Vintage Airplane - Oct 2000

STRAIGHT  AND  LEVEL 
2  VAA  NEWS 
3  .  100 YEARS  AGO  ON  THE  AIRWAY 
OF  FLlGHT .. ./H.G. Frautschy
4  MYSTERY  PLANE/H. G.  Frautschy
5  THIRTY  FIVE  YEARS  AT  THE  OUTER 
MARKER! Dutch Redfield
9  EAA  AIRVENTURE  2000/H.G. Frautschy
25  CONTINENTAL  LUSCOMBE  FLY-IN/ 
Pat Quinn
28  WELCOME  NEW  MEMBERS 
30  CALENDAR!CLASSIFIEDS 
www.vintageaircraft.org
Publisher
Editor-in-Chief
Executive Director, Editor
Executive Editor
Contributillg Editors
ArtlPhoto Layout
Photography Staff
AdvertisinglEditorial Assistant
TOM  POBEREZNY 
SCOTT  SPANGLER 
HENRY G. FRAUTSCHY 
MIKE  DIFRISCO 
JOHN  UNDERWOOD 
BUDD  DAVISSON 
BETH  BLANCK 
JIM  KOEPNICK 
LEEANN  ABRAMS 
MARK  SCHAIBLE 
ISABELLE WISKE 
SEE  PAGE  32  FOR  FURTHER  VINTAGE AIRCRAFT ASSOCIATION  INFORMATIOI 
aLE 
by  ESPIE  "BUTCH"  JOYCE 
PRESIDENT,  VINTAGE  AIRCRAFT  ASSOCIATION 
Our very own E. E. Buck Hilbert has been bestowed
with one of aviation's finest honors. For the year 2000, he
has been selected as one of the seven outstanding individ-
uals to receive the Elder Statesman of Aviation Award
from the National Aeronautic Association. The award was
established in 1954 to honor outstanding Americans who,
by their efforts over a period of years, have made contri-
butions of significant value to aeronautics and have
reflected credit upon America and themselves. Selectees
must be at least 60 years of age. Nominations were so-
licited from hundreds of organizations and aviation
leaders in the United States, and a distinguished commit-
tee of 14 aviation leaders made the selections from all
segments of the aerospace community.
Buck was presented with his award September 14 dur-
ing the NAA Fall Awards Ceremony in Washington, DC.
The citation accompanying the award reads:
"Buck Hilbert is awarded for a lifetime of major contri-
butions to civil, military, and sport aviation in a wide
variety of professional and volunteer community, state,
and international activities. Hilbert began his flying career
at the age of 16 and served as an artillery spotter pilot in
Korea. After Korea, Buck flew for United Airlines for 32
years. Hilbert was a founding member of the Experimen-
tal Aircraft Association in 1953 and continues to serve
many functions for EAA. In addition, Buck Hilbert has
served as the chairman of NAA's Contest and Records
Board, an Executive Committee member of the Associa-
tion's Board, and a representative to annual conferences
of the Federation Aeronautique Internationale."
Our congratulations to Buck. Join me in expressing our
appreciation for his efforts throughout the history of EAA
and during the founding of the Antique/ Classic Division,
and his hard work during all the subsequent years as the
Division has grown to become the Vintage Airplane Asso-
ciation. Great job, Buck!
This edition of Vintage Airplane is our annual EAA Air-
Venture issue, with plenty of coverage of the VAA area.
You'll see the core of our activities, the many VAA volun-
teers and the other members who come to AirVenture to
enjoy the programs, exhibits and camaraderie that the an-
nual convention has to offer. If you missed it this year,
we'll see you next time, Tuesday, July 24 through Mon-
day, July 30, 200l.
The Type Club Headquarters was very busy this year.
We added one more facet to our Type Club activities. We
invited the principles of the different clubs to the Theater
in the Woods one morning for a meeting. Roger Gomoll,
Chairman of the Type Club HQ provided the agenda of
the meeting. Others present were Earl Lawrence, Vice
President of EAA government affairs, Bob Warner, EAA
Executive Vice President, H.G. Frautschy, our Executive
Director, and various V AA Directors and officers.
EAA and the VAA have been very proactive in meetings
with the FAA regarding governmental concerns, including
the Aging Aircraft Issue. The FAA is interested in includ-
ing Type Clubs early on in the discussion when an issue
regarding older, "orphaned" airplanes comes up, and we
wanted to get feedback from the clubs on how we could
function more closely as a group. We really appreciated
those who took the time to attend the meeting. We also
welcome feedback from the type clubs in the form of a
letter. This topic will be a major item on our agenda at
our VAA Fall Board of Directors meeting on November 10.
The clubs and the VAA also attended a meeting with
the FAA one morning to discuss the Aging aircraft issue. I
was very impressed with how far the group and FAA have
come to having a more common sense approach to main-
taining our fleet of aircraft. I am encouraged to see how
we are proceeding along this line!
John Swander showed up this year with a cabin Waco
that he had been working on for a number of years. For
all this hard work and outstanding workmanship he took
home the Antique Grand Champion award. I've had the
pleasure of knowing John for a number of years . He's a
very dedicated antiquer. He promised to bring this beauty
back in the future for all to see and enjoy.
Waco aircraft continue to show up in increasing
numbers each year. One of the reasons is the great
work that Phil and Ruth Coulson and the other mem-
bers and officers of the American Waco Club are doing
to bring these people together. That ' s one example of
how a strong type club can play an important role in
"Keeping ' em Flying."
-see S&L continued on page 29
VINTAGE AIRPLANE 1
VAANEWS 
compiled  by  H.G.  Frautschy 
THE  COVERS 
FRONT  COVER... Benny Howard would
have loved this .. . His masterful racing
designs "Mr. Mulligan" and "Pete" are back
in replica form. Constructed by Jim
Younkin, Mr. Mulligan was on hand during
EAA AirVenture along with Howard's
diminutive Pete, the original of which first
flew in 1930 and was considered by Benny
to be the best looking of all his racers. The
racers in this photo are being flown by John
Turgyan (Mr. Mulligan) and Robin Reid
(Pete). Pete was reconstructed by Bill
Turner and includes components from the
original airframe. EAA photo by Jim
Koepnick, shot with a Canon EOS1 n
equipped with an 80-220 mm lens on 100
ASA Fuji Provia slide film. EAA Cessna 210
photo plane flown by Bruce Moore.
BACK  COVERS.  . . Almost There is
the title of this oil painting my John
Sarsfield, 6541 SI. Vrain Road, Longmont,
Colorado 80503. As a result of his winning
an Excellence ribbon for his painting, and
the previous two he won during earlier EAA
Sport Aviation Art Competitions, John is
now an EAA "Master Artisl."
A retired Air Force flyer and self taught
artist, he has adegree in aeronautical engi-
neering and flies gliders. His artwork deals
more with the experience of flight than with
the details of each particular aircraft ,
although accuracy and realism are of prime
importance, according to Sarsfield. "I want
people to understand the significance of avi-
ation. Out lives have been changed immea-
surably by the ability to see the world from
an aerial perspective, often in subtle ways.
The ability to experience cloudscapes as
three dimensional objects and see land-
scapes from unfamiliar vantage points
changes our outlook on life. I want to intro-
duce this perspective to the earthbound view
and attempt to capture it for the flyers to
enjoy in their hours on the ground. "
Almost There is a depiction of Louis
Bleriot's crossing of the English Channel in
his Bleriot XI with a 25 hp Anzani engine.
Through the gray skies and the rain showers
you can just make out the white cliffs of
Dover as Bleriot approaches the coastline.
2 OCTOBER 2000
EAA' s  COUNT DOWN 
To  KITTY  HAWK 
Plans for the major showpiece
celebrating the 100th anniversary
of powered flight-the construction
and flight of an accurate Wright
Flyer replica on Dec. 17, 2003-
were unveiled during a news
conference at the National Air &
Space Museum in Washington,
D.C., on Tuesday, Sept. 12.
