SEPTEMBER 2002

VOL. 30, No. 9

STRAIGHT & LEVELlButchJoyce

2

VAA NEWS/H.G. Frautschy

EAA VINTAGE AIRVENTURE AWARD WINNERS

MY FIRST AVIATION JOB

BEING A MECHANIC IN THE EARLY DAYS/JOhn M. Miller

LETIING GO
YOU'LL KNOW WHEN IT'S TIM ElNoel Allard

10

MEETING LINDBERGH
A CHILDHOOD DREAM COMES TRUE
/ Ev Cassagneres

13

ONE MEYERS IS NEVER ENOUGH

Budd Davisson
18

THE FIRST SCHEDULED AIRLINE

THE ST. PETERSBURG MUSEUM OF HISTORY'S
BENOIST 14B REPLIcA/H.G. Frautschy

22

NEW MEMEBERS

24

PASS IT TO BUCK/Buck Hilbert

26

MYSTERY PLANE

27

CALENDAR

30

CLASSIFIED ADS

WWW.VINTAGEAIRCRAFT.ORG

Publisher
EditorJr,Cllief
Executive mrector, Editor
VAA Administrative Assistant
Executive Editor
Contributing Editors
Graphic Designer
Photography Staff

TOM POBEREZNY

scon SPANGLER
HENRY G. FRAUTSCHY
THERESA BOOKS
MIKE DIFRISCO
JOHN UNDERWOOD
BUDD DAVISSON
OLIVIA L. PHILLIP
JIM KOEPNICK
LEEANN ABRAMS

Advertlsing/Editorial Assistant ISABELLE WISKE

FRONT COVER: Meyers Aircraft of Tecumseh, Michigan, hand built

each of the post-war Meyers 200 and Meyers 145. Each model is
highly prized by the fortunate owners who have one, or both, in
their stable. EAA photo by Jim Koepnick
BACK COVER: "Blanche Noyes and Louise Thaden Win the 1936 Ben
dix" is the tile of this winner of a Par Excellence ribbon during the
2002 EAA Sport Aviation Art Competition . Painted in oil by artist An
drew Whyte, Norwalk, Connecticut.

ST
BY ESPIE "BUTCH" JOYCE
PRESIDENT, VINTAGE ASSOCIATION

EAA AirVenture-What an event!

For all of you who attended, what
a great event EAA AirVenture 2002
was! The Vintage area of the conven
tion grounds will be remembered as
having the greatest number of qual
ity aircraft ever. We had a terrific
number of antiques in attendance,
including the one-of-a-kind Pasped
Skylark, powered by a 165-hp Warner
and owned by Bob Penny of Mis
souri. Tom Brown, one of the truly
great restorers, rebuilt the airplane,
and it won the Champion Bronze
Age award.
Moving around the Antique parking
area [ was happily thunderstruck to see
three G-model Staggerwings and one D
model converted to a G-model (a
"Younkin conversion") that is owned
by Larry Beck of Canby, Oregon. Larry
did much of the work on this aircraft
himself, and it is outstanding. It won
the Antique Champion-Customized
Aircraft, and [ will bet that you 'll be
seeing this yellow beauty at fly-ins
aroLind the country.
Our grand champions in all three
categories were excellent examples of
what dedicated people can accomplish.
Be sure to review the entire list of award
winners starting on page four.
Once again, the Red Barn was
the center of the activity during
the convention. One of the fea
tured spots in the Red Barn was
your Vintage merchandise sales area.
Magazine and websites are great, but
here you could view merchandise
firsthand, purchase the items you
wanted to wear, and then display
your Vintage logo with pride.
Recognizing that many of you fly
in with airplanes that have a limited
amount of baggage space, sometimes
it is tough to transport your new
goodies home in your airplane. I
hope that by EAA AirVenture 2003
we will be able to offer a convenient
shipping method for members. Be
cause [ am usually in Oshkosh for a
couple of weeks, [ drive a motor
home to the event each year. For the
return trip, I have a couple of the
storage lockers on that motor home

filled with items that friends have

purchased. I am glad to do this, but it
has made me aware that this is an
area that we can help.
The Red Barn is also a place where
YOLi ca n find information, leave mes
sages for friends, pick up your
participant plaque and fly-in mug, and
look at the weather on the DTN com
puter. The Red Barn is also a gathering
place for the gang during the air show.
[n front of the Red Barn this year
for everyone to view was Jim
Younkin's Mr. Mulligan, as was Jim
Moss' new Laird Super Solution
replica. What a great sight it was to
see both of the aircraft in the air fly
-ing together. Where else but at
Oshkosh during EAA AirVenture
could you relive the golden age of air
racing with a scene like that?

Where else but

at Oshkosh during

EAA AirVenture

could you relive

the golden age of

air racing ...

Eighteen years ago the Vintage

Aircraft Association started the Type
Club tent for the members. Each
year it's proven to be one of the
most popular locations in our area.
It 's always well a ttended, and start
ing this year, the type clubs were
invited to park an aircraft for display
to help promote th e ir type club. [t
too proved to be a neat program ,
with many clubs displaying one of
two of their favorite airplanes as a
way to invite folks to step inside the
tent and learn more about "keeping
them flying."
Some years ago we started invit
ing past Grand Champions to return
and be displayed in a special area.

This year we had 29 returning air

craft, which really adds to the
quality of aircraft on display. Seeing
these great airplanes adds to the en
joyment of the event for both the
general public and for all members.
This year the 50th anniversary fly
in celebration gave a palpable sense
of nostalgia for a great many mem
bers. Many members came to this
year's event precisely for that reason,
and it was said many times to me and
other directors and staff how enjoy
able the convention was this year. I
couldn't agree more.
I had a meeting with Tom back
in January concerning division busi
ness, and during that meeting Tom
expressed his interest in seeing the
divisions also take part in the an
niversary celebration. At the ribbon
cutting of the re-creation of the first
fly-in area, the Vintage Aircraft As
SOCiation, with Charlie Harris
performing the master of ceremonies
honors, presented an original Pat
Packard painting of the first fly-in to
Paul. Presented to him as a way of
thanking him for his vision and ef
forts to propel EAA to the huge
success that it has become, we felt it
appropriate to surprise Tom with his
own special painting for his leader
ship, effort, and vision, as he has
continued the growth and success of
EAA. I hope you didn't miss it-it re
ally was a special moment, and it was
wonderful to see so many faces that
have been present for many of the
past 50 conventions.
Let 's keep it going! You can do
your part and ask a friend to join up
with us and have a great time.
Let's all pull in the same direction
for the good of aviation.
Remember, we are better together.
Join us and have it all.
.....
VINTAGE AIRPLANE

VAA NE

COMPILED BY H.G. FRAUTSCHY

TYPE CLUBS MEET WITH FAA AT EAA AIRVENTURE

Various clubs representing a wide range of aircraft

types discussed several key issues during a meeting with
FAA officials at EAA AirVenture Oshkosh 2002. Topics
included expanding the use of designated engineering
representatives (DERs); expanding the number of modi
fications or additions to aircraft that will not require a
supplemental type certificate (STC); the Airworthiness
Concern Sheet (ACS) program; and the release of older
information and intellectual property laws as they per
tain to maintaining and restoring older aircraft.

will be issued during the second half of 2002. An up

date of the field approval guide for FAA inspectors is
in the works, and the guide should make it easier for
FAA inspectors to approve Form 337s.

Airworthiness Concern Sheet Program

Many type club members have participated in the
Airworthiness Concern Sheet (ACS) program, com
menting on maintenance issues that affect their
particular aircraft. About 60 percent of those mainte
nance issues become
airworthiness directives
(AD), with the other 40
percent becoming special
airworthiness information
bulletins (SAIB). In the
past, a much higher per
centage of maintenance
related issues would have
become ADs.

Release of Older
Information and
Intellectual
Property Laws

EAA Washington Office Director Doug Macnair

hosted the meeting at EAA's Mini Museum with FAA
Small Airplane Directorate Manager Mike Gallagher
and FAA Small Airplane Directorate Assistant Manager
Dorenda Baker. Also present were Mike Henry, assistant
manager of Flight Standards Service, General Aviation
and Commercial Directorate; and Scott Sedgwick, man
ager of the regulations and policy section of the FAA
Small Airplane Directorate in Kansas City, Missouri.
E.E. Buck Hilbert, director emeritus of the Vintage
Aircraft Association, and H.G. Frautschy, executive di
rector of the Vintage Aircraft Association, represented
EAA headquarters.
Gallagher briefed the attendees on two policy ini
tiatives: expanding the use and approval of DERs and
expanding the number of modifications or additions
to aircraft that can be approved using an FAA Form
337 without requiring an STC. Both policy changes
2

SEPTE MBER

2002

Many of the attendees

representing type clubs
expressed frustration in
obtaining field approvals
and the pertinent infor
mation,
including
factory draWings, needed to maintain and restore
their respective airplanes. A frank discussion of the
issues involving the release of older information
and the intellectual property laws that mayor may
not apply was also part of the dialogue with the
FAA officials and the type club members.
Starting in 2003, a program to identify type certifi
cate holders and enter them in an electronic database
will be initiated by the FAA, and an effort to identify
unknown holders will be started. The intent is to make
as much of the type certificate data available to users as
possible. Several hurdles regarding the release of the in
formation must still be dealt with, but identifying each
certificate holder is the first step in the process.
This is the fourth annual meeting between the type
clubs and FAA hosted by EAA and the Vintage Aircraft
Association, and all agreed that it continues to be a
valuable forum to highlight issues of mutual concern.

~fJ7G

AIHVENTURE
OSHKOSH

* 211112

EAA AIRVENTUR E
OSHKOSH 2002

flew more than 100 Young Eagles

during that time period! In addi
tion to being awarded with a
commemorative plaque of his
own, Lloyd's name was added to
the perpetual plaq ue kept at the
VAA Red Barn.

In this month's issue of Vin

tage Airplane we've included the

COPIES OF INDIVIDUAL
AIRCRAFT RECORDS

list of award winners from EAA

AirVenture 2002, and we'll have
full-color coverage of the hap
penings in the Vintage area in
the October issue.
During the annual business
meeting of the Vintage Aircraft
Association, President Espie
"Butch" Joyce, Secretary Steve
Nesse, and directors Jeannie Hill,
John Berendt, Robert Lumley,
Dean Richardson, Steven Krog,
and Geoff Robison were re
elected to two-year terms . In
addition, advisers David Clark
and Steve Binder were elected as
directors on the VAA board.

For many years, the records for

your aircraft were available on mi
crofiche for a very reasonable fee.
Now that data is available on a
more modern media-a CD-ROM.
The FAA Aircraft Registration
Branch maintains registration
records on individual aircraft and
also serves as a repository for air
worthiness documents received
from FAA field offices.
Aircraft registration records con
tain documents related to an
aircraft's registration history, such
as applications for aircraft registra
tion, evidence of ownership,
security agreements, mechanics
liens, lien releases, leases, and lease
terminations. The airworthiness
portion of the file contains items
such as applications for airworthi
ness, copies of airworthiness
certificates, major repair and alter
ation reports, and related items.
Copies of these records may be
ordered on paper or CD-ROM. One
aircraft record is included per CD,
and it can be viewed using Adobe
Acrobat Reader. The most current
version of Acrobat Reader will be
included on the CD.
The records for aircraft removed
from the U.S. Civil Aircraft Register
prior to 1984 are usually paper
files, and in most instances have
been sent to Federal Storage. These
records can be retrieved, and they
are available on paper only.
Copies of aircraft records are
available to the public subject to
the following fees:
CD-ROM: $5 per CD-ROM (one
aircraft record per CD). Plus, if re
quired, $3 to certify the record is
true and complete. This is gener
ally only required for court cases.

2002 ART MORGAN

VOLUNTEERS OF
THE YEAR

Volunteers really do make the

Vintage area tick, and each year we
recognize a few individuals for
their efforts. This year's honorees
are as follows:
Flight Line:

Tom Taylor,
Cherry Valley, Illinois
Behind-the-Scenes:

Sandy Perlman,
Oshkosh, Wisconsin
Meritorious Service:

Craig Baumgartner,
Auburn, Indiana
Clair Dahl,
Ellendale, Minnesota
TOP VAA YOUNG EAGLES
FLIGHT LEADER

Congratulations are also in or

der to VAA member Lloyd
Richards, of Timmins, Ontario,
Canada. Lloyd was the top Young
Eagles flight leader between July I,
2001, and June 30, 2002. Lloyd

VAA STICKERS

If you've renewed or joined

the VAA within the last few
months, you've received our new
VAA Mylar stickers. These new
decals are proving to be much
more durable and fade resistant
than the previous stickers, and as
an added bonus, they are printed
on both sides, so they can be ap
plied to either the inside of a
window or any outside surface.
Please let us know wha t you
think of the new decals!

PAPER: $2 search fee for each

aircraft record requested. Plus, 25
cents for a photocopy of the first
page of records on paper, and 5
cents for each successive paper
page. An average paper record
has 76 pages. Plus, as appropri
ate, $2 if the record must be
recalled from Federal Storage. $3
to certify the record is true and
complete, again generally only
required for court cases.
A billing letter will be sent with
the requested aircraft records.
Requests for copies of an air
craft's records may be sent to the
Aircraft Registration Branch by
letter (address below), online
(https://diy.dot.gov),.or by fax
(405-954-3548).
Requests from outside the
United States must be in writing
and accompanied by a check or
money order made payable to the
Federal Aviation Administration in
U.S. funds sufficient to cover the
projected fee.
For more information, call the
Aircraft Registration Branch at
405-954-3116.
Mailing Address: FAA, Aircraft
Registration Branch, AFS-750, PO
Box 25504, Oklahoma City, OK
73125.
continued on page 28
VINTAGE AIRPLANE

AWA

AIHVENTUHE
OSHKOSH

* ZIIIIZ

iZ)

Outstanding Open Cockpit Monoplane:

Carlene Mendieta, Pinole, CA
1936 Ryan Aeronautical , STA
(NC16039)
Outstanding Closed Cockpit Biplane:
Les Chasmere, McAlester, OK
1936 Waco ZQC-6 (N16203)

Outstanding Open Cockpit Biplane:

none awarded in 2002

WWII Era (1942-1945)

Outstanding Open Cockpit Biplane:

Jim Jones, Newton, IA

1942 Meyers OTW-145 (N34323)

Grand Champion:

Vernon Vick, Dublin, OH

1942 Boeing PT-17 Stearman

(N75SV)

Reserve Grand Champion:

Herbert Clark, Weirsdale, FL
1942 Boeing Stearman (N55511)
Champion Replica Aircraft:
Jim Moss, Graham, WA

Laird Super Solution (N22ML)

Champion World War II Military

Trainer/Liaison:
Jay Anding, Bryan, TX
1941 Boeing Stearman,
A75N1/N2S1(N341AA)
Champion Customized Aircraft:
Larry Beck, Canby, OR
1944 Beechcraft G17S Staggerwing
(N1944B)

Champion Bronze Age:

Robert Penny, Versailles, MO - 1935
Pasped Skylark W1 (NC14919)

Closed Cockpit Monoplane Runner Up:

Raymond Johnson, Buffalo, MN
1943 Boeing Stearman (N65691)

Bronze Age Runner Up:

David Stark, Weatherford, TX
1937 Stinson SR-9F (N18425)

Continuously Maintained Aircraft:

Bradley Larson, Excelsior, MN
1938 Ryan SCW-145 (NC18912)

Champion World War II Era (1943-1945):

Steve Craig, Lawrence, KS
1946 Beechcraft G-175 Staggerwing
(NC80321)

Judges' Choice:
Arngrimur Johannsson, Iceland
1943 Piper L-4/ J-3 (TF-CUP)

Outstanding Customized Aircraft:

James Hardie, Heber Springs, AR
1939 Taylorcraft BC-65 (N23892)
Customized Aircraft Runner Up:
Larry Boehme, Hillsboro, WI
1941 Waco UPF-7 (N180LN)
Silver Age (1928-1932)

Outstanding Open Cockpit Biplane:

