimulate aircraft designers
to build better andfaster airplanes.
1n 1937 General Motors, which by that
date held a controlling interest in Bendix
stock, installed two oftheir own men on the
Bendix Board ofDirectors. Later, in 1942,
after Vincent Bendix had retired, one of
private aircraft field.
To head the new Bendix Aircraft Divi-
sion an experienced aircraft designer was
brought into the picture. Athanas P. "Jack"
Fontaine had been Chief Engineer at Stin-
son where he had designed the Voyager
series, and later was Assistant Director of
Engineering at Consolidated Vultee.
The first order ofbusiness for the new
division was to conduct a market study to
determine what type ofairplane should be
built. This resulted in the conclusion that
the expected post-war aviation boom would
demand a two-place, all-metal retractable
November Mystery Plane 
Our November Mystery Plane is a gift f rom Fred Austin, Santa Paula,
CA. He found the photo in Buenos Aires earlier this year. We try to keep
the number of foreign Mystery Planes to a minimum, but some are just
too fun to ignore!
Send your answers to: EAA, Vintage Airplane, PO Box 3086, 54903-
3086. You answers need to be in no later than December 27, 1999 so
they can be included in the February 2000 issue.
If you prefer, you can E-Mail your answer to [email protected]
Be certain to include both your name and the address in the body of
the copy and put "(Month) Mystery Plane" in the subject line.
landing gear airplane and, as  a sec-
ondary need, a four-place  all-metal 
should be offeredfor sale.Armed with 
this information,  the small group ofengi-
neers,  who  worked in  an  office  at 261 
McDougal St.  in  Detroit,  designed and 
built the Bendix Model 55 in  a remark-
ably short period oftime. 
The first sketches were made in July 
1945 by  Vern  Biasell,  an  ex-Stinson de-
signer who had been responsible for the 
L-5 series,  and by mid-December ofthat 
same year the first  airplane had been 
built and was ready for its testflight. 
The  Model 55 was  an  all-metal low 
wing design  with side-by-side seatingfor 
two  and a retractable tricycle landing 
gear. The  wing span  was 33 '3", it was 
The Bendix Model 55, NX-341 03, SIN  2. This picture by Brian Baker was taken July 28,1957 at
Detroit City Airport when it was owned by the Detroit Technical High School. The airplane is
22' long and it had an  empty weight of 
shown here after its wings had been clipped to render it unflyable.
1,043 pounds.  The  engine was  a 100 hp 
Franklin  driving an  Annesley two-posi-
tion  controllable pitch propeller. 
In  an  attempt to simplify production and 
reduce costs,  the airplane had been de-
signed  to  make  use  of an  automotive 
production line concept starting with  a ba-
sic keel moved along an  assembly line. 
Many novel ideas were introduced to  keep 
costs to  a minimum.  For example,  the tail 
surfaces  were designed so all three compo-
nents  (the fin  and rudder,  and the  two 
stabilizers and elevators)  were identical, 
and each  was  made ofonly 12 parts,  not 
counting the skin.  The  wing panels also fea-
tured simplified construction  with  the ribs 
arranged in  a zig-zag pattern which re-
duced the number ofribs  required,  yet still 
maintained the strength and correct airfoil 
shape.  Only 19 parts were required to  build 
either wing panel,  again  not counting the 
skin.  The  wings used an original Bendix 416 
airfoil section that had a pronounced re-
flexed trailing edge which gave gentle stall 
characteristics. 
AIso,  the full span  ailerons could be 
"drooped" to serve as  landingflaps which 
reduced the stalling speedfrom 53 to  47 
mph. 
The first Model 55 was completed in De-
cember 1945 and was  taken  by truck to 
Windsor Airport in  Canada for assembly 
and initialflight  tests.  The  airport was cho-
senfor its close proximity to Detroit,  but it 
also offered a degree ofsecrecy to  the pro-
ject,  which  kept it from  the prying eyes of 
the press and competition. 
The  maiden flight  was made in  late De-
cember of 1945 by  Chief Test pilot Al 
Schram, another ex-Stinson employee,  and 
he, plus two other test pilots then  embarked 
on an extensiveflight test program.  The first 
Bendix Model 55 (NX-34110) featured a 
six-inch  long propeller shaft extension  that 
gave  the airplane a very streamlined ap-
pearance.  A second airplane was completed 
afew months later (NX-34103)  and it also 
had the e.xtension shaft,  but in  the interest of 
reducing costs,  it had been decided to elimi-
nate thisfeature in the production airplanes. 