EAA president Tom Poberezny
made the announcement, accom-
panied by officials from the
National Park Service, National Air
& Space Museum and other agen-
cies to announce details of the
"Countdown to Kitty Hawk" series
of celebrations to commemorate
the first flight on December, 17,
1903. The centerpiece of this cele-
bration wi ll be the flight of a new
2003 Wright Flyer, the only accu-
rate flying replica of the original.
This aircraft will be the only air-
plane permitted to fly at the Wright
Brothers National Monument at
10:35 a.m. on Dec. 17, 2003, ex-
actly 100 years after the Wright
brothers' first successful flight.
EAA has partnered with the
Wright Experience™, headed by
noted aircraft historian and restorer
Ken Hyde of Warrington, Virginia.
VAA members will recall Ken's
painstaking work to restore a accu-
rate Curtiss Jenny back in the 1980s,
and the extremely popular "Jennys
to Jets" gathering at EAA Oshkosh in
1989, which he and his wife Betty
helped coordinate. The Wright Expe-
rience™, is an effort to re-create the
aircraft and knowledge of the Wright
brothers leading to the first success-
ful powered flight in 1903.
This effort has proven extremely
challenging, as the Wrights left no
permanent record of their engineer-
ing, flight testing or aircraft
development plans. The Wright Ex-
perience™ has made exhaustive
studies of what information the
Wrights left behind, following both
a chronological sequence and "re-
verse engineering" of later Wright
technology.
"In today's airplanes, we see the
magnificent evolution of the
Wrights' original efforts," Hyde said.
"Our quest is to discover how the
first steps were made - steps that are
lost in history. We are confident that
we will retrace those steps and finish
the first century of flight as it began,
by flying the same path as the Wright
brothers."
Francis Peltier, Superintendent of
the National Park Service Outer
Banks Group, which includes the
Wright Brothers National Memorial,
in remarks made during the an-
nouncement, said, "Of all the 100th
anniversary commemorations of the
Wright brothers' achievement, none
will be as stunning as the re-creation
-at the exact place and time-where
the first flight took wing," said "We
are excited to be working with EAA
to produce this re-creation, in what
we consider to be the Centennial of
Flight's showcase event."
"The possibilities within the world
of flight were opened by two men
who had only a dream and a resolve
to make it happen," said Tom
Poberezny. "Our members continue
to carryon that legacy of innovation.
In that spirit, our membership com-
missioned this Countdown to Kitty
Hawk project to put the Wright Flyer
back in the sky. We are very pleased
to be joined by those throughout the
aviation world to make this particu-
lar dream a reality in 2003."
For more information on this once
in a lifetime commemoration of the
first century of manned heavier than
air flight, see EAA's www.count-
downtokittyhawk.com web site.
To kick off the Vintage Aircraft As-
sociation's celebration of the Wright
brother's achievement, on the facing
page we present our first installment
of 100 years ago on the airway to {light,
which will appear quarterly as we
progress though the next 3 years .....
-
By H.G. Frautschy,
with acknowledgments
to Tom Crouch, author
of The Bishop's Boys
H
aving arrived on the
windswept sands of the
Outer Banks of North Car-
olina in mid-September, 33
year-old Wilbur Wright is joined
by his younger brother Orville on
September 28, 1900. Wilbur finds
every detail about the Kill Devil
Hills area was accurately explained
in the letters he received from
William Tate, the local postmaster,
and Joseph Dosher, the weather
bureau man in Kitty Hawk. Strong
average winds and few obstruc-
tions dot the sand dunes that make
up the barrier islands north of Cape
Hatteras. In a descriptive letter to
his sister Katherine, Orville details
the experience of the weather ex-
tremes of the desolate stretch of
unmanned kite until more informa- ing the elevator control to change
sand: "We certainly can't complain
tion can be gleaned from the tests. his glide path, while keeping the
of the place. We came down here for
With a wind of at least 2S miles per wing-warping control locked in
wind and sand, and have got them."
hour needed to fly the biplane kite place. Despite Wilbur's success, the
Together they work in the front
when loaded, they are puzzled by its men are still puzzled by the apparent
yard of their host, the Tate family, to
lack of lift, which should be ample if miscalculation in their design.
assemble their first man-carrying
their engineering calculations are By the time they break camp to
glider. On October 4, they move
correct. Later in their trials, young head home to Dayton on October
from the Tate's household to a tent
Tom Tate, nephew of William Tate, 23, 1900, the well-used glider is
camp they erect half a mile away.
ascends on the wings of the glider abandoned at the bottom of a sand
Wilbur and Orville begin flying
since he weighs substantially less dune after one last free-flight , hav-
their glider, which has a wing span
than either of the Wrights, but rep- ing served its purpose of answering
of 17 feet, S inches, first as an un-
resents approximately the same many questions the Wrights have
manned and then as a manned,
amount of drag as either one of the about the mechanics of flight. But as
tethered kite. Wilbur is so impressed
brothers. it lies in the fall sunshine, its lack of
October 18 dawned with the lift and quirky handling create a
by the glider's stability while being
controlled by ropes held by his
Wrights testing their simple flying whole new set of puzzlements for
the brothers to investigate upon
brother and him that he feels com-
machine as a fre e-flying glider,
pelled to give it a try himself.
launching it from the crest of a sand their return to their West Third
Wilbur's first tethered flight takes
dune and observing its flight down Street workshop.
to the bottom of the sand hill. The
place the day before they actually
next day, with a fresh breeze blow-
move to their camp. The flight ends
ing, Wilbur flies the glider
when the glider starts to oscillate up
and down, resulting in Wilbur hol-
down the dune at an alti-
lering to be brought back down to
tude of no more than S
Co\;-wrDO\NN TO KITTY HAWK.
earth. Wilbur and Orville then de-
feet, guiding his cotton
(/;" (;('//(    
muslin-covered craft us-
cide to continue testing it as an

October Mystery Plane 
We gave it an extra month, but
only one fellow sent in an answer to
our June Mystery Plane. Here it is:
by H.G. Frautschy
get the little ship into the air.
Theodore H.N. Wales
Westwood, Massachusetts
June 's Mystery Plane has had a
number of names. X12239, originally
known as the Gotch and Bnmdage Spe-
cial, was built in 1932 and powered
with a 60 hp Velie. In 1933 it was fit-
ted with a 90 hp Lambert to run in the
Nationals piloted by Monty Mason,
but it didn't start. During 1934-35 it
was called the Mason Meteor. Later, it
was known as the Buchanan Zipper,
having been rebuilt in Long Beach,
California by W. O. "Buck" Buchanan.
In 1936 it was re-engined with a one-
of-a-kind stra ight eight of 93 cu. in.
displacement developing 90 hp at 6000
rpm! Needless to say, a geared prop
was used. This seems to be the version
pictured. Evidently the engine was not
reliable, never running long enough to
4 OCTOBER 2000
The post WW-II war era saw plenty of
rotorcraft activity, and this is just one of
many that never saw production, but cer-
tainly generated lot s of interest! Send
your answers to: EAA, Vintage Airplane,
P.O. Box 3086, Oshkosh, WI 54903-3086.
Your answers need to be in no later than
November 26,2000, for inclusion in the
January issue of Vintage Airplane.
You can also send your response via e-
mail. Send your answer to [email protected].
Be sure to include both your name and ad-
dress in the body of your note, and put
U(Month) Mystery Plane" in the subject line.
Our thanks to Peter Bowers for
sharing the photo with us . Pete
snapped the photo during June of
1941 in Arrigo Balboni's famous air-
craft junkyard.
Since we moved up the July an-
swer, a few more folks sent in their
responses after we had gone to press.