John Coussens, Stanwood, WA

1929 Travel Air, Model 4000 (N9024)

Champion Golden Age: none awarded in 2002

Champion Silver Age:
Ronald Price, Sonoma, CA
1929 Fleet, Model 1 (NC8616)
4

SEPTEMBER 2002

Bronze Age (1933-1941)

Outstanding Closed- Cockpit Mono

plane: Max Davis, Waconia, MN - 1935

Stinson, SR-6 Reliant (NC15127)

Grand Champion:

Paul Gould, Sardinia, OH - llAC

Chief (C9526E)

Reserve Grand Champion:

Stephen Culler, Winston-Salem, NC
Tri-Pacer PA-22-150 (N2311P)

Best Navion:
Luis Olaguibel, Mexico City, Mexico
XB-BEM

Cessna 170/172/175:
Ed Wischmeyer, Redmond, WA
1959 Cessna 175 (N59175)

Best Classic I (0-80 HP):

Raymond Cook, Spring Grove, IL
Taylorcraft BC12D (NC43645)

Best Piper J-3:

Madonna McMahan, Wausau, WI
J-3 (NC88456)

Cessna 180/182/-210:
Mike Forney, Lambertville, NJ
1965 182-H (N940W)

Best Classic II (81-150 HP):

Mark Holliday, Lake Elmo, MN
Swift Temco GC-1B (N2353B)

Best Piper Other:

Eric Presten, Vineburg, CA
PA-16 (NC5875H)

Mooney:
Donald McGettigan, Mesa, AZ
1962 Mooney (N6242U)

Best Classic III (151-235 HP):

Edward Monoski, Kent, CT
108-2 (N9609K)

Best Stinson:
Steven Smith, Santa Rosa, CA
108-1 (NC97979)

Piper PA-18 Super Cub:

Jack Menier, Coon Rapids, MN
1959 PA-18 (N9796D)

Best Classic IV (236 HP & Up):

Charles Luigs, Bandera, TX
Cessna 195 (N4426C)

Best Swift:
Donald Woodhams, South Haven, MI
GC-1B (N3866K)

Piper PA-24 Comanche:

William and Susan Harryman, Marion, WI
1965 PA-24-260 (N8582P)

Best Taylorcraft:
Lee Bowden, Independence, IA
BC12-D (N39911)

Piper PA-28 Cherokee:

Donald Downin, Mesa, AZ
1965 PA-28 (N6874W)

none awarded in 2002

Best Limited Production:

Edward Sweeney Jr., Black Forest, CO
Aerocar (Nl02D)

Limited Production:
Robert Gutteridge, Santa Rosa, CA
1957 Champion (N7557B)

Customized Class B (81-150 HP):

Bob Reuther, Nashville, TN
Luscombe (NC144BR)

Preservation: Donald Claude, Poplar

Grove, IL - Taylorcraft BC-12D
(NC96440)

Best Continuously Maintained:

Jim Simmons, Nashville, TN
1962 Piper PA-24-250 (N8071P)

Best Customized Classic:

Marty Lochman, Newalla, OK
Cessna 140 (NC773SH)

Customized Class A (0-80 HP):

Customized Class C (151-235 HP):

Raymond Miller, Taylors, SC
Swift GC-1B (N80856)

Most Unique:
Jan Christie, Ft. Atkinson, WI - 1958
Percival (N747JC)

Customized Class D (236 HP & Up):

Rod Hill, Carefree, AZ - C-195A
(N9869A)
Best Customized Runner Up:
Frank Sperandeo, Fayetteville, AR
Pacer PA-22/20 (N3383A)
Best Aeronca Chief:
Patricia Early, Palmyra, PA
11AC (NC3729E)
Best Beechcraft:
Roland Schable, Janesville, WI
Beech E-35 (N3490B)
Best Cessna 170/180:
Rodney Erickson, Fairmount, ND
Cessna 170 (N2600V)
Best Cessna 190/195:
Mike Barron, Perry, MO
Cessna 195 (N3040B)
Best Ercoupe:
Robert Davis, Anacotes, WA
415-E (N94805)
Best Luscombe:
Garrett Nievin, Ashburn, VA
8A (N71102)

Grand Champion:

Paul Erickson, Novato, CA

1960 Cessna 310D (N6817T)

Custom Class I Single Engine

(0-160 HP):
Darion Swartz, Vernon, BC Canada
1961 PA-18 (CF-HCG)

Reserve Grand Champion:

Ronald Hyde, Kenedy, TX
1959 Beech E18S (N317MH)

Custom Class II Single Engine

(161-230 HP):
Gerald Turney, Oakland, CA
1963 Mooney M20C (N175KT)

Outstanding in Type
Beech Single Engine:
Nicholas Ziroli, Mt. Sinai, NY
1965 Beech S-35 (N6016F)
Cessna 150:
Michael Wotherspoon , Barrie,
ON Canada
1966 Cessna 150 CF-SZD

Custom Class III Single Engine

(231 HP & Higher):
Steven Oxman, Riva, MD
1959 Beech BE-35 (N12711)
Customized Single Engine:
Chuck Milton, Independence, OR
1957 Cessna 180A (N6180)
......
VINTAGE AIRPLANE

Being a mechanic in the early days

JOHN M. MILLER
In May 1927 I cut classes at engi
neering school to witness the takeoff by
Lindbergh for his famous flight across
the Atlantic . The next month I graduated
with a degree in mechanical engineering;
I was then at loose ends for a while. The
licensing and regulation system for avia
tion was just beginning that year. I'd had
some flying experience before, in 1923
24 , but now had no airplane, no new
pi lot certificate , no money, and I had not
been flying in the interim while in school.
Aircraft and pilots were being tested
under new Department of Commerce reg
ulations during 1927, with such licensing
to become mandatory in 1928. Many of
the World War I surplus airplanes in use
were in bad condition and were being re
jected and grounded by the new
inspectors. I decided that I could qualify
for one of the new mechanic's licenses
because of my experience working volun
tarily for a barnstorming pilot in 1923. I
had worked on his IN-4 "Jenny, " which
he later gave to me in bad condition. But
I reconditioned and flew it in 1923-24,
before starting in engineering school.
Therefore, I wrote to Washington and
asked for an application blank for a me
chanic 's license, not knowing that an
inspector had been assigned for the new
licensing at Roosevelt Field on Long Is
land. Then a telephone call came to me
from that office , informing me that an in
spector would drive to the little grass
field at Poughkeepsie to give me the nec
essary exams.
It was explained to me that the newly
licensed war surplus airplanes had to be
serviced by licensed mechanics that
were in very short supply. For that rea6

SEPTEMB ER 20 02

son it was necessary to license mechan

ics as soon as possible, but they were
having difficulty finding men who could
pass the examinations. The ex-military
mechan ics by that time had secure jobs
in other occupations , plus families, so
they weren 't interested.
Since there was no hangar or office
on the field , the inspector gave me the
exams in his government car. They took
much of the day. He would read a topic
from a manual, and then ask me to write
how I would solve the problem or do the
work. The morning was spent writing my
answers, a paragraph at a time , or ver
bally answering on the subject of
airplanes. The types in common use at
the time were the war surplus Curtiss IN
4 and the Standard J-1, very similar
World War I training airplanes.
The questions were about repairing
the woodwork and the metal fittings,
making up and splicing control and struc
tural cables , rigging and inspecting all
structures , controls, shock absorbers ,
etc., and how to recover wings and con
trol surfaces with fabric by proper rib
stitching, taping, doping, etc. I had done
all of that and had studied the subjects
from books thoroughly. The afternoon
was spent on the subject of engines and
propellers. The engines in use in civil avi
ation were mainly the old Curtiss OX-5
types, the Hispano-Suiza, and the Lib
erty. I had studied the engine manual of
each engine and passed the test easily
but had actually worked on only the OX-5.
The inspector was rather impressed ,
gave me a full score , and issued the cer
tificate for my A&P license #2906, which
I have used ever since. In fact, I operated

an aircraft shop before World War II.

A short time later, the famous Gates
Flying Circus came to town to hop pas
sengers on that same little field, known
then as Poughkeepsie Airport, now long
gone . They were flying five airplanes
four Standards and one larger plane,
the World War I Curtis R-4, which had a
big noisy and powerful engine, the 400
hp Liberty. I introduced myself to the
pilot of that airplane, telling him that I
was a licensed A&P mechanic. He was
very surprised to find a licensed me
chanic in an area where there was only
one old, still unlicensed surplus Jenny.
At the end of the very busy day of flying
on Sunday, he to ld me that there were
two severely blowing exhaust valves on
the engine and asked me whether I
could repair them.
Of course I said I could do so, al
though I had never before been within
shouting distance of a big Liberty engine,
but I had studied the manual carefully.
When I confirmed that I could have it
ready by the next Saturday, he hired me
to do it. I worked hard at it during the
week, removing the overhead camshaft
and hand grinding the two valves, which
fortunately were on the same side.
When he returned the next Saturday,
he was so pleased that he offered me
a job on the Circus to act as crew ch ief
on that airplane. He was in a hurry to
fly to Pittsfield, Massachusetts, where
the Circus was to operate that week
end. Leaving my motorcycle there on
the field, I got into the airplane, without
even a toothbrush, and rode up to
Pittsfield. There was an enthusiastic
crowd, and they became even more so
when they heard that big engine roar to
take off and make steep climbing turns
with four passengers aboard. The Cir
cus was very busy until dark when we
finally went to the hotel. I called my
parents to tell them where and what I
was doing and to please have my
brother get my motorcycle .
The next day, Sunday, the business
was so brisk that it was the biggest rev
enue day and weekend in the history of
the Circus, obviously due to the great
publicity of the Lindbergh flight the preVi
ous May. The pilots were all making rapid
and spectacular short hops with ful l

loads of four passengers at $2.50 each,

one right behind the other in a tight circle
around the field. Toward the end of the
evening I was watching the R-4 make its
unusually steep climbing turn when sud
denly the engine quit! Smoke, oil, and
small fragments of something trailed be
hind the curved path of the plane.
The pilot, Ive McKinney, who was a re
ally skillful and colorful pilot, easily
landed back on the field and rolled to a
stop right on the line in front of the
crowd , as if it were a normal flight. Of
course I was alarmed about some mis
take I might have made in my work on
the engine, but it turned out that a piston
rod had failed and wrecked the engine.
Ive then said that I would stay in Pitts
field with a helper to change the engine,
with a replacement to be shipped up
from Lodi , New Jersey, near Teterboro Air
port. The job was done successfully by
the time Ive returned the next Friday. We
were then to fly west to Troy, New York ,
for the weekend circus operation at an
airstrip owned by the Ford Motor Com
pany at Green Island. This flight turned
out to be a rather scary one, and that is
one reason I am telling this story.
Since Troy, New York , was some 25
nautical miles northwest of Pittsfield,
with hills in between, a low ceiling of no
more than 800 feet at Pittsfield, and no
weather reports available for Albany or
Troy in those days, there was an obvi
ous problem. But that did not bother Ive
McKinney. With only an ordinary road
map (there were no sectional charts in
1927), he took off and headed north
west. We could see that the overcast
was not too thick, since we could see a
few thin spots in it. It was probably not
more than 2,000 feet thick. We could
see that the cloud cover ahead ob
scured the higher ground.
No instrument flying was being done
at that time, for Howard Stark had
started it only the year before. And only
some of the air mail pilots were learning
to fly by the lone turn indicators in the
mail planes , using Starks mail-order
pamphlets to instruct themselves. They
were able to zoom up through the stratus
layers over the Allegheny Mountains with
the turn indicators and were beginning to
develop the skill for continuous flying

through the murk. Ive knew absolutely

nothing about instrument flying but had
experience with zooming up through stra
tus layers , briefly, without any outside
vision. With me and my helper and Ive 's
girlfriend in the front cockpit, he opened
the engine wide. After getting full speed
with the biplane , perhaps 115 mph , right
under the base of the overcast , he
zoomed upward into the ce iling. Finally,
the airplane staggered and fell off on one
wing and dived back out of the bottom of
the clouds, with the ground right in front
of the nose of the airplane!

CArr E S

(lflNS
CIRCUS
....,,

Amerloa'. King 01 the Air

CLYDE E.

"Upside Down"

PlNGBORN

He recovered and repeated the same

procedure , with the same results. On the
third try, as the plane was just beginning
to run out of speed , we could see a spot
of the sun, setting to the west. With the
airplane staggering but watching the sun

to help in holding the right angle of climb

and one direction toward it, he was able
to stagger out of the clouds up on top. Of
course , during all of this hazardous per
formance I was just about scared to
death. I was enough of a pilot to know
the danger and the long record of many
accidents when pilots got into the clouds
during that era (and even today).
Well, finally out of the clouds and in
the clear, with the red sun just about to
set, it was beautiful up there-my first
time! But the clouds ranged far ahead.
How were we to know when we were over
Troy? Finally a hole in the clouds ap
peared , but down at the ground level the
sun had set and it was very dark down
there! That didn 't disturb Ive. The sun
was long gone. He made a beautiful hel i
cal descent with 45-degree banks , down
through that little hole, and we found our
selves flying in darkness. Fortunately the
lights of Albany and Troy were visible.
How he found that little airstrip at Troy
in that darkness, I don 't know. But as he
circled it, we could barely see the line of
four Standards tied down , and he made
a beautiful landing in the dark. He surely
didn 't have any night vision problem .
Th ere were no lights on eit her the air
plane or the airstrip. No one was there ,
for all the pilots had gone to the hotel.
We got a ride and joined them happily. Af
ter a dinner I went to bed , happy with the
wonderful scary memories.
The chief pilot of the Circus was
Clyde Pangborn, who later became a
very good friend of mine along with Ive
and the other pilots , Lee Mason , Joe
James , and Roy Ahearn. Pang later
made the f irst trans -Pacific nonstop
flight , from Japan to Washington State ,
in 1931, plus other notable flying. The
skilled parachute jumper/ wing-walker
was " Du ke" Krantz , call ed Diavalo on
the Circus posters. Al l are gone to the
foreve r now, and the Gates Flying Circus
is only a memory, ending shortly after
the "play " at Troy, when the Department
of Commerce inspector grounded all of
their old war surplus airpla nes. Afte r
Troy, I ended my short tenu re to go fly
i ng by myself. Ivan R. Gates' Fly ing
Circus is no more, but I t reasure the
privil ege and memory of having been a
...",.
small part of it.
V INTAGE AIRPLANE

This story is
not about

acquIrIng
some
wonderful new
thing but rather
about letting
something go.
In everyone of our lives there are
things that make you the person you
are. There is the wife, husband, chil
dren, grandchildren; there is the
home in the neighborhood, the cabin
on the lake; there is the great job at
the office; there is the big sedan you
drive to work and your stable of vehi
cles; there is the golf or fraternal club
membership; the boat or the airplane;
and your other toys and hobbies.
8

SEPTEMBER 2002

This is me, this is who I am.

