VOL. 30, No.

STRAIGHT & LEVELlButchJoyce

2 VAA NEWS/H.G. Frautschy

4 MYSTERY PLANE/H.G. Frautschy

6 PAUL RINALDO REDFERN

THE FIRST AVIATOR TO FLY SOLO ACROSS THE
CARIBBEAN SEA/ Thomas Savage & Ron Shelton

10 JOHN MILLER RECALLS ...

AVIATION IN THE 1920s/John M. Miller
13 HE SAID ...SHE SAID/Ken Morris
17 NEW LINDBERGH EXHIBIT
MISSOURI HISTORICAL SOCIETY'S EXPANDED
EXHIBITION SHOWCASES THE LIFE AND
LEGEND OF CHARLES A. LINDBERGH!

H.G. Frautschy
21

PASS IT TO BUCK/Buck Hilbert

22 CALENDAR
28 CLASSIFIED ADS
30 VAA MERCHANDISE

WWW.VINTAGEAIRCRAFT.ORG

Publisher

TOM POBEREZNY

Edltor-In-Chlef

scon SPANGLER

Executive mrector, Editor

HENRY G. FRAUTSCHY

VAA Administrative Assistant THERESA BOOKS

Exeo.tive Editor

MIKE DIFRISCO

Contributing Editors

JOHN UNDERWOOD
BUDD DAVISSON

Graphic Designer

OLIVIA L. PHILLIP

Photography Staff

JIM KOEPNICK
LEEANN ABRAMS

Advertisblg!Edltorfal Assistant ISABELLE WISKE

JULY 2002

STRAIGHT

Be LEVEL
BY ESPIE "BUTCH" JOYCE
PRESIDENT, VINTAGE ASSOCIATION

EAA AirVenture's a Comin'

s I write this there's about a
month to go before many of
us will gather in Oshkosh for
EAA AirVenture. There's plenty to
do as we get ready. Like many of
you, Norma and I will have to work
a little harder and get quite a bit ac
complished before we can take two
weeks off to work and enjoy EAA
AirVenture. We'll see you there!
Let me take just a few lines to ex
press my appreciation to those of
you who were able to contribute to
the 2002 VAA Friends of the Red
Barn campaign. Your generosity will
enable the VAA to better serve VAA
members during the convention.
In the past, we've chosen to pro
vide services to both members and
the genera l public that, for what
ever reason, were needs that were
not being current ly addressed.
Here's a prime example: the VAA
Tall Pines Cafe. For many years the
association has asked for a greater
level of food service on the south
end of the airport, and unfortu
nately, the needs of our members
and our fellow EAA fly-in campers
were not being met.
Now, with an opening on that
end of the field made available to
us, we will be starting a food serv
ice in the mornings. To be certain
we're meeting the immediate
needs of members in that area,
we're going to be pretty conserva
tive with regard to its initial
operations . The VAA Tall Pines
Cafe, located to the south of the
ultralight area runway, will operate
only in the morning, serving
breakfast from 7 a.m. until 9 a.m.
It's been our observation that most
people camping on the south end

of the field are not present during

the midday and often make other
arrangements for their evening
meal. We realize that may very
well be a chicken and egg" syn
drome and that there may be a
need for other meals, so we'll
closely monitor comments to re
fine our operation. VAA Director
John Berndt is the chairman for
the Tall Pines Cafe, and he'll be
operating it entirely with volun
teer help. We hope the Tall Pines
Cafe will become a morning gath
ering spot for members in much
the same way the Red Barn's porch
is on the north end of our area.
One of the reasons the Red Barn
is so popular can be summed up in
one word-hospitality. And the
chairperson who personifies hospi
tality is VAA Host/Activities
Chairman Jeannie Hill. Believe me,
that short title doesn't completely
describe all of the things Jeannie
does. Like many of us, she wears a
bunch of different hats, organizing
the VAA picnic, VAA information,
media relations, the VAA fly-out,
and a few other odds and ends that
always seem to come across the in
formation desk in the Red Barn. If
you need to find someone or some
thing on the field, stop i n and
ask-if the volunteers there don't
know, it's a pretty good bet they
can find out.
This year's convention, the 50th
such event for EAA members, is
shaping up to be a great time, both
in the vintage area and around the
entire convention grounds. There's
plenty to see and do, so plan on
spending an extra day or two. Take
a look at www.airventure.org for in
/I

formation on this year's event.

On a more serious note, I've no
ticed that we've seen an increase in
the accident rate for tailwheel
equipped airplanes, primarily
during the landing phase of flight.
It seems that some folks have let
their feet fall asleep over the winter
months. All of us can benefit from
a little dual instruction every year,
even when we feel we're at the top
of our game. Little bad habits can
creep into our flying, and having
an instructor along is cheaper insur
ance than paying the deductible
and increased rates after an acci
dent claim following a ground loop.
Also, be sure to keep your air
craft tied down when you're
hand-propping an aircraft. Be sure
your buddy knows this, too. Sur
prisingly, a number of accidents
that have occurred due to inatten
tive hand propping occurred when
a buddy of the owner was flying
the airplane. I've always been extra
cautious when flying someone
else's airplane, but I guess that isn't
always so. It probably would be
prudent to assume your friend
does not know as much about
propping the aircraft as you do, so
take the time to explain how to
treat your airplane. If he's really a
friend, he won't be offended. In
fact, taking the time now may save
your friendship.
Let's all pull in the same direc
tion for the good of aviation.
Remember, we are better together.
Join us and have it all.
......
VINTAGE AIRPLANE

YAA NEWS

COMPILED BY

H.G. FRAUTSCHY

EAA AIRVENTURE OSHKOSH

2002 HIGHLIGHTS
This is the 50th gathering of
EAA members for their annual
convention, and EAA AirVenture
promises to be a great event, with
plenty to do and see. Each day
has its own special theme:
Members' 50th Celebration
Day: Tuesday, July 23
Countdown to Kitty Hawk Day:
Wednesday, July 24
. Sounds of Speed Day: Thursday,
July 25
Recreational Aviation Day: Fri
day, July 26
Salute to American Airpower
Weekend: Saturday, July 27
Salute to American Airpower
Weekend: Sunday, July 28
. Kids' Day: Monday, July 29
Each day is chock-full of activi
ties and events, so be sure to see the
full schedule of events for each
day's theme at www.airventure.org.
You'll also find each day detailed in
your copy of the official EAA Air
Venture Oshkosh 2002 program.

VAA PICNIC
Tickets for the Wednesday, July
24, annual VAA picnic held at the
Nature Center will be available for
sale at the Red Barn for $8. Note
the earlier date. Tickets must be
purchased in advance so we know
how much food to order. Tickets
will be on sale at the Red Barn
prior to the start of convention.
The delicious home-cooked meal,
including both beef and chicken,
will be served after 5:30 p.m.
Trams will begin leaving the Red
Barn around 5 p .m. and will make
return trips after the picnic. Type
Clubs may hold their annual ban
quets during the picnic. Contact
Jeannie Hill (815-943-7205) and
she will reserve seating for you so
you can all sit together.
2

JULY

2002

R.W. "Buzz" Kaplan

Just as this issue was going to
press, we learned of the death of one
of antique aviation's staunchest sup
porters, EAA President's Council
member R.W. "Buzz" Kaplan. Buzz
was killed in the crash of his recently
completed Curtiss Jenny. Mechanic
Brent Langer was critically injured in
the crash.
Buzz, of course, has been an active
VAA member and vintage airplane
enthusiast for decades, often bring
ing some of the most unusual aircraft
we've ever seen at an EAA conven
tion, including the Savoia-Marchetti
S-56 amphibian and the Curtiss
Robin on floats, not to mention his
epic collaboration with Sam Johnson
to create a pair of Sikorsky S-38 am
phibions. Our deepest condolences
to his family and many friends.

ARE YOU AFRIEND OF

THE RED BARN?
If so, be sure to check in at the infor
mation desk at the VAA Red Bam. There,
we'll issue you your special name badge,
and we'll let you know what the sched
ule is for our tram tours of the VAA area.
We can also point out the location for
the Ford Tri-Motor rides. If you have
any questions, feel free to ask for Theresa
Books, the VAA administrative assistant.
If you need to call her in advance of
your arrival (we won't have the tram
schedule until the week of the conven
tion), you can call her at EAA
headquarters, 920-426-6110.

OTHER EAA AIRVENTURE NOTES

Even if you've flown into Wittman air
port each year for decades, you need to
have a copy of this year's NOTAM with
you. Be sure you're familiar with its con
tents, and your arrival will be less stressful
for all involved! You can get your copy of
the required NOTAM online at www.air
venture.org/2002/f/ying/notam.htmi

VAA MESSAGE CENTER

If you would like to leave a message
for people you know who frequent the
VAA Red Barn, stop by the information
desk. You can write them a message in
our "notebook on a string," and we'll
post their name on the marker board so
they'll know there's a message waiting
for them. Sure, cellular phones and
walkie-talkie radios are great, but some
times nothing works bet t er than a
hand-scribbled note!

LINDBERGH'S
75th ANNIVERSARY
This year we commemorate the
75th anniversary of Charles Lind
bergh's solo flight across the Atlantic.
We'll have a special celebration at
the VAA Red Barn, sponsored by His
toric Aviation. We'll remember
Lindbergh's epic flight the morning
of Friday, July 26. Check in at the
Red Barn for the exact time.

FRONT COVER:

The roar of a radial, the

lines that are pure 1930's Art Deco, the
Spartan Executive is a rare, highly sought
after aeronautical treasure. Ken and
Lorraine Morris bought their dream airplane
in pretty rough shape, and have put an
exceptional amount of work into the airplane
to bring it up to showplane condition. Photo
by Don Parsons, shot on 100 ASA Fuji slide
film. Photo plane flown by Lorraine Morris.

BACK COVER: Freedom Formation-From

Sea to Shining Sea is the title of this patriotic
watercolor by Lonni Sue Johnson, 345
Hayes Road, Cherry Valley, New York 13320.
Originally done as a holiday card in the after
math of September 11th, she painted this
larger version to, in her words, "highlight the
need to pull together to go forward: It was
selected to receive an Honorable Mention
ribbon during the 2002 EM Sport Aviation
Art Competition.
Lonnie Su,e is an accomplished water
colorist, with her artwork published in lead
ing international magazines and newspa
pers. A freelance illustrator since 1976, she
has illustrated 9 books, and designed cards
for The Museum of Modern Art. A private
pilot since 1996, she now owns and flies a
Cub from her rural New York studio at
Watercolor Farm.
You can reach Lonnie Sue and view
other aspects of her art at www.lonniesue.com

FRIENDS OF THE RED BARN HONOR ROLL

FLY-OUT
The annual fly-out to Shawano is
Saturday, July 27. The sign-up sheet
will be at the desk at the Red Barn,
and the briefing will be at 7 a.m. the
morning of the fly-out. This year
the meal will be provided at the
Shawano airport, so there will be no
need to leave the airfield . We're
hoping to have a good turnout this
year to make up for the weather
cancellation last year. The commu
nity of Shawano is a big supporter
of VAA and puts forth a lot of effort
to sponsor this event. It does a great
job, and we hope you'll help us
thank Shawano by joining us.

CD WRITER
As more of
us use digital
photography
to capture our
memories of spe
cial events, we're caught by one
fact of life-those little Compact
Flash or Smart Media cards don't
always hold all the pictures we'd
like to take. We're going to help
you with this dilemma by offer
ing to download your images and
burn them to a compact disc
(CD), all for a nominal fee. Bring
your digital camera to the VAA
Red Barn, and see how easy it is
to savor your stay in Oshkosh.

RED BARN STORE

The VAA Red Barn store, chock
full of great VAA logo merchandise
and other great gear, will be open all
week long. Show your VAA mem
bership card (or your receipt
showing you joined VAA at the con
vention) and you'll receive a 10
percent discount.
On the evening of Thursday, July
25, there will be a special VAA
members-only sale. Bring your VAA
card and you'll receive an addi
tional discount on specially priced
merchandise. The VAA members
only sale will be from 7 to 9 p.m.
See you there!