Other correct answers for the July
Mystery Plane were received from:
Gary Van Farowe, Hudsonville,
Michigan; Glenn C. Humann, Everett,
Washington; Jack Erickson, State Col-
lege, Pennsylvannia; Jerr y Miel,
Tucson, Arizona; Brad Howerton, Car-
rollton, Texas; Leon York, San Angelo,
Texas. Ed Heiliger, Billings, Montana
and Dale Crane. ....
•
I
att 
-
ears
Outer Marker 
Training on the 707 and DC-8
After many years of slow climb-
ing, stubborn starting, vibrating,
shimmying, smoking, oil dripping,
oil streaked propeller aircraft, what a
delight the new jet liners were.
Even on the coldest days, getting
the jet engines running was about as
difficult as striking a match and toss-
ing it into a bucket of kerosene. On
the ground and in flight the quiet
and smoothness in the cockpit was
uncanny and during starts it was al-
most impossible for a cockpit crew to
determine that an engine was run-
ning without instrument reference.
When ready to take off you simply
pushed the throttle forward and
went, which was very simple power-
plant operation after so many years
of juggling manifold pressures, cylin-
der pressure gauges, engine rpms ,
cylinder head t emperatures, pro-
peller pitch, etc.
The jetliner's climb profiles and
climb rates were nothing sort of in-
credible and could be likened to
lighting the fuse on a rocket. Very
often after a night flight when we
had been training at Grumman Field
near the east end of Long Island, our
final takeoff for home at Idlewild Air-
port, about 60 miles west, would be
to the southeast away from home
and at very light gross weights. A
gentle bank after liftoff then climb at
maximum angle of climb speeds
with rated thrust would produce very
fast climb rates. At completion of a
180-degree turn, our course reversed
and headed west for home, we could
easily have reached 12,000 to 14,000
feet. From there the throttles would
then be closed and the airplane qui-
etly glided back to our base field,
the evening challenge being to ef-
fect the entire glide home and
touchdown on the runway without
once touching the throttles. Few
people believe that the 707 glides
like an old seagull!
In February of 1959, along with a
flight engineer, 1 was positioned at
London to conduct pilot training on
a layover aircraft that arrived each
midnight after an Atlantic crossing
from New York. The airplane was
by Holland "Dutch" Redfield 
VINTAGE AIRPLANE 5
scheduled for return to New York
early the next morning.
So it could be prepared for the
scheduled return flight, it was neces-
sary that the airplane, when trained,
be returned to London maintenance
crews by 5 a.m. Even if the east-
bound flight from New York arrived
on time, with off-loading, fueling,
etc., we would be fortunate if we got
underway with our training by 1:00
o'clock in the morning.
Captain Jim O'Neal at that time
was Assistant Chief Pilot, Training
and my boss. When I departed New
York for my London assignment
Jim's instructions to me were, "We
need these pilots badly. Get out
there and train and no matter what,
weather or anything else, you are to
get that airplane back on the
blocks in London in time for
its morning departure, you
hear?"
London weather in the win-
ILS and landing training. This was a
typical training flight on nights that
the airplane arrived from New York
in time for us to fly.
Returning one very early morning
from Shannon we were advised via
radio by Pan American's London dis-
patch office that London weather
was 1,000 yards. A short while later
the visibility was 800 yards, then
600. As we began our straight in ap-
proach to land, we were given a
report of 400 yards.
This was conSiderably below
scheduled airline weather minimums
for the 707 at that time and although
it was policy for Pan American train-
ing aircraft to adhere to line schedule
minimums, it was not mandatory.
Remembering Jim's stern words
... Jock Cross,
an ILS approach using the Flight Di-
rector for localizer tracking only,
while flying raw data gJideslope as
displayed on the ILS indicator.
There was no wind and the early
morning damp air was stable and
very smooth, so flying the approach
in this manner was not difficult. The
first airport lights that we saw were
the side lights along the edge of the
runway that bloomed into view si-
multaneously with the runway
threshold lights streaking beneath
the nose. We closed the throttles
and landed with a thump.
Today, approaches with 1200
feet runway visual range, and less
are commonplace, but we all
gulped a few times that dawn
morning as we slowly descended
through the mists of London
to the unseen airport.
Returning from Shannon
another early morning, we
were being vectored around
tertime is notoriously poor.
our flight   n g i n     ~ called out,
the field for a right turn onto
With only a few months expe- the London ILS, for a landing
rience on the airplane myself, to the west. As usual, early
my first takeoff for night train- "Hey you guys, we've just morning visibility was again
ing was at 2:00 a.m. in very
poor visibility with my stu-
dent, Jack Mattis, who had
never been at the controls of a
707 before. When Jack rotated
the airplane to liftoff atti tude
the cockpit itself was quickly in
the fog and we were "on in-
struments," although the main
landing gear trucks were still rolling
down the runway. Between Jack's
unfamiliarity with the airplane ne-
cessitating some coaching by me,
and my unfamiliarity with London
area and some coaching by him, the
two of us had a handful of airplane
and area navigation for the first sev-
eral minutes following liftoff.
Our plan was to each night train
in the Shannon, Ireland, area and in
a short while we were overhead do-
ing air work exercises, stalls,
emergency descents, and practicing
Dutch roll recoveries in the moon-
light on top of a beautiful cloud
cover. Later we descended into the
Shannon airport traffic pattern for
6 OCTOBER 2000
lost our primary system
hydraulic fluid!"
about getting the airplane back in
time to meet the morning schedule,
"No matter what!" a decision was
made to try an approach and execute
a go-around should nothing be seen.
To my students I did suggest that
perhaps I should fly this one and
take the blame if we missed and had
to return to Shannon.
The early model 707s were
equipped with a Flight Director in-
strument that beautifully assisted the
pilot in tracking the instrument land-
ing system localizer beam to the
runway. However, its computer
tracked the descending glide path
beam very loosely and because of
this it was accepted technique, while
modifications were in progress, to fly
marginal at the time the
ground based radar controller
gave us our final vector to the
localizer beam and cleared us
to make our approach.
As we neared the glides lope
my student asked for gear
down and the landing gear
handle was placed in the down posi-
tion. At this time, Jack Cross, our
flight engineer, called out, "Hey, you
guys, we've just lost our primary sys-
tem hydraulic fluid!"
Because of the failure in the hy-
draulic system, the landing gear and
wing flaps were only partially ex-
tended. The control tower was
apprised of our problem and we re-
quested a wide 360 degree turn to
provide time to manually lock into
place the dangling nose and main
landing gears. Engineer Cross
quickly obtained the landing gear
hand crank from its stowage place,
opened the access plates in the flight
deck floor and never before, or since,
have I been witness to a 707 landing
world of
al avia
     
:;:.
gear manually extended so quickly.
As we again turned onto the ILS
course the second student, who was
occupying the cockpit jump seat di-
rectly behind the captain's position
volunteered for practice to operate
the emergency flap extension
switches on the overhead panel for
the flying student.
When we started down the
glideslope, full flap was requested
but our assistant quickly became
confused in the operation of the
two flap switches and in short order
had the inboard wing flaps extend-
ing and the outboards stationary,
which produced a strong pitch up
tendency. Then, as he hastily at-
tempted to correct the switching
error, he next had the inboard wing
flaps retracting and the outboards
extending, which resulted in a
strong pitch down tendency.
Though experience is a good
teacher, the weather was rapidly de-
teriorating and the asymmetrical
t
recre 
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Logon t 
and changing flap positions were
having a powerful effect on longitu-
dinal pitch trim making control of
the airplane and flying the glides-
lope beam difficult. The student
attempting to fly the ILS was having
considerable trouble so I finally sug-
gested our neophyte flap operator
leave the flaps were they were. Af-
ter a minor speed adjustment we
landed the airplane trimmed for the
unorthodox flap configuration that
we had.
Without hydraulics we were able
to just clear the active runway but it
was then necessary to get towed
back to the ramp because of dissi-
pated brake pressure and no
nosewheel steering. The airplane
was several hours late for its west-
bound departure from London that
morning.