Letting go of one part of yourself is
hard. Walking away from it makes
you feel less than you were. Some
how when we acquire stuff, it makes
us bigger; when we let go, we feel di
minished. But sometimes, you just
have to let go; life changes. That's the
situation I found myself in with my
airplane, my pride and joy, my Chief,
when I made the decision to sell it af
ter 31 years of ownership.
To me it never was an Aeronca
11AC, it was simply The Chief. We
were buddies. I took care of it, it
took care of me. I earned my private
in the cold of January 1967, in a
Cessna 150 at Flying Cloud from the
stern Walt Henning. I joined the
Cloud 7 Club and for a year I was
happy flying their 150 around,
shooting landings after dark, taking
my friends and family for a ride. It
was spendy though, for the hours I
flew. When four of the club mem
bers dropped a 182 into the trees up
north, they were lucky to get away
with their lives, but the club needed
another airplane and insurance did-

n't cover the entire cost. Each mem

ber, whether we flew the 182 or not,
was assessed $1,000, a whole lot of
money back then. My wife was
aghast. "You could own your own
plane for what you spend."
I looked at a Cessna 140 at Buf
falo and then met two on-strike
Northwest mechanics, Cliff Bakko
and Roger Poore. Their Chief was for
sale. It was reasonably priced and I
bought it in the fall of 1970. Cliff
and Roger nursed me around the
pattern for a few hours, then in
formed me I was on my own. My
new plane wasn't pretty then, but I
was a model airplane builder and
had worked on cars and visualized
what it would really look like re
stored to its original factory
condition. It was a mousy gray color,
had fabric patches all over, the
wingtips had been cut off and fiber
glass pods attached, and the tail had
a sailboat look to it with a fuselage
strake installed "for adding a 90-hp
engine in the future." But the plane
was mine!
I loved to fly it, cutting my flying

(Left) One of my favorite photo

graphs, taken on base leg to the
beautiful grass strip at Sky Harbor,
Minnesota.

teeth at Southport, then Lake Elmo

when Southport closed. Sometime in
1976 I took it apart and brought it
home to rebuild. I carefully pho
tographed every area, and then as I
disassembled each component, drew
pictures of what it looked like before I
pulled it apart. I did the whole nine
yards, removed the fin strake, sand
blasted the fuselage, epoxy primed it,
fashioned all new
formers, stringers,
seats, etc. I labori
ously spliced new
tips onto the wing
spars, hovered over
the engine while it
was being majored
at the Minneapolis
Aviation Vo-Tech,
then using the Stits
process all the way, carefully glued on
the fabric and tapes so that every
seam and line was absolutely straight.
My wife even got into the act, sewing
the top gusset triangle so per
fectly ... wow, was I proud of it when it
was finished.
My day-by-day inspector was Rich
Klepperich, who got to be one of my
best buddies and let me rent half of
his hangar at Webster, Minnesota,
for the next ten years. He had re
stored a beautiful Stinson 108, and
the two airplanes were a magnifi
cent pair. One day, Rich decided he
would like to restore and fly a 1946
Bellanca, so we chased down to La
Crosse, Wisconsin, twice to bring
back two airframes. One day when
his wings were done, he apologeti
cally told me that he would like to
build a paint booth in his hangar
and could I please find another
home for the Chief? I found space
across the runway at Eberhard En
gel's for a year until Ebby purchased
a second airplane and needed all of
his space. Then I was fortunate to
find shelter in Tom Koskovich's
hangar at Lydia, Minnesota. This

was perfect-only fifteen minutes

from home, a long grass airstrip, and
most always aligned with the wind.
But fate was not kind there either;
Tom bought another airplane. The
next home was a little farther down
the strip, yet a similar fate eventu
ally occurred. I was evicted again.
New owner with more airplanes.
Certainly there were other hangars
in the realm. But all of them were
farther from home. I had learned
over the years from many incidents
of hangar rash, two major and sev
eral minor, that the only way to

own an airplane is if you also own a

hangar. It was not in the cards for
me and the reality of the situation
was simply that the whole thing was
too much on my plate. My flying
hours had always been too few each
year to justify the time spent putter
ing, the annuals, biennials,
medica Is, and the expense of hangar
rent, insurance, and parts. The die
had been cast.
My wife and I had always enjoyed
canoeing. We own three, including
a genuine birchbark model. On a
beautiful Saturday, I would look up
at the sky and say, "Man, I want to
fly somewhere today." And she
would say, "Wouldn't this be a great
day to take the canoe over to Lake
Maria and watch the cormorants
and herons and ospreys?" You get
the picture.
I can look back on some of my
most memorable moments in the
airplane, the times when being
perched above God's magnificent
quilt really touched me. I can re
member a frosty and still December
morning when an inch or two of
snow covered the earth below. I flew

over to Stanton, Minnesota, and

made a landing on one of the
crossed runways, then another, and
another, and another, each from a
different direction. As I pulled away
I could see my wheel marks on each
runway, starting from nothing and
ending all at once, as if the machine
that made them were only a phan
tom, here and then dissolved.
Another early morning just after
the sun was up, I circled in dead still
air above Cedar Lake by Jordan,
Minnesota, at 800 feet, looking into
the water to see what had enticed all
the local fishermen
to be up so early.
Ahead, I could see
a gaggle of pelicans
flapping across in
front of me at the
same altitude, just
on their way to
somewhere, not
having learned the
value of tight for
mation flying like geese. As the
tailender passed before me, on a
lark I turned after them. My plane
shuddered, not unlike passing
through a weak thermal. I was
moved with emotion. I had passed
through their turbulent wake. Have
you ever done that?
There were as many moments as I
could count, sleeping under the
wing at Blakesburg, taking my
grandchildren for airplane rides,
mentoring a high school student in
aviation and giving him his first air
ride, flying in formation with other
small aircraft and a B-2S over Lake
Waconia during an air show, navi
gating by pilotage a 300-mile trek to
Ottumwa in marginal weather, land
ing in sl ush at Bald Eagle Lake for an
annual inspection. Those are some
special moments that come to mind.
In all those years, the Chief's engine
never missed a beat, and I never
missed patting it on the cowl when
a flight was done. I hope I get to see
it some more in the new owner's
hands, but I have let go. To the new
owner: Please take care of my baby.
-July 2001
......
VINTAGE AIRPLANE

'--.

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~-=hI
\

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II CD)
"'

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hile this year, 2002, is

the 75th anniversary of
Charles A. Lindbergh's
incredible solo airplane
flight from New York to Paris in 1927,
it is also a time for me to reflect upon
meeting this gentleman many years
after his famous flight.
To get to meet and to know this
flyer of all flyers, and his wife, Anne
Morrow Lindbergh, as well as other
family members, has been a highlight
of my life. How could such a meeting
be arranged, with this world famous
man, who traveled the globe so ex
tensively, and who was involved with
so many good projects covering so
many interests? Here is the story.
Having begun my research into
the history of the Ryan Aeronautical
Company of San Diego, California,
back in about 1957, it was kind of in
evitable that we might connect in the
future. On May 18, 1957, I had
checked out in a rare 1936 Ryan ST
classic airplane. This was the only
one left of the original five that were
built. I became obsessed with the his
tory of that particular airplane, and
then of course, with all the other
Ryans built.
As my efforts continued, I began to
build up a file on each and every
Ryan built , up to about 1941. Of
course the Spirit ofSt. Louis (NYP) was
part of that history.
As time went on, I began to ques
tion much that had been written on
the subject of Ryan and the NYP.
There appeared to be many discrep
ancies, and a lack of information. I
began to wonder why someone did
not take the time to straighten it all
out and write up the story, or, "tell it
like it was."
10

SEPTEMBER

2002

Ev CASSAGNERES
As I delved deeper into the subject,
many questions surfaced, some of
them even today unanswered . So
how do I find the answers? I was fi
nally convinced that only Lindbergh
could give me the correct informa
tion I needed. Oh, sure, now how in
the world do you contact this man,
who lived a private life, although
only about 60 miles from my home
at the time, here in Connecticut.
I n the early stages of the forming
of the Connecticut Aeronautical His
torical Association, and as one of the
founders of this first of its type in
the country, I became acquainted
with some interesting pioneers of
aviation then living in the state. I
became friends with such noted in
dividuals as Howell Miller and Ed
Granville of the Granville Brothers
"Gee-Bee" fame, Igor Sikorsky, Sr.
and Jr., and Carl Schory. Schory was
the man who installed the baro
graph in the NYP at Roosevelt Field
before the flight to Paris. At that
time, Schory was Secretary of the
Contest Committee of the National
Aeronautic Association.
I spoke with Carl Schory about
my interest in contacting Lindbergh,
who he knew over the years. He fur
ther suggested that I contact his
friend , Lauren "Deac" Lyman, also a
close friend of Lindbergh. Lyman
lived only a short distance from the
flyer, and the two couples socialized
when time permitted.
After a phone call I was invited
to Lyman's home a few days later,
for a discussion of my project, then
in its early stages. He seemed im
pressed and suggested that I keep
in touch and inform him of my
progress (as a test, I feel). He also

said that if I needed any help

around the world, he would put
me in contact with offices of the
United Aircraft Corporation of
Hartford, Connecticut. He was a
retired vice president of the firm.
Then, in 1968, after intense work
in collecting material on Ryan, I
called Mr. Lyman and made another
date to visit with him for an update
on my work. Again, he was appar
ently impressed, and said, "I think it's
time for you to make contact with
Lindbergh." He suggested I write a
simple and to-the-point letter, and to
be sure to mention his (Lyman's)
name. He even instructed me on how
to address the envelope, etc.
A few days later I had lunch with
Col. Richard Gimbel, (from Gimbel
Bros. Dept. Store in New York), an
aeronautical historian who had an
office at Yale University. At that
meeting I asked his opinion on
meeting Lindbergh, who was his
friend as well. He also suggested a
letter. Gimbel was retired from the
Air Force, and had one of the largest
aeronautical collections of any
thing to do with aeronautics and
flight before the Wright brothers.
So on Sunday, February 25,
1968, I spent a good part of the
day pecking away on the type
writer composing a proper letter to
Charles A. Lindbergh. There were
many drafts, of course, before I cut
it down to as brief and to-the-point
as I could. On the way to work that
next morning of Monday the 26th,
quite early, I mailed it off.
Lyman indicated that I might not
receive a reply for quite some time, as
~indbergh traveled so much. But he
assured me I would receive an answer.

So with that, I erased it all out of my

mind, and as they say ... went on with
life and forgot the whole thing.
On Tuesday evening, the 27th, my
wife and daughter, Kirsten, and I were
having supper. At about 6:00 p.m. the
telephone rang.
The male party on the other end,
with a sort of high-pitched voice and
Minnesota/Wisconsin accent, asked
for me by name, pronouncing Cas
sagneres (Casa-near) quite well. He
said he was Charles Lindbergh, and
that he had received my letter that
day (mail was a bit faster back then) ,
and was quite interested in my proj
ect, and he offered his help.
Of course I had almost completely
forgotten my letter, and thought this
must be some joke by one of my pilot
friends, some of whom I knew would
pull off such a thing. I had it boiled
down to three of them. So I said, "Is
this REALLY Char les Lindbergh, or
some kind of joke?" He laughed (I am
sure he was kind of used to this) and
said he had spoken to "Deac" Lyman
about me and wished to be of help.
After our extensive conversation
he suggested we get together some
time soon. I thought to myself soon
could mean anything, considering
his schedule, but low and behold, he
suggested that I come to his home for
supper, with my wife, and suggested
this for the very next evening, the
28th. He said that "Deac" Lyman and
his wife and Frank Delear and his
wife would be there. Delear was from
Sikorsky Aircraft, and doing a biogra
phy on Igor.
Lindbergh proceeded to give me
precise directions to his home. It was
like an IFR clearance, which I wrote
down. Of course, he requested a "read
back." Actually I already knew where
the house was. It was a somewhat fa
miliar area to me as I had friends
living in the area. Located in an area
of large homes with beautiful land
scaping, the Lindbergh home was
small, with natural surroundings, on
Long Island Sound. I would live there
in a minute. After copying down the
directions, he gave me his unlisted
phone number, which I also wrote

down. However, by the next day I

had memorized it for security reasons
[Q: What kind of security reasons?
Was he told to do so?], and tore up
the paper. I still remember the num
ber. It's amazing what we remember
in life.
After the phone callI went back to
the kitchen to finish supper with the
family, still in a trance, and my wife
said, "Did you tell him we are vege
tarians?" I hadn't even thought about
that! She suggested I call him back.
Just then the phone rang again , and
it was Lindbergh, who had forgotten
to mention to me that this first meet
ing would have to be cut short as

f aiJp(emu;!him
'" be--;rifwere- muI
-;rpft11pP~ w~
flf'Ytma:P.f~

~W~'I"eat

nalHraia6i1itp;
muI~

Anne had to be at the dentist in the

morning, and he wanted to be sure
she got to bed early. So I said that I
was about to call him about our food
preference. He said that was okay as
they had friends who were vegetari
ans, so we both tried to come up with
ideas, and actually got nowhere. He
suggested that Anne and my wife,
Eline, get on the phone to work it
out, which they did in no time.
February 28th was a beautiful day,
clear, and cold. I called Lindbergh's
home in the late afternoon and spoke
briefly with the cook, Mrs. Swanson . I
told her that we would arrive in about
an hour and a half.
My wife and I dr essed up in our
fin est . I wore a gray pinstriped suit,
white shirt, and tie. We arrived at about
7 o'clock. When we walked up to this
simpl e cottage, my wife remarked to

me, just as we approached the door,

"Are you sure this is the right place?"
With that, the door opened, and there
standing in the doorway was lind
bergh, in his suit, who said, "Please
come in, I am Charles Lindbergh." I
thought to myself, "Who else in the
world would you be?"
We found the home very attrac
tive, simple, cozy and inviting,
with pictures of nature, and a roar
ing fire in the fireplace. Soon
introductions were made with the
other two couples.
While Mrs. Lindbergh offered
drinks to everyone, the men became
acquainted while discussing our mu
tual aviation interests. We were also
served cheese and crackers as good
discussions were in progress.
Lindbergh was of course quite tall,
with a receding gray hairline. He im
mediately showed an interest in my
work, and wanted to get right into
the subject matter.
Dinner was served buffet style, and
after Charles and I picked up our
trays of food and a glass of milk (we
were the only milk drinkers), we got
comfortable on a small couch in front
of the fireplace in the living room.
In our telephone conversation
he had suggested that I bring any
photographs and a list of questions
with me for discussion and his help,
which I did.
When we looked at the photos he
identified people and places, and in
some cases the circumstances. I went
slowly down my list of questions .
Two or three times during our con
versation he referred to his book The
Spirit of St. Louis, and he remarked
that he had an extra copy in case I
would like one. I said that I already
had a copy and used it quite often for
reference. But he said he would still
be glad to give me a copy.
Lindbergh thought back to his
early days of flying, and we discussed
his Ryan B-IX, which that Mr. Ma
honey of the Ryan Airlines Company
had given him, and the building of
the NYP.
He also mentioned the book "Rev
olution in the Sky" by Richard
VINTAGE AIRPLANE

11

Sanders Allen, in reply to one of my

questions. He offered to give me an
extra copy he had if I wished, which I
did accept.
He made many suggestions and
cleared up several questions and mis
conceptions, some rather startling.
This was when I heard for the first
time the true story of the meaning
"We," which did NOT mean he and
the airplane. He made it clear that he
NEVER meant it to mean that.
At one point I asked for permission
to inspect the NYP in detail, in order
to try to determine the correct serial
number, and study other details of
the airplane. Permission was granted
and he said that anything his friend
Paul E. Garber, then the long time cu
rator of the National Air Museum's
collection, would agree to he would
also, on my behalf. I shall never for
get the confidence it instilled in my
own mind when it came to his coop
eration in such matters.
In the course of our conversation I
brought up the subject of the Japan
ese NYP-2 built by Ryan (the Japanese
were planning to fly the Pacific with
it). He had only heard about it but
did not know the details, and wanted
to know more. He asked if I would
send him further information on the
airplane, which I did.
I mentioned his old Monocoupe
NR211, and the deplorable condition
it was in, Sitting in a lean-to in St.
Louis, under the care of the Missouri
Historical Society. He appeared quite
concerned, and mentioned that he
appreciated my concern also.
About 9:30 p.m. the Lymans and
Delears left, and Lindbergh and I con
tinued our discussion . We talked
about the NYP replicas/reproduc
tions. He said he never flew one. He
did, however, fly one of the two Stan
dards with Bud Gurney, his long time
friend, at Tallmantz Aviation in Santa
Ana, California. This probably took
place during the filming of the
Warner Brothers/Jimmy Stewart
movie, The Spirit ofSt. Louis.
Soon we talked about Donald
Hall, and I mentioned that he was
not well. He was obviously quite
12