Our thanks to those listed for their generous support of the

Vintage Aircraft Association's activities and programs during EAA

AlrVenture Oshkosh.
Jaime P. Alexander...... Council Bluffs, IA
David K. Allen .............. . Elbert, CO
Lowell T. Baker ............ Effingham, IL
Lawrence A. Bartell ........ Waukesha, WI
David A. Belcher ........... Abington, MA
Steve Bender . . . ........... Roanoke, TX
Jesse W. Black, III. . ...... Maplewood, MN
Raymond B. Bottom, Jr....... Hampton, VA
Robert C. Brauer ..... . . . . .. . Chicago, IL
Jerry A. Brown... . ........ Greenwood, IN
Col. Harvey S. Browne . . .. . .. Ferndale, WA
Bruce L. Campbell . .. ......... Aguila, AZ
Peter Chamberlain ... . . . .. . ... Beds, UK
David Clark .......... . .... Plainfield, IN
Geoffrey E. Clark, MD .. . .. Portsmouth, NH
Sydney B. Cohen . . . ......... Wausau, WI
Larry Collins ..... . .... . ... Lake City, MI
Douglas J. Conciatu .... Sterling Heights, MI
Jack Copeland . .. .. .. . . Northborough, MA
Michael J. Damone.... '. Bloomfield Hills, MI
Martin A. Ditmore ........ Las Cruces, NM
Francis E. Donahue . . . Wappingers Falls, NY
William Dunn .. . .... . . . . . .. Liverpool, NY
Doug Ferguson ... . . .. . . . New Market, NH
William Fields .. . ............ Hazard, KY
Thomas G. Rock . ... . . . . . . . . Rockville, IN
Henry G. Frautschy..... . . : . . Oshkosh, WI
Ray Fulwiler ... . .. . . . . . . . . . . Algoma, WI
Timothy M. Gallagher .... . . Poplar Grove, IL
Richard Giannotti ...... . . Brookhaven, NY
Robert L. Graham . . . . . . . ... Chandler, AZ
Arthur F. Green ..... . ... Palos Heights, IL
Dale A. Gustafson . ... . ... Indianapolis, IN
Frank D. Hargrove .... . . . .. Beaverdam, VA
Charles W. Harris . . ... . ....... Tulsa, OK
Bob Harris ... . .. . .... .... . La Mesa, CA
C. F. Henderson . . . . . .... San Marcos, CA
Greg Herrick..... .... .. . ... Jackson, WY
Buck E. E. Hilbert ..... .... . .. . Union, IL
Alex D. Hudnall. . . . .. ..... Lynn Haven, FL
Peter N. Jansen, Jr. . . ... ..... Seattle, WA
Butch Joyce ..... . ...... . .. Madison, NC
Norma Joyce .. .... . .... ... Madison, NC
Larry Keitel . . .. ... . . .. .. EI Segundo, CA
Jack J. Kopf. . ... . . . . . .... . Alameda, CA
Steve and Sharon Krog ..... .. Hartford, WI

Jennifer S. Ledman ..... Gaithersburg, MD

Jimmy Leeward ...... . ..... Ocala, FL
Earl F. livingston ........ Albuquerque, NM
Russ C. R. Luigs . . .......... Bandera, TX
Robert D. Lumley .. ..... Brookfield, WI
Robert Maher....... . ... N. Augusta, SC
W. Saxon Moore .............. Tulsa, OK
Frank J. Moynahan ........ Clearwater, FL
Eugene E. Nabors ... .. ....... . Berlin, MI
William E. Nelson ............ Juneau, AK
Boynton L. Nissen ............. Troy, MO
John and Anna Osborn .. . .. . . Kerrville, TX
Richard and Sue Packer . . ..... Radnor, OH
William E. Parent .... . .... . Redmond, WA
George Parry ............... Ventura, CA
John M. Patterson ....... . .. Frankfort, KY
John M. Patterson. ..... ... . Lexington, KY
Don E. Petty .......... . ..... Saticoy, CA
Allan L. Plapp .. . ........ Poplar Bluff, MO
Louis S. Radwanick .. . . . Virginia Beach, VA
Theodore Reusch ...... . Anaheim Hills, CA
Dean Richardson . ...... . . . Stoughton, WI
Milton Ruesch . ... .. .... .. . Medford, WI
Sally E. Ryan .......... Mounds View, MN
Shuji Saitoh ...... Kita Ku, Sapporo, Japan
Doug Schiller ... ......... . Warrenville, IL
John A. Schlie .... . .. . ....... Cocoa, FL
S.H. OWes" Schmid . .. . .. . Wauwatosa, WI

William B. Scott . . ........ . . . . Reno, NV

H. Burkley Showe ...... . .. Columbus, OH

Bob Siegfried .. . ..... .. Downers Grove, IL
Charles Starr. .. .. . ...... .. . Niceville, FL
Gary W. Sullivan ........... Santa Fe, NM
Paul Tanzar. . ... ... ...... . . . Chicago, IL
Ronald E. Tarrson . .. . ... . . ... Chicago, IL
Donald E. Terry . ... . . . . . Grand Island, NE
Carson E. Thompson . ........ Elmhurst, IL
James D. Timm .. .. ..... . . ... Tempe, AZ
Carl and Pat Tortorige . . .. . . . . .. Quincy, IL
John R. Turgyan ... . ... . . . . New Egypt, NJ
Robert O. Tyler . . ...... . .. Great Falls, VA
Lawrence A. Wedell . . ... . ... Montclair, CA
Russell Williams ...... .. . .. Issaquah, WA
Howard G. Wilson ... . ... . Los Angeles, CA
Joe Yoakum . . . . .. . . . .... . . Ft. Worth, TX

continued on page 26
VINTAGE A IRPLANE

BY

H.G. FRAUTSCHY

APRIL'S MYSTERY PLANE

COMMAND AIRE

Lymburn, Princeton, Minnesota;

and Jun Amendola, Bellevue,
Washington.
A number of you recognized
our April Mystery Plane and its
now very rare engine. Here's our
first note:
Your April Mystery Plane is a
Command-Aire powered by the
un ique and noisy six-cylinder
Curtiss Challenger twin row radial
engine. In the early '30s my father
and I had our very first airplane
ride in a Command-Aire, with its
short stack Challenger banging
away, at the old Curtiss-Reynolds
airport in Glenview, Illinois. The
pilot was a well-known aviator/in4

JULY 2002

structor in the Chicago area

named Dwight Morrow. (In 1942
the airport was enlarged and be
came the renowned Naval Air
Station-Glenview.)
While attending the annual
EAA fly-in at Arlington, Washing

ton, in July 1991, I was surprised

and thrilled to see a restored
Command-Aire arrive (q u ietly)
with a Wright J-6-7 up front.
Naturally, I took a half-dozen pic
tures and have enclosed two
prints. The man on the left is

184, issued in Ju ly of 1929.

The frame visible at the rear of
the rear cockpit raises a question as
to its purpose. It will be interesting
to see if the photo had an explana
tion for it.
And Dick Harden, Rickfie ld,
Minnesota, also noticed a few de
tails:
Must be getting ready for a high
alti tude fl igh t . Note the way the
pilot is dressed with no snow on
the ground. And the extra hatch
structure around the rear cockpit
headrest.
owner/pilot Robert Locke of
Visalia, California. Since then I
have not seen Locke and his
Command-Aire at any of the Ar
lington events.
Cheers!
Jim Stubner
Mercer Island, Washington

THIS MONTH'S

And from Ed Kastner, Elma, New

York, we have this addition:
It is a Command-Aire Model 5C
3, powered with a Curtiss
Challenger engine of 185 hp. It
was built in Little Rock, Arkansas,
by a company of the same name,
under Approved Type Certificate

SEND YOUR ANSWER TO:

EM, VINTAGE

We didn't get an explanation as

to the tubular frame's purpose, so
if any readers can fill in the details,
we'll pass them along. Our thanks
again to Bruce Mi ll er of Harahan,
Louisiana, for sharing this photo
with us.
......

VIA E-MAil . SEND YOUR ANSWER TO

MYSTERY PLANE

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

COMES TO US VIA

54903-3086 . YOUR ANSWER NEEDS TO

BE SURE TO INCLUDE BOTH YOUR

THE COLLECTION OF

BE IN NO LATER THAN AUGUST 15 FOR IN

NAME AND ADDRESS (ESPECIAllY YOUR

PETER BOWERS,

CLUSION IN THE OCTOBER 2002 ISSUE OF

CITY AND STATE!) IN THE BODY OF YOUR

SEATTLE,

VINTAGE AIRPLANE.

NOTE AND PUT "(MONTH) MYSTERY

WASHINGTON.

You CAN ALSO SEND YOUR RESPONSE

vintage@eaa.org.

PLANE" IN THE SUBJECT LINE.

VINTAGE AIRPLANE

A Columbia Aviator and

His Stinson Detroiter Remembered

Paul Rinaldo RedfernThe first aviator to fly solo across the Caribbean Sea
THOMAS SAVAGE AND RON SHELTON

aul Redfern is an aviator whose

short career is hardly known
outside of the area in which he
lived and flew decades ago, but his
legacy is being kept alive though the
efforts of a group of South Carolina
aviators and the South Carolina State
Historical Society.
At age 16 Redfern built and flew a
biplane-type glider on the outskirts
of Columbia, South Carolina. In his
sophomore year industrial arts class
at Columbia High School, he built a
full-size biplane without an engine.
It created a local sensation when dis
played at the University of South
Carolina and resulted in his not
graduating the following year with
his senior class. Because of his
demonstrated skills and talent and
with his parents' permission he left
the area upon the completion of his
second year in high school to work
as an inspector at the Standard Air
craft Factory in Elizabeth , New
Jersey. When the factory ceased pro
duction in February 1919 he
re-entered high school in Columbia.
At Benedict College, where his fa
ther was on the faculty, he designed
and assembled a small biplane from
spare parts and a used World War I
aircraft engine during his senior year
in high school. During this time he
established the first commercial air
field in Columbia at the present site
of Dreher High School. He soloed
from this field in his small biplane.

JULY

2002

Redfern in his homebuilt biplane at the field of the Redfern Aviation Company.

After graduating from high school

Paul Redfern earned his living as an
aviator. In addition to his small bi
plane he acquired and flew a Curtiss
Jenny IN-4 and a de Havilland DH4. He operated out of his airport in
Columbia and later out of one he es
tablished in Toledo, Ohio.
Paul married Gertrude Hildebrand
in Toledo, Ohio, in 1925. They lived
in Toledo while Paul worked as an
aviator for her father and operated
an airfield he established in the area.
They eventually moved to Savan
nah, Georgia, when Paul accepted
employment as an aviator with the
United States Customs Service.
Gertrude's last contact with Paul
took place on August 25,1927, just
before he departed for his historic

flight. Gertrude and Paul did not

have any children, and she never re
married. She died in 1981 and is
buried in Detroit.
Paul Redfern attempted to fly
from Brunswick, Georgia, to Rio de
Janeiro, Brazil, in August 1927, a dis
tance of 4,600 miles. If he had been
successful he would have flown
1,000 miles farther than Charles
Lindbergh did in his flight to Paris,
France, three months earlier. Red
fern did not arrive in Brazil, and
neither he nor his airplane has ever
been located. He was 25 years old
when he attempted this ill-fated
flight for fame and fortune.
Redfern used a Stinson Detroiter
SM-l, a high-wing monoplane with a
Wright J-5 Whirlwind engine, the

Gertrude Hildebrand
Redfern sitting and
Paul Redfern stand
ing next to the
biplane he built and
flew as a high school
senior.

same type of engine used on Lucky

Lindy's Spirit ofSt. Louis. According to
Aircraft Circulars, National Advisory
Committee for Aeronautics, prepared
by the Stinson Aircraft Corporation
and published in Washington in
1927, "The Stinson Model SM-1 was
the first monoplane of the illustrious
'Detro iter' series and successor to the
popular SB-1 cabin biplanes. The first
SM-1 ever built won the 1927 Ford
Air Tour, flown by Eddie Stinson him
self. Thirty-six planes were reported
built in 1927, and many were used in
attempts to set world records . Al
though comparatively large, the SM-1
performed and handled well and
could be landed in the traditional
cow pasture. The factory price was
$12,000 to $12,500 and included
such standard equipment as inertia
type engine starter, metal propeller,
wheel brakes and wings wired for
navigational lights. Pontoons were
also available. /I
Redfern went to the Stinson Air
craft factory in Detroit to supervise
the installation of additional fuel
tanks and other modifications in the
Stinson Detroiter. "With Eddie Stin
son in the second seat, Paul took off
in the modified Stinson at 9:40 a.m.
on August 5 and reached Brunswick,
Georgia, at 7:40 p.m. He averaged 86
mph on this nonstop flight ," ac
cording to Redfern's father. john
Underwood states in his book, The
Stinsons: A Pictorial History, that Ed-

die Stinson tried to

persuade Redfern
that two days of fly
ing "was more than
a man could stand."
He was unable, how
ever, to convince
Redfern to take an
other pilot with him.
Redfern had the Detroiter painted
green and yellow with white letter
ing. The author notes that green and
yellow are the colors of the Brazilian
flag . On both sides of the fuselage
just behind the e ngine were the
words "Port of Brunswick." In bold
letters behind the wing's trailing
edge was "Brunswick to Brazil." In
large letters on the upper and lower
wing was the registration number is
sued by the U.S. Department of
Commerce, NX773.
Among those monitoring the
flight nothing was heard from any
one by the time Redfern's fuel would
have been exhausted by 4:30 p.m.
on August 27. By that time the fes
tive atmosphere in Rio de janeiro,
where the president of Brazil and
the movie star Clara Bow planned to
greet him, had ended with the
knowledge that he and his plane
were down, but nobody knew where
and when. And there was no news
until September 8. It is not hard to
imagine the agony his wife, parents,
three sisters, flight committee, and
many friends experienced during
that time. His wife, Gertrude, spent
most of this time in seclusion. His
father, Dr. Frederick C. Redfern,
spent most of August 27 and 28 at
Th e State Newspap er in Columbia
awaiting word, which never came.
Then on September 8, as reported in
the Atlanta Journal, the last written
communication concerning Paul