Not long after Pan American put
the Boeing 707s into service they
also put a much smaller fleet of
the adventure ... today! 
Douglas DC-8s to work. It wasn't
until six years following my 707
qualification that I was to also qual-
ify on and be in a position to pilot
train on the airplane.
A long-time associate, Dick Patter-
son, had been an instructor and
check pilot on the DC-8 since the
airplane's onset with Pan American.
Upon completion of ground school
the two of us flew Eastern Airlines to
Miami where Pan Am DC-8 equip-
ment was more available and here
Dick gave me my training and
checked me out on the airplane.
Following six years of daily activi-
ties on the 707, perhaps I was a bit
prejudiced, but anxious to find out a
few things about the airplane. The
DC-8 cockpit was far roomier and
the airplane ' s low level handling
characteristics were, in my view,
much better than the 707. Although
less economical to operate, its un-
fanned pure jet engines gave the
airplane outstanding performance at
VINTAGE AIRPLANE 7
low levels and it was a delight to fly.
A few experiments alone with the
airplane revealed it to be every bit as
susceptible to high yaw snap and
Dutch roll as was the 707. Unless he
had some previous 707 experience, a
typical DC-S pilot did not seem to
recognize a Dutch roll when he saw
one, nor did he know how to stop
one once triggered. I never could
find out why the Pan Am training
department did not train to Dutch
roll with the DC-S. It was, however,
a great airplane that established a
very impressive safety record with
Pan American and other airlines.
The department's newly ap-
pointed Assistant Chief Pilot,
Training, John Walker, was later as-
signed to me for his DC-S transition
training from the 707. My work
must have pleased him because not
south shore of Long Island, north-
east bound on the ILS system, a
strange and bright orange light was
noted a considerable distance
ahead, low and moving northwest-
ward from a position above the
town of Riverhead lying to the east
of the airport.
Shortly after noting the light, the
flight was contacted by the control
tower with a request that they dis-
continue their approach to runway 5
that was now in progress and in-
stead circle to runway 32, due to
unidentified traffic that the tower
had observed crossing the field to
the northwest where it had reversed
its course and was not headed back
toward the field.
In conformance to the tower's
request, at SOO feet the DC-S's ob-
scuring instrument hood was
cumference were nozzle-like blue
flamed lights flickering about its
outer periphery in sequenced theatre
marquee fashion. Although viewed
in the moonlight it appeared at least
100 feet in diameter and seemed
moving at a speed of about 100 to
150 knots as it passed below.
The mysterious craft passed be-
neath the DC-S's wing then
disappeared to the southeast back
toward Riverhead town where it had
been first seen. The Pan Am trainer
continued its approach and it wasn't
until the landing roll was nearly
completed that the crew seemed to
come to with each eXCitedly asking
the other, "My gosh, did you see
what I saw?" Then the control tower
operator called as the DC-S was
clearing the runway and a two-way
very excited conversation also en-
It  shone  silvery  metallic  in  the  moonlight and emanating  from  many ports 
around  the  craft's  circumference  were  nozzle-like  blue  flamed  lights 
flickering  about its  outer periphery in  sequenced theatre  marquee  fashion. 
long afterward John appOinted me
Chief Training Captain for Pan
American's New York base and the
responsibility was savored for the
next 11 years until retirement.
A very strange thing was seen
aboard a Pan Am DC-S training
flight one night. It was being oper-
ated by Pan Am Instructor check
pilot Ed Martin; alongside of whom
I worked for many years.
The DC-S was being trained at
Grumman Aircraft's Peconic airport
near eastern Long Island on a moon-
lit night in late summer. The captain
trainee, Emery Martin, had just com-
pleted his periodic flight check and
was aft in the main cabin resting.
The First Officer, Claire Getz, was
seated behind the vision obscuring
hood in place between the copilot's
position and the plane's windshield.
As the aircraft was passing over the
8 OCTOBER 2000
lowered, then a right turn made
off the ILS course so as to enter a
close-in downwind leg for runway
32, circling south of the airport at
low altitude for a landing to the
northwest.
As the trainer was being rolled out
of its base leg turn and the wings
leveled for the short remaining de-
scent to the runway, the crew noted
something very strange just south-
east of the airport's boundary headed
directly toward them at about 400
feet and to the DC-8's left. As the
mysterious thing neared, then
passed below, Ed Martin from his
left pilot's seat was ina position to
look straight down on whatever it
was, seeing a disc-like shape resem-
bling two huge turtle shells with
their connecting edges welded to-
gether. It shone Silvery metallic in
the moonlight and emanating from
many ports around the craft's cir-
sued on what he too had seen from
his position in the tower.
It later developed that on the
same night and at about the same
time there were several "strange fly-
ing object" reports from nearby
communities and the next day's
newspapers were full of it. All re-
ported the same bright orange light
shining downward from the craft's
underneath and the flashing, flicker-
ing outer periphery lights.
The next afternoon Martin was
scheduled for a flight which was to
again take place at Grumman Field
and prior to departure Ed called
Grumman Tower to make the usual
check on field conditions, approach
facilities, etc. In the process he men-
tioned his participation in the
previous evening's strange happen-
ing. Immediately an iron curtain
seemed to drop. Grumman Field is a
U.S. Navy facility. .....
This is the prototype "Stick" Chief, the first of few pre-war Aeronca Chiefs built with
dual stick controls instead of control wheels. Restored by Densel Williams (in the right
seat in this shot>, with help from his buddies in EAA Chapter 304, it's being flown for
our camera ship by Brian Van Wagnen, of Jackson, Michigan.
By Pat Quinn
C
olumbia, California provided
the mountain setting for the
twenty-fifth annual Continen-
tal Luscombe Association fly-in. Set at
the base of the High Sierras, the air-
port in a lovely valley of rolling hills
in the old gold rush area of Califor-
nia. The elevation places it at a pOint
where the oak trees meet the pine
trees with many green, grassy mead-
ows all around. What a super setting
for any fly-in! Columbia itself is a re-
stored town of the gold rush era. It's
very well done and well worth seeing.
This airport features an ample
paved runway and a shorter grass
cross runway. Unfortunately, with so
many Luscombe airplanes expected
and needing room to park, it forced
the closure of the grass runway, one
of the few in the area. Adjoining the
grass runway is a large tree-covered
campground intended especially for
flying visitors. It is complete with
showers and a large clubhouse for ac-
tivities. Within walking distance
there are several motels, some in the
tall pines. Most of the unofficial count
of 7S Luscombes and 20 other aircraft
participants seems to prefer camping.
The Friday activities included a fly-
out to Pine Mountain Lake for a great
afternoon party at the fabulous
hangar home of Kent and Sandy
Blankenburg and their collection of
very fine aircraft. This includes a
Lockheed 12, Spartan Executive and
Luscombe Phantom, all in pristine
condition. Their home is just
breathtaking and they are most gra-
cious hosts.
The other highlights of this fly-in,
as it is with most fly-ins, were the
contests and the awards party on Sat-
urday night. The contests included
aircraft judging, flour bombing, a
spot landing contest and a timed
clock race.
VINTAGE AIRPLANE 25
"Lucy," formerly owned by the author,
attended the Continental Luscombe fly-in
with her current owner, J. C. Wilkens of
Bushton, Kansas.
I had borrowed a 75 hp Luscombe
8A from Ken Gottschall and Ray
Findly at Santa Paula Airport to fly to
Columbia and I entered all three fly-
ing events, something I had wanted
to do for the past three years. The
preparations included a carburetor
overhaul, oil change and cleaning the
sparkplugs. Unfortunately, these had
made me too late for the party at Pine
Mountain Lake but I arrived just in
time to get registered on Friday
evening.
The contests were held Saturday
morning. The pilot briefing was at 8
A.M. The field contests started about
nine. So many airplanes were in the
spot landing and flour bomb events
that it took over two hours to com-
plete. The clock race was held
concurrently, with the racers doing
the flour bombing and spot landings
before starting the race.