SEPTEMBER

2002

concerned. He asked if I would send

his best wishes to William Wagner,
Walter Locke, Claude Ryan, and
Hawley Bowlus of the Ryan Com
pany, with whom I was in constant
contact with.
I asked about Frank Hawk's Ryan
B-1, the Goldbug, and he said it did
not become the NYP; the NYP was
built up from scratch.
He asked me who the two pilots
were that flew the Standards for Ryan,
and thought one was Red Harrigan,
which was correct. The other was
Dick Bowman.
Soon it was time to leave, at about
10:15 p.m., and the four of us spent
some time talking about our children.
We showed them a couple slides of
our daughter, Kirsten. They showed
much interest. Eline was pregnant
with our son Bryan at that time.
While getting our coats on, Charles
mentioned the two books, Th e Spirit
ofSt. Louis and the Lockheed book by
Allen, and promptly disappeared for a
few minutes. Shortly he came back
with both and handed them to me.
With many thanks I thought, "1 won
der if I should ask him to sign the
Spirit book," but then realized after
all, he entertained us at their home,
and was willing to keep in contact
with me to help in the Ryan project.
What more could I ask for, so gave up
the idea, realizing also that he had
been hounded by people most of his
life for his signature. Good I did, as
you will see.
We bid goodbye and arrived home
at about 11 :45 p.m. I climbed into
bed and could hardly wait to open up
Rick Allen's book on the Single-en
gine Lockheeds. But as I looked over
at the Spirit of St. Louis book he had
given to me, it seemed different than
the one I had for so many years, and
actually looked a bit thicker for some
reason. So, I picked it up and began
to thumb through the pages, begin
ning at the title page. I was quite
shocked to find that Lindbergh had
already signed that page, "To Everett
Cassagneres with best wishes from
Charles A. Lindbergh, Scott's Cove,
February 28, 1968." It was written in

black ink, and signed in his incredi

bly consistent signature. I never
expected this and was happy I had
not asked him to sign the book dur
ing our visit. This book will become
an heirloom in our family.
My wife, Eline, recalled at the time
that she was the skeptic in our family,
and she said that if I ever received a
reply from Lindbergh she would pay
me a dollar, which of course I col
lected not long after. She remembered
that she wore a navy blue wool dress,
with a printed skirt and black shoes
that night. She also remembered that
the large black mailbox in front of
the Lindbergh home did not have a
name or number on it. She found the
house to be simple with no pretense.
Eline remembered that we had
goat cheese, which according to
Mrs . Lindbergh, Charles liked very
much. Eline felt right at home, as
did I, and found the atmosphere
very relaxing. The view into the
cove was lovely, with swans and
many birds flittering around.
She found Charles quite handsome
with piercing blue eyes, a gentleman,
who seemed very much aware of
other people and their feelings. She
found Anne a very warm person in
terested in other people and their
feelings. She was interested in what
other people had to say.
On April 7, 1968, Lindbergh wrote a
letter to me, three pages typed, in which
he followed up with remarks regarding
our discussion at that first meeting. It
was in this letter, on page three, that he
mentioned in a paragraph the real and
true meaning of the term "We."
On July 25, 1973, I had almost ac
Cidentally unearthed the original
survival equipment, and other NYP
parts from a barn in New Hampshire,
which is quite a story in itself.
I photographed and documented
it all as best I could, sending the pic
tures to Lindbergh, who was then
living in Maui, in the Hawaiian Is
lands. He actually wrote two letters,
attesting to their authenticity, with
other historical remarks on this his
torically significant material.
continued on page 2 1

BUDD DAVISSON

PHOTOS BY JIM K OEPNICK

irst, a word of warning: jeal

ousy is a wasted emotion. Just
keep that in mind while we
tell you the tale of Dennis
and Janeen Kochan and the latest
addition to their aerial menagerie.
Married for 11 years, the Kochans
make the rest of us realize that, yes,
you can live your dreams. And you
can fly your dreams. And you can
pretty much be who and what you
want to be if you have the determi
nation and, most of all, the right
partner to work shoulder to shoul
der with to achieve those dreams. In
this case, there's no doubt Janeen
was made for Dennis and vice versa.
Their backgrounds are similar, their
goals compatible, and their taste in
airplanes identical and impeccable.
The Kochans were already well
known within antique/vintage cir
cles when word began circulating
at Sun ' n Fun 2002 that they had
just acquired one of the legendary
Meyers 145s. Buying a 145 is sig
nificant news in its own right, but
the reason everyone took notice
was that their acquisition of the
145 meant it would be sharing a
hangar with their Meyers 200D
(and their St e arman and their
Fairchild 24R and their ... ). And,
yes, you're right: Somehow this
doesn't seem fair, but we did warn

you about the jealousy thing.

Dennis Kochan moved to Winter
Haven, Florida, with his family in
the early 1950s. They moved into a
house only a short distance from
what was then a civilian-operated,
military-contract flight school that
was based at Winter Haven airport.
His father was a pilot, and it was
only a short time before young Den
nis found himself among instructor
pilots and other fliers that his father
had befriended.
Dennis took all of this in and be
gan his own climb toward being an
aviator via free-flight and radio-con
trol models. "I started taking flying
lessons," Dennis says, "at another
field , but my father said he'd pay
the difference if I'd go over to Jack
Brown's and learn to fly with Jack.
Even though I was 19 and thought I
knew everything, I took that advice,
and it turned out to be some of the
best advice Dad ever gave me. Flying
at the Winter Haven airport with
people like Jack Brown really got me
started on the right road."
With the famous Brown Seaplane
Base as its nucl eus, the Winter
Haven flying scene has always been
active, and rebuilding vintage air
planes is an activity that is clearly
enhanced by the area's never-ending
sunshine. It was a great place for a

young pilot and soon-to-be-airplane

rebuilder to come of age.
"Everyone was rebuilding some
thing, and I made it a point to help
where I could. I worked on a little of
everything and helped one group do
a complete restoration on a Cub.
That's when I really started learning
about, and appreciating, older air
planes. Even though I was young, I
just seemed to identify with the
older ones better than the more
modern ones," recalled Dennis.
At the same time Dennis was
doing a huge amount of flying,
building up ratings and beginning
to see that there actually was a ca
reer to be had in aviation.
At about the same time else
where in the state, Janeen , a
hopeless aviation addict, was on
her first lesson in a 152 Aerobat in
Clearwater, Florida, doing aerobat
ics with her instructor.
She remembers those early days.
"I'd do anything to get a chance to
fly. Anything. I sold my house, my
car, and my cat to be able to fly. I
guess that came from my father ,
who was in the Air Force."
When she wasn't feeding her
aviation addiction, she found time
to return to graduate school, even
tually coming out with a master's
degree in human factors engineerVINTAGE AIRPLANE

13

ing. Part of Janeen is an educator,

and that part merged with her
background in human factors to
set her in a slightly different but
allied direction . At first she started
casually giving flight instruction to
people in their own aircraft and
working with commercial opera
tors on their certification processes
and training manuals.
In a short time Janeen had a
cockpit training business that
catered to everything from tail
wheel transitions to Gulfstream II
checkouts and just about every
thing in between. Eventually, she
became an FAA designated exam
iner for ATPs (airline transport
pilots) and Citations. She began of
fering training (classroom and
cockpit) to various

14

SEPTEMBER 2002

small airline and freight operators.

The more of that she did, the more
she began to know airline/freight
flying, and the more she found her
self drawn to it.
"I liked the way the carrier I'm
now working for did their training,
so I applied for a job," Janeen says.
"I started out in the right seat of a
YS-ll, flew captain on the DC-9 and
DC-8, and I'm now in the left seat of
B-767s."
She continued her education and
was working on her Ph.D., but as is
often the case with careers, the twists
and turns of life took her in un
scheduled directions, and it is just
now that she is finally completing
the Ph.D. But airplanes were always
right there. Then fate stepped in and
rounded out her life.
"I decided to get a
part-time job instruct
ing at Jack Brown's
Seaplane Base," Janeen re
members, "and
I saw
this
Super Cub

on floats that Jon Brown owned in

partnership with one of his instruc
tors-a guy named Dennis
something or other. I asked Jon if I
could fly the airplane, and he said to
ask Dennis. I asked Dennis Kochan
if I could fly his airplane, one thing
led to another, and you can guess
the rest. That was in 1988, and we've
been together since."
Janeen says, "We flew a lot of dif
ferent airplanes and ferried a bunch
for commercial operators. At the
same time Dennis was flying a Gulf
stream I for Walt Disney. It was
supposed to be a part-time job, but
it might as well have been full-time
he was flying so much. It was just a
natural progression to spruce up his
resume and find an airline job.
When he's not in his hangar rebuild
ing airplanes, you'll find him in the
left seat of a DHC-8."
Even before the two of them got
together, Dennis had begun "accu
mulating" airplanes. He wasn't
actually collecting them, but there
seemed to be a trend in which they'd
come in the hangar door, but it was

Meyers, although I've always liked

them," Dennis says. "This particular
one belonged to one of our neigh
bors who had lost his medical. I
offered to let him keep it in our
hangar until I got time to ferry it to
Virginia for him."
Janeen says, "It was sitting there,
and we'd walk around it all the time,
and somehow it just seemed as if it
fit with the rest of our airplanes. Be
sides, it was a fairly modern airplane,
and we needed something more
normal for transportation. It was a
really good airp lan e with decent
paint and radios, but it hadn 't flown
in something like five years.
"We kept walking around it, and
one day I coul dn 't take it any
longer, so I told the owner, 'We
have this much money in the bank.
Will you sell us the air
plane for that?' And we
became the proud owner
of a Meyers 200D."
Dennis says, "I'm not
saying we always go at
things the right way, but,
for instance, when we
bought the Stearman, Ja
neen said it was because
she had this great helmet
and headset and needed
an open cockpit biplane
to go with it. We heard of
this Stearman for sale,
walked in, fell in love ,
and bought it in about
five minutes.
"We did about the
same thing with the F
24R. We h ad been looking
for a Fairchild 24 for sev
eral years, but we
Janeen and Dennis Kochan
hesitated to even go to
Detroit to look at one that
had been restored over 25
seldom that they left, except when yea rs ago . It turned out to be a for
Janeen or he was flying them. "We mer grand champion, and it was
find it much easier to buy an air simply too nice of an airplane to
plane," Dennis explains, "than we pass up . It had been restored in
do selling one."
1974, but it looked as if it had been
The first Meyers, a 200D, came to done last month, and it had a fresh,
live with the Kochans as a lucky crisp look to it. I opened the door,
and the interior looked new. And
twist of fate.
"We weren't actually looking for a the airplane even smelled new."

Dennis explains, "Most of the air

planes we've bought have been out
of annual. Some of them for a long
time. Both Janeen and I are A&Ps
and lAs, so where an airplane that
hasn 't flown for a while normally
hurts its sales val ue, that doesn't
mean much to us because our labor
is free. We can put them back into
the air for much less money than
most people can. Some of the air
planes, like the Fairchild, haven't
needed much except a good bath
and some flying. Others like the
200D needed a lot of cosmetic work
and some small mechanical stuff
like re-bushing the landing gear."
And this brings us up to the Mey
ers 145. Dennis says, "We belong to
the Meyers (Owners) Association
and have for a few years. In one of
the newsletters, we saw an ad that
had a 145 Meyers being offered as
part of an estate sale. It had not
been advertised anywhere else, so
most people didn't even know it was
for sale.
" We contacted the estate and
found the price was entirely too
high for us. Apparently it was too
high for everyone because after a lit
tle while the price came down.
"The airplane hadn't flown for
two years and, in fact, had only
flown about 20 hours in the last 15
years . That was the bad news. The
good news was that it only had 950
hours on it since new. The airplane
had been built in 1956 and was the
last of 20 145s that were built. The
last owner bought it in 1960 and
based it in Cincinnati until we
bought it. For the first years of its
life, most of its maintenance was
done by the factory, and from then
on the logs look really good . The
owner had taken good care of it.
Janeen says, "When I went to
look at it, I had to plow my way
through snow and ice to make the
inspection . One of the really nice
things about the airplane was that it
was nearly original. The panel had
radios bolted just about everywhere
underneath it, but the panel itself
had never been cut. For that period
II

VINTAGE AIRPLANE

15

of airplane, that's pretty rare. It had

been repainted in 1990, but in its
original colors."
Dennis adds, "Although he didn't
fly the airplane very much, the
owner was careful to come out and
run it up fairly regularly. His widow
told us she'd come out with him
and sit in the car while he got the
engine up to temperature.
"Janeen and I talked about it for a
few minutes," Dennis says, "then
decided we'd buy it and restore it to
original configuration. We negoti
ated a deal, and just that quick, we
were the owners of two Meyers. A
fresh annual was completed on the
airplane, and I flew it home."
Janeen remembers the flight. ''It
ran flawlessly and used less than a
half-quart of oil in seven hours, but
after rolling into our hangar, it had
n't even cooled off before Dennis
was in there tearing it apart. Sun 'n
Fun was the next week, and we
wanted to get the instrument panel
done before then. He wound up
working a 100-hour week, but he
finished it."
16

SEPTEMBER 2002

The 145 is the product of Al Mey

ers, who moved to Tecumseh,
Michigan, in the early 1940s to take
advantage of the labor base that
hovered around the automotive in
dustry. He wanted to build airplanes,
and that's exactly what he did. He
and his fledgling company built the
Meyers OTW (Out To Win) primary
trainer that, although it was a minor
player in the wartime training pro
grams, was still a profitable product
for him.
At the end of World War II he,
like so many others, envisioned a
huge market for high-speed, two
place airplanes meant to satisfy the
personal transportation needs of
thousands of returning airmen.
From this vantage point in time, we
can see the failure on the horizon,
but at the time theirs was a perfectly
logical assumption. A large number
of high-performance designs were
built and flown by wannabe air
plane manufacturers, but only the
Meyers and the Swift actually went
into production. However, there was
a big difference between Al Meyers

and Globe/Temco, producers of the

Swift. Meyers was apparently much
more of a bUSinessman, and he was
n't going to build what he didn't
know was sold.
Meyers' approach to building air
planes meant two things, both of
which were revolutionary within
aviation: he would only build to or
der and he purposely kept his
airplane manufacturing small so he
could control it. If you wanted one
of his airplanes, you had to drop a
check on his desk and then go stand
in line until your airplane was fin
ished.
Meyers also realized that as much
as he loved aviation, there was more
risk than money in building air
planes, so he proceeded accordingly.
The war had created lots of opportu
nities for the sharp bUSinessman,
and Meyers was obviously sharp. His
airplane manufacturing activities oc
cupied only a small portion of his
plant, which cranked out a range of
products the post-war period de
manded. For instance, nearly a
quarter of a million surplus jeeps

While not exactly a T-shaped panel, this Meyers 145 has the original instru
ment panel intact, without the usual cutouts made for more modern
equipment.

tion. He designed a top and

subsequently sold a reported
25,000 of them.
The Meyers 145 was origi
nallya 125, but the 1,700
pound (gross) airplane was
found to be underpowered, so
a 145-hp Continental was in
stalled. The resulting 950 fpm
climb and 145 mph cruise
speed was impressive, but im
pressive or not, in 1948 there
was still a limited market for
such an airplane. The orders
didn't come in, so he didn't
build the airplanes. Globe as
sumed the sales would be
there and kept right on build
ing until hundreds of unsold
Swifts were sitting around
various small airports costing
the company money. Meyers
never had a single unsold air
Meyers replaced the shorter tailwheel strut plane, and legend has it that
with this longer version, which gave the pilot he never sold an airplane
a better view over the nose and the aircraft that he didn't make a profit
on. If that's the case, he's the
improved landing characteristics.
only one in aviation to do
had been sold to the civilian market. so, then or now.
Every single one of them needed a
The Meyers 145 also differed
metal top, and he and his people greatly from the Swift in its con
were pros at sheet metal construc- struction. While the wings and rear

fuselage were aluminum, the main

fuselage and wing center-section
were welded steel tube that carried
all of the land gear and main flight
loads. The airfoil was typical for the
period, a 24015 at the root tapering
to a 24009 at the tip; loosely trans
lated that means the airplane had a
relatively sharp stall, but nothing
the returning fighter jocks couldn't
handle. One thing Meyers did
change early on to make the air
plane more docile was the addition
of a very tall tailwheel strut. The
original was so short and the deck
angle so steep that the airplane was
terribly blind and really easy to stall
a few feet up and drop it on.
With only 20 of the airplanes
having been built, Dennis and Ja
neen Kochan know how lucky they
are. They both echo the same senti
ment. "We really treasure this
airplane. It has never been modified
or butchered, and we're going to do
our best to keep the airplane as orig
inal as possible."
[s the airplane for sale?
"Like [ said," Dennis smiles, "it is
much easier for us to buy airplanes
than to sell them."
Do we take that as a no?
.,..
VINTAGE AIRPLANE

17

~fJ.;Mi

Scheduled Airline

1.