Redfern surfaced, as the captain and

crew of a ship, then docked in New
Orleans, reported their unexpected
encounter with him and his brightly
colored airplane.
This unexpected encounter took
place on August 26, 1927, at approx
imately 3:00 p.m. and lasted about
45 minutes. The ship was the Christ
ian Krogh, a Norwegian steamship.
It was near the island of Trinidad
and about 165 miles off the coast of
Venezuela. Approaching the ship
from the north, Paul Redfern began
to circle the ship at a low altitude.
He wrote a note on a piece of paper
asking the captain to point the ship
toward land, and to wave a flag or
handkerchief once for each 100
miles. He signed the note. (His fa
ther later verified his handwriting
and signature.) He put the note in a
carton and dropped it toward the
ship. Unfortunately it landed in the
ocean. A crewman dived into the
water and retrieved the carton. After
the captain read the note he had the
ship turned to point toward
Venezuela and blew the ship's whis
tle two times. Redfern lined his
plane up with the direction of the
ship, wagged the wings of the air
plane in appreciation, and began
flying away toward Venezuela.
When Redfern did not arrive at
the airfield in Rio de janeiro as
planned, a massive sea, land, and air
search took place and lasted for sev
eral days. After his encounter with
the Norwegian ship became known,
there were successive expeditions to
French and British Guyana and
Venezuela. Reports filtered in that
Paul Redfern had been seen crossing
the Orinoco Delta and going in a
southern direction toward Boca
Grande. A small group of natives re
ported that they had seen him flying
near St. Cathhert, British Guyana.
None of the sightings proved fruitful.
No trace of Redfern or his Stinson
Detroiter was found.
After a lull of several years there
was another series of expeditions in
the mid 1930s, prompted by multiple
reports that a white man on crutches
VINTAGE AIRPLANE

was being held captive by an Indian

tribe after he had fallen from the sky.
These reports became so frequent
and persistent in various newspapers
and on the radio that the U.S. gov
ernment became concerned and got
involved in the renewed search for
Redfern. The Smithsonian Institution
sponsored one expedition. The last
expedition took place in 1938 when
Paul's parents contracted Theodore
Waldeck to search for their son and
his airplane. On April 28, 1938, a re
port was sent from Georgetown,
British Guyana, with the headline
"U.S. Searching Party Reports Redfern
Dead." The report went on to say
that the Waldeck group, led by
Theodore Waldeck, an ex-World War
I pilot and his author wife, Jo, who
had spent considerable time in the
Guyana wilderness, reported that
they had found the spot where the
aviator fell in Venezuela. Their report
was based on a statement by a native
who said that he had seen Redfern's
plane crash into some trees. The
Waldecks were not able to get to the
spot because of a wetter-than-usual
season. The area in question was full
of sinkholes, poisonous snakes, and
black widow spiders. The Waldecks
returned to Columbia to discuss
their findings with Dr. and Mrs. Red
fern. Although the Redferns initially
accepted the Waldecks' conclusion
that Paul was dead, they later
changed their minds, believing that
their only son had landed else
where and that he was still alive .
They had heard from famed pilot
Jimmy Angel who reported a dif
ferent location for the final resting
site of their son's airplane. They
also had communicated with an
American engineer named Lee
Dennison. Altogether some twelve
expeditions were made to South
America between 1927 and 1938.
Before the Waldeck expedition
was completed Gertrude Redfern
came to the conclusion that her
husband was dead. A clipping from
a January issue of a Detroit newspa
per states that on "January 4, 1938,
a circuit judge granted a petition in
8

JULY 2002

A large number of observers and

supporters gathered to watch the
UJdeparture of the Stinson SM-l
o
b from a runway on the beach at Sea
iE Island, Georgia.
Redfern (right) and a colleague be
side the Stinson SM-l.

which Redfern's wife sought to have

him officially declared dead." Mrs.
Redfern was quoted as saying, "I be
lieve my husband perished, as did
many other ocean fliers." Also, "she
said she believed that the scientific
expeditions by trustworthy agencies
have proven conclusively that her
husband was not alive but had per
ished at sea."
In an article published in Art of
Flight, artist/author Robert Carlin
states that in 1982 Gene Lowe and
David Bell got together for the pur
pose of locating the Stinson
Detroiter. Gene Lowe is identified as
a former World War II pilot who has
located a number of lost and wrecked
planes, including a Stinson Detroiter
SM-1 from the Greenland ice cap
where it had been for 40 years. David
Bell is described as a successful au
thor of a number of aviation books,
including one containing a chapter
about Paul Redfern.
After a careful study of the avail
able materials, Lowe and Bell
decided to give credence to a report
made by a well-known jungle bush
pilot named Jimmy Angel. Angel
had reported that he had flown over
Redfern's plane many times. He also
stated that as time passed the air
plane settled deeper in the jungle.
Although Angel had given a lati
tude-longitude fix on the wreck,
Robert Carlin states that these re
ports were not believed at the time

they were made "because Angel was

known for his bombast, especially
when he was trying to raise money,
and because it seemed incredible
that Redfern actually had managed
to reach Venezuela." Jimmy Angel is
best remembered today for discover
ing the highest waterfall in the
world in Venezuela, which is named
for him, Angel Falls.
During their research, Lowe and Bell
found a map and crash location for
Redfern's airplane that had been devel
oped at that time by Henri Villard, a
consular official, in Caracas. Quoting
again from Robert Carlin, "Villard
compared Angel's data with that of
Christian Krogh's crew and found an
immense amount of commonality in
all of it." Lowe and Bell then located
Marie Angel. They were unable to talk
with Jimmy because he died in an air
plane crash in 1956. Marie talked about
her experiences as a co-pilot on many
of her husband's jungle flights. She de
scribed Paul Redfern's airplane, and
how it seemed to sink deeper and
deeper into the jungle canopy over
time. She told how the plane's cover
ing had deteriorated until all that
remained to mark the site was "the
sun's light on the cabin glass." This in
terview with Marie Angel was recorded
for further reference as needed.
Lowe and Bell found one more
credible piece of evidence. This was
a report by an American engineer,
Lee Dennison, who reported seeing

EAA Chapter 242 to Commemorate

the 75th Anniversary of

the Redfern Flight

August 25, 2002, will be the 75th an

niversary of Paul R. Redfern's historic flight.
On Saturday, August 24, EAA Chapter 242
will host a one-day aviation event. A morning
ceremony is scheduled to remember and
honor Paul R. Redfern. A Stinson Detroiter
SM-2 will be present. Among the honored
guests will be one of Paul Redfern's
nephews, who currently lives with his wife in
Sumter, South Carolina. He was born shortly
after Paul's flight. His mother named him
Paul Redfern Jennings after his uncle. Dur
ing the ceremony a 20-inch wingspan stick
and tissue model airplane of the Stinson
Detroiter SM-1, painted and detailed to look
exactly like the one Redfern flew, will be ac
cepted from master modeler David Smith of
Columbia. Bob Coble, mayor of Columbia,
and Dr. Miles Richards of the University of
South Carolina History Department, an au
thority on Paul Redfern, will each deliver
remarks. The owner and pilot of the Stinson
Detroiter SM-2 will re-enact Redfern's take
off in 1927, which will include a female
representing Gertrude Redfern slipping into
the cockpit for a final embrace and kiss. Af
ter a low pass over the airfield the pilot will
fly south until the airplane is out of sight.
The ceremony will then conclude with the
dedication of a plaque stating that Paul Ri
naldo Redfern was the first aviator to solo
the Caribbean Sea, with a missing man fly
over of vintage aircraft and the dropping of a
wreath by a local aviator.
In addition to the 75th anniversary
remembrance, the theme of the event
will be the spirit of aviation adventure
and exploration. Several ladies in avia
tion will participate, including one who
will make the first public flight in an air
plane that she built. Prior to and after
the ceremony EAA Chapter 242 pilots
will volunteer their aircraft and their time
to implement the Young Eagles program.
Spectators will have the opportunity to
observe and photograph a large group of
vintage, antique, and homebuilt air
planes , including the Stinson Detroiter
SM-2 and a 1929 Travel Air Civil Trans
port. The spectators will also have the
opportunity to visit open hangars and ob
serve various airplanes under construction
and/or restoration by EAA members .
Lunch will be provided at a reasonable
cost by EAA 242. The film Too Hot To Han
dle starring Clark Gable, will be shown by
a local theater, and the SCETV Redfern
story will also be available for viewing. For
more information on this commemoration,
contact Ron Shelton, 803-898-4921 or
sheltr@museum.state.sc.us, Tom Savage,
803-622 0096 or savagt522@aol.com,
or Xen Motsinger, 803-796 5984.

a plane fly over Venezuela's Cuidad

Bolivar plaza. He took note of the
airplane's green and yellow colors
and copied down the number
NX773. He also recalled seeing a
thin line of black smoke trailing
back from the nose of the plane as it
turned and flew off toward the
southeast. Lowe and Bell referenced
a book published in 1942 by Denni
son entitled Devil Mountain that
includes a chapter about his en
counter with Redfern's airplane .
Robert Carlin painted what he
viewed as Redfern's last moments in
the air based on the information in
Dennison's book. The authors are fa
miliar with Lee Dennison's
documentation about Paul Redfern
in the book Devil Mountain. This is
one of several documents that indi
cate Redfern flew over the Caribbean
Sea from Georgia to Venezuela. Also
important is the information pro
vided by Jimmy Angel, and later
verified independently by Marie An
gel to Robert Lowe and David Bell.
Carlin writes that Lowe and Bell
have flown over the most likely crash
site numerous times. He describes the
jungle as very "formidable" with no
trails cutting through it. He states with
conviction that Redfern's airplane will
be found because "Lowe and Bell will
see to that. They know it's there." An
interesting postscript is that the au
thors of this article recently learned
that Lowe and Bell are pseudonyms.
Robert Lowe is actually Robert Carlin,
who is now deceased. David Bell is ac
tually Dale Titler, who has extensive
files about Paul Redfern. He is the
author of Wings of Mystery, first pub
lished in 1966 and revised in 1981,
both of which contain a very informa
tive chapter about Paul Redfern.
As a result of his brief but illustrious
career and his daring final flight, Paul
Rinaldo Redfern has been remembered
in the following manner to date:
A street in Rio de Janeiro, Brazil, is
named for him.
An airfield was named for him on
Sea Island, Georgia, which later be
came the location of Redfern Village.
In 1938 Metro-Goldwyn-Mayer

produced a movie about him, Too

Hot To Handle, starring Clark Gable.
In 1969 a plaque was dedicated at
Sea Island, Georgia, and placed adja
cent to the beach from which
Redfern took off in August 1927.
Gertrude Redfern was present and
participated in the dedication . A
Stinson Detroiter SM-2 flew over
head during the ceremony.
In 1982 a plaque was dedicated at
Dreher High School in Columbia
stating that Redfern established the
first commercial airfield at that loca
tion and was lost attempting the
flight to Brazil.
Chapter 90S of the Experimental
Aircraft Association at St. Simons,
Georgia, was named for Redfern when
it was formed in 1988. The service
provided to fliers stopping at the club's
airfield while on their way to the EM's
annual Sun 'n Fun Fly-In in Florida is
provided in Redfern's memory.
The South Carolina Educational Tele
vision Corporation, commonly known
as SCETV, produced a video about him
in 1988 which has been shown yearly
during the month of August.
Russell Maxey, who attended high
school with Paul Redfern and con
sidered him a personal friend ,
authored a book entitled Airports of
Columbia in 1988 that he dedicated
to Paul Redfern, and several pages
and many pictures are devoted to
the Redfern story.
On August 24, 2002, a plaque will
be dedicated at Owens Airfield in
Columbia stating that Paul R. Red
fern was the first aviator to solo the
Caribbean Sea. This plaque will be
temporarily displayed in the EAA
242 clubroom until moved to the
renovated 1929 Curtiss-Wright
Hangar at the airfield.

Authors
Ron Shelton is the curator ofScience
and Technology at the South Carolina
State Museum and a member of EAA
Chapter 242.
Tom Savage is a retiree and volun
teer at the South Carolina State
Museum and a member ofEAA Chap
ter242.
........
VINTAGE AIRPLANE

John Nill,r R,(alls

Aviation in the 1920s

JOHN M. MILLER

t may be hard to believe but there was a time, less

than a lifetime ago, when there were no U.S. flying
regulations (or even drivers' licenses in New York).
Connecticut had some very restrictive aviation reg
ulations beginning in 1911, but they are mostly gone
now except for destructive taxes, of course.
When I started flying in late 1923, at 18, one of my
great attractions to flying was the absolute freedom in
the air. There were no aviation regulations at all. We
were free as the birds. Up there aloft one was completely
alone-liberated. Without radio there was no way to
communicate for help, so it was imperative to be self-re
liant, or to learn how to be. Flying
was the great adventure of the time.
The airplanes were almost all
WW I surplus types, mostly the Cur
tissJN-4 or the StandardJ-1 biplanes
with two open cockpits. They had
no electrical systems, no radios, no
lights, no flaps, no airspeed indica
tors, no interphones, no engine
starters, no heaters, no navigation
systems, no fog-flying instruments,
and no wheel brakes, only a tail-

skid. The shock absorbers were simple rubber bungee

cords that produced great bounces if the landings

were not good 3-point. The altimeter had a single

hand, which made a partial circle to 15,000 feet or so,

an altitude entirely unattainable by these airplanes.