I had won two out of three spot
landing contests with this Luscombe
at the monthly event at Santa Paula
airport, so I was fairly confident that I
could place in this event if I properly
flew using my patented I/scoot and
stick" method.
I was next to last to start in the 14-
plane field for the clock race. Behind
me was Carol Winell (EAA 248435)
from Orange, California, an experi-
enced Luscombe racer with a fast 65
horsepower Luscombe 8A, relatively
Luscombe owners enjoy painting their air-
planes with wild color schemes. This air-
plane is registered to Stan Finberg of EI
Dorado Hills, California.
26 OCTOBER 2000
speaking. The race for the low power
Luscombes was going to be between
Carol and me. Carol is probably close
to 100 pounds and with me weighing
in on the far side of 225 pounds, I
knew I had to fly my best if I was to
have any chance to beat her.
The 115 mile course was Columbia
(2,118 feel MSL), Oakdale (234 feet
MSL), Mariposa (2,250 MSL) and the
finish at Pine Mountain Lake (2,930
MSL). Looking at the Sectional chart I
realized we would need to be over
4,080 feet to clear a mountain just be-
fore the finish line. Since there was
one leg downhill and two legs uphill,
I decided that my only chance was to
start a very gradual climb from Co-
(above) Pat Quinn and the 1947 Luscombe
8A he borrowed from Ken Gottschall and
Ray Findly at Santa Paula Airport.
(below) Carol Winell and her racing
Luscombe. Look closely, and you can see
the wheel fairings tucked up tight behind
each tire.
lumbia that would get me to the re-
quired altitude before we crossed the
finish line. I hoped Carol would go
low and then have to climb as we
crossed Oakdale, down on the valley
floor with the temperatures hovering
in the 95 to 100 degree range.
Sure enough, she did just that, and
I was only slightly behind her but
well above her as we crossed Oakdale
airport. As we turned hard left for
Mariposa, I got a really good turn in-
side of Carol's Luscombe and I shot
out in front of her. I thought with my
superior height and my distance ad-
vantage, she would find it difficult to
catch me. BOY, was I wrong! Slowly
she was gaining on me until she
edged right on by and literally left me
in her wake. I was very discouraged
and thought,"What's the use in con-
tinuing?" But I pressed on, since a
contest is not over until it is over, to
paraphrase Yogi Berra.
spot landing contest with a distance
from the line that was too close to
call. What a huge ego boost.
On a form given to all participants,
there was a place to vote for a hard
luck story. Our duel and Carol's un-
fortunate event that left her without
a sure win but with a broken airplane
at another airport got her the hard
luck award.
Allen Anderson of Santa Rosa, Cali-
fornia with a Lycoming 0-320
pumping well over the rated 150
horsepower. His speed was over 121
mph. The 90 horsepower class win-
ner was also a highly modified
Luscombe belonging to a colorful
character named "Luscombe Pete"
from nearby Madera. His speed was
over 115 mph. My speed average was
(left) .Jack Norris' Luscombe 8E has been his since he bought it while in college, fifty years ago. He even flew it on his honeymoon trip.
(right) Barry Brocato's Luscombe 8A took home the People's Choice award. He's from Lemoore, California.
Carol then suddenly turned right
and away from the mountains in a
descending turn. I knew she had
problems but I had no idea what it
was. I did hear her call to Mariposa
that she had lost a magneto and was
landing with a rough running en-
gine. I knew she made it okay, so I
proceeded to the finish line at Pine
Mountain Lake and then returned to
Columbia. I found Carol's partner,
who flew to Mariposa in his Co-
manche to retrieve a very discouraged
young lady and the broken magneto.
At the awards party that night, I
was announced as the winner in the
Then they announced the win-
ner of the 65 to 75 horsepower class
and again they called my N-num-
ber. I really felt that Carol had
beaten me, so I asked that the tro-
phy be presented to her. The
audience cheered wildly. It was a
popular decision and she deserved
it for her smart, excellent flying.
The winner of the modified divi-
sion was Doug Combs from Arizona
in a clipped wing Luscombe powered
by a ferocious looking turbine en-
gine. It was clocked at over 129 mph!
The second place plane was a highly
modified Luscombe belonging to
over 95 mph, faster than even the 85
horsepower Luscombe.
One of the attendees was Jack
Norris, who flies out of the Camar-
illo airport. He has owned and
flown his Luscombe 8£ for fifty
years. He bought it while in college
for $1,250. Jack figures that it has
only cost him $25 a year for his
Luscombe. Not bad if you figure it
that way!
The Continental Luscombe fly-in
was a huge success and I thank all
of those who worked so hard so
that we could have so much fun. I
can hardly wait until next year! .....
VINTAGE AIRPLANE 27
NEW MEMBERS 
Ian John Silvester .. ..... ... .............................. . 
......... .. ............. Narre Warren VIC,  Australia 
John Tabone ........... Sydney NSW,  Australia 
Maximo Pimenta Costa Aurelio ................. . 
.... .. ........ ... .. .... Belo  Horizonte,  MG  3,  Brazil 
Alan  Cornyn .. .. Pincher Creek,  AB,  Canada 
Barry William .................... .. ....... ............ .. ... . 
Harsent ..... .. .... ... ... ....... Vernon,  BC,  Canada 
Frank].  DuBray ...... Port Perry,  ON,  Canada 
Alejandro Gutierrez .... ............................. .... . 
................................ Queretaro, QR,  Mexico 
Francisco  kaza .. ..... .... .... San Angel,  Mexico 
EddieJ.  McLean ... .... .... .. ..... ......... .... ... ....... .. . 