The

st. Petersburg Museum of History's Benoist 14B replica

H.G.

FRAUTSCHY

f you're visi ting the west coast of

Florida, a stop in the Tampa/St.
Petersburg area holds a special
treat for antique airplane enthusiasts.
At the base of the liThe Pier" in down
town St. Petersburg, Florida, is the St.
Petersburg Museum of History. The
centerpiece of its many exhibits is a
beautifully constructed replica of
the Benoist fl yi ng boat used in
the establishment of the first
scheduled airline service in
the United States.

Members of the Florida Aviation

Historical Society built this remark
able craft. The endeavor was a
widespread volunteer effort. A high
school shop class band sawed the
wing ribs while other volunteers engi
neered a propeller/engine drive
system to replicate the 7S hp Roberts
inline six-cylinder installation. Hank
Palmer built a mock-up of the drive
train and the replica's engine, a six
cylinder Chevrolet that was tested
along with the chain drive and pro-

The original engine was a 75 hp Roberts engine that weighed nearly 300
pounds! This particular example was installed in an airp lane (type unknown)
that had a forced landing on a farm in Montana in 1912. While the airframe
was severely damaged , the pilot of the plane was unhurt, and as he departed
the farm for the local train station, he gave the remains to his host. The en
gine then sat in a barn for more than 60 years before being traded to Cole
Palen of the Old Rhinebeck Aerodrome. Cole , in turn , made the engine avail
able to the Florida Aviation Historical Society for display with the Benoist
replica.
The Roberts engine has a displacement of 572 cubic inches. It was a real
Clydesdale of an engine, producing its 75 hp at a grand total of 1200 rpm. It
was made in Sandusky, Ohio .

Sandusky was the site of the un

timely death of Tom Benoist. In 1917
he was visiting Sandusky and
stepped off a trolley car, apparently
without looking at a rapidly approach
ing utility pole. Benoist was killed by
the impact. Many years later, Glenn
Martin paid tribute to the pioneer-era
aeronautical engineer and manufac
turer when he wrote: "If it were not
for that street car accident, you
would probably be riding a Benoist
airliner today! "

18

SEPTEMBER 2002

Suspended in the First Flight gallery, the Benoist Model 14B flying boat is a faithful replica of the biplane used for
the first flight of a scheduled airline in the United States. Along the wall in the back, framed by the floor to ceiling win
dows, is a chronology of the airline industry.

peller. Ed Hoffman, a well-known

Florida aircraft builder and seaplane
pilot, was one of the many volunteers
and served as the replica's pilot.
The society had voted in 1980 to

build and fly the replica to commem

orate the historic first scheduled
airline flight , which took place on
New Year's Day in 1914. The push
was on to complete the project,

St. Petersburg

Museum of History

335 Second Avenue NE

St. Petersburg, FL 33701

Phone: 727-894-1052

Fax: 727-823-2625

Website: www.museumofhistoryonline.org

The hull of the flying boat was constructed out of plywood, with the cap
over the forward part of the fuselage built using formers and stringers cov
ered with clear-doped fabric. You can also see the forward bearing mount for
the chain-driven propeller shaft.

Museum Hours: The museum

is open daily Monday through
Saturday from 10:00 a.m. until
5:00 p.m. and Sundays from 1:00
p.m. until 5:00 p.m. It is closed
on Thanksgiving, Christmas Day,
and New Year's Day.
VINTAGE AIRPLANE

19

process. Thanks to the

hard work of so many vol
unteers, the airplane was
ready to be test flown by
the fall of 1983.
Teething problems
with the drive system
were dealt with, and a
few other corrections
Like many pioneer-era aircraft , the Benoist were made to the Benoist
was found to be lacking in directional stability, so replica before it was
a rectangular section of fabric was installed be flown to St. Petersburg.
low the horizontal tail and the top of the aft Seventy years to the day
fuselage. When the replica was readied for per and time, Ed Hoffman
took off from the harbor
manent display, the temporary fin was removed.
waters of St. Pete and
which required two years of research flew to the other side of Tampa
before th e first structures could be Bay, averaging 55 mph. Overall,
built . A seemingly simple airframe the replica flew a total of four
was built, using measurements and hours and 24 minutes, including a
photographs taken of the Model 12 stint in front of the IMAX cameras
Benoist in the Smithsonian's collec for the National Air and Space Mu
tion of aircraft. The research revealed seum's movie On the Wing.
that even for a relatively simple air
If you're unable to make the trip,
plane, constructing it as closely to the we're pleased to show you just a
origina l as possible was a painstaking few of the details you'd see at the

peclaliles Services
CRANKSHAFTGRUAHNG
CRANKSHAFT BALANCING
CAMSHAFT GRINDING
CONNECnNG RODS

20

SEPTEMBER

2002

ROCKERAR.
TAPPET BODIES
COUNTERWEIGHTS
MAGNAfLUXING

STARTER ADAPTERS
ULTRASONICINSPECnoNS
CUSTOM MACHINING
PLAnNG

excellent display in the St. Peters

burg Museum of History. There's
quite a bit of historical data on the
many aspects of the Benoist flying
boat and the St. Petersburg-Tampa
AirBoat Line. Also, when you're fin
ished viewing the Benoist, be sure
to visit the rest of the museum-it
has a fascinating and well-presented
collection of artifacts, both modern
and ancient.
.....
If you'd like to read more about
the history of the St. Peters
burg/Tampa AirBoat Line and the
replica's creation, we've repro
duced an article entitled The
World's First Airline first pub
lished in the March 1984 issue
of Vintage Airplane. You can view
the article on our web page at
www.vintageaircraft.org.Click on
" Publications," and then select
"Interesting Past Articles " from
the menu.

The actual survival material

went to the Smithsonian in Wash
ington. Other parts from the NYP,
that made the flight from New York
to Paris, went to the Lindbergh In
terpretation Center in Little Falls,
Minnesota. The rest of the material
went to the San Diego Aerospace
Museum in San Diego, California,
all of which was eventually lost
and has never been found.
I still own part of the original NYP
artifacts, and have since had them
professionally mounted in a specially
built wooden case for protection, dis
play, and possible sale.
Over the next two or three years
Lindbergh and I were in contact by
phone, and by letter, and a couple of
times in person . I have developed
some questions since his death that I
never thought of during that time, so I
may never learn the true answers.
I always found him to be friendly,
gracious, and quick with his carefully
thought out answers, and detailed re
marks, and suggestions. I also found
him to be sincere and soft spoken,
with an unassuming dignity, with
great natural ability, and genius. He
had high values, virtues, and spiritual
ity (the latter often discussed with his
close friend, Igor I. Sikorsky, Sr.).
He was a whole man, honest with
others as well as with himselC and a
true gentleman of the old school. He
practiced and believed in well-organ
ized hard work. He had the will to
achieve and succeed, but not at the
expense of others. His many works at
test to his dedication. He rigorously
disciplined himself, and was ex
tremely courageous, both physically
and morally.
A couple of times he and I discussed
our mutual interest in the outdoors,
camping, and the environment. It
came through clearly that he achieved
close contact with our land and open
skies, both of which he loved so much .
Since his death and about five years
later, we had been invited to the Lind
bergh home a couple of times, for
supper and further discussion of my

project with Mrs. Lindbergh. It was al

ways a pleasure, spending relaxing
time in healthy inspiring conversation
on many different topics.
I never thought much about asking
for her Signature on any of her books.
However, on one of our visits my wife
had asked, "Mrs. Lindbergh, of all the
books you have written, which one
did you enjoy the most from an au
thor's standpoint?" After careful
thought Mrs. Lindbergh said, "Listen
to the Wind." So I thought if the time
was okay and I felt comfortable about
it, I would ask her to sign my copy.
So, on our last viSit, January 17, 1979,
and as we sat before a warming fire in
the fireplace, she agreed to sign the
book. "To Eline and Everett Cassag
neres, in appreciation and with all
good wishes, Anne Morrow lind
bergh" with the date.
That was the last time we visited
her in Darien, and in reflection, we
cherish this friendship, and miss her
very much.
Since the passing of Anne Morrow
and Charles A. Lindbergh, I have
found it to be a pleasure, and an inspi
ration to continue a friendship with
some of the members of the lind
bergh family.
I wish to take this opportunity
to thank Reeve Lindbergh Tripp,
their daughter, for answering my
many questions, and for her offer
of help and encouragement over
so many years.
I have been further encouraged
through the friendship of grand
children Erik, and brother Lars,
and their sister Wendy, and their
individual families.
Yes, my childhood dream did come
true. It has been one of the highlights
of my life.
In conclusion, I would like to quote
two of my favorite statements made
by Charles A. Lindbergh
"Science, freedom, beauty, adven
ture. What more could you ask of
life? Aviation combined all the ele
ments I loved."

"There is something strangely

sacred about the fact that there is
salt water in both tears as well as
the sea."
......

ABOUT THE AUTHOR

Ev Cassagneres is the interna

tionally respected Ryan Aircraft
historian, pilot, author, and the
world's foremost and preeminent
specialist on the Ryan-built and
Lindbergh-flown Spirit ofSt. Louis.
After more than 35 years of
intensive and dedicated re
search and writing, he has just
completed the very first book
ever attempted on the history
of the Spirit of St. Louis. The
book was released in July of
this year, the 75th anniversary
of the famous 1927 flight from
New York to Paris. The title is

The Untold Story of the Spirit of

St. Louis and is published by
Flying Books International,
New Brighton, Minnesota.
Volume I of a two-volume
work, it includes many previ
ously unpublished photographs
and eyewitness accounts of the
airplane's building and flying.
Volume II will cover details, also
with photographs, of Lindbergh's
three goodwill tours in the
United States, Canada, Mexico,
Central and South America , and
the Caribbean.
VINTAGE AIRPLANE

21

NEW MEMBERS

John Kite ...... . .. . .... . . .. . . .........Clyde, AB, Canada

Elizabeth Murphy .... .. ... . . . . ... .....Calgary, AB, Canada
Ian G. Smith .. ........... . ...........Calgary, AB, Canada
Darian Wayne Swartz . ... . . .. ..........Vernon, BC, Canada
Marian Du Toit . . . ...... . ... . .. . ... .St. Marys, ON, Canada
Keith Kunder .. . . .. .... .. . . .. . . . .Gravenhurst, ON, Canada
Steven]. Lubczuk .. . .. .. .... . . .. ... .Kitchener, ON, Canada
Hugh Shields ......... .. ... . ......St. Thomas, ON, Canada
Michael Wotherspoon . . .... .......... . .. Barrie, ON, Canada
Ernie Amadio ................. .. . .Niagra Falls, ON, Canada
Emmanuel Rollier ..... . . . .............. .Lamorlaye, France
A. L. Wickens .. .. . . . .. .... ... . .Berks England, Great Britian
John D. Anderson .. . . . .. .. . . . . . . ......... ... .Hong Kong
Daniel Roberts ..... . ..... .... .... . ...Hod-hasharon, Israel
Moshood Atanda Salaudeen . . . . . . ........Lagos State, Nigeria
Lance Lawler Poynter . .Scottburgh Natal, Republic of South Africa
Axel Meier ....... . .. . .... ......... . .Wald ZH, Switzerland
Tom Friedrich . . ... .....Bridgend Isle of Islay, United Kingdom
Christopher Boyes ..... . ..... ..... . .. .. . .Western Australia
A. E. Gerken ... .. ... ......... .. .. . . .... .. .Anchorage, AK