We would set them to ground level. Flying was practi

cally a continuous emergency!

There were not even carburetor heaters, so dead-en

gine landings were routine when the carburetor iced and
caused mysterious engine stoppages, resulting in excit
ing, happy deadstick landings or sad ones. Carburetor
icing was not yet understood. Curtiss had partly solved
the problem on the OX-S engines, thinking that the
trouble was simply a failure of the gasoline to properly
vaporize, so they had installed permanent heaters,
which reduced the power. To get any real altitude, we
had to disable them. The air mail pilots did finally dis
cover the carburetor ice solution, but most of us flying
peasants knew nothing about carburetor ice. I was a
member of the old NAPA, National Air Pilots Associa
tion, formed by the air mail pilots, and read of the icing
problems in their newsletters.
Navigation was done by a WW I magnetic compass and
a pencil line on the map. The only maps available in the

United States were Rand McNally state maps that showed

railroads (no roads), towns, and terrain such as mountains,
rivers and lakes. Those that were sold for aviation were
printed with red isogonal magnetiC lines, known airfields
(not airports in those days), and known elevations of peaks
and various areas. I still have a mint condition Rand Mc
Nally Directory of Air Fields and Camp Grounds, vintage
1923, which does not list a single airfield with a paved
runway in the United States. There were none. Brakeless,
tailskid-type airplanes and paved runways were not at all
compatible. The first paved runway I ever saw or landed
on was in 1929 at Miami, built by Pan American Airways
for Fokker 3-Engine airplanes, which
had tail wheels. It is now MIA-Miami
International. The first airplanes with
nose wheels were the old Curtiss Pre
WW I pusher biplanes. Those nose
wheels were fixed, not steerable, and
had a brake shoe that bore down on
the tire, which was out in front of the
pilot, who was out in front of every
thing else, in the cold wind.
About 1932 Waco provided a new
caste ring nose wheel on the Model N
cabin biplane, but pilots were very suspicious of it. It
was ahead of its time. The tailwheel and taildragger air
planes were directionally unstable on the ground, so
they often ground looped, which means to reverse di
rection very violently and destructively. The early
tail dragger airplane's only braking was provided by the
friction of the tailskid on the sod. On a paved surface
runway there was practically no effective braking.
Without brakes, the most effective directional control
during the ground roll was with opposite aileron.
While on the ground in its tail down position, the
fuselage blanked out the rudder, which made it ineffec
tive unless a blast of power was used, which of course,
increased the length of roll.
By 1928 or so, the installation of brakes helped
shorten landing rolls. Flying the real brakeless tailskid
airplanes, the true tail draggers, is now a lost art. The
modern type of steerable nose wheel is a great safety
improvement, providing inherent directional stability
during the ground roll. The interim types, with brakes
and tail wheels, were suitable for paved runways. They
included larger airplanes such as the DC-3 and B-1?,
which had pilot lockable tail wheels. The Lockheed
Constellation and Douglas DC-4 airliners were the first

Up th,r, aloft

on, was

(ompl,t.ly alon.

lib,rat,d.

10

JULY 2002

large steerable nosewheel airplanes.

My fondest memories are of flying those old bi
planes in the days before regulations . There was
complete freedom of the air, and we all took advantage
of it. One sport that I enjoyed the most on a fine sum
mer day was to fly up into the scattered, fluffy clouds
and play around in them. It was both fun and valuable
practice. Instrument flying first started in 1926 by
Howard Stark and was barely beginning to be practiced
after the Lindbergh flight in 1927. By the time I was
flying for a living in 1928, it was very rare for any air
plane to be flown on instruments, and then only by
the air mail pilots who had learned from Howard. So,
the clouds were sterile of airplanes.
In a Jenny devoid of instruments, I could fly through
the clouds without losing control. But if the time re
quired to get out the other side was too long, I would get
into the classic spiral dive and plunge out of the bottom
in a turn opposite to what I had sensed, just as Howard
had described in his 1926 pamphlet. It was exhilarating
fun to plunge into the clouds, dive
through the cloud valleys and
canyons, circle the white peaks and
castles, and spin down through a
cloud to break out of the bottom. The
Jenny was perfectly docile in a spin
and would spin as long as I could
count, recovering in one turn. It was
fun to loop up into the bottom of a
cloud and come out of it on the back
side of the loop.
All such flying was valuable prac
tice in maneuvering, which became
instinctive. Later, in the early military
fighter biplanes, I would practice in
verted maneuvers and even flying
through clouds inverted, using a tum
indicator. Being up there was like
bouncing around on a big soft mat
tress. When pulling out of a dive with one of those faster
fighters, the wingtips made vortex trails of visible vapor.
When the sun was directly behind, the little rainbow cir
cles on the brilliant white clouds had the shadow of the
airplane in their centers, a fine target for a simulated col
lision, ending inside the cloud.
With the later military fighters, which were equipped
with turn indicators, I would get valuable practice in
some extremely turbulent clouds-good practice for
later thunderstorm flying in my airline career. Aerobatic
practice of that sort was valuable in developing instinc
tive flying. The airplane would answer my thoughts,
without me thinking about which way to move the con
trols. I taught myself profiCient instrument flying with
the guidance of Howard's pamphlets. My engineering
training was of great help in understanding the reasons
for everything involved. It paid off, for when I took my

flight check for an ATP, I was limited to the turn and

bank indicator. (Eastern Air Lines' old test.)
In the early 1920s, it was seriously proposed to have
the army regulate all flying. The flying community,
such as it then existed, squashed that idea, and so a
long period without regulations continued until the
Air Commerce Act of 1926 went into effect in 1927.
Then licensing and flying regulations started coming
into effect; they became mandatory in 1928. Barn
storming became difficult under the new regulations,
so it soon ended.
.
The period from 1919 to 1929 was the barnstorming
era, flown mostly with WW I surplus aircraft, but with
some new production aircraft from 1926 to 1930. The
surplus aircraft were open biplanes, mostly 2-seat train
ers, unfit for cross-country passenger carrying in
commercial operations due to their short range, low
speed, low load capacity, and low safety record. Also, the
war surplus or pre-war designed surplus engines did not
have a long life or the best reliability.
Flying during that period was lim
ited mainly to flight instruction, sport
flying, local passenger hopping, and
itinerant barnstorming. The latter was
my forte and very successful with a new
production, excellent airplane designed
specifically for barnstorming, the New
Standard D-25. It was a 5-place open bi
plane with the latest engine, the Wright
J-5 of 225 hp (the same type as used by
Lindbergh on his famous trans-Atlantic
flight, which of course temporarily
stimulated barnstorming).
The year 1927 was the busiest barn
storming period. That was also the
most lucrative year for the famous
Gates Flying Circus. But at the end of
the season the new regulations and
inspection system grounded all of
their war surplus planes and put the Gates Circus out of
business. They had carried at least a quarter of a million
passengers on short hops, safely (fortunately), probably
more. I worked as a mechanic for the Circus that sum
mer of 1927, before getting a plane of my own. I
acqUired a Hispano-Suiza powered StandardJ-1, the
same as those used on the Circus, but I carefully over
hauled the airplane and had no trouble getting it
licensed. I sold it in 1929 and taught the new owner to
fly in it. He flew it for several years and it is still in exis
tence, being restored.
From about 1925 to about 1929 a number of open
cockpit, three-place open biplanes were designed and
placed on the market. Most were powered by the ancient
pre-war designed Curtiss OX-5 engine, which was built
in large quantities during WW I and used mainly in the
IN-4 Jenny. There was a great surplus of those engines, so

If you wond.r.d

why th. old tim.

pilots oft.n wort

thos. whit. scarv.s,

it originat.d to wip.

th. oil from th.ir

fac.s and goggl.s.

VINTAGE AIRPLANE

11

they were used in the newly designed biplanes of various

makes, such as the Waco, Swallow, Eaglerock, American Ea
gle, Travel Air 2000, and others. Walter Beech and Lloyd
Stearman were associated in the production of the Travel
Air 2000. The 8-cylinder, 90-hp, water-cooled V-8, OX-5 en
gines had exposed valve rocker arms that were not even
covered by cowling. They were lubricated between flights
by means of an ordinary squirt type oilcan. You had to stick
its spout into the little oil holes in each of the rocker arms
and give it a shot of oil. Thus, a lot of surplus oil would
blow back into the faces of the pilot and passengers in the
open cockpits.
If you wondered why the old time pilots often wore
those white scarves, it originated to wipe the oil from their
faces and goggles. The original OX-5 90-hp engines had a
single magneto but the later ones, the OXX-6, rated at 110
hp, had dual magnetos. There were fewer of those. When
the single magneto failed (and it often happened) there was
a dead engine landing to be made in a hurry, either a rather
happy occurrence or a disaster. Beginning in about 1926,
some new engine designs, including the Warner and Kin
ner, began to appear mounted on the nose of those biplanes
and later on the cabin types.
The era of open-cockpit biplanes powered by the 90-hp
OX-5 engines engendered a new air show sport, the popu
lar OX-5 races. The engines had to be unmodified, and the

"I don't know, Howard. Maybe

if we'd used Poly-Fiber we'd
have finished it on time."
Absolutely! And because Poly-Fiber doesn't support
combustion, fire wouldn't have been as big a worry,
either. The gargantuan Goose would have been lighter
and stronger, too, able to fly even higher! What a
shame Poly-Fiber wasn't around back then. Timing is
everything, huh Howard?

**
*

Really easy to use

40 years of success
New step-by-step video

**
*

The best manual around

Nationwide EM workshops
Toll-free technical support

800-362-3490
www.polyfiber.com
.mail: Info@poIyOb.r.com

FAX: 909-684- 0 518

12

JULY 200 2

A i rcra f t C oat i ng s

only change allowed in the airplane itself was a cover for

the front cockpit to reduce drag and removal of the front
windshield. The pilots would fly the races with a light load
of fuel and no passenger. I even saw some take the front
seat cushions out to reduce weight! However, I know that
when the airplanes were flown at high speed, th e wings
were at a very low angle of attack, thereby flying at low LID
ratio with high drag. I won a few of those races by secretly
loading heavy sandbags in the covered front cockpit of a
Travel Air 2000 and flight testing to get the right load for
maximum speed. The wings then flew at higher LID angle
of attack and the fuselage was pOinted better into the air
stream. It would take longer to take off, but I would later
gain on my competition and win. I was challenged as hav
ing souped-up the engine, but the losers never did find out
about the heavy sandbags. They didn't know much about
aerodynamics, if anything. I could have used a passenger
for weight, but the cockpit would be open and create un
wanted drag. I had a snap-on cover for the cockpit.
As I remember, the first production cabin airplane was
the Stinson cabin biplane with the early Wright J-4 radial
engine of 200 hp. It was of typical welded steel tube fuse
lage and wood wing construction and fabric covered. One
of those was used by Howard Stark to fly the mail, and in
which he developed the method of using the turn and
bank indicator to recover from the often fatal spiral dives
and to safely fly in fog. Fairchild produced a very successful
cabin monoplane with a radial engine and Robertson Air
craft, in St. Louis, put a 3-place cabin monoplane on the
market, the Robin, with an OX-5 engine. The company and
its design were later acquired by Curtiss-Wright, and they
installed a 165 hp Wright radial engine in the Robin. That
was the plane used by "Wrong Way" Corrigan for his re
markable flight to Ireland. They were some of the first U.S.
cabin airplanes built in any quantity.
Lockheed developed their outstanding all-wood Vega
and the Orion, which were used for record 'round the
world and trans-Atlantic flights, the latter by Lindbergh, for
many long distance exploration flights. Bellanca built a fine
cabin airplane that was flown nonstop to Germany by
Clarence Chamberlain, and Clyde Pangborn flew one in
the first nonstop flight across the Pacific, Japan to We
natchee, Washington.
. Actually the Europeans were far ahead of the United
States in producing cabin airplanes, but in very low num
bers. This was the era of the steel-tube fuselage, wood wing
spars, and fabric covering. The first monoplanes began to
appear with the same type of structures, such as the 6-place
Stinson Detroiter and the Travelair 6000 with Wright radial
engines, later to be replaced by the metal aircraft of today.
Just as occurred in the years following World War I, great
advances in aircraft design resulted from World War II. In
fact, our Bonanzas and Barons are direct design descen
dents of airplane design technology learned by the
engineers at Beech Aircraft Co. The design of the Bonanza
started before the war ended.
......