The first airplane was  eventually modi-
fied to  the short nose production design 
which  detractedfrom  the original stream-
lined appearance. The  Model 55 had a top 
speed of148 mph,  a cruising speed of140 
mph  and a rate ofclimb of900fpm,  which 
far exceeded the performance ofany other 
two-place airplane then  available on  the 
market. 
Progress on  the production  version  of 
the two-place Model 55 was  moving for-
ward  at  a  rapid  pace  and  all  of the 
requirements for an Approved Type  Certifi-
cate had been met.  1n  the meantime,  back in 
a new office in Detroit,  several hundred tool 
designers  were working on  the production 
toolingfor the Model 55 and a plant had 
been  leased in  Garland,  TX in  which  to 
build the airplanes. 
Optimism among the Bendix Aircraft Di-
vision  employees  was  high  and  by 
September 1946 they were alliookingfor-
ward to  the introduction oftheir new design 
to  the post-war lightplane market.  However, 
an  event that had taken place earlier that 
year was  to  bring the entire program  to  an 
untimely end. 
Ernest Breech had been directly respon-
sible for the expansion ofBendix into a 
corporation  with annual gross sales ofmore 
than  one billion dollars,  and his managerial 
talents had attracted the attention ofHenry 
Ford. In  May 1946 Ford announced that 
Breech  had accepted his offer and would 
become Executive  Vice-president and Di-
rector ofFord Motor  Company.  Breech  left 
Bendix that same month. 
Breech's successor at Bendix was Mal-
colm  Ferguson,  who  did not share the 
enthusiasm Breech had shown for the light-
plane program.  In  September the Bendix 
Board ofDirectors announced they were 
closing the Aircraft Division after having 
spent approximately two million dollars on 
the program. 
One contributingfactor to  the board 's 
decision  was  the realization  that ifBendix 
had produced a lightplane, they would have 
been in  direct competition  with  many other 
airframe manufacturers who  were  cus-
tomers of various Bendix divisions,  and 
success ofthe Bendix lightplane could well 
have meant a substantial loss  ofsales in 
other areas.  The ambitious program came 
to an  end and the Bendix Aircraft Division 
was disbanded. 
Jack Fontaine,  who had been  in  charge 
ofthe Aircraft Division left Bendix,  but later 
returned to  become President and Chair-
man  ofthe board.  The  Bendix planes that 
had been completed (Editor'S note: Includ-
ing the Model 51 landplane and the 51 A
Amphibian, which we didn't include in this
article - HGF) were donated to  various 
schools in  the Detroit area so aeronautical 
students could learn  by working on  them. 
The  Detroit Aero Mechanics High  School, 
Wayne State  University,  and the  University 
ofMichigan  all received parts ofthe  vari-
ous Bendix airframes,  but unfortunately 
none ofthem exist today. 
Other answers were received from Larry
Knechtel, Seattle, W A; Marty Eisenmann,
Alta Lorna, CA; and John Fink, Cha-
wottesville, VA. .....
VINTAGE AIRPLANE 23
'*=mes NEW MEMBERS 
Carlos Moyano ....... ................... ...... ....... . . 