.......................... .. .Whitianga,  New Zealand 
Gerald  Grocott .............. Zurich,  Switzerland 
Dana  Woods ........ ........ Mountain View,  AR 
Thomas Grifford  ................. Cave Creek,  AZ 
Jan VanBurken ............. .............. Tucson,  AZ 
Jill  Archibald .. .... .. ... ........... ...... Ferndale,  CA 
Anthony M.  Capozzi ..... Grand Terrace,  CA 
Walter Dean Cason .................. Angwin,  CA 
Richard  Fahning ...... ...... ........ Foresthill,  CA 
Ben  Hall. ........................... Palm Springs,  CA 
Rick  Harrison ..... .................. Mira  Loma,  CA 
Rick  Holmes ............................ Riverside,  CA 
Martin Madden ........................... Somis,  CA 
Dave  Maltone .......... ...... .. Grover Beach,  CA 
Sean  M.  Marshall ...... ... ......... .. Riverside,  CA 
J.  D.  Mendonca .................. Santa Maria,  CA 
Robert  W.  Milligan ............... .Temecula,  CA 
Michael].  Moran .... ............ Healdsburg,  CA 
Gerald  K.  Morgan ............ Ben  Lomond,  CA 
Thomas E.  Schoder ................. Modesto,  CA 
Paul  E.  Sherman .......... ........... Riverside,  CA 
William  R. Stein ..... ..... .. ............... Aptos,  CA 
James  H.  Westfall ..... ... ............. Coloma, CA 
Brian  Baldwin ........... .... ... .......... . Parker,  CO 
Douglas H.  Kingsley ................... Parker,  CO 
Tom  Lytle  ............................ Longmont, CO 
Ted Waltman ........ .... ........... Lakewood,  CO 
Emery Weber .......... .................. Denver, CO 
Gary S.  Bonomo..... .... ..... .  New Fairfield,  CT 
28 OCTOBER 2000
Robert T.  Hartman ...... ...... ... Englewood,  FL 
Ed  Kosanke .................................. Naples,  FL 
Frederick McNulty ........ Deerfield  Beach,  FL 
Melvyn]. Ott .................. Satellite  Beach,  FL 
Stephen M. Weiss .. .. .. North  Bay  Village,  FL 
Donna  Forbes ... ......... .. .. ..... ..... Marietta,  GA 
Lance  Koberg ........................... Marietta,  GA 
Jeffrey K. Perry ...................... Cumming, GA 
Peter Wheble ................. Peechtree City,  GA 
Thomas Bergman ..................... Evanston,  IL 
Gordon  G.  Danforth ..................... Peoria,  IL 
James c.  Fassino ......................... Canton,  IL 
Carl G.  Gorra  ........... ............ Warrenville,  IL 
William  L. Kukla .................. Lake Zurich,  IL 
Donald W.  Mack .................. New Lenox,  IL 
James c. Mette .................... Streamwood,  IL 
Dan Nelson ..................................... Ladd,  IL 
Raymond Schwarz ........ ........... Glenview,  IL 
A.]. Wiss .......................................... Pana,  IL 
Chris & Jenn Zahn ............. Edwardsville,  IL 
Jeffrey  R. McWhorter ............ Valparaiso,  IN 
Jim G.  Moschenross .......... .lndinapollis,  IN 
Mark A. Paszkiewicz ..........  Jeffersonville,  IN 
Leonard Cole ................. .lndependence, KS 
William E.  Johnson ................. Florence,  KY 
George  Kalbfleisch ...... .. .... ....... Florance,  KY 
Bobby W.  Thomas ...................... .lsland, KY 
Michael W.  Davis ...... ........ ........... Oscar,  LA 
Matthew Totten ................... Covington,  LA 
Chas Leatherman .......... .......... Bel  Aire,  MD 
John  Danforth, Jr.  ..................... Warren,  MI 
Dennis Hughes ........................ Belmont,  MI 
John Orlo Maxfield ............... Northville,  MI 
James  L. Mynning..................... Chelsea,  MI 
Scott M.  Sedam .............................. Novi,  MI 
Joseph  P.  Monno .. ...... ........... Hastings,  MN 
Michael  Morris ......................... St.  Paul,  MN 
Gerald  F.  Sadowski .................... Fridley,  MN 
Albert Stix ........ ........ .. ...... ....... St.  Louis,  MO 
Craig A.  Neuhardt.. ................ Salisbury,  NC 
Stuart B.  Harner ...................... Mandan, NO 
P.  Byrnes .. .. ............ ... ...... .... Pennsauken,  NJ 
John O.  Donato.................. ... Mendham,  NJ 
Edward  Price ........................ Ocean City,  NJ 
Jerry Sorin  ........................... Morristown,  NJ 
Walter M.  Chandler .......... Clifton Park,  NY 
Thomas F.  Schmitz .................... Oneida,  NY 
Douglas R.  Cutlip ........ North  Royalton,  OH 
Bernard L. DeLong ................... Dayton, OH 
David  Duntz ...................... Beavercreek,  OH 
Virgil  L. Johnson ................ Wellington,  OH 
David  B.  Webb ................. Wapakoneta,  OH 
Guy Guernsey ........................ Coos Bay, OR 
William G.  Baltrusaitis ..... West Chester,  PA 
Robert Goughnour ........... Belle  Vernon,  PA 
Jim Swalley ....................................... Erie,  PA 
Donald C.  Mestier ...................... Gilbert,  SC 
Noel  P.  Atherton .. ......... Fairfield Glade, TN 
Donald D.  Freeman .......... Estill  Springs, TN 
George  L. Ivey ...................... Cookeville, TN 
Edward  E.  Allen ...................... Mesquite, TX 
Robert AlIen .......................... Carrollton, TX 
Dean Carter ............................. Houston, TX 
Bill  DuCharme...................... McKinney, TX 
R.  John Gieske  .................. .......... Austin, TX 
H. Ivan  Haecker ............... Canyon Lake,  TX 
Larry E.  Hale .......................... Granbury, TX 
Stan  Krovontka ..................... Galveston, TX 
Charles MCNulty .. ................. Cleburne, TX 
Mark D.  Mostrip ............... San Antonio, TX 
Richard  Ramsey .......................... .  lrving, TX 
Gary Rosa .. .................. Fair Oaks  Ranch, TX 
Jody  R.  Thrasher. ..................... Gariand, TX 
Gregory Vince ............ .. ................ Dallas, TX 
Tom Wood ........... .. .................... Ogden,  UT 
Timothy Jurik ........................ Hampton, VA 
Margery Natalie ...................... Herndon,  VA 
].  D.  Skipper ........ ........ .............. Bedford,  VA 
Brian Strattner .......................... Norfolk,  VA 
Richard  Wallis ................ . Williamsburg,  VA 
Linda M.  Morrison .............. ... Bellevue, WA 
Chris Chomo .......................... Oshkosh, WI 
Brad  R.  Schultz ............................ Sparta,  WI 
Leon Siverling ................. ....... Brooklyn,  WI 
-S&L from page 1
Just before the first day of Air-
Venture there was a shiny DC-3
that arrived, sporting the Delta Air-
lines livery. Then, just behind,
arrived a Travelair 6000 also sport-
ing the Delta name. If you ever
wanted to see a new DC-3 , you
have to see this one!
Previously I had been told by
Ed and Connie Bowlin that it was
nice, but seeing is believing. Both
these aircraft belong to Delta Air-
lines. Delta allowed some 78,000
hours of labor to be lovingly ap-
plied to the DC-3 by employees
and volunteers.
Isn't it neat to see a company
and its employees be that proud of
their history, and make it a priority
to share their heritage? For this ex-
traordinary corporate effort, Delta
walked way with the prestigious
Judge' s Choice Award. This special
award is not presented every year,
but is a way in which restorations
which are completed under special
circumstances can be recognized as
extraordinary projects.
By the way, many of the Delta
personnel who came with the DC-3
were first -time attendees. They told
me how impressed they were with
the people and the operation of the
Vintage Aircraft area. We look for-
ward to having them return with
their beautiful aircraft.
Attendance was up in the Con-
temporary judging classification,
with at least 54 airplanes on the
flightline that fit in the new ex-
panded section of the category,
those airplanes built between 1961
through 1965. (The entire category
encompasses those aircraft built
from 1956 through 1960.) We're
looking forward to more show-
quality Contemporary restorations
appearing at fly-ins across the coun-
try and during EAA AirVenture.
While you' re enjoying the crisp
fall flying weather, ask a friend to
join the Vintage Aircraft Associa-
tion. Remember, we are better
together. Join us and have it all! ......
Lansing, Michigan
Builders' Conference
October 21, 2000
•  Overview of Aircraft Building & FAA  Regulations 
•  Composite Construction 
•  Fabric Covering 
•  Sheet Metal Construction 
•  Welding 
EAA MEMBERS  $89 NON· MEMBERS  $99
Owner Maintenance
October 22, 2000
A one day hands-on, course dealing with the 28 mai ntenance 
items a pilot/owner can  perform on their airplane  legally, will  be  held 
October 22. Save  money!  Know your plane! 
EAA MEMBERS  $129 NON·MEMBERS  $149
The Leader In Recreational AviatUm
Lakeland, Florida
Builders' Conference
November 4, 2000
•  Overview of Aircraft Building & FAA  Regulat ions 
•  Composite Construction 
•  Fabric Covering 
•  Sheet Metal Construction 
•  Welding 
EAA MEMBERS  $89 NON·MEMBERS  $99
Owner Maintenance
November 5, 2000
A one day hands-on, course dealing with t he  28 maintenance 
items a pilot/owner can  perform  on their airplane  legally,  will  be  held 
November 5.  Save  money!  Know your plane! 
EAA  MEMBERS  $129 NON·MEMBERS  $149
800·967·5746
WORKSHOPS
www.sportair.com
~
Call  or log-on for our complete workshop calendar 
"Under EAA's  leadership 
these workshops are 
·
•
, 
~ :
, better than ever," 
Ron  Alexander-
a
Airc raft Coa t i ngs
workshop developer. 