KEN MORRIS

have done some flying for a

local aircraft broker in the
past. Then one day several
years ago, I got a call asking
me to come over and teach

myself how to fly this Spartan so I

could demonstrate it for prospective
buyers. I was so excited that I didn't
want to wait for the "telephone
checkout" from the owner.
The telephone
Lorraine and Ken Morris, Spartan Executive owners from
checkout con
Poplar Grove, Illinois.
sisted of this sen
tence: "You won't
have any prob
lem; land it just
like a P-S 1." Yeah,
great advice. I
haven't been in
one of those ei
ther. Armed with
this vast knowl
edge of a Spartan
Executive I was
ready to go forth
and commit avi
ation with, in my
z
o
humble opinion,
ex:
ct
(/)
(/)

arguably the coolest airplane ever built.

Any uncertainty was immediately
relieved once airborne. It flew as
good as it looked! I'd like to say it re
quired massive male strength and
skill to handle, but except for the
ground visibility being poor (there is
none over the nose) and it being a
typical taildragger, it was a two-fin
ger intuitive airplane that was a
dream to fly.
I knew the dream was too good to
be true. The asking price for this one
was out into the next millennium.
For us anyway. But I had my chance
to fly one. It was quite an honor to
fly one of only 34 ever made. I had
arrived! Unfortunately, the first guy
I demonstrated it to, (the blind lead
ing the blind), bought it. No more
Spartan to fly and a sad day for me.
"Ken, what are you doing next
week? You aren't going to believe it,
VINTAGE AIRPLANE

13

Here's a shot you don't see very often; the landing gear is in transit as Ken cruises in the art deco flying sculpture.

but I have another Spartan for you

to pick up in Texas/' said the broker.
"No kidding," I said. The owner
had decided it was more than he
needed to deal with, and I was to
bring it up here where the broker
could clean it up and sell it. It
needed it...bad. It was Father's Day
weekend 2000, and I thought my
dad might enjoy an adventure. So
we met in Dallas and flew to Amar
illo via Southwest Airlines.
When we got there, four hours
late because of thunderstorms in
Dallas, it was ready to go. Fuel, oil,
and about 65 pounds of radios that
were so old they couldn't spell VOR.
It had a VAR the operation of which
has been explained to me several
times, and I still don't get it. The
technology was somewhere between
LF and VOR range (I think).
It sported the N number it was
given after the war when it was re
turned to civilian life from the CAA
(Civil Aeronautics Administration
(or is it Authority?. Its interior was
redone in 1951 , but it still needed
some work. The unpainted skin was
also unpolished. The original grabby
Goodyear multi-disk wheels were at
tached to heel brakes. The engine
14

JULv 2002

was new, and it had less than 100

hours on it since a major overhaul.
Unfortunately, that was in 1980.
Armed with a handheld VHF
transceiver and a portable GPS, Dad
and I blasted off chasing daylight.
Other than the mouse nests and
spent sunflower seeds flying into
my face, the takeoff was unevent
ful. Climbing on top of the haze,
wearing Texas clothing (cutoffs and
a T-shirt), I immediately became
aware of the standard lapse rate, es
pecially since the large 4-inch main
air vent between the rudder pedals
had no shut-off. This great ventila
tion system was soon augmented
by the door, which popped open,
causing lots more mouse food to be
relocated throughout the cabin. At
about this point we realized that
the high pitch stops on the prop
were set incorrectly because the
rpm would not come back to what
I wanted for a cruise rpm in the
Spart-o-sphere. Then to make mat
ters worse, the haze became
broken to overcast. At least it was
running well, and once we got
through Oklahoma, the sky was
supposed to be clear.
Then things got worse. There had

been oil on the right side of the

windshield, but for some unex
plained reason it seemed to start
flowing with great enthusiasm. Even
though a little oil looks worse than
it really is, we figured we'd rather be
safe than sorry. (Now we think of
this.) When a big hole over Newton,
Kansas, opened up, we thought we
should investigate and warm up.
Slight left crosswind, wing down,
left main, right main, left aileron,
more, more, tail down, full aileron,
just a little right brake, where the
hell is it? Grab. Left brake. Grab.
Tailwheel shimmy. Grab, shimmy,
grab, shimmy, grab. Stop. That was
exciting! "What a piece of... " My
dad just laughed.
I went into the FBO to get lots of
paper towels. Some for me, most to
wipe down the Spartan, and a few to
stuff into the vent.
Oil was coming from the vented
filler cap-the oil had apparently
been over serviced. After fueling
we knew Rockford was not in the
cards before dark, so we figured to
go as far as daylight allowed. Espe
cially since only two navigation
lights worked, there was no rotat
ing beacon, and the landing lights

one hand on the yoke, one hand on

the radio .. .oops, out of hands. Radio
in the lap. I could still hear.
"Cleared to land, Runway 25."
"Roger (whoever he is)."
Left main, right main, STAY
OFF THE DARN BRAKES, keep
the tail up, aileron, that's it, hold
z
g
the tail up.
a:
it
"Spartan 836, say parking."
z
Hold it up, no brakes, just hold it.
8
"Spartan 836, Rockford."
Hold it up, more aileron.
After restoration, the panel's new equipment blends neatly with the beautifully exe
"Spartan 836, how do you read?"
cuted interior done by Lorraine, who has a particular affinity for aircraft upholstery.
Slowly fly the tail down, that's it.
There it sat, the
"Spartan 836, Rockford."
stepchild it was, proud
Shimmy, grab, shimmy, grab,
as ever. Not a drop of grab, "Darn," stop.
oil on the ramp! (That
"Spartan 836, Rockford, say
scared me.) After fuel
parking."
Luckily, the radio had fallen out
ing (it liked gas), we
were off. It was a per
of reach during the landing, and I
fect morning to fly, not was able to calm down before I spoke
a ripple en route. In to the tower.
spite of all its quirks, we
In spite of it all, I knew Dad and I
realized it flew remark- had a good time. I hoped whoever
bought it would give it a good home.
In Amarillo, Texas, Gene Morris cleans the wind- ably straight.

It
deserved the best because it was
shield of the Spartan before he and son Ken ferry
I figured I might as

way
ahead of its time and a real
the airplane to northern Illinois.
well go to my house
first and park it in the treasure.
were suspect. Not to mention that yard for a "photo op. " After all,
Maybe I could take Lorraine for a
I didn't even know if it had any in
there's no way Lorraine, my wife ride someday. I hoped she wouldn 't
terior lighting!
and fellow airline pilot, would even fall for this thing. It would be too
Whoever ends up with this was consider such a monster. Especially much work, too much money, too
really going to have their hands full. with the work necessary, and her much time, just... too much. It did
beloved Bonanza would have to go. look good in the yard, though.
"What a piece of.. ."
The next leg was less everything. Oh well, I'd get a picture anyway.
Close to a dream is better than
Less long, less high, less cold, less Shimmy, grab, shimmy, grab, never having dreamed ... Be happy
mouse stuff, less oil. Dusk and as
shimmy, grab, stop. "What a piece with what you have ... The grass is
always greener. .. (Who comes up
phalt met in Centerville, Iowa. Less of..."
brake, less shimmy, much less ex
I got a nice picture, but I wished with these dumb sayings, anyway?)
I knew Lorraine had too much
citement. It was great hospitality the Spartan were more polished. I
from a great town.
hoped it didn 't leak all over the on her mind then. She and Janet
Father's Day dawned a perfect day. lawn I was trying to grow. I decided had just finished their first air race,
Calm, not a cloud to be seen. The ho
I better get it to Rockford before it coming in 10th place, the highest
tel owner gave us his car to take to the fell apart. One more leg.
rookie finish ever. If she showed
airport. "Just leave the key in it. I'll get
My dad chased me in my Cessna any interest when we got back,
it later," he said.
140 for the ride home. No GPS maybe we could check it out. I sure
We had left the airplane on the needed for 13 miles, just the hand
hoped she didn't like flying it . It
ramp, chocked. (I couldn't find the held VHF. It was the first time we had would still be waaaay too much
tiedowns on the ramp in the dark.) I to use the radio on the whole trip.
money. I thought I could let her
had no idea what to expect. It could
Tower said, "Straight in, Runway give me a ride, though.
have been a smoldering aluminum 25, report two out." No headset, just
She flew it .. .and, she liked it ... a
pile for all we knew. The airport man
held up the radio to my ear and lot! We bought it...ouch! I knew it
ager greeted us and couldn't have fought the Pratt & Whitney for at
was the right move. All I had to do
been nicer.
tention. One hand on the throttle, was chase it till she caught it. (I 'm
(/)

VINTAGE AIRPLANE

15

She Said

By LORRAINE MORRIS
n June 2000, my friend, Janet,
and 1 participated in the Air
Race Classic, an all women's ~
o
cross-country air race. We were g?
It
having a blast, zooming across the z
o
country, when a local aircraft broker 0
asked my husband, Ken, to bring a
Spartan Executive from Texas to Illi
nois for the broker to sell. Ken took
his dad with him, and they went on
to Rockford to "see" the airplane. He
their own adventure. [ should have was right; it needed a lot of work. But
known something was going to hap
he was also right in that it was all stuff
pen, because when the two of them we could do (I thought). The next
get together, look out! Looking back,
thing 1 knew, he had pulled it out. He
1 believe they were conspiring said I could see it better in the sun
against me.
light. (Yeah!) "Hey," he said, "want to
We kept in touch with cell phones go for a ride in it?" (He was really
and traded stories of our adventures working it!) So we piled in and away
each evening. Ken was always refer we went. "Boy, Lorraine, you look
ring to this Spartan in such glowing great in the airplane." Did I mention
terms as, "What a piece of..." Well,
he is a major schmoozer when he
that is just Ken's way of saying the air wants something?
plane was going to need some work.
While we were out flying, he
1 was thinking that 1 was happy landed at our house. (We live on
that he got to fly a Spartan again. He
Poplar Grove airport in northern Illi
was hired by the broker to demon
nois.) "Let's put it in the hangar," he
strate another Executive the previous said, "just to see if it will fit." Good
year, but it sold so fast he didn't get grief! So, we put it in the hangar,
to fly it much. He has always drooled and yes, it fit. Right about now, I
over Executives, so it was great that could see that he was hooked. Bad.
he could fly another one. When the He said we could do our own little
race was finished, Ken and janet's pre-buy while we had it in the
husband, Scott, flew out to Massa hangar, out of the sun. So, we took
chusetts in our (read my) Bonanza to off panels, went through the logs,
pick us up.
and realized that we were going to
The whole way home, Ken kept have a lot of work ahead of us if we
dropping hints about the Spartan.
were crazy enough to buy it. The air
"Golly, gee," he would say, "it is in plane seemed mechanically sound,
pretty bad shape, but it is nothing but it needed major cosmetic work.
we couldn't do!" And, "You know,
We put it back together and flew it
we could fix it up and make a few
back to Rockford, picked up our Bo
bucks." Or, "Boy, Lorraine, you could
nanza, and flew home to do some
really do a good job on the interior!"
major figuring.
1 think I heard him say, in an itty
If someone had ever asked me what
bitty voice , "Oh, by the way, we my ideal airplane was, I would have
would definitely have to sell the Bo said my Bonanza. It is practical, easy
nanza if we bought the Spartan." By to fly, fairly fast, and efficient, and I
the time we got home, he 'fessed up can push it around by myself. It is not
that he had told the broker to hold one of those planes that takes a long
the airplane and not do anything to time to get ready before you go flying.
I have fairly simple requirements; I
it while he talked to me.
just want to fly.
The next morning, he took me over

16

JULY

2002

Ken, on the other hand, has always

wanted a big round engine for his
very own. I could see his eyes light up
when he looked at the Spartan. Sev
eral times his lower lip stuck out (kind
of like a pout) when he said, "Please?
Can we get it?" So we had "the talk." I
was a little concerned that the Spartan
would not get used as much as our
Bonanza, and that our ability to just
get in and go would be drastically re
duced. I was also giving up my baby,
the plane I had spent months looking
for, and that was going to be tough.
Ken assured me that I would get
checked out completely in the Spar
tan, and that I would be able to get in
and go whenever I wanted, just like
with the Bonanza. He also kept say
ing, "Besides, you will look soooooo
coooool in it!" (That's right, he ap
pealed to my vanity.)
So, we bought it. We sold my Bo
nanza. We sold my Cessna 150
taildragger. We sold just about every
thing to get a dumb airplane. How
much sense does that make? You
should have seen the big smile on
Ken's face. I thought it was going to
split. How often does a wife get the
chance to make her husband's dream
come true? Especially when she gets
to fly his dream, too. So I guess it was
not really such a sacrifice for me at all.
I must admit I am enjoying it, too.
When we bought it, the plan was
to fix it up, fly it a little, and then sell
it for a profit. It somehow changed to
fix it up, keep it a while, and then sell
it. Now Ken plans to keep it forever!
We brought the Spartan home on
July 12, 2000, and started The Restora
tion. But that is another story! .....