Steve Willis ..... . ... .. ..... ............ . ... .Wasilla, AL

Roy S. Grady .... .. .. . . . . ........... . . . .. .. Batesville, AR

S. C. Musick ....... .. . .. . . . . .. ... . .......... Ft Smith, AR

Billy Dulles ....... . . .. . . .. .. . .... . ... .... .Scottsdale, AZ

Robert A. Martino . ........... .. ........ ..Camp Verde, AZ

Donald M. McGettigan ........... . ........ .. .. . .Mesa, AZ

Allen Struthers ... . ... . .. . .... . . .. . ... .. .... . .Tucson, AZ

Alan Trabilcy . . .. . ........ .. ... .. .. ....Paradise Valley, AZ

David C. Blythe .. . ....... . .... . .. . ....San Bernardino, CA

Sheldon O. Bresin . .. . . ... .... ... . .. . .. .Phillips Ranch, CA

Francis Cummings, III .. . ...... .. . . . . .. . ..San Francisco, CA

Gordon D. Danielson ..... . . .. . . ... . ... . . ....Kentfield, CA

Damon Duree ... . .. . .. . .... . . . . .... ... .. .. .Oakland, CA

Marty Eisenmann . ... . .......... . ...... . . ..Alta Loma, CA

Kenneth R. Finch ... ........ . ..... . .......Paso Robles, CA

Kenneth J. Frank ... . .. . . .. ... .... . . .. .. . .Nevada City, CA

Robert L. Graves ... . ......... . ... . .... . ... .. Palo Alto, CA

Tom Harper .... .... . ... . .... . ...... . ....... .Reseda, CA

William Helvey .... . ... . .. . . . . .. . . .... . .. .. Los Altos, CA

Elvin W. Hurst .... . .. .. .. . . ..... . .........Santa Rosa, CA

Darrel E. Jones ........ . .. ... . .. .. .. .. . ... ...Sonoma, CA

Aurther Laguna .. . .... . ...... . . . .... . .. Pleasant Grove, CA

James H. McCollum .. .... . .. . .. . . . .. . .... . .... Poway, CA

Robert Perry .... .... ..... . . ..... . . . ..........Salinas, CA

Philip Jacques Pines . . . . ... .. . . . ... . ...... ... Palo Alto, CA

Eric Andrew Presten . . .... ..... ... . .. .. . ......Sonoma, CA

Ted Robinson ....... . ... . .... . .. . ...... . . .Sunnyvale, CA

Matthew Roesner . . .... . . ... ........ . .....San Andreas, CA

Nick Sharp ... . . ... . .. . ........... . .......Camarillo, CA

Gerald Turney ... . . ...... . ...... . .... . ......Oakland, CA

Richard Weddleton . ... . ....... .... . .. .. .. . .Escondido, CA

Paul J. Foster .... . ... . .. .. .... . .. . .......Monte Vista , CO

Tracy D. Harmer .. .. . .. ..... .. .. . . . ... .. .. ......Erie, CO

Bill Hauskins . . , .. .. ... ... . . . . . . ....Glenwood Springs, CO

Wayne F. Hillegas .... . . . .... . . ... .. . . . .. . . . . ..Salida, CO

Raymond A. Miller ..... . .. . .. ....... .Colorado Springs, CO

Harrold R. Moore ... . .. .. . . .. . . . . ....Highlands Ranch, CO

George Risely . . . .. . ....... . .. .. ...... . . ....Loveland, CO

Michael Smith . .... . ... . .... . .... . ... .... .. Littleton, CO

No rman J. Graham ........ . .. ... . . .. ... .. .. ..Amston, CT

22

SEPTEMBER 2002

Marc Pelletier . . ..... . .... .. .. . . ...... . ....Danielson, CT

Norman Ross . ...... . ....... ... .. ... . .. . ... .Putnam, CT

Calvin J. Arter, Jr. . . ... . ... .. . .. ... . .... . . ....Mulberry, FL

Thomas Karrer ... .. . . .. . .. . . ..... ... . .... ... . .Miami, FL

Charles Nickerson . .... .. ... . . . . .... . .. . .Bonita Springs, FL

John W. Preiss . . .. . ...... . . .. . . . ..... . .Daytona Beach, FL

Donald M. McBride .. ... ... . . ... . ......... ...Roswell, GA

Wayne Bausch . . . ........ .. ...... . ....... ......Ames, IA

Thomas W. Gillum ... . .. . . ..... .. . . .. . .. .. .Davenport, IA

Craig T. Martin .. ..... . .... . ... . ...... . . .. Des Moines, IA

Aaron Dwayne Siegfried . . .. . ... . .... . . ... . .. .. .Ankeny, IA

David Bona . ........... .. .. ... . .. . . . ... . .... . .joliet, IL

Bob Brandt . . . .. .... . ...... . ..... .. . .....Schaumburg, IL

Brian Cummings .. . .. .. . .. . .. ..... . ........Naperville, IL

Donald R. Eversman ... . .. .. . .. . . . .. . . . . . ... ... . .Lisle, IL

Brett M. Lecy .......... . .... . . . .. .. ... .. . ....Chicago, IL

Douglas L. Mays .. . . . .... . .. .. . ...... . ... . ....Chenoa, IL

Michael Monreal . . . .. . . . ..... . .. . . .. . .. . .. . .Marengo, IL

C. Jud Nogle .. ........ . . . .. . . . .. .. .... . . .. .. . .Savoy, IL

Joseph K. Russell . ..... .. .... .. .. .. ... . .. . ...Kankakee, IL

Edward]. Turner, III . . . . .... ... ........... .....Mokena, IL

Jim Hartlage .. ... ... .. . . . ... . ...... .... .... Lanesville, IN

Stephen Himes ..... . .. .. .. . . .. .... . ...... . . .. Bristol, IN

Gordy Lee .......... . ... . ...... . ..... . . .Indianapolis, IN

Emmett L. Owens .. . . .. ... . .. .. .. .. . ... .....Madison, IN

Gregory A. Smith . .... ...... .. . .. .. .. ...North Webster, IN

Ronald G. Wright ..... . ..... . . . ... . .. . ... . ... .Austin, IN

Maurice Brand .. . ..... .. .... . . . ... . .. . ..Valley Center, KS

Kenneth Joy ....... . ..... . . .... . .... . .. . . .. .Wichita, KS

Bobby]. Newsom ....... .. ... .. . . . ... . .......Wichita, KS

James T. O'Daniel ..... . .... . . . . . .. . . . .... . . . . . .Derby, KS

Arch E. Paterson .. . . .. ... .. ... .. .. . ... . .....Leawood, KS

John H. Plumb . .. . . .. . .... .. . .. ... . .... . ......Delia, KS

Michael Scott Bursk . . . . .. . ... .. .. ..... . .......Wilder, KY

Rob Dorsey . . .. . ..... . . .. . . . .. . . .. .. . . . .. .. Florence, KY

Robin Dorsey ........... . .... . ..... . ...... . .Florence, KY

Charles R. Huff . .. .. .... . .. .... .. .. .. . . . . ...Prospect, KY

Lowell G. Sharkey . ......... ... . .. . .. . .. ... . .Manitou, KY

John Hall .... . .... ... . . ..... ........ . .Northborough, MA

Tim O'Neill .. . . .... .. . .... . ...... . .... . .. .Bradford, MA

Daniel J. Schwinn . . . . . .... . . . .. . .. . . . .. ... ..Lincoln, MA

Hal Boone ... . . . . .. .. ... . . . . ..... .. . .. .. Ellicott City, MD

Jonathan Russell Amundsen .. .... . ... . .. ... ... Hartford, MI

Joseph Azzarello ........ . .... . . . .. . ..... .Grand Haven, MI

John R. Bellefl eur .. . .. ... . . . ..... . . ....Bloomfield Hills, MI

Frank Blink .. .. . ...... . . ... . .... .. . . ..... ...Allegan, MI

Ellis H. Clark . . ..... . ... . .. ... . . .. .. . .. . ... . . . .Bath, MI

Rick Charles Green ........ .. .......... . . .. Kalamazoo, MI

Greg Mathew Griffit ...... . .. . . .. .... . .... . .. Fennville, MI

James c. Hamilton . ...... .. .... . .... .. . .. .. Ann Arbor, MI

Victor Matthews . ... .. . . . ... ... . .. . ... .Comstock Park, MI

David Morse ..... ... . .. .... .. . .... .... ...Battle Creek, MI

Robert Schallip, Jr. . . . .. . .. .... . . . .. . ... .. . .. .Barbeau, MI

Donald R. Woodhams . . ... ... . ..... . ... . . .South Haven, MI

Michael A. Andersen .. . ... . ... ......... . .Apple Valley, MN

Paul Brown . ... .. . . .. . .. . . . .. .. ...... . .Apple Valley, MN

Steve Clouse .... .. ..... .. . . . . . .... . ... . .. .. . ...Ely, MN

Dan Dodds . . ... .. . .. . . .. .. . .. ... . .. .. . .Minneapolis, MN

Kevin Hill . . ..... . . . ....... ..... .. . . . . . . .. ...Eagan, MN

Joel Hoppe ... .. . ... . . . . ..... . .. .. . . ...... .Mankato, MN

Kenneth j. Jasorka ............ . ... .. .....Minneapolis, MN

Don Kerkhoff .... . .. ...... .. ... ... ....Good Thunder, MN

Julius Salinas ............ . . ... . ........ .......Esko, MN

Jerry Woodstrom ..............................Hugo, MN

David L. Alexander ........ . . . .... .. .......St. Charles, MO

Harry Linn .. ..... ..... .. . ........ . ........Vanzant, MO

Duane Oosterhuis .... . . . .. ......... . . ........Ozark, MO

Matthew Pierce .. ... . ........ . .. . .. . ... . ...Florissant, MO

Kari Pierce ... .. ... ...... .... . ... . .. . ... .. Florissant, MO

Dwight E. Lee ........... .. .. . ...............Macon, MS

David L. Andrews ... . ..... .. ... . ...............Cary, NC

Stephen R. Culler . ................. . .. .winston-Salem, NC

David Culp .. . .. . ..... ... ...... . ..... ...Wilmington, NC

Peter Inglis .. .... ........... .. .. . ... .....Chapel Hill, NC

Larry Weida ....... . ........ . .. . .......Fuquay-Varina, NC

Erick S. Corbridge ... . ... . . . . .. .... ... ..... . ..Seward, NE

Michael Mitchelle ... . . .. . ... .. . ...............Wilber, NE

Donald J. Stoops ...... .. ...... . . . ....... Peterborough, NH

Marie Stoops . . .. ...... .. .. . ... . .. ......Peterborough, NH

Kurt M. Wien .. . .... .. . .... . . . ..........West Ossipee, NH

Harvey B. Haslett . .. .. . . ... . .... . . . .........Galloway, NJ

Stephan Koenig .. . .. ................. ....... .Ringoes, NJ

James Dudley .. . .. . . .. ... . ..... . .. ... ..Albuquerque, NM

Maynard H. Ingalls .... . .. ....... . .. .. . .... ...Dayton, NV

Gerald J. Bainbridge ...... . .. .. . .... . . ... ... . .Buffalo, NY

Stuart W. Felberg . . ..... .... . .. ... ........ .Chichester, NY

Clifford L. George ... . ..... .. . ... . ... ........Geneseo, NY

William Richards .. . .. .. .. ... . . . .. ..........Gardiner, NY

George Stahl .......... . .... . .... . .. . .Long Island City, NY

Jerry Anderson .. .. .. ... .. . ........ . . .. ..... .Canton, OH

David Brickner ...... ..... . ........ . ... . ..... Fostoria, OH

Jay J. Gleason ... .. ...... . .... ... ...........Maumee, OH

H. Thomas Griffing .. . .... . . . . ..............Sandusky, OH

Brooke Hayes . .. .... . ...... . .... .. ......Worthington, OH

Thomas Howenstine ... .. .. .... . .... . .......Hicksville, OH

Ted Kelley ... ....... . . .............. .. ...Lyndhurst, OH

William Leff .. .. ...... ..................... .Dayton, OH

Paul Lutz ................ . .... . .........Wadsworth, OH

Alan Peters ......... . .. . . ... . ... .... .. .....Blacklick, OH

Kenneth L. Stocker ...... . .... . ... . ...New Philadelphia, OH

Douglas M. Frantz ..... . . .... . . . ... .... . .. ...Mustang, OK

Will N. Harris ....... . .. ..... . .. .. ... .. . ....Edmond, OK

Randy W. Harrison .............. .. . ... ........Sitgler, OK

Carey Johnson ............ . .... .. . .... ... ...Lawton, OK

Max Mcdermott ... .. ... . . . . . .. ........ .. ......Alva, OK

James L. Williamson ........ . .. . . . ...... . .Sand Springs, OK

Eric L. Graham . ... ... . ......... . . ......... .Gresham, OR

Bill Hall ..... ... ..... . .. . . .... . . ....... . . .. Portland, OR

Chuck Milton ... . ............. .. .......Independence, OR

Daniel Owen . ........ . .. . . ....... ..........Portland, OR

Steven E. Zimmerly .......... . . .... .. .. . ....Hillsboro, OR

John Hess . ........... ... .. .. ... ... .. . .. . .jonestown, PA

James L. Freeman .... . .. ... .. . ... .. . . ... ....Anderson, SC

Tom Lewis ... ... . ......... . ... ...... . . . ....Franklin, TN

Bob Reuther .. ... .. ... ...... . .............. Nashville, TN

Nathan Abel .... . . ................ .. . .... . . Ft Worth, TX

John Allen ........ .......... . ... . ...Dripping Springs, TX

Catherine Bodez ... . .. .. .. ... ...... ...... .Marble Falls, TX

James Butcher ...... . .... . . . . . .. .... .. ... .. ...Plano, TX

Hal W. Cope . ... . .... .... . . ... .. . .. . ....... ..Spring, TX

Stephen M. Fremgen .......... . . . . .. . . .... ..Carrollton, TX

Richard W. Hewgley ..... . .. ....................Waco, TX

Mike Holcomb . .... .. .. ... .. ....... .. ...San Antonio, TX

Roy M. Jones ... . . ... ..... .... .. . .. ... . .. ....Harper, TX

Robert Lannon ...... ... .. .. .. .... .. .. . .......Austin, TX

Fred Stadler .. .. . . . .... . .... . .... ... . . . .. ..Arlington, TX

Carol Stadler ... ..... . . .. . . .. .. . .... . . .. ...Arlington, TX

Chris Stoll .......... ............. . ......... . .Terrell, TX

Vernon j. Waltman . . ....... . .. .... ..... .......Austin, TX

Brandon Astle ........ . .......... .. .. . .. ... . .. Provo, UT

Lance J. Johnson .... ... ........ . . ... ....Salt Lake City, UT

Liberty R. Lloyd . .. ................. . .. ..Salt Lake City, UT

William T. Sampson ......... . .. . . . .........Nellysford, VA

James Snyder ................ . .... . . . .... . ..McClean, VA

Olga Cassella ... ..... . .... .. . . ..... . .. ...... Rutland, VT

John K. Desmond .. . ......... .... . .. .....S Burlington, VT

John A. Birney ............. . . . .. . . ... .. .Lake Stevens, WA

Ken Couch ........ ........ . ..... .. ..... ..Arlington, WA

J. Scott Haywa rd .... . . . .... . ..... . ........ . .Auburn, WA

Stephen L. Johnson ... . .... .. . . . . . ..... .. ..Arlington, WA

Michael D. Latta .. .. . . . .......... . .... ..... .Auburn, WA

Steve Albert Smith . .. ...... ... ... .... ...... .. Buckley, WA

j. F. Vallee . .. . ........... .... ............Vancouver, WA

Jan Christie .................... . . .......Ft. Atkinson, WI

Kent R. Crain .. .. .. .. .. . . .. .... .. .........Green Bay, WI

Randy Erickson . ..... . ...... . ...............Mosinee, WI

Alan j. Georgia .... . . .. .. . . . ..... . . . . ..... .Green Bay, WI

Leslie L. Gore ......... . ..... . ... .. ... . ....Sheboygan, WI

William M. Gore ...... . .... ... ... . . ...... .Sheboygan, WI

David M. Henry . . . ....... . . .... ... .........Hartland, WI

Kenneth Hodges ... . .... . . . ... . ..... .... .. .. Edgerton, WI

David L. Hotzfeld . . .. ........ .. .. . . . .. . ... . ...Merrill, WI

John H. Kass ... ........... ..... .... . . ......Holman, WI

William S. Knight . ..... . ....... . .. . ... . . ...Brodhead, WI

Thomas Knutson .... . . ........... .. . .. . . . ....Chetek, WI

Michael Levonowich ...... . ........... ... ... .Kenosha, WI

Robert J. Pernic .............. . ...........Williams Bay, WI

Alan Reschenberg ..... . ..... . .... . ... ... Oconomowoc, WI

Alex F. Rossulek . ..... .. . .... . . ..... . .. . . . . .Ferryville, WI

David K. Schmitz ......... . . . ................Spooner, WI

Donald Shine .. . . . ...... . ..... . . . ... . .....Waterford, WI

Bradley W. Stellrecht . . .. . . . . . . . ...........Clintonville, WI

James j. Thompson .. . .. .. ........ ... . .. .......Bristol, WI

David Bennett Tomich ... . . ..... . .. . . . ..... .Sheboygan, WI

Dax D. Wanless ............... .. .... . . ... .Middleton, WI

William G. Waring ......... . ..... .. .... . .. .Green Bay, WI

Ernest P. Clay ...... .. ...... . .... ... . .. .. Huntington, WV

EAA Celebrates a

Century of Powered Flight

with the most exciting and most

loved aircraft designs of the century!

Q: Looking for a fun way to support

EM programs, plan your month and enjoy some

of the finest examples of aviation photography?

A: World of Flight 2003 accomplishes all three.

Q: Planning on attending

EM AirVenture 2003 and

other regional EAA Fly-In's?

A: Dates and websites are listed

for your convenience.

To Place Your Order By Phone Call:

1-800-843-3612
(Outside U.s. & Canada 920-426-5912)

Order Online:

WWW.EAA.ORG

VINTAGE AIRPLANE

23

CK

BY E.E. "BUCK" HILBERT , EAA #21 VAA #5

P.O. Box 424, UNION, IL 60180

Turbines are for kids

etired pilots, especially air

line types such as I, can
sometimes wax romantic.
When you read this blurb
written by an unknown author,
keep in mind that this person
probably spent a good portion of
his flying career behind big round
engi nes, reluctantly transitioned
into the Jet Age with all its new
technology, but never forgot the
way it was. Here is his lament:
"We gotta get rid of these tur
bines, they are ruining aviation.
We need to go back to big round
engines. " (Editor's note: Turbines are
round as yo u can get. What're you
talking about?) (Author's note: Go
away! They know what J mean.)
"A n ybody can start a turbine,
just move the switch from "OFF"
to "START," and then remember to
move it to "ON" after a while. A
PC is harder to get running!
"Cranking a round engine re
quires skill, finesse, and style. On
some planes, the pilots weren't
even allowed to do it.
"Turbines start by whining for a
while, then give a lady-like poot
and whine louder. Round engines
give a satisfying rattle-rattle, click
click, BANG, more rattles, another
BANG, a big macho burp, some
more clicks, a lot of smoke, and fi
nallya serious low pitched roar.
We like that, it's a 'guy thing.' A
turbine is like flicking on a ceiling
fan: useful, but hardly exciting.
"Turbines don't break often
enough, leading to aircrew bore
dom,
complacency,
and

24

SEPTEMBER

2002

inattention. A round engine at

speed looks and sounds like it's
gonna blow any minute. This helps
concentrate the mind.
"Turbines don 't have enough
control levers to keep the pilot's at
tention. There's nothing to fiddle
with during long flights. Turbines
smell like a Boy Scout camp full of
Coleman lanterns. Round engine
planes smell like God intended fly
ing machines to smell.
"I think I hear the nurse coming
down the hall, I gotta go."
Whoever wrote this brought
back a lot of memories for me, and
I'm sure many of you feel the same
way. There WAS that smell associ
ated with flying. When we first
started to fly, there was the good
smell of the avgas, dope and fabric,
burnt oil, and the exhaust smell.
Then they started making them
out of metal, but the avgas smell
was still there, and so was the oil
smell and the satisfying exhaust
smell.
The Wright Whirlwinds, and
the Pratts, and the Warners, and
the round Continentals, even the
Kinners are antiques now, but they
paved the way to the wonderful
engines we enjoy today.
The flat engines brought flying
to an affordable level, and we all
enjoyed their benefits, their relia
bility, and their economy.
I'll say this for the turbines, they
spoil a guy, like the man said,
"They don 't break often enough."
They run and run and run. While

an old "round" engine would

maybe go 1,200 hours between
overhauls (keep your fingers
crossed), the turbines kept running
for unbelievable hours. The Pratt &
Whitney JT-4 hot section ran
16,000 hours. Yep, you read it cor
rectly, SIXTEEN THOUSAND
hours. Then the engine was split,
and a new HOT section spliced to
the old cold section. The cold sec
tions were run an incredible 32,000
hours between overhauls!
When a round engine had a
bellyache, it usually manifested it
self into a "feather" party. You shut
it down. It, at times, ran out of oil,
blew a jug, had shorted secondar
ies (spark plugs), prop governor
problems, or whatever, and got
weaker as altitude increased. It was
also prone to carburetor ice. If you
had more than one, sometimes

synchronization could be a prob

lem . Hence, the constant
"fiddling."
A turbine will swallow untold
amounts of water and icy snow,
eat birds, get more powerful, and
at the same time, more economi
cal with altitude, and run so
smooth and quiet that you can
hear every little squeak and rattle
your airplane makes. This can be a
disadvantage when you go back to
a round or even a flat engine. You
feel every little vibration, and you
are continually on the edge of the
seat.
Yes, they had their day, and so
did we who flew them. I'll tell you
what, though, I sure like the tur
bines when I want to go
somewhere, but I love the round
ones when I want to re-live those
old days. (Where's that Emergency
Checklist ?)
Here's a neat poem sent to us by
Jack Gentry; a good friend of
Jack's, Wendell Davenport, wrote
it. I hope you enjoy it.
Over to you, ~
1_ I(
t( c!!,/tl.0C'

Wendell Davenport comes over to

the mainland a couple times a year
to fly his Bowers Fly-Baby, which he
keeps in Jack's hangar at River
side, California.