"Proud Sponsors  of EAA  SportAir Workshops" 
VINTAGE  AIRPLANE 
Fly-In Calendar
The following list ofcoming events is furnished to our readers as a matter of
information only and does not constitute approval, sponsorship, involvement,
control or direction ofany event (fly-in, seminars, fly market, etc.) listed.
Please send the information to EAA, All: Vintage Airplane, P.D. Box 3086,
Oshkosh, WI 54903-3086. Information should be received f our months prior
to the event date.
EAA Regional Fly-Ins shown in  bold. 
OCTOBER 12-15 - MESA, AZ-Copperstate Regional EAA Fly-In. Williams Gate-
way Airport. Info: 520/400-8887 or www. copperslale. org
OCTOBER 12-IS-WICHITA, KS- Travel Air 75th Anniversary Homecoming Cele-
bration. Raytheon Aircraft, Beech Field. For scheduled events and registration
materials send SASE to Travel Air Restorer's Assn., 4925  Wilma Way, San Jose,
CA 95124 or Mike Sloan ofRaytheon Aircraft, PO Box 85, Wichita, KS 67201.
OCTOBER 14-ADA, OK-4th annual Plane Fun Fly-In and Youth Expo sponsored by
EAA Chapter 1005 at Ada Muni. Airport (KADH). Free T-shirtfor first 50 pilots.
Info: Terry Hall, 580/436-8190.
OCTOBER I4 - RIDGEWAY, VA - Pace Field (N36.35.05, W79. 52.48.) Old Fash-
ioned Grass Field Fly-In Pig-Picking. EAA Chapt er 970. Info: Tommy Pace,
5401956-2159.
OCTOBER I4 - NORTH HAMPTON, NH- Hampton Airfield. 10th annllal VAA
Chapter 15 Pumpkin Patch Pancake Breakfastfiy-in. 8 a.m.- 12 p.m. Rain
date: 10115. Info: 6031539-7168 or the Airfield: 6031964-6749.
OCTOBER 2I-DAYTON, OH-AntiquelC/assic Chili Fly-In at Moraine Airpark (/73).
Call Darrell Montgomery at 93 71866-2489.
OCTOBER 20-21 - ABILENE, TX-EAA SOlllhwest RegiO/tal Fly-ln. Tlt e Big CO/tn-
try Fly-III. Info:8001727-7704 or www.swrji.org
JA NUARY 1,2001 - NAPPANEE, IN- 10th annual New Year 's Day Hang Over fiy-
in, sponsored by EAA Chapt er 938.  II a.m.-2 p.m. Info: "Fast Eddie, "
2191546-2795 or the chapter website: MVlv.bnin.netl--jlyboy
VINTAGE TRADER 
Something to buy, sell or trade?
MISCELLANEOUS 
An ;ne'Cpensive ad in (he Vintage Trader may bejusl the answer to obtaining Ihat elusive part . .55¢ per
lVord, $8.00 minimum charge. Se,ul your od alld payment to: Vintage Trader, EM Aviatioll 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 recei ved by the 20th ofthe month /or insertion in the issue the second month
following (e.g., October 20th for the December issue.)
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 
www.ramengine.com  VINTAGE  ENGI NE  MACHINE WORKS,  N.  604  FREYA  ST.,  SPOKANE, 
WA 99202. 
AIRCRAFT LINEN  -Imported.  Fabric  tapes.  For an  18"  by  18"  sample,  send  $10.00. Contact 
for  price  list.  WW  I Aviation  Originals,  Ltd.,  18  Joumey' s  End,  Mendon, VT 05701  USA  Tel: 
8021786-0705, fax:  802/786-2129.  E-mail: [email protected] 
1940's  aircraft  oil  temperature  gauges  - 8'  capillary,  new-old  stock,  $125  •  Wind  generators 
complete with aluminum propeller, new-old stock, $300 ·  1920' s and  1930's ACCA aircraft year-
books, $125  each  ·  Brass  2"  Pioneer Venturi , $145  •  Buy/ SeIVTrade vi ntage  aircraft  instruments 
and parts ·  Old Jon Aldrich, PhlFax 2091962-6121 , E-Mail [email protected] 
Vinlage  Federal  skis,  #SC-3,  Mfg.  1942-1943  with  cables  and  fittings  for  ' 48  C-170.  Pictures 
available.  Possible New England delivery.  $750.  Larry Stagna, 207/563-1196.
30  OCTOBER  2000 
WAYTG
 


TN' GNLY


Of course, if you plan to it,
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J;mBrown
Kinnelon,  NJ 
1942,  first  airplane ride 
1952,  Naval Flight 
school at Pensacola 
1954,  commissioned as 
second lieutenant USMC 
1957,  joined Pan  Am 
1961  to  1992,  US Air 
- -. 
Jim  Brown and his  niece,  Chris  Travers, prepare for fake-off in  his  Meyers OTW.
AUAis
 
approved.
To become a 
member of the
Vintage Aircraft
Association call
800·843·3612
"I got the  Meyers OTW in  the  fall  of 
'94.  I decided  on  AUA as  my  insurer 
and  am  I glad  I did!  In  late  '97 a 
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with  flying  colors.  I expected  a  rate 
increase  on  my  premium  the  next year. 
To  my  surprise  and  relief it was actually 
lower.  Needless to  say,  I am  impressed 
and  highly recommend  AUA" 
- Jim  Brown 
The  best  is  affordable. 
Give AUA a  call  - it's  FREE! 
800-727-3823
Fly with  the  pros ... fly with  AUA Inc.
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Vintage Aircraft Assoc.
Insurance Program
Lower liability and  hull  premiums 
Medical payments  included 
Fleet discounts for multiple aircraft 
carrying  all  risk  coverages 
No hand-propping  exclusion 
No age penalty 
No component parts endorsements 
Discounts for claim-free  renewals 
carrying  all  risk  coverages 
Remember, 
We're Better Together' 
AVIATION UNLIMITED AGENCY 
VINTAGE 
AIRCRAFT 
Services Directory_
Enjoy the many benefits ofBAA and the
ASSOCIATION 
OFFICERS 
Presldent  Vice-President 
Espie 'Butch' Joyce  George Doubner 
P.O. 80x 35584  2448 Lough Lane 
Greensboro. NC 27425  Hartford, WI 53027 
336/393.0344  262/673-5885 
a-moil: [email protected] 
e-moil: [email protected] 
Treasurer
Secretory 
Charles W.  Harris
Steve Nesse 
72 I 5 East 46th St . 
2009 Highland Ave. 
Tulsa,  OK  74145
Albert Lea. MN st007 
918/622-8400
507/373-1674 
[email protected] 
DIRECTORS 
Robert C. ' Bob'  Brauer  Steve Krag 
9345 S.  Hoyne  1002 Heather Ln. 
Chicago. IL 60620 Hartford. WI  53027 
773/779-2105  262/ 966-7627 
e-mail: [email protected]  a-mail: [email protected] 
John Berendt  Robert D. ' Bob'  Lumley 
7645 Echo Point Rd.  1265 South  I 24th St. 
Cannon    MN 55009 Brookfield. WI 53005
507/ 263-2414  414/ 782-2533 
e-mail: 
John S.  Copeland  [email protected] 
I A Deacon Street 
Northborough, MA 01532  Gene Morris 
508/393-4775  5936 Steve Court 
e-mail:  Roanoke. IX 76262 
copek:>nd [email protected]  817/491-9110 
e-mail:  [email protected] 
Phil  Coulson 
284 I 5 Springbrook Dr.  Dean Richardson 
Lawton. M149065  1429 Kings Lynn Rd 
616/624-6490  Stoughton. WI  53589 
608/877-8485 
RagerGomall  [email protected] 
321 -1/2 S.  BroadWay #3 
Rochester. MN 55904  Geoff Robison 
507/ 288-2810 
1521  E.  MacGregor Dr. 
[email protected] 
New Hoven. IN 46774 
219/493-4724 
Dale A. Gustafson 
e-mail: [email protected] 
7724 Shady Hill  Dr. 
Indianapolis. IN 46278 
S.H.  "Wes" SChmid 
317/293-4430  2359 Lefeber Avenue 
Wauwatosa. WI 53213 
Jeannie Hill  414/771-1545 
P.O.  80x  328  [email protected] 
Harvard. IL 60033 
815/943-7205 
[email protected] 
EAA and Division Membership Services
800-843-3612  """""'" FAX 920-426-6761 
(8:00AM-7:00  PM  Monday- Friday CST) 
• New/renew memberships: EAA,  Divisions 
(Vintage Ai rcraft Association, LAC, Warbirdsl. 