.......... ......... Santa Cruz de  la Sie,  Bolivia 
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Allen  Benjamin ... .. ..... .... ...... Pheonix, AZ 
James  M.  Dale .... ........... ...... McNeal, AZ 
Gerald  R. Bartosh ............... La  Mesa, CA 
Robin  M.  Campbell... ......... Torrance, CA 
Willard Carpenter .... ........ San Diego, CA 
Allan G.  Hanson ...... .......... Somerset, CA 
Bob Hixson ... ....... ........... West Point, CA 
William  McNulty .... .......... Vacaville, CA 
Jim O'Brien .......... ... .......... Riverside, CA 
Dave Ormond .......... ... ..... ..... ..  Avery, CA 
John  Raley .. ..... .... .... .. .. .. Costa  Mesa, CA 
Andrew Wait ...... .... .. .. Corte  Madera,  CA 
Dwight L. Cresap .... ....... ........ Niwot, CO 
Dennis  Raphael  .... Colorado  Springs, CO 
C.  1.  Calder III .. .... .. .... .. ... ..... Goshen, CT 
Jim  Regan .... .. .. ... ............ .  Naugutuck, CT 
John  D. Hovan .... .. .. . Pembroke Pines, FL 
James A. Sprigg ..... .... .. ..... Dade City,  FL 
John  G. Threlkeld ..... ..... .... .. .. Senoia, GA 
David C.  Camp .... ... . West Berlington,  IA 
Roger Acker .................. Taylor Ridge, IL 
Jeffrey W.  Fink .. ...... .. ..... Love's Park,  IL 
Jamie  Kee .. ...... ...... ........... East Peoria,  IL 
Charles J. Baxter. .. ... Bonner Springs,  KS 
Sal Catizone ... .. .... ... ... .. .. ...... Revere,  MA 
Raymond  H.  Clark ...... .... Groveland,  MA 
James Ryan  .. .... .... ... .. .... .. .  Winthrop, MA 
Walter O. Volz ........ ...... .. ... Waquoit,  MA 
Arthur Whitworth .. .... .. .... .... Tisbury,  MA 
Thomas  K.  Zucal, Jr. .. ... ..... Waldorf, MD 
Joseph Jarski ..... .............. ....... ... Riley, MI 
Najeeb Khan .. ...... .. .... .. Edwardsburg,  MI 
Samuel  E.  Mosshamer Grand Rapids, MI 
Lawrence C.  Besser .... Hermantown, MN 
Robert E. Lee ... .......... ...... Lindstom, MN 
Donald  E. Schlichting ... .... Mankato, MN 
Dan  D. Huey .. .. .... ..... ........... Cl inton, MO 
Ben Morrow ...... ........ .... ... .... Liberty, MO 
Thomas  W. Bobbitt ......... .... Jackson,  MS 
Victor Mikell ........... ................. Petal,  MS 
Jerry Scherer.. ...... ......... ....... Billings,  MT 
Anna F. Pennington .. .... Wilmington, NC 
Robert W.  Ottaway ....... .. .. .. Bedford, NH 
Langford Keith ....... ...... ..  Silver City, NM 
Matthew K.  Eaker. .............. Addison, NY 
Dave Fuller ....... ..... ...... ..  Churchvi lle,  NY 
Sheldon Tieder .. ...... ........ Rhinebeck, NY 
J-!"ugo  Visconti ................. Rhinebeck, NY 
Sheri L. G1adish .. ....... .. . Miamisburg, OH 
Ray  Lang ....... .... ......... ... ... Columbus, OH 
Kent Faith .... .... ..... ....... ..... ... ... .  Tulsa,  OK 
W. 1.  Burdis ..... ... ..... .... .... Coraopolis, PA 
James  E. Chick ... ........... ... .. . Fairfield, PA 
Mark F.  DeMario ....... ..... .. Brockway, PA 
George Ominski ...... ...... .... Lancaster, PA 
Steven E.  Warwick ............. Lansdale, PA 
Erbin  Baumgardner ..... .... ... Riceville, TN 
William M. McClure ....... ...... Hixson, TN 
Brian Hagen .. ....... ...... ........ ...... Plano, TX 
Douglas 1.  O'Connor ... ....... Houston, TX 
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Joanne Roemer. ... Clear Lake Shores, TX 
Richard Rowles ........... ... Woodlands, TX 
Marlisa Horocks ............. ... Park City,  UT 
Forrest Mcfaden .. ... ....... ........ . Forest,  VA 
Thomas A. Olgeirson ...... Uppervi lle,  VA 
David C.  Wasulko .... Charlottesville,  V A 
David A. Bromels ... ...... Mt.  Vernon,  WA 
John Ireton  ... ..... ...... ........ Anacortes,  W A 
Chris J.  Johnson .... .. ... .. ..... ..  Tacoma, WA 
Pete  Karp .. ... ..... ... .......... Wenatchee,  W A 
George J.  Graphos ......... .. Green Bay, WI 
John  P.  Reynolds ............... Janesville,  WI 
Martin M.  Smiltneek .. Oconomowoc, WI 
William  E.  Motsinger. .. ... Hurricane,  WV 
VINTAGE  TRADER 
Something to buy, sell or trade?
An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part.
.50¢ per word, $8.00 minimum charge. Send your ad and payment to: Vintage Trader, EAA Avia-
tioll Center, P. O. Box 3086, Oshkosh, WI 54903-3086, or fax your ad and your credit card
number to 920/426-4828. Ads must be received by the 20th ofthe month for insertion in  the issue
the second month following (e. g. , October 20th for the December issue.)
MISCEllAN EOUS 
BABBITT  BEARING  SERVICE  - rod bearings, main bearings, camshaft bearings, master rods,
valves. Call us Toll Free 1/800/233-6934, e-mail [email protected] Web site http://www.
ramengine.com VINTAGE ENGINE MACHINE WORKS, N. 604 FREYA ST., SPOKANE, WA 99202.