A Poem for

Old 1ad :h~ (JdoM

By WENDELL D AVENPORT
JukJd~

rUtheiad4U
r.utdwe~~

ablwz,of~

1tmn, ~than~,
we aM ~ r.utd~!
d/()UL can, 0I1e ~
~a~?

{jod~J~!

;;~we~
mha~Mut

~~ cbdeCWJmtd
ackud1-~~
~ktw.dhiU~

r.utd ~ rU if 4 dOI1W
~~

pdoi r.utd madww kcome

padofthe~~

of~~

Can anIf of 4e1- ~

~tku?

1a-me,~~!

4~ofdeaikii

r.utd~~

the cdL "Ccmtad/'

the flip of a ~

r.utd tku ~ r.utd ~

~of~~
~h4e!

11te ~ U ai f;ut

~1mt1WUL~

w.dh iU ~ ~ idle.
Can 0I1e ~ a mME
~~h~?
J~!

VINTAGE AIRPLANE

25

BY

H . G. FRAUTSCHY

JUNE'S MYSTERY PLANE

WATERHOUSE ROAMAIR

Peter Bowers, Seattle, Washing

ton, sent us the June Mystery
Plane, and Wayne Muxlow, Min
neapolis, Minnesota, knew just
what it was-the Waterhouse Roa
mair, also known as the Romair.
Buil t in 1926-27, this photo was
taken by Jim Mathiesen, probably

at Oakland, California.
Waterhouse had a hand in the
design of a number of famous air
planes, including the Ryan M-1
and Waterhouse Cruiseair (which
many believe was Waterhouse's
own version of the M-1), used by
Dick Grace in a an aborted at-

T H I S MONTH ' S MYSTERY PLANE COMES TO US VIA

RYDER OLSEN , BURNHAM , ILLINOIS .

tempt to fly from Hawaii to Cali

fornia. The Romair was never
certificated, although it has been
written that it did receive a Group
III approval from the Department
of Commerce. At least two exam
ples were built.

.......

SEND YOUR ANSWER TO:

EM, VINTAGE

AIRPLANE, P.O. Box 3086, OSHKOSH, WI

54903-3086. YOUR ANSWER NEEDS TO

BE IN NO LATER THAN OCTOBER 15 FOR
INCLUSION IN THE DECEMBER 2002 ISSUE
OF VINTAGE AIRPLANE.
You CAN ALSO SEND YOUR RESPONSE
VIA E-MAIL. S END YOUR ANSWER TO

vintage@eaa.org.
BE SURE TO INCLUDE BOTH YOUR
NAME AND ADDRESS (ESPECIALLY YOUR
CITY AND STATE!) IN THE BODY OF YOUR
NOTE AND PUT "(MONTH) MYSTERY
PLANE" IN THE SUBJECT LINE.
26

SEPTEMBER

2002

14-Andover, NJ-VAA
FLY-IN CALENDAR
SEPTEMBER
Ch. 7 Annual Old-Fashioned Fly-In at

The following list ofcoming events is fur

nished to our readers as a matter of
information only and does not constitute ap
proval, sponsorship, involvement, control or
direction of any event (fly-in, seminars, fly
market, etc.) listed. Please send the informa
tion to EAA, Att: Vintage Airplane, P.O. Box
3086, Oshkosh, WI 54903-3086. Informa
tion should be received four months prior to
the event date.
SEPTEMBER 12-1S-Reno, NV-4th
Annual Western Region Invitational.
Co-sponsored by Rolls-Royce North
America, NASM, Nat'l Aviation Hall of
Fame and Reno Air Racing Assn. No
more than 50 aircraft are selected for
each Invitational. For details on eligi
bility and judging criteria, entry appli
cation, etc. contact Ann, 703-621-2839
SEPTEMBER 13-1S-Watertown, WI
2002 Midwest Stinson Reunion.
(RYV). Info: 630-904-6964
SEPTEMBER 14-Hollywood, MD-EAA
Ch. 478 Fly-In, Open House, Young
Eagles Rally, and Pancake Breakfast.
Captain Walter Francis Duke Regional
Airport (2W6). Info: 301-866-9502
SEPTEMBER 14-Paimyra, WI-(88C)
Fly-In Lunch, noon-2 p.m. Info: 630
904-6964
SEPTEMBER 14-Andover, NJ
Andover-Aeroflex Airport (12N). EAA
Vintage Chapter 7 annual Old
Fashioned Fly-In. 10 AM-4 PM, (rain
date Sunday, Sept. 15). Antique, clas
sic and contemporary aircraft. Food,
prizes, Pilots' Choice and People's
Choice Awards. Everyone is welcome
so fly-in, drive-in or walk-in for a fun
day. Info:www.vintage-aircraft-7.org
or Bill Moore, popmoore@Webtv, 908
236-6619 or Lou Okrent, LOAF
HQ@ATI.NET, 973-548-3067

Andover-Aeroflex Airport (12N). 10

am-4 pm. Hosting a full range of
antique, classic, and contemporary
aircraft. Food, prizes, Pilots' Choice &
Peoples' Choice Awards. Fly-in, drive
in, or walk-in for a fun day. (Rain date
Sunday, 9/15.) Info: 908-236-6619.
SEPTEMBER 14-1S-Rock Falls, IL
North Central EAA "Old Fashioned"
Fly-In at the Whiteside County
Airport (SQI). Best Country Pancake
Breakfast 9/15. Forums, workshops,
fly-market, camping, air rally, awards,
food & exhibitors. Info: 630-543-6743
SEPTEMBER 14-1S-Bayport, New
York-Antique Airplane Club of
Greater New York Fly-In. Brookhaven
Airport. Static display of vintage &
homebuilt aircraft. Awards in various
categories. Info: 631-589-0374
SEPTEMBER 20-21-Bartlesville, OK
46th Annual Tulsa Regional Fly-In. Frank
Phillips Field. Type club forums, static
displays, exhibits. Admission by dona
tion. Info: Charlie Harris 918-622-8400
SEPTEMBER 20-21-Grantville, NC
EAA Ch. 1176 Aerofest 2002, Smith
Airpark (25NC) Old-fashioned grass
field fly-in and pig pickin'. Vintage,
sport, ultralights. Camping and music
Fri. & Sat. Info: 336-879-2830.
SEPTEMBER 21-Fort Pierce, FL-EAA
Ch. 908 Fly-In Pancake Breakfast, Ft.
Pierce Int'l Airport. Info: 772-464
0538 or 772-461-7175.
SEPTEMBER 21-22- York, PA
Gathering of Luscombes at Level
Acres (GoLaLa). Info: gnievin@gmu.edu
or 703-729-4973 .
SEPTEMBER 22-Hinckiey, IL-Ch . 241
Fall Fly-In Breakfast. (OC2) On the
grass. 7 a.m.-Noon. Info: 847-888-2919
SEPTEMBER 28-Millington, TN
(NQA) 6th Annual Memphis Plane
Pull. Benefits the children of the
Special Kids and Families, Inc. charity.
Teams pull a Boeing 727 in various
categories of competition. Also, EAA
Midsouth Reg'l Fly-In and Young
Eagles event. Info: spkids@Wnm.net or
cammons3@aoi.com
SEPTEMBER 28-Hanover, IN-(641)
Wood, Fabric, & Tailwheels Fly-In. Lee
Bottom Flying Field. Cajun Avgas (15
Bean Chili). Beautiful scenery, great

SKYWARD

31905 West 175, Gardner, KS (K-34)

913 -856 -7851; www.skywardpi/otshop.com

people, old planes. Info: 812-866

3211 or www.LeeBottom.com
SEPTEMBER 28-29-Alliance, OH
American Military History Event.
Barber Airport (2D1). Info: 330-823
1168, www.{barber@alliancelink.com
OCTOBER 3-Eureka Springs, AR-Fly
In/Airshow at Silver Wings Field,
sponsored by Aviation Cadet
Museum. Info: 479-253-5008
OCTOBER 4-6-Darlington, SC-VAA Ch. 3
Fall Fly-In, Darlington County Airport.
Antique, Classic and Contemporary air
planes. Awards in all categories, Friday
early bird barbecue, flying & judging
for awards Saturday, Saturday dinner
with speaker. Info: 252-225-0713 or
eiwiison@homexpressway.net.
OCTOBER S-8-Wauseon, OH-Ch. 149
Annual Mini Chile Fly-In. Fulton
County Airport (USE). Info: 419-636
5503
OCTOBER 12-Toughkenamon, PA-EAA
Chapter 240, 28th Annual Fly
In/Drive-In Pancake Breakfast. 8:00
a.m. at New Garden Airport (N57).
Young Eagles' Rally. Admission free.
Info: 215-761-3191
OCTOBER 12-Ridgeway, VA-EAA Ch.
970 Old-Fashion Grass Field Fly-In
and Pig-Picking. Pace Field (VA02).
Info: 276-956-2159.
OCTOBER 12-Kenton, OH-EAA Ch.
1196 Annual Chili Fly-In at Hardin
Co. Airport (i-95). 11 a.m. until? (Rain
date Sun., 10/13) Info: 419-673-9542
OCTOBER 16-20- Tullahoma, TN
Beech Party 2002, A Homecoming.
Staggerwing/Twin Beech 18/Beech
Owners/Enthusiasts. Info: 931-455
1974
OCTOBER 19-5eguin, TX-(OTX6)
Annual Fly-In at Elm Creek. Info: 830
303-6577 or VEStaiey@peopiepc.com or
http://www.aimav.com/airport/OTX6
OCTOBER 19-Fort Pierce, FL-EAA Ch.
908 Fly-In Pancake Breakfast, Ft.
Pierce Int'l Airport. Info: 772-464
0538 or 772-461-7175.
NOVEMBER 23-Fort Pierce, FL-EAA
Ch. 908 Fly-In Pancake Breakfast, Ft.
Pierce Int'l Airport. Info: 772-464
0538 or 772-461-7175.
DECEMBER 21-Fort Pierce, FL-EAA
Ch. 908 Fly-In Pancake Breakfast, Ft.
Pierce Int'I Airport. Info: 772-464
0538 or 772-461-7175.

EAA FLYIN SCHEDULE 2002

EAA EAST COAST FLYIN

www.eastcoast(Iyin.org
September 13-15,
Toughkenamon, PA

EAA SOUTHWEST REGIONAL FLY-IN

www.swrficom
September 27-28, Abilene, TX

Pilot supplies- Tr~ining Aids-Aircr~ft P~rts-Avi~tion run Stuff

Located in the "~eart of America" for fast nationwide delivery

Avcom Mcrarlane Avaition Products Corrosion X-ReJex Compaq

EAA SOUTHEAST REGIONAL FLYIN

www.serfiorg
October 4-6, Evergreen, AL

COPPERSTATE EAA FLY-IN

www.copperstate.org
October 10-13, Phoenix, AZ
VINTAGE AIRPLANE

27

VAA HE 5
continued

WACO CLASSIC ACS

www.aircraftspruce.com

Workshop Schedule
Sept 14-15. 2002

Denver. CO
SHEET METAL
COMPOSITE CONSTRUCT
FABRIC COVERING
INTRO TO AIRCRAFT BLDG.
ELECTRICAL SYSTEMS
& AVIONICS

Sept 20-22. 2002

Griffin. GA
TIGWELDING
RV ASSEMBLY

Sept 20-22. 2002

Corona. CA
LANCAIR ASSEMBLY

Sept 27-29. 2002

Corona. CA
RVASSEMBLY

Oct. 18-20. 2002

Oshkosh. WI
RVASSEMBLY

Oct 19. 2002

Boston. MA
SHEET METAL
COMPOSITE CONSTRUCT
FABRIC COVERING
TEST FLYING YOUR PROJECT

The FAA has issued an airwor

thiness concern sheet (ACS) for
the Waco Classic Aircraft Com
pany's model YMF-S . Please note
that this ACS does not include
the original Waco YMF-S air
planes manufactured in the 1930s
by Waco in Troy, Ohio. The ACS
only pertains to the modern pro
duction aircraft.
The FAA received a report of a
failed elevator control cable on
an aircraft that was part of a fleet
of three sightseeing airplanes.
Since the airplanes are operated
for hire, they undergo 100-hour
inspections as well as annual in
spections. Thankfully, since the
failure occurred on the takeoff
roll, the failed elevator cable did
not result in the loss of the air
plane or any injuries, but the
outcome could have been much
worse. In addition to the aircraft
with the failed cable, the other
two airplanes in the same fleet
showed substantial wear on the
cables in the same aft fuselage
area, where the cables are routed
through cable pulleys.
Even it if does not directly ap
ply to your airplane, a failure like
this certainly underscores the
need for complete and thorough
inspections. Let's all be careful
out there!

Nov 2-3. 2002

Minneapolis. MN
SHEET METAL
COMPOSITE CONSTRUCT.
INTRO TO AIRCRAFT BLDG
FABRIC COVERING

Nov 8-1 O. 2002

Griffin. GA
TIG WELDING

Nov 9-10. 2002

Griffin. GA
FINISHING &
SPRAYING PAINT
GAS WELD ING
SHEET METAL
SHEET METAL FORMING

Nov 23. 2002

Corona. CA
TEST FLYING YOUR PROJECT

Correction

Nov 23-24. 2002

Corona. CA
SHEET METAL
COMPOSITE CONSTRUCT.
FABRIC COVERING

last line in the July issue's arti

Dec 6-8. 2002

Dec 6-8. 2002

Griffin. GA
RV ASSEMBLY
TIG WELDING
Corona. CA
RV ASSEMBLY

Visit www.sportair.com for a complete listing of workshops.

We managed to drop the very

cle, He Said, She Said. Here's
how Ken Morris intended to fin
ish his part of the story:
She flew it ... and, she liked
it ... a lot! We bought it ...
ouch! I knew it was the right

Sf,ORTJJIR

WORKSHOPS

--~-28

SEPTEMBER 2002

1-800-WORKSHOP
1-800-967-5746

move. All I had to do was chase

sportair@eaa.org

than I look!)

it till she caught it. (I'm smarter

.......