National Association of Flight Instructors 
(NAFI) 
• Address changes 
• Merchandise sales 
• Gift memberships 
Programs and Activities
EAA AirVenture Fax-On-Demand Directory 
. ... ...... ... . . ...... . ........ 732-885-6711 
Auto Fuel STCs  . ...... . . . ...... 920-426-4843 
Build/ restore information  ... . .. 920-426-4821 
Chapters:  locating/organi zing .. 920-426-4876 
Education .................... . 920-426-6815 
•  EAA Air Academy 
•  EAA Scholarships 
•  EAA Young Eagles Camps 
BAA Vintage Aircraft Association

EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086
Phone (920) 426-4800  Fax (920) 426-4873 
Web Site: http://www,eaa,org and http://www,airventure,org  E-Mail: vintage@eaa,org 
Flight Advisors informat ion ..... 920-426-6522 
Flight Inst ructor information  ... 920-426-6801 
Flying Start Program, , , , , , , , , , , 920-426-6847 
Library Services/ Research  . ..... 920-426-4848 
Medical Questions .... ......... 920-426-4821 
Techni cal Counselors  ..... , .... 920-426-4821 
Young Eagl es  . . . .. ...... .... ... 920-426-4831 
Benefits 
Aircraft Financing (Textron)  ..... 800-851-1367 
AVA ....... . . . .............. . . 800- 727 -3823 
AVEMCO  ..................... 800-638-8440 
Term Life and Accidental  .... . .. 800-241-6103 
Death Insurance  (Harvey Watt & Company) 
Editorial 
Submitting article/ photo; advertisi ng information 
920-426-4825, , , , , , , , , , , , , FAX 920-426-4828 
EAA Aviation Foundation 
Artifact Donations . . ...... .. ... 920-426-4877 
Financial Support .... , ..... . ..  800-236-1025 
MEMBERSHIP INFORMATION
available for $50  per year (SPORT AVIATION mag-
EAA 
azine  not  included).  (Add  $10  for  Foreign 
Inc. is $40 for one year,  including 12 issues of SPORT 
Membership in the  Experimental Aircraft Association, 
Postage,) 
AVIATION. Family membership is available for an addi-
tional $10 annually.  Junior Membership (under 19 
WARBIRDS 
Current EAA members may join the EAA Warbirds of 
years of age) is available at $23 annually. All  major 
America Division and  receive WARBIRDS  magazine 
Foreign Postage,) 
credit cards accepted for membership. (Add $16 for 
for an  additional $35 per year. 
EAA  Membership,  WARBIRDS  magazine and  one 
year  membership  in  the  Warbirds  Division
VINTAGE AIRCRAFT ASSOCIATION 
is avai lable for $45  per year (SPORT AVIATION 
Current  EAA  members may join the Vintage Aircraft 
magazine not included) . (Add $7 for Foreign
Associaton and  receive VINTAGE AIRPLANE maga-
Postage.)
zine for an additional $27  per year. 
EAA Membership, VINTAGE AIRPLANE mag-azine 
EAA EXPERIMENTER
and  one year membership in the EAA Vintage Ai r-
Current  EAA  members  may  receive  EAA
craft Association  is  available for $37  per year 
EXPERIMENTER  magazine for an  additional $20 
(SPORT AVIATION magazine not included). (Add 
per year.
$7 for Foreign Postage,) 
EAA  Membership and  EAA EXPERIMENTER  mag-
azine  i s  available  for  $30  per  year  (SPORT 
lAC  AVIATION magazine not inciuded).(Add $8 for For-
Current EAA  members may join the International  eign Postage.) 
Aerobatic Club, Inc.  Division and  receive SPORT 
AEROBATICS magazine for an  additional  $40  FOREIGN  MEMBERSHIPS 
per year.  Please submit your remittance with a check or 
EAA Membership, SPORT AEROBATICS magazine  draft drawn on  a United States bank payable in 
and one year membership in the lAC  Division  is  United  States  dollars.  Add  required  Foreign 
Postage amount for each  membership. 
DIRECTORS 
EMERITUS 
Gene Chose  E.E. ' Buck'  Hilbert 
2159 Carlton Rd.  P.O. 80x424 
Oshkosh, WI  54904 
Union, IL  60 180 
920/ 23 I -5002 
815/923-459 I 
e-mail: [email protected] 
ADVISORS 
David Bennett  Alan Shackleton 
11741  Wolf  Rd.  P.O.  Box 656
Gross Valley. CA 95949  Sugar Grove, IL 60554-Q656 
530/268- I585  630/466-4 I93 
[email protected]  103346. I 772@compuse!Ve.com 
Membership dues to EAA and its divisions are not tax deductible as charitable contributions, 
Copyright  ©2ooo by the  EM '-Intage AircraH  Association 
All  rights reserved. 
VINTAGE AIRPLANE  (ISSN  0091-6943) IPM  1482602  is  published  and  owned  exclusively  by  Ihe  EM '-Intage  AircraH  Associalion  of  Ihe  Experimental  Ai rcraH  Association  and  is  published  monthly  at  EM Aviation  Ceoler,  3000 
Poberezny Rd..  PO.  Box 3086.  Oshkosh. Wisconsin 54903-3086.  Periodicals Postage paid  at  Oshkosh,  Wisconsin  5490t  and at additional  mailing  offices.  POSTMASTER: Send address changes  to EM Anl ique/Classic  Division, Inc. , 
PO. Box 3086,  Oshkosh. WI  54903-3086.  FOREIGN  AND APO  ADDRESSES - Please allow alleast Iwo monlhs for  delivery  of VINTAGE  AIRPLANE  to  foreign  and  APO  addresses via  surlace  mail.  ADVERTISING  - '-Intage AircraH 
Association does not guarantee or endorse any product offered through  the  advertising. We  invite constructive criticism and welcome any report  of  inferior merchandise obtained through our advertising so  that corrective measures can 
be laken.EDITORIAL POLICY: Readers are encouraged  to  submit stories and photographs.  Policy o;>noos expressed in articles are solely those of the authors.  for accuracy in reporting rests entirely with !he contributor. No 
reoume<atkln  is made. Material shoold  be sent to:  Edrtor,  VINTAGE AIRPLANE, PO.  Box 3086. Oshkosh. WI  54903-3086.  Phone 9201426-4800. 
The  words  fAA, ULTRALIGHT,  FLY  WITH  THE  FIRST TEAM, SPORT AVIATION,  FOR  THE  LOVE  OF  FLYING  and  the  logos  of  fAA, fAA INTERNATIONAL CONVENTION,  fAA VINTAGE  AIRCRAFT  ASSOCIATION, INTERNA-
TIONAL  AEROBATIC  CLUB,  WARBIRDS  OF  AMERICA are  ® regislered  Iradema",s.  THE  fAA SKY  SHOPPE  and  logos  of  Ihe EM AVIATION  FOUNDATION, fAA ULTRALIGHT CONVENTION  and  fAA AirYenture  are  Irade-
marks of the above associations and  their use by any person other than  the above association  is  strictly prohibited. 
32  OCTOBER  2000