Newsletters for Arctic/Interstate (6 Back issues/$9.00), Beaver/ Otter (3/$5.00), Norseman
(16/$21.00). $16.50/4 issues. Free sample: write, call , fax. ALL credit cards accepted. Dave
Neumeister, Publisher, 5630 South Washington, Lansing, MI 48911-4999. 800/594-4634,
517/882-8433. Fax: 800/596-8341, 517/882-8341 .
BROWNBACK TIGERlAnzani 90hp, need info and spare parts for this 6 cylinder twin row radial.
Ralph Graham, St. Paul, MN (651)452-3629, e-mail : [email protected]
TAIL WHEEL  CHECK-OUT  available in a Classic 1941 J-3 Cub - dual or solor rental. Doskicz
Aircraft Specialties, Bally, PA (610)845-2366
Aeronca Champ-Helton Lark-Aeronca "K" Project-Aeronca C-3 Wamer 145 and 165 engines, (2)
Curtiss Reed props. Let's talk. "Buck" Hilbert, FAX 815/923-4605. "E" [email protected]
24 NOVEMBER 1999
The  Board ofDirectors ofOcean  ReefClub 
Key  Largo, Florida 
cordially  invites you  to  attend 
THE 6TH ANNuAL VINTAGE WEEKEND 
December 3rd,4th and 5th,  1999 
Honoring classic conveyances by air,  land,  and sea 
  and including   
The Antique and Classic Airplane Fly-in 
The  Concourse  d'Elegance  of  Automobiles 
.:.
The Antique and Classic  Yacht  Rendezvous 
I  
Participation  includes welcoming cocktail 
party in  a private bome  Friday  evening; 
SatllrdflY day-long celebration  of boats, cmos, 
and planes; [Jenuine  Maine  lobsterbake 
Saturday  evenmg witb  Tbe  Bill Allred Jazz 
Band;  awards and fm-ewell breakfast 
Sunday morning. 
O  CEAN  R  EEF  CLUB' 
31  O CE AN R EEF D RIVE, S UI TE C-300 ' K EY L A R GO, FLOR IDA 330 37
RS VP 
Marry ](jlby - (305)  367-5874 
Because  Ocean  ReefClub  is a private dub, 
The  Vintage  Weekend  is  open  only  to 
members and invited guests staying in 
tbe  Inn or Mm"ina. 
VINTAGE AI RPLANE 25
Steven c. Roth
Arlington, VA 
Flying since  1984 
Purchased first airplane,
a  1959 Cessna  172, 
while a  student pilot
AUAis
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To become a 
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Vintage Aircraft
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800-843-3612
Steven Roth acquired his 1948 Swift in  1998. 
/II  have been  flying  since  1984, getting 
my  first airplane  (1959 Cessna  172) 
while still  a  student pilot.  I have been  with 
AUA for a  number of years and  was  first 
attracted  by the  price and  friendly 
service. Last year I acquired this  1948 
Swift and  lacked tailwheel  experience. 
AUA treated  me  fairly and  at the  right 
price as  I transitioned  into it.  Thanks  AUA 
for the  years  of service and  friendly help./I 
- Steven  Roth
The  best is  affordable. 
Give AUA a  call  - it's  FREE! 
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No hand-proR  ing  exclusion 
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VINTAGE  AIRPLANE  27 
VINTAGE 
AIRCRAFT 
Services Directon'_
Enjoy the many benefits ofBAA and the 
ASSOCIATION 
OFFICERS 
President  Vice-President 
Esple 'Butch' Joyce  George Doubner 
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Steve Nessa 
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Robert C. ' Bob'  Brauer  Sleve Krog 
9345 S.  Hoyne  1002 Heother Ln.
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Cannon    MN 55009  1708 Boy Ooks Dr. 
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507/373-2922 
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l A Deacon Street  Robert D.  ' Bob' Lumley 
NorlhbOfough. MA 01532  1265 South  124th Sl. 