NEW LINDBERGH EXHIBITION

Missouri Historical Society's expanded exhibition

showcases the life and legend of Charles A. Lindbergh

H.G.
harles A. Lindbergh's
time in St. Louis,
Missouri, might have
been brief, but his
impact on the city's
fame and aeronauti
cal glory has been
unparalleled. The Spirit of St. Louis
gave the city the type of positive
name recognition that would make
any public relations staff giddy with
the results.
Seventy-five years after the flight
took place, the man who put it all
together is still the subject of books,
articles , and intense scrutiny.
Charles A. Lindbergh's life was a fas
cinating and sometimes wearisome
journey, as he fought to keep his pri
vate life out of the headlines yet
recognized that the fame he ab
horred could also be used to further
the causes for which he felt a pas
sion. In the early days after his solo
flight across the Atlantic, furthering
the cause of aviation was his main
goal, but by the end of his life, fight
ing for environmental causes
became a true passion.
Since 1962, the Missouri Histori-

FRAUTSCHY

cal Society has owned a sister ship to

the Spirit of st. Louis. This ship was
formerly owned by Tallmantz Avia
tion and was one of the airplanes
used during the filming of the 1957
movie The Spirit ofSt. Louis, starring
Jimmy Stewart. The airplane was
originally a Ryan B-1, SIN 153, but
Tallmantz modified it to serve as
one of the movie airplanes. It was
later purchased by the Friends of the
Missouri Historical Society and pre
sented to the society in 1963.
Displayed at the world's fair in
New York in 1965, the replica was
flown over the city of St. Louis in
1967. Placed on display in 1975 in
the terminal at Lambert Interna
tional airport, it was removed in
1998 and restored by Langa Air in
East Alton, Illinois, with support
from the Society, Save-A-Connie
Inc., and Trans World Airlines.
The newly expanded Missouri
History Museum now has space to
accommodate the airplane, so it
now hangs in the atrium of the So
ciety's Emerson Center.
Shortly after his epic flight,
Charles Lindbergh lent the society

the constantly growing collection

of trophies, medals, and gifts show
ered upon him as he and his flight
were celebrated around the world.
Later, Lindbergh and his bride,
Anne, donated the collection, by
then numbering almost 15,000
items. For many years, the bulk of
the collection was not available for
public viewing, but with the com
pletion of the new Emerson
Center, there is now expanded
space for exhibits.
We visited the new building and
were intrigued by the variety of arti
facts on exhibit. From "Lindbergh's
Trunk" (which, by the way, is not
actually located within the main
Lindbergh exhibit but retains its
place in the permanent exhibit
"Seeking St. Louis," located on the
second floor of the Emerson Cen
ter-be sure to see it, too!) to a
sealskin kayak presented to the
Lindberghs on their trek through
the frozen north, the artifacts are
spellbinding.
While it's certainly best seen in
person, here are a few photographic
highlights of the exhibition:

Entering the exhibit, you're greeted by

this interesting iconic artwork painted
in 1928 by Theodore Labonte entitled
Lindbergh Atop the World.
VINTAGE AIRPLANE

17

After a short exhibit of artifacts and photographs of Lind

bergh's childhood and the beginning of his aviation
career, visitors to the exhibition come to this case where
the set of flying togs worn by Lindbergh on his trans-At
lantic flight are hanging. In the background is a cutaway
section of the cockpit of the Spirit of St. Louis, complete
with a simulated instrument panel and the rubber life raft
lying on the stringers aft of Lindbergh's wicker seat. Stu
dents and staff from Parks College of St. Louis University
built the cockpit section.

(Above) Many of the items

he carried on his famous
flight are on display, includ
ing a canteen, pilot'S
license, passport, leather
notebook, and a flashlight.
The sealed decanter holds
oil drained from the Spirit
of St. Louis after the flight.

18

JULY

2002

Thousands of objects and commemorative gifts were

created and given to Lindbergh. A sampling of the jewel
encrusted models, engraved plates, and medals struck
just for the occasion are on display. (Below) Some gifts
have an interesting history, such as the pair of German
silver terrestrial and celestial globes, circa 1700, which
were sent to Lindbergh by William Randolph Hearst.
Hearst tried to persuade Lindbergh to star in a movie
with Hearst's mistress, Marion Davies. Lindbergh tact
fully refused, and in passing conversation he mentioned
how impressed he was with the two globes pictured. The
next day, the globes were sent to Lindbergh. While he ap
preciated the gesture,
Lindbergh didn't take the
bait, and the globes be
came part of the Missouri
Historical Society's nearly
15,000-object Lindbergh
collection.
The other objects in
the photo are a gold jewel
box presented to him by
the city of St. Louis and a
silver and rhinestone
model of the Spirit made
by Agnini & Singer, Jewel
ers, of Chicago.

(Left) Other items include the

Armbrust cup, a device for con
densing drinking water using
seawater as a cooling agent (far
right), and the St. Christopher
medal slipped into his personal
belongings before his flight.

For more information, (011425.450.6088 or www.icomamerica.(om

~

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Qlcc.n... lrnuL....A;. .. ~.......t ..M..Ifr...L......rl.. ..I"nM

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AI)

The magnificent globe of the Earth was a wedding present

presented to Charles and Anne Lindbergh by B. Franklin Ma
honey, owner of Ryan Airlines when it built the Spirit of st.
Louis. In the background are a series of display cases with
artifacts given to Lindbergh during his national tour during
the late summer and early fall of 1927.

v.~

"