The first and only 2003

desktop calendar devoted
to EAA's "grassroots."

...Aircraft you can build and fly.

From your imagination, to EMs AeroCrafter, to garage, to the
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project you have always dreamed of, building your own aircraft!
Stunning photography, aircraft specifications, where to find
more information and "teasers" of EM AirVenture - THE place
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Cushion upholstery sets

Wall panel sets
Headliners
Carpet sets
Baggage compartment sets
Firewall covers
Seat slings
Free catalog of complete product line.
Fabric Selection Guide showing actual sample colors and
styles of materials: $3.00.

airtex!;RODUCTS, INC.
259 Lower Morrisville Rd. , Dept. VA

Fallsington, PA 19054 (215) 295-4115

website: www.airtexinteriors.com

Fax: 800/394-1247
VINTAGE AIRPLANE

29

VINTAGE

TRADER

..Regardless of the size

of the project, my goal
has always been to
exceed my customer's
expectations."

I'he use of Datronor similar modern materials as a substitute for (otton is a

dead giveaway 10 Ihe knowingeye. They simply do not look right on vintoge
oircroh,' from Robert Mikesh, former curolor of Ihe Nolionol Air ond Spoce
MUlOum, in his book Restoring MUSEUm Aircraft.

VII'lTAGE. AE.RO fAP.:>RICJ, LTD

"" PURVEYORS ""

Award Wi nning Vintage Interiors by:

Paul Workman

OHIO AIRCRAFT INTERIORS

Parr Airport (421)

Zanesville, Ohio 43701

800.794 .6560

Vinloge Aero Fobri(s, ltd. 316 Creekwood Dr., Bordslown, KY 40004

lei: 5023491 429 fox: 5023491428 websile: www.ovdolh.(om
'Originol Nieuport 28 reslored by Vinloge Aviotion Services'

Jumping Branch, WV 25969

PRIME

27 Years Experience

CLASSIFIED REA L ESTATE

15 different engines for fitting

AVAILABLE ON THIS PAGE

$20

PER INCH/PER MONTH

TO MAKE

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IMPRESSIONS .

CALL JULI E AT EAA

HQ

920-426-6127

$35.

Hardbound with glossy dust jacket

More than 175 pages
More than 300 photos
Covers all 50 years of EAKs fly-in in
Milwaukee, Rockford, and Oshkosh
Filled with unique stories and history
A nostalgic and insightful look at the
development and growth of EAA through
its largest and exciting event: its annual
fly-in convention.

To Order Call:
800-843-3612
Outside U.S. & Canada call (920) 426-4800
or visit us on-line at www.eaa. org, or send
your order by mail to: EAA Mail Orders,
P.O. Box 3086 Oshkosh, WI 54903-3086
Maiar Credil Cords Accepted . WI residenls odd 5% soles tox
Shipping and handling NOT included

30

SEPTEMBER

2002

BABBITT BEARING SERVICE - rod bearings, main

bearings, bushings, master rods, valves, piston rings
Call us Toll Free 1-800-233-6934, e-mail
ramremfg@aol.com Web site www.ramengine.com
VINTAGE ENGINE MACHINE WORKS, N. 604 FREYA
ST., SPOKANE, WA 99202.
Airplane T-Shirts

150 Different Airplanes Available

WE PROBABLY HAVE YOUR AIRPLANE!

www.airplanetshirts.com
1 -800-645-7739
THERE'S JUST NOTHING LIKE IT ON THE WEB!!
www.aviation-giftshop.com
A Web Site With The Pilot In Mind
(and those who love airplanes)

FOR MOR E IN FO.

If you're an EAA member or have ever been to AirVenture,

this book belongs in your library or on your coffee table.
Oshkosh-Gateway to Aviation
E11013
00

Classified Word Ads: $5.50 per 10 words, 180 words

maximum, with boldface lead-in on first line.
Classified Display Ads: One column wide (2.167
inches) by 1, 2, or 3 inches high at $20 per inch. Black
and white only, and no frequency discounts.
Advertising Closing Dates: 10th of second month
prior to desired issue date (i.e., January 10 is the closing
date for the March issue). VAA reserves the right to reject
any advertising in conflict with its policies. Rates cover
one insertion per issue. Classified ads are not accepted
via phone. Payment must accompany order. Word ads
may be sent via fax (920-426 -4828) or e-mail
(cIassads@eaa.org) using credit card payment (all cards
accepted). Include name on card, complete address, type
of card, card number, and expiration date. Make checks
payable to EAA. Address advertising correspondence to
EAA Publications Classified Ad Manager, P.O. Box

3086, Oshkosh, WI 54903-3086.

Radial Exhaust Systems

Antiques, Warbirds, Cropdusters

304-466- 1752 Fax 304-466-0802

Something to buy,
sell or trade?

For sale, reluctantly: Warner 145 & 165 engines. 1 each,

new OH and low time. No tire kickers, please. Two
Curtiss Reed props to go with above engines. 1966
Helton Lark 95, Serial #8. Very rare, PO-8 certified
Target Drone derivative. Tri-gear Culver Cadet. See
Juptner's Vol. 8-170. Total time ME 845 hrs. I just have
too many toys and I'm not getting any younger. Find my
name in the Officers & Directors listing of Vintage and
e-mail or call evenings. E. E. "Buck" Hilbert
Flying wires available. 1994 pricing. Visit
flyingwires.com or call 800-517-9278.
Custom Aircraft Restoration and Construction-
Tube and Fabric, Wood, Aluminum. Customair, 202
Aviation Blvd., Cleveland, GA 30528, 706-348
7514, rblassett@alltel.net
1938 Focke Wulf Stieglitz. Very rare, very beautiful.
Museum quality restoration, Swedish military markings.
Has won trophies at Oshkosh and numerous other
places. A reliable low maintenance airplane with excel
lent Hying qualities. Engine 65 STOH. $90,000 530-642
1970 or wayne@e-easi.net
www. MotorArtWo.*"s.com - Aviation Art favorites: WIN
I, Golden Age, WIN-II to present.

Membership Services
VINTAGE

AIRCRAFT
ENJOY THE MANY BENEFITS OF EAA AND
THE EAA VINTAGE AIRCRAFT ASSOCIATION
ASSOCIATION

~.

Directo!y-

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

,J

OFFICERS
President
Espie Butch j oyce
P,O. Box 35584
Greensboro, NC 27425
336-668-3650

windsock@aol.com
Secretary

Steve Nesse
2009 Highland Ave.
Albert Lea, MN 56007

507-373-1674

David Bennett

P.O. Box 1188

Roseville, CA 95678

916-645-6926

antiquer@inreach.com

George Daubner
2448 Lough Lane
Hartford, WI 53027
262-673-5885
vaaflyboy@aoJ.com

Treasurer
Charles W. Harris
7215 East 46th St.
Tulsa, OK 74 147
918-6228400

cwh@hv5u.com

Dale A. Gustafson
7724 Shady Hills Dr.
Indianapolis, IN 46278
3172934430

dalefaye@msn.com
Jeannie Hill
P.O. Box 328
Harvard, IL 60033
815-943-7205
dinghao@owc.net

john Berendt

7645 Echo POint Rd.

Cannon Falls, MN 55009

507-263-2414

fch1d@n:onnect.com

Steve Krog

1002 Heather Ln.

Hartford, WI 53027

262-966-7627

Robert C. "Bob" Brauer

Robert D. "Bob" Lumley

1265 South 124th St.
Brookfield, WI 53005
262-782-2633

9345 5. Hoyne

Chicago, lL 60620

773-779-2105

photopilot@aol.com

sskrog@aol.com

lumper@execpc.com

Dave Clark

635 Vestal Lane

Plainfield, IN 46168

317-839-4500

davecpd@iquest.net

Gene Morris
5936 Steve Court
Roanoke, TX 76262
817-491-9110
n03capt@fiash.net

john S. Copeland

Dean RJcharoson
1429 Kings Lynn Rd
Stoughton, WI 53589
608-877-8485
dar@aprilaire.com

1A Deacon Street
Northborough, MA 01 532
508-393-4775

copelandl@juno.com
Phil Coulson
284 15 Springbrook Dr.
Lawton, MI 49065
616-624-6490

rcoulsonSl6@cs.com
Roger GomoU

8891 Airport Rd, Box C2

Blaine, MN 55449

763-786-3342

pledgedrive@msncom

Geoff Robison

1521 E. MacGregor Dr.

New Haven, IN 46774

260-493-4724

chief7025@aoi.com

SoH. " Wes" Schmid

2359 Lefeber Avenue

Wauwatosa, WI 53213

414-771-1545

shschmid@milwpc.com

DIRECTORS

EMERITUS

Gene Chase
2159 Carlton Rd.
Oshkosh, WI 54904
920-231-5002

eaa.org

VicePresident

DIRECTORS
Steve Bender
815 Airport Road

Roanoke, TX 76262

817-491-4700

sstl ()()@worldnet.art.net

Phone (920) 426-4800 Fax (920) 426-4873

Web Site: http://www.eaa.org and http://www.airventure.org
E-Mail: vintage

E.E. "Buck" Hilbert

P.O. Box 424
Union, 1L 60180
815-923-459 I
buck7ac@mc.net

ADVISOR
Alan Shackleton
P.O. Box 656

Sugar Grove, IL 60554-0656

630-466-4 193

103346.1772@compuserve.com

EAA and Division Membership Services

800-843-3612 ... . __ ...... FAX 920-426-6761
(8:00 AM-7:00 PM
Monday-Friday CSl)
New/renew memberships: EAA, Divisions
(Vintage Aircraft Association, lAC, Warbirds),
National Association of Flight Instructors
(NAB)
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/organizing . . 920-426-4876
Education ................ _ . 920-426-6815
EAA Air Academy
EAA Scholarships

Hight Advisors information. _. . 920-426-6522

Hight Instructor information _.. 920-426-6801
Hying Start Program ....... _.. 920-426-6847
Library Services/ Research ...... 920-426-4848
Medical Questions ........ _.. . 920-426-4821
Technical Counselors ......... 920-426-4821
Young Eagles ..... __ ......... 920-426-4831
Benefits
AUA .. __ ........ __ ..... ... 800-727-3823
AVEMCO ....... _.. .... __ .. 800-638-8440
Term Life and Accidental ... . .. 800-241-6103
Death Insurance (Harvey Watt & Company)
Editorial _........ _. ........ 920-426-4825
...... __ ....... __ ...... FAX 920-426-4828

Submitting article/ photo

Advertising information
EAA Aviation Foundation
Artifact Donations .. ___ . ... __ 920-426-4877
Financial Support ... . . .. . . . . 800-236-1025

MEMBERSHIP INFORMATION

EAA
Membership in the Experimental Aircraft Assod
ation, Inc. is $40 for one year, induding 12 issues of
SPORT AVIATION. Family membership is available
for an additional $10 annually. Junior Membership
(under 19 years of age) is available at $23 annually.
All major credit cards accepted for membership.
(Add $16 for Foreign Postage.)

VINTAGE AIRCRAFT ASSOCIATION

Current EAA members may join the Vintage
Aircraft Associaton and receive VINTAGE AIR
PLANE magazine for an additional $36 per year.
EAA Membership, VINTAGE AIRPLANE
magazine and one year membership in the EAA
Vintage Aircraft Association is available for $46
per year (SPORT AVIATION magaZine not in
cluded). (Add $7 for Foreign Postage_)

lAC
Current EAA members may join the Interna
tional Aerobatic Club, Inc. Division and receive
SPORT AEROBATICS magazine for an addi
tional $45 per year.
EAA Membership, SPORT AEROBATICS
magaZine and one year membership in the lAC
Division is availabl e for $SS per yea r (SPORT

AVIATION magazine not included). (Add $15

for Foreign Postage.)

WARBIRDS
Current EAA members may join the EAA War
birds of America Division and receive WARBlRDS
magaZine for an additional $40 per year.
EAA Membership, WARBIRDS magazine
and one year membership in the Warbirds Divi
sion is available for $SO per year (SPORT
AVIATION magazine not included). (Add $7 for
Foreign Postage_)

EAA EXPERIMENTER
Current EAA members ma y re ce ive EAA
EXPERIMENTER magaZine for an additional
$20 per year.
EAA Membership and EAA EXPERIMENTER
magazine is available for $30 per yea r (SPORT
AVIATION magazine not included). (Add $8 for
Foreign Postage_)

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

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

Copyright 2002 by the EAA Vintage Aircraft Association

All rights reserved.
VINTAGE AIRPlANE (ISSN 0091-6943l IPM 1482602 is published and owned exclusively by the EAA Vintage Aircraft Associalion of the Experimental Aircraft Association and is published monthly at EAA Aviation
Center, 3000 Poberezny Rd., P.O. Box 3086. Oshkosh, WISCOnsin 54903-3086. Periodicals Postage paid al Oshkosh. Wisconsin 54901 and at additional mailing offICeS. POSTMASTER: Send address changes to EAA
Vintage Aircraft Association, P.O. Box 3086, Oshkosh, WI 54903-3086. FOREIGN AND APO ADDRESSES - Please allow at least two months lor delivery of VINTAGE AIRPLANE to foreign and APO addresses via sur
face mail. ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise
obtained through our advertising so that corrective measures can be taken.
EDITORIAL POLICY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the
contributor. No renumeration is made. Material should be sent to: Editor, ViNTAGE AIRPlANE, P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 920/426-4800.
EAA" and SPORT AVIATION", the EAA Logo" and Aaronautica ~ are registered trademarl<s, trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and service
marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohibited.
The EAA AVIATION FOUNDATION Logo is a trademark of the EAA Aviation Foundation, Inc. The use of Ihis trademark without the permission of the EAA Aviation Foundation, Inc. is strictly prohibited.

VlNTAGE AlRPLANE

31

Theodore Patecell
Fort Lauderdale, FL
First flight training- 1934
Former vice president with
Howard Aircraft
Flew first prototypes for
Boeing iet airliners and
Lear corporate iets
Holds airliner speed
record from New York to
Rio de Janeiro, Brazil

Ted Patecell, pictured with his

Howard DGA 15P, has a lang
history with Howard aircraft,

To AUA: "When I bought a 1939 model

Howard DGA 15P, the insurance compa

AUA is

~
approved.

To become a

AUA's Exclusive EAA

Vintage Aircraft Assoc.
Insurance Program

ny which was insuring my modern aircraft

advised they did not insure antique air

craft. I was uninsured until I found AUA. I

Lower liability and hull premiums

Medical payments included

have found the AUA personnel to be very

Fleet discounts for multiple aircraft

carrying all risk coverages

courteous and prompt in renewing my pol

No hand-propping exclusion

icy. I am very thankful to have found your

No age penalty
No component parts endorsements

member of the

company."

- Ted Patecell

Discounts for claim-free renewals

carrying all risk coverages

Vintage Aircraft
Association call

The best is affordable.

Give AUA a call - it's FREE!

Remember,
We're Setter TogetherI

800-843-3612

800-727-3823
Fly with the pros...fly with AUA Inc.

AVIATION UNLIMITED AGENCY

artner

cognl'tIon

~~Yi~

As a partner with Ford Motor Company, EAA is proud to

offer EAA Members the opportunity to save on the purchase or
lease of Ford, Lincoln, Mercury, Mazda, Volvo, Land Rover,
Jaguar and TH!NK vehicles. You can save hundreds--even
thousands-of dollars.
And it's easy to participate in the Ford Partner Recognition
Program-but only if you're an EAA member*.
Get your personal identification number (PIN) from the EAA
web site (www.eaa.org) by clicking on the EAAlFord Program
logo. Then, just take your PIN and your EAA number to your
local dealership, select an eligible vehicle, and receive your
special EAA Member pricing.
For more information and additional details, call EAA
Membership Services at 800-JOIN-EAA.

VOLVO

LINCOLN

The Leader In Recreational Aviation

Mercury

Must be an EAA Member for at least 1 year to be

eligible. On ly available to residents of the U.S. and
Ca nada. Introductory, Student, Complimentary,
Library, School, and Corporate Memberships are
ineligible.

JA~

THINK"

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