508/ 393-4775  Brookfield. WI 53005
&-mail:  414/ 782-2633 
copeland l @juno.COfn  e-mail: 
[email protected] 
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321-1/2 S.  Broactwoy #3  e-mail:  [email protected] 
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Dale A.  Gustafson 
 
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[email protected] 
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317/293-4430 
Geoff Robison 
Jeannie Hili 
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219/ 493-4724 
e-mail: [email protected] 
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414/771-1545 
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EMERITUS 
Gene Chase  E.E. ' Buck'  Hilbert 
2159 Car1lon Rd.  P.O. Box 424 
Oshkosh. WI 54904 
Union. IL 60180 
815/ 923-4591 
e-mail:  [email protected] 
920/231-5002 
ADVISORS 
David Benneff  Alan Shackleton 
11741  Wolf Rd.  P.O.  Box 656
Grass Valley. CA 95949  Sugar Grove. IL 60554.()656
530/268-1585  630/466-4193 
[email protected]  103346.1772@cOflllUS'3!V8.com 
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Association  does nol  guarantee or endorse any product offered through  the  advertising. We invite constructive criticism and  welcome any report of inferiQ( merchandise obtained through our advertising so  that corrective measures can 
be  taken. EDITORIAl POUCY: Readers are encouraged to  subm" stories and photographs.  Policy opinions expressed in articles are  solely those of the authors.  Responsibility for accuracy in  reporting rests entirely with  the contributor. No 
renumeralion is made.Materiai should be sent to:  Edrtor, VlNTAGE AIRPLANE, P.O.  Box 3086. Oshkosh, WI 54903-3086.  Phone 9201426-4800. 
The words EM, ULTRALlGHT,  FLY WITH  THE  FIRST TEAM, SPORT  AVlATION,  FOR  THE  LOVE OF  FLYING and the  logos  of  EM, EM INTERNATIONAL CONVENTION,  EAA  VlNTAGE  AIRCRAFT ASSOCIATION,  INTERNA-
TIONAL  AEROBATIC  CLUB,  WARBIRDS OF  AMERICA are ®registered  trademarks.  THE  EM SKY SHOPPE  and logos  of  the  EM AVlATION  FOUNDATION. EM ULTRALlGHT CONVENTION  and  EM AirYentu", are  trade-
marks of the above associations and their use by any person other than the  above association is strictly prohibited. 
28  NOVEMBER  1999 
- "Big Little Fly-In"from page 15
Lompoc Airport is gaining popularity in
the aviation community as well. Not many
General Aviation airports can boast hotels,
restaurants and shopping within five min-
utes (or less!) walking distance of parking
their plane! A coded security gate on the
new parking ramp leads to a Quality Inn,
Holiday Inn Express, and a Motel 6; restau-
rants include the casual Steak House & Las
Palomas and just about any fast food place
you can think of. If you want to bring you
pet, a kennel is across the street. Rent-a-cars
are a phone call away from the restaurant
lobby or the airport administration building
(of course, just about any airport "bum" you
could find would be more than happy to
give you a lift). Championship 18-hole La
Purisma Golf Course lies five miles due east
of the airport, for those who enjoy golfmg as
well as flying! Other noteworthy reasons to
vis it Lompoc are the famous namesake
flower fields (most brilliant around June and
July); the historical Lompoc Museum, hous-
ing thousands of Chumash Indian artifacts;
the growing number of beautiful murals rep-
resenting Lompoc's history painted on 100
year old buildings, and the newest project:
restoration of Old Downtown. And if you do
not already know, nearby Vandenburg Air
Force base launches missi les on a regular
basis-and boy are they a sight to see!
Fifteen years of Cub Fly-Ins down, and
how many more to go? We don't know.
But as long as you wonderful, supportive,
happy people are willing to show up on
our doorstep every year, we'll be happy to
give you some Lompoc Airport hospital-
ity. Thank you, and we hope to see you
next year. ~
The  Quality Goes  In 
Belore The  Tag  Goes  On 
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VtNTAGE AIRPLANE 29
V00260  Airshow 
V00259  Logo shirt 
V00261  Air Race 
"'intage
V00262  Airmail 
ASSORTED VINTAGE T-SHIRTS
100% cotton tee featuring four different Vintage scenes. 
5- 2X  $12.95 
BLUE EMBOSSED DENIM JACKET
Made of 100% cotton.  Vintage logo embroidered on 
front with special embossed logo on back. 
V00241  M-XL  $65.99  V00244  2X  $65.99 
VINTAGE MAROON JACKET
The perfect jacket for  the outdoors! This 100% nylon jacket features  the 
Vintage logo embroidered in  front . Also, for added convenience this 
jacket can be folded and made into a carrying pouch! 
V00126  s-XL  $25.95  V00130  2X  $25.99 
VINTAGE NAVY JACKET
Gear up for  fall  in this Acadia lined Jacket.  Outer shell fea-
tures 100% waterproof nylon while the lining is a comfortable 
cotton/poly blend. 