-,~, -! ,,;~~ . ~~~

~~~
Aspects of Lindbergh's later life are also detailed in the
exhibition, including the controversy surrounding Lind
bergh for his isolationist views prior to World War II.
Artifacts from his " America First" movement and phono
graph recordings of his speeches are on display.

Hanging in the
atrium of the Mac
Dermott Grand Hall
of the new Emerson
Center at the ex
panded Missouri
Historical Society is
this replica of the
Spirit of St. Louis.

The new Lindbergh exhibit opened in May, and it

will be open to the public until January 5, 2003. There
is much more to see and absorb in the exhibit, includ
ing the proclamation and medal for the Orteig Prize,
Lindbergh's Congressional Medal of Honor, and the
first Distinguished Flying Cross ever issued, presented
to Lindbergh after his historic solo flight. For more in
formation, be sure to visit www.lindberghexhibition.org.
If you're unable to take a trip to St. Louis to visit the
exhibition, you may be able to see it when, starting
20

JULY

2002

next year, it is on a national tour. Its first stop will be

the EAA AirVenture Museum! The exhibit will be on
display July 12 through October 5, 2003. Other stops
are planned, including the North Carolina Museum of
History, November 8,2003, through February I, 2004.
The Missouri Historical Society's Missouri History
Museum is located on the north side of Forest Park in
St. Louis, at 5700 Lindell Boulevard. Hours: daily, 10
a.m. to 6 p.m., Tuesday, 10 a.m. to 8 p.m. Call 314-746
.......
4599 for information.

PASS

IT TO BUCK

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

P.O. Box 424, UNION, IL 60180

The National Museum of Naval Aviation

THIS YEAR DOROTHY A 'D I DROVETO Sun
'n Fun. It gave us a chance to visit our
in-laws and outlaws and every wind
sock along the way. We took 10 days
just driving a circuitous route.
One of the greatest attractions we
revisited was the National Museum of
Naval Aviation at Pensacola, Florida.
For those of you who have not been
there for several years, and for those
who have yet to see the place, I could
n't recommend a more pleasant and
enlightening visit.
The improvements since our last
visit back in 1986 are next to unbe
lievab le. The displays, the pristine
restored aircraft, and artifacts from

World War I through the present may

not be of interest to all of our mem
bership, but this is one of the finest
museums I've visited in years. Really,
there is something for everyone. Our
EAA AirVenture Museum is the best of
the best, of course, and the Museum
of Flight at Seattle's Boeing Field might
be a close second, but this one is Navy,
Marine, and Coast Guard, and in
cludes some of the airplanes I was so
much in love with when I was a young
boy, some I saw in World War II and
Korea, and, of course, the latest in jets
as well as some real oddballs no one
has ever seen.
I was so impressed that after about 20
minutes of ogling I had to present myself
to Capt. Bob Rasmussen. He heads up
this wonderful facility, and he really is
something else. An accomplished sculp
tor, painter, and administrator, you'll
find his work all through the museum.

who had volunteered many years be

fore to help restore a gondola from
one of the blimps. He stayed on and is
now a senior member of the restora
tion staff. We had a delightful "inside"
tour and an even better tour of the
outside displays.
There were so many airplanes I've
known and loved, most dating from
my first desires to fly. I can't begin to
describe all of them. There were Navy,
Marine, and Coast Guard airplanes of
every type and size. Take a look at the
pictures, and put this one on your
"Places to See" list.
Over to you, ((

Period artifacts can do a lot to enhance the

presentation of an aircraft on display. This
WWI era poster is displayed along with a
Cur t iss IN-4, covered and painted on one
side so the public can see the wooden
structure beneath.

All sorts of naval aircraft goodies , like the

Grumman FF-1 , flank the tubby Grumman F
3-F. Actually, it's a Grumman F-23 painted
to represent the FF-1 , the first fighter sold
to the Navy by Grumman.

The National Museum of Naval Aviation has

more rare airplanes than you can name.
Here's one of them, the Curtiss T5-1. It
was the first carrier-based airplane specifi
cally designed for carrier use. It appeared in
May 1922, two months after the U5S Lang
ley (CV-1) was commissioned. The T5-1 also
served the Navy as a floatplane. Designed
by Curtiss, it was also built by the Naval Air
craft Factory in Philadelphia, Pennsylvania.

When I complimented him on the

facility and especially his work, he was
most modest and dodged my compli
ments by lauding his staff and the
people who do the work. In the con
versation I mentioned I'd like to see
the restoration center. Despite a man
power shortage, he set us up for a
personal tour, and, man, did we ever
get a tour! Our guide was a 2S-year do
cent, a former lighter-than-air type

The NC-4 , the first to cross the Atlantic in

1919. It took 19 days to fly the four-leg trip ,
but the pioneering Navy crew made it! The
airplane has a grand total of 54 hours of
flight time on it!

This really great sculpture by Capt . Bob

Rasmussen shows naval aviators from
WWI, WWII , Korea, and today engaged in,
what else, a conversation that begins with ,
"There I was , right on his tail. .. "
VINTAGE AIRPLANE

21

FLY-IN CALENDAR
JULY 20-21-Dayton, OH-1st Eastern

Region Nat'l Aviation Heritage

Invitational cOinciding with 2002
Dayton Air Show. Co-sponsored by
Rolls-Royce North America, NASM,
Nat'l Aviation Hall of Fame and Reno
Air Racing Assn. No more than 50 air
craft are selected for each Invitational.
Applications are due by June 15. For
details on eligibility and judging crite
ria, entry application, etc. contact
Ann, 703-621-2839
The following list ofcoming events is fur
JULY 21-Burlington, WI-10th Annual
nished to our readers as a matter of
Group Ercoupe Flight Into AirVenture.
Wheels up at noon . Everyone welcome
information only and does not constitute ap
to join. Info: 715-842-7814
proval, sponsorship, involvement, control or
JULY 24-0shkosh, WI-VAA Picnic at
direction of any event (fly-in, seminars, fly
AirVenture. Nature Center Pavilion, 6
market, etc.) listed. Please send the informa
8 p.m., Tram at VAA Red Barn begin
tion to EAA, Att: Vintage Airplane, P.O. Box
ning at 5 p.m. Type Clubs may reserve
3086, Oshkosh, WI 54903-3086. Informa
tables. Info: Theresa 920-426-6110 or

tion should be received four months prior to

the event date.
JULY 20-Cooperstown, NY-(K23) Old
Airplane Fly-In & Breakfast Sponsored
by EAA Ch. 1070. 7:30am- Noon, rain
or shine. Adults $4.00, Children under
12 $3.50. Pilots of 1962 or older air
craft eat free! Info: 607-547-2526
JULY 20-Alamosa, CO-San Luis
Valley Regional Airport Air Show and
Fly-In. Features classic warbirds
(WWII), acrobatic exhibitions, cur
rent military aircraft, experimental
aircraft, and homebuilts. Pancake
Breakfast. Event free to public. Info:
719-852-9860.

tbooks@eaa.org
JULY 26-0shkosh, WI-Moth Club
Dinner at EAA AirVenture 2002. At the
Pioneer Inn, Oshkosh, bar opens at
6:30 p.m., Dinner at 7:30 p.m.
Directions distributed during Friday
morning's Moth Forum. RSVP to Steve
Betzler at sbetzlr@empireievel.com or fax:
262-538-0715
AUGUST 4-Qlleen City, MO-15th
Annual Watermelon Fly-In. Applegate
Airport. Info: 660-766-2644
AUGUST 9-11-Alliance, OH-Ohio
Aeronca Aviators Fly-In and Breakfast.
Alliance-Barber Airport (201) . Info: 216
932-3475 or bwmatz@yahoo.com or

www.oaafly-in.com

EAA FLY-IN SCHEDULE 2002

NORl1IWEST EM RY-IN

EM EAST COAST RY-IN

www.nweaa.org

www.eastcoastflyin.org

July 1()'14, Arlington, WA

September 1315,
Toughkenamon, PA

EM AlRVENTURE 0SII(0SIf

www.airventure.org
July 23-29, Oshkosh, WI
EM GOUlEN WEST REGIONAl. RY-IN

EM sot/I1IWBT RGIONAI. RY-IN

www.swrflcom
September 2728, Abilene, TX

wwwgwfly-in.org

fAA SOUIIIEAST RGIOIW.. RY-IN

September 6-8, Yuba County

Airport (MRV)

October 46, Evergreen, AL

fAA M11).EAS1EJIN RY-IN

419447-1773 (telefax)
September 6-8, Marion, OH

www.ser{i.org
COPPEIISTA1E fAA RY-IN

www.copperstate.org
October 1()'13, Phoenix, AZ

VIRGINIA S1lIIE fAA RY-IN

www.vaeaa.org
September 7-8, Dinwiddie
County Airport

TYPE CLUB DINNERS AT A1RVENlURE 2002

Wednesday. July 24. 2002
Vintage Aircraft Association, Nature Center
Pavilion, 6:00 pm, Cost $8. Tickets should
be purchased the days prior to dinner at VAA
Headquarters/Red Barn. Trams from the
Red Barn to Nature Center begin at 5:00 pm.

Thursday. July 25. 2002

Ercoupe Owners Club, Hilton Garden Inn (north
side of Wittman Reid), 6 pm social hour, 7
pm roast turkey or pot roast dinner. $20/per
son before 7/18. Reservations to J.M.
Abrahams, 4214 Aeur Dr., Suite 11, Des
Moines, IA 50321. After 7/18, $25/person.
Seaplane Pilots Association corn roast, 885
Ripple Ave., 4:3().8 pm. No parking available.
Buy tickets at SPA display booth.

Friday. July 26. 2002

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 EM Fly-in's?

A: Dates and websites are listed

for your convenience.

To Place Your Order By Phone Call:

1-806-843-3612
(Outside U.S. & Canada 920-426-5912)

Order Online:

WWW.EAA.ORG

22

JULY 2002

Bellanc&Champion, Hilton Garden Inn, 6:30 pm.

A private room has been reserved. A Guest
of Honor will be announced soon. Tickets are
$25 each and early purchase is highly rec
ommended. Reservations at szegor@bellan
ca-championclub.com or 518-731-6800
Eastern Cessna 190/195 Association, Rn 'n
Feather, Winneconne, WI, 6 pm.
Reservations 44().777-4025. Limit 40 peo
ple. Cost is $25. Someone will be at the
table in the Type Club Tent Wed.-Fri., 1-2 pm
taking care of last minute changes and to fill
cancellations. If you can provide a ride to
Winneconne, please stop by the tent and let
us know.
Moth Club Dinner, Pioneer Inn, 6 pm social
hour, 7:30 pm dinner. RSVP Steve
Betzler, fax 262-5380715 or e-mail
sbetzler@empirelevel.com

Saturday. July 27. 2002

Cessna Owner Organization & Piper Owner
Society Brat Fry and Rxin's, Nature Center
Tent, 6 pm, $10 at the door. Stop at Booth
1049 for reservations.
Twin Beech ASSOCiation, Pioneer Inn.
American Waco Club, Inc./Waco Classic Aircraft
Corp., American Legion Hall near Lake
Winnebago. 6:30 pm cocktails, 7:30 pm din
ner, chicken or Swiss steak. Adults $15,
Children 12 and under $5. Tickets must be
purchased ahead of time in the VAA Red
Barn Store from Linda Brown or Ruthie
Coulson, or at the Classic Waco Exhibit, Pat
Horgan. Further information can be obtained
at our Friday forum or call 616-624-6490.

AUGUST 100Toughkenamon, PA-EAA

Ch. 240, 28th Annual Fly-In/Drive-In

Pancake Breakfast. 8:00 a.m. New
Garden Airport (N57) . Young Eagles'
Rally. Admission free. Info: 215-761-3191
AUGUST l l -Aubum, IN-Hoosier
Warbird Fly-In/Orive-In and Airplane
Auction. Oekalb County Airport.
Pancake/Sausage Breakfast. Info: 574
457-5924 or 44gn@kconline.com
AUGUST 17-Cooperstown, NY-(K23)
Old Airplane Fly-In & Breakfast
Sponsored by EAA Ch . 1070. 7:30
a.m.-Noon, rain or shine. Adults $4.00,
Children under 12 $3.50. Pilots of
1962 or older aircraft eat free! Info:
607-547-2526
AUGUST 17-Spearfish, SD-EAA Ch.
806 19th Annual Fly-In, Black Hills
Airport/Clyde Ice Field. Unicorn
122.80. Aircraft judging & displays.
Camping under the wing for early
birds who fly in on Friday. Sat.
Breakfast served by Civil Air Patrol.
FAA seminar. SO Aviation Hall of
Fame Induction Ceremonies 7:30 pm
Sat. Info: 605-642-0277 or
c21golay@mato.com
AUGUST IS-Brookfield, WI-VAA Ch.
11 18th Annual Vintage Aircraft
Display and Ice Cream Social. Capitol
Airport. Noon-5 p.m. Includes Midwest
Antique Airplane Club's monthly fly
in. Control-line & radio controlled
models on display. Info: 262-781-8132
or 414-962-2428
AUGUST 23-25-Mattoon, IL-6th
Annual MTO Luscombe Fly-In.
Luscombe judging & awards, forums
& banquet. $50 cash to Luscombe
that flies farthest to attend. Info: 217
234-8720, jerrylO@advant.com or 217
253-3934
AUGUST 23-25-Sussex, NJ -Sussex
Airshow. Top performers. All types of
aircraft on display. Info 973-875-7337
or www.sussexairportinc.com
AUGUST 24-Janesville-Beloit, WI-EAA
Ch. 60 Fly-In Pig Roast. Beloit Airport
(44C). 11 a.m.-2 p.m. Info: 608-365
1925 or members. tripod. com
AUGUST 24-Crested Butte, CO-Ch. 881
CB Falcons Fly-In. Mountain flying
seminars, FAA Wings program, Young
Eagles flights. Crested Butte Avion
Airport (3V6) (OC02), Elev. 8980 ft.
MSL. Info: 800-663-5374 or
eaa881@hotmail.com
AUGUST 31-Marion, IN-(MZZ) 12th
Annual Fly-In Cruise-In, at the Marion
Municipal Airport, 7-1 p.m. All you
can eat Pancake Breakfast. All types of
airplanes and vintage automobiles.
Info: www.f/yincruisein.com
AUGUST 31-Zanesville, OH-EAA Ch.
425 Fly-In/Drive-In Breakfast. Riverside
Airport. 8 a.m.-2 p.m. Breakfast all day,
lunch items 11 a.m.-2 p.m. Fly Market.
Info: 740-454-0003.
SEPTEMBER 6-7-Fresno, CA-EAA Ch.
376 18th Annual End 0' Summer Fly
In. Sierra Sky Park (Q60). Camping or
hotels. Fri. arrival & registration 4-6:00
p.m.; dinner 6-7:30 p.m. ($6) . Sat. pan
cake breakfast 7-9:00 a.m. ($5); regis
tration deadline for aircraft judging 10
a.m.; tri tip lunch Noon-1:30 p.m.
($6); awards 2:30 p.m. Info: 559-435
6349 or 559-439-5371 or wesand
jeanie@bigfoot.com

SEPTEMBER 7-Cadillac, MI- EAA Ch.

678 Fly-In/Orive-In Breakfast. Wexford
County Airport. 7:30-11 a.m. Info:
231-779-8113
SEPTEMBER S-Mt. Morris, IL-Ogle
County Pilots Assn. & EAA Ch. 682
Fly-In Breakfast at Ogle County Airport
(C5S)(Barnette Field). 7-12 noon. Info:
815-732-7268.
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 B-lS-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-Palmyra, 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@ATT.NET, 973-548-3067
SEPTEMBER 14-Andover, NJ-VAA Ch.
7 Annual Old-Fashioned Fly-In at
Andover-Aeroflex Airport (12N). 10
am-4 pm. Hosting a full range of
antique, classic, and contemporary air
craft. 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
donation. 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 22-Hinckley, IL-Ch. 241
Fall Fly-In Breakfast. (OC2) On the
grass. 7 a.m.-Noon. Info: 847-888-2919
SEPTEMBER 2S-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@aol.com
SEPTEMBER 2S-Hanover, IN-(641)
Wood, Fabric, & Tailwheels Fly-In. Lee
Bottom Flying Field. Cajun Avgas (15
Bean Chili) . Beautiful scenery, great
people, old planes. Info: 812-866-3211
or www.LeeBottom.com
SEPTEMBER 28-29-Alliance, OH
American Military History Event.
Barber Airport (201). Info: 330-823
1168, www.{barber@alliancelink.com
OCTOBER 5-S-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 (NS7).
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 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 VEStaley@peoplepc.com or
http://www.aimav.com/airport/OTX6

SKYWARD

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

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

Pilot supplies- Trdining Aids- Aircrdh Pdrts-Avidtion run Stuff

Located in the "Ueart of America" for fast nationwide delivery

Avcom Mcrarlane Avaition Products Corrosion X-ReJex Compaq

VINTAGE AIRPLANE

23

AUA would like to thank you - our customers - for your continued
support. We appreciate having the opportunity to serve you.
Together, we can continue partnering to provide affordable,
quality insurance for vintage aircraft enthusiasts.

Thanks aga;nl See you at Oshkoshl

AIHI/ENTVHE
05f11fO.sJ.; ,.... 2002
--~--

Stop and see

us at Booth
#B2005

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Medical Ra ments incloded - neet discounts for multiple aircraft carrying all risk coverages - N o hand-propping exclusion
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Discounts for clai m-free renewal s carrying all risk coverages

Call AUA for the best in corporate aircraft,

helicopter, airport and general aviation insurance

800-727-3823

24

J ULY

2002

www.auao nline.com

Gwen & Arnold Vasenden

Fertile, MN
In 1953, Arnold taught Gwen
how to fly in a 1946 Cub
Flew to Port Isabel, TX (South
Padre) and bock in 2001

Gwen Vasenden and her grand

daugh ter, Samantha, stand with
the Vasendens' plane.

/lAUA has been great answering all my questions - no hassle.

I feel like I know them personally./I

- Gwen Vasenden

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

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

VAA NEWS

continued from page 3

OTHER EAA AIRVENTUREI

VAA HIGHLIGHTS
The Tony's Red Carpet Express will be
coordinated through the Red Barn. To
schedule your transportation needs, sim
ply contact us at the desk.
The VAA Red Barn headquarters is
also the VAA media headquarters. If you
have any questions concerning special
displays of events, ask at the desk.
The Pioneer video programs will be
available for viewing at the back of the

Red Barn throughout the convention.

Come and enjoy the history we've cap
tured in those early videos.
The DTN weather system will be avail
able throughout the day.
The complimentary VAA participation
plaques and mugs will be distributed at
the Red Barn.
The new computer system that allows
us to distribute the plaques and m ugs
more efficiently also affords us a conven
ient method of locating members who
have registered with us during the con
vention. So, if ou need to find someone,

ii>L

.,..~IfI

------------- --

INTRODUCING

EAA FLIGHT PLANNER

EM, in ar

agreement w ith AeroPlanner.com, is pleased to announce an exciting

new Membership beneRt.. .EAA Flight Planner. Take advan~ of the newest Member
benefit by heading over to www.eaa.org. Click on the EM Flight Planner icon,
get registered and log onto Flight planner to plan your next Aignt.

FREE for EAA Members, EAA Flight Plan..,:

-..
-..
-..
-..
-..
-..
-..
-..
-..

Files, stores and retrieves your flight plans via DUATS

Displays your flight plan on an interactive sectional map
Provides a flight planning "Wizard" for more flexibility
Will "auto-route" based on your preferences
Checks NOTAMs and MOAs along your route
Checks weather along your route
calculates weight and balance
Provides the ability to view and print IFR approach plates
Stores multiple aircraft profiles

Maximize Your
Membership.. .
Check Out EAA
Flight Planner
At www.eaa.org
Today!

-~-

FLIGHTTM
PLANNER

chances are we can help you do so in

record time.
The VAA Red Barn headquarters is also
the VAA hospitality-information center.
Please stop in to say hello, enjoy a cup of
coffee or a lemonade, and "set a spell" on
the porch. We look forward to seeing all of
you and value your input. Let us know
how we can make your convention stay
more pleasant and enjoyable.

nMnESS VOICES OF AVIAnON

EM will launch one of its most impor
tant heritage preservation programs
during EAA AirVenture Oshkosh 2002.
It' s called Timeless Voices of Aviation.
This program involves gathering, cata
loguing, transcribing, and distributing the
pioneering oral histories of aviation's
first century. Phase one of the program
focuses on gathering oral histories of avi
ation combat and support veterans
because they are passing away at a rate
of approximately 1,100 per day.
EAA AirVenture visitors can register to tell
their stories as veterans or support people at
the Timeless Voices of Aviation Pavilion, lo
cated just southwest of the FAA control tower.
Once recorded and transcribed, oral
histories will be available through mu
seum exhibits and via the web. Timeless
Voices will also be a major partner with
the Library of Congress' Veterans History
Project, ensuring this material's availabil
ity through its database. EM's 170,000
members and 1,000 Chapters will play
key roles in collecting the stories of
these American heroes.
Apart from newly collected material,
Timeless Voices will open hundreds of
historically significant interviews from
EAA TV's archives. From the Tuskegee
Airmen to the Apollo astronauts and aer
obatic pilots, EAA TV's collection
chronicles flight's first century.
For more information, contact the EM
Development Office at 800-236-1025 or

deveiopment@eaa.org.

ALEXANDRIA AIRCRAFT LLC

PURCHASES BELLANCA INC. ASSETS
The Bellan ca Cruisemaster, Viking,
and Super Viking aircraft are known
for their unique wood -wing design,
high performance, and outstanding
q uality and craftsmanship. Approxi
ma t ely 1,700 of these aircraft have
been man u factured in Alexan d ria,
Minnesota, since 1956. A new Min
nesota company ca ll ed Alexand ria
Aircraft LLC has purchased t he assets
of Bellanca Inc. This purchase includes
continued on page 29

26

JULY 2002

.u"
....

The first and only 2003

desktop calendar devoted
to EAA's "grassroots."

.rr..::..AAircraft you can build and fly.

From your imagination, to EMs AeroCrafter, to garage, to the
air - kitplane after beautiful kitplane will inspire you to start the
project you have always dreamed of, building your own aircraft!
Stunning photography, aircraft specifications, where to find
more information and "teasers" of EAA AlrVenture - THE place
to bring your completed project to show it off to the world, are
all part of this exciting 365 page desktop calendar.
Order your 2003 calendar today. Your dream is only a page
and a day away from becoming reality!

Place your order by phone (120) 428-8912

or online at_EAA.org
~
""'~""""""'ANIIoII

MIKE'S
HANGAR
is "Practicing
a Tradition"

Fly high with a

quality Classic interior

Complete interior assemblies ready for installation

Custom quality at economical prices.

We provide the following services:

>- Restorations

>- Paint and Fabric

>- Metalforming
>- Fabrication
>- Custom Building
Award Winning Restorations

Mike Williams

3811 River Road, Columbus IN 47203

812-375-1954 fax: 812-314-0954

e-mail : mike@mikeshangar.com

Visit the Website: www.mikeshangar.com

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.

Qi"~RODUCTS, INC.

259 Lower Morrisville Rd ., Dept. VA

Fallsington, PA 19054 (215) 295-4115

website : www.airtexinteriors.com

Fax: 800/394-1247

VINTAGE AIRPLANE

27

Aircraft Exhaust Systems

Jumping Branch, WV 25969
800-227-5951
30 different engines for fitting

Award Winning Vintage Interiors

Antiques,

Warbirds, General Aviation

304-466-1724

Fax 304-466-0802

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dead giveaway 10 Ih. knowing .y. They simply do nOllook righl on vinloge
on"oli,' lrom Robert Mikesh, lormer lUralor 01 Ihe Nolionol Air and Space
Museum, in his book Restoring Museum AkcraN.

VI/HAGE. AE.RO FAP.>RICJ, LTD

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920-426-6 127

"Original Nieuport 28 restored by Vintage Avianon Services'

1928 Travel Air 2000

Pancho: The Biography of

Florence Lowe Barnes
by

Barbara Schultz

VINTAGE AIRPLANE
We 're always looking for technical
articles and photos of your latest
restoration. We can't offer you money,
but we can make you a hero among fel
low Vintage Aircraft enthusiasts!

Flying wires available. 1994 pricing. Visit

flyingwires.com or call 800-517-9278.

Send your submissions to:

email: vintage@eaa.org
For pointers on fonnat and content feel free
to call 920-426-4825

28

JULY 2002

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, PQ-8
certified Target Drone derivative. Tri-gear Culver
Cadet. See Juptner's Vol. 8-170. Total time A&E
845 hrs. I just have too many toys and I'm not get
ting any younger. Find my name in the Officers &
Directors listing of Vintage and e-mail or call
evenings. E. E. "Buck" Hilbert
For Sale: 1914 Benz 6-cylinder cutaway
engine, restored, with its original propeller
and Salmson 9-cylinder radial engine, com
plete with mags, carb and prop. Wanted:
Antique airplane engines, even in very bad
condition, rotary, if possible. Phone: 01141
793346789

Write an article for

Editor,
Vintage Airplane
P.O. Box 3086
Oshkosh, WI 54904

BABBITT BEARING SERVICE - rod bearings,

main bearings, bushings, master rods, valves, pis
ton rings Call us Toll Free 1-800-233-6934, e-mail
ramremfg@ao/.com Web site www.ramengine.com
VINTAGE ENGINE MACH INE WORKS, N. 604
FREYA ST., SPOKANE, WA 99202.

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 MORE INFO.

OX5 powered, 40 hrs since

restoration, very nice flyer.

Make offer to 913-963-7951 or

www.geocities.comlox5travelair

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 (Le., January
10 is the closing date for the March issue).
VAA reserves the right to reject any advertis
ing in conflict with its policies. Rates cover
one insertion per issue. Classified ads are not
accepted via phone. Payment must accom
pany order. Word ads may be sent via fax
(920-426-4828) or e-mail (c1assads@eaa.org)
using credit card payment (all cards ac
cepted). Include name on card, complete
address, type of card, card number, and expi
ration date. Make checks payable to EAA.
Address advertising correspondence to EAA
Publications Classified Ad Manager, P.O. Box
3086, Oshkosh, WI 54903-3086.

Airplane T-Shirts

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WE PROBABLY HAVE YOUR AIRPLANE!

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IMPRESSIONS.

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Something to buy,
sell or trade?

Classified Word Ads: $5.50 per 10 words,

180 words maximum, with boldface lead-in

Every

Ohio Aircraft Interior

is a future piece of

aviation history.

Paul Workman

OHIO A IRCRAFT INTERIORS

Parr Airport (421)

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800.794.6560

VINTAGE

TRADER

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Order from: Little Buttes Publishing
PO Box

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OR

CA 93539
661-965-2645

Lancaster,

www.planemercantile.com
Aviation Gifts

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 beauti
ful. Museum quality restoration, Swedish mil
itary markings. Has won trophies at Oshkosh
and numerous other places. A reliable low
maintenance airplane with excellent flying
qualities. Engine 65 STOH. $90,000 530
642-1970 or wayne@e-easi.net

VA ANEW S

continued from page 26

the type design data for Bellanca models

14-19 Cruisemaster through 17-30A Su
per Viking. The new company was
created by a group of six aviation profes
siona ls wi t h intima t e know ledge of
Be ll anca aircraft an d more than 150
years of combined experience in aircraft
design/engineering, FAA certification
and flight testing, aircraft and parts
manufacturing, inspection, parts sales,
aircraft avionics, and aircraft repair.
Alexandria Aircraft intends to provide
parts and services for the Bellanca mod
els, but it is looking for a purchaser for
the Eagle Model DW-l agricultural spray
airplane, including the type certificate
with all the type design data and tooling
and the existing inventory of parts.
Alexandria Aircraft LLC is now in
the process of restructuring the Bel
la n ca assets to reduce overhead and
make the manufacturing of parts more
efficient. This will include a new com
pu ter-based production and quality
con trol system compliant with FAR
Part 21, "Certification Procedures for
Products and Parts." When it receives
FAA approval of its new quality con
trol system, it will manufacture and
sell the parts most urgently needed by
Bellanca aircraft owners, adding to the
inventory as cash flow and time will
a ll ow. During this init ial phase,
Alexandria Aircraft also intends to pro
duce new service kits, which will allow
owners of older Bellanca aircraft to up
grade their aircraft. Once Alexandria
Aircraft LLC is established as a Be l
lanca ai rcraft parts and service
provider, it will set up an in-house op
eration to refurbish older Bellanca
aircraft. Manufacturing new Super
Viking aircraft will be initiated after
the new company is well established.
Alexandria Aircraft LLC will be located
at the northern end of the Viking Building
on the Alexandria, Minnesota, Chandler
Airport, 2504 Aga Drive, Alexandria, MN
56308,320-763-4088 (telephone), 320
763-4095 (fax). Bellanca aircraft owners are
asked to contact Alexandria Aircraft to let it
know their parts and service priorities;
don't forget to include your name /a d
dress/telephone number and your
airplane's model/serial number.
......

Workshop Schedule
July 12-142002

Griffin. GA
RV ASSEMBLY

Sept 27-29. 2002

Corona. CA
RV ASSEMBLY

August 9-11 . 2002 Griffin. GA

TIGWELDING

Oct. 18-20. 2002

Oshkosh. WI
RVASSEMBLY

August 16-18. 2002 Griffin. GA

RVASSEMBLY

Oct 19-20. 2002

Boston. MA
SHEET METAL
COMPOSITE CONSTRUCT
FABRIC COVERING

Nov 2-3. 2002

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

August 17-18. 2002 Arlington. WA

SHEET METAL
COMPOSITE CONSTRUCT.
FABRIC COVERING
Sept 14-15. 2002

Sept 20-22. 2002

Sept 20-22. 2002

Denver. CO
SHEET METAL
COMPOSITE CONSTRUCT
FABRIC COVERING
INTRO TO AIRCRAFT BLDG. Nov 8- 10. 2002
ELECTRICAL SYSTEMS
& AVIONICS
Nov 9-10. 2002
Griffin . GA
TIGWELDING
RV ASSEMBLY
Corona. CA
LANCAIR ASSEMBLY

Griffin. GA
TIGWELDING
Griffin. GA
FINISHING &
SPRAYING PAINT
GAS WELDING
SHEET METAL
SHEET METAL FORMING

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

$PORTAIR

WORKSHOPS
--~--

1-800-WORKSHOP
1-800-967-5746
sportair@eaa.org
VINTAGE AIRPLANE

29