V00118  M-X  $35.95  V00131  2X  $36.95 
To Order Call: 1-800-843-3612 (Outside US and Canada920-426-4800) 
DENIM SHORT-SLEEVED SHIRTS with Button-down collar by Three 
Rivers.  Features button-closure on pocket. Double stitching on sleeves 
for durability. 100% cotton. 
SM-XL  V41263  $36.99* 
2X  V41267  $39.99* 
DENIM LONG-SLEEVED SHIRTS with button-down collar. 
Similar to above shirt but in long-sleeved design. The shirts feature 
two-button adjustable cuffs. Available in light-blue deninl or natural 
colors. 
Natural  MD-XL  V41268  $39.99*  2X  V41271  $43.99* 
Lt.  Blue  MD-XL  V41272  $39.99*  2X  V41276  $43.99* 
COTTON PIQUE GOLF SHIRTS
100% combed cotton.  Knit collar and cuffs. 
Two-button placket.  Drop-tail with side vents. 
White  SM-XL  V41294  $32.99*  2X  V41298  $34.99* 
Khaki  SM-XL  V41299  $32.99*  2X  V41303  $34.99* 
Navy  SM-XL  V41289  $32.99*  2X  V41293  $34.99* 
JACQUARD GOLF SHIRTS
100% combed cotton. Knit collar and cuffs with beige trim. 
Five-button placket. Drop tail  with side vents. 
Wine  MD-XL  V41281  $34.99*  2X  V41284  $37.99* 
Navy  MD-XL  V41285  $34.99*  2X  V41288  $37.99* 
Black  MD-XL  V41277  $34.99*  2X  V41280  $37.99* 
BRUSHED COTTON TWILL
KHAKl/NAVY PRO STYLE CAP
V00227  $12.95 
WASHED BULL DENIM CAP
V00222  $12.95 
WASHED PIGMENTED
DENIM CAP
V00221  $12.95 
COTTON TWILL KHAKI
GOLF-STYLE CAP
V00223  $12.95 
BARREL BAG
Show off the Vintage colors proudly at the hangar with this 
gold/navy Vintage imprinted barrel bag! 
V00237  $12.95 
LADIES SMALL
FLOPPY HAT
V00133  $19.95 
STUFFED BEARS
These brown bears are an adorable accessory to any gift! 
Dressed in a gold Vintage t-shirt  these bears make a great 
flying  companion. 
V00238  Lt.  Brown Bear 
V00239 Dark Brown 
$12.95 
$12.95 
Feature adjustable leather closure strap.  One size fits  most. 
White  V41260  $10.99* 
Khaki  V41261  $10.99* 
Navy  V41262  $10.99* 
CLUBHOUSE JACKETS 
High quality jackets feature two-button adjustable cuffs, elastic waistband, 
inside coat hook loop,  inside pocket with velcro closure and more!  Contrasting 
color trim pieces and adjustable lanyard cord on collar make this jacket very 
distinctive. Shell and lining are both 100% nylon. 
Natural/Navy Trim  SM-XL  V41250  $63.99*  2X  V41254  $66.99* 
Navy /Fst Grn Trim  SM-XL  V41250  $63.99*  2X  V41254  $66.99* 
WORW CLASS NAVY SWEATSHIRT 
This solid  navy blue World Class sweatshirt by Jerzees fea-
tures unique embossed Vintage logo on front.  Cotton/Poly 
Blend. 
M-XL  V00252  $27.95 
MEN'S TRl-MOTOR 
2X  V00255  $29.95 
SPORT WATCH 
V00219  $24.95 
SMALL VINTAGE  PIN 
V00258  $3.99 
LARGE  VINTAGE PIN 
V40120  $11.99 
MEN' S METAL 
VINTAGE  PATCH 
WHITE  W/BLUE  BAND WATCH 
V00257  $1.99 
TWO-TONE MUG  V00215  $28.95 
V00234  $4.95 
LEATHER BAND  WATCH 
Men's  V00218  $32.95 
Ladies'  V00214 
NYLON/POLY WINTER CAP  LADIES LARGE FLOPPY HAT  LEATHER EMBROIDERED CAP 
WITH  EARFLAPS  V00132  $23.95  WITH EARFLAPS 
VOOl44  $14.95  V00137  $29.95 
(not shown)  RABBIT FUR  WINTER HAT WITH  SIDE FLAPS.  V00134  $32.95