~~~INTAGE

MERCHANDISE

a. Golf ShIrts $31.95

The Vintage golf shirt is your versatile.
comfortable. 100% combed cotton
sport shirt for almost every activity.

Seagrass:
mel VOO539
Ie VOO540
xl
VOO541
2x VOO542

Burgundy

am VOO543
VOO545
VOO546
2x VOO547

Ig

xl

Ocean Blue

MaIze Yellow

am VOO549

am VOO555

mel v00550

mel VOO556
xl VOO558
2x VOO559

II VOO552
xl

2x

VOO5&3
v00554

ORDER ONLINE

WWW.EAA.ORG
b.

b. Select Bound VIntage Volumes

Limited quantities of Vintage bound
volumes are available.

1990 and before $25.00

After 1990 ............... $30.00

c. Travel MtIC ..... VOO342

$12.95

Classic stainless steel mug with plastic

handle and cap. Standard base fits
most car cup holders.

d. Coffee MtIC ..... VOO234

$4.95

Enjoy your morning coffee with this blue

trimmed Vintage logo mug.

TELEPHONE
ORDERS

800-843-3612
FROM US AND CANADA

e. Vintage caps............. $12.95

ALL OTHERS CALL

920-426-591 2

Choose a color and style to fit your

personal taste_

d_

Royal Blue VOG355

~ V00356
Olive (not shown) V00357

P.O . Box 3086

WI 54903-3086

OSHKOSH ,

Maroon VOO438
Red w/navy (not shown)
Khaklw/navy
Yellow w/navy
Natural wired (not shOwn)
Red w/black

VOO361
V00439
V00435
V00436
V00437

e.
30

JULY 2002

Leather Bags fro.

Vintage Aircraft
An embossed logo graces each of these
finely crafted. genuine leather bags.
which come in either tan or black.

f. Leather BrIefcase .. $79.9&

tan V00497
black VOO51O
Crafted with a rich design. this case has
several interior pockets and goes from
home to the boardroom in style. Approxi
mately 12"h x 16"w x 4.5"d

g. Leather Pouch $21.95

tan VOO584
black VOOS13
Flapped. soft leather bag has shoulder
strap. Approximate size: 7.5"h x 5"w x
15"d

h. Leather BeckpMk $49...

tan VOO498
black VOOI11
Perfectly sized with convenient zippered
pockets on the inside and outside. ~
proximately: ll."h x 9"w x 4.5"d

I. Leather Pocket . . ,
(black only) VOO512 $48.85
Convenient phone/sunglass pocket
make this bag a definite accessory.
Approximate size: 9 "h x 6"w x 3"d

J. E........d DenIIII Jacket . $85.99

Cotton denim jacket with Vintage patch
on the front and embossed planes and
logo on the back.
xl VOO243
mel VOO241
2x VOO244
Ig VOO242

DON'T MISS OUT ON

THESE GREAT VALUESI

ORDER NOW

TELEPHONE

ORDERS

800-843-3612
FROM US AND CANADA

ALL OTHERS CALL

920-426-5912

ORDER ONLINE

WWW.EAA.ORG
MAIL ORDERS
P.O. BOX 3086
OSHKOSH.WI54~3086

Membership Services
VINTAGE

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

Directory'

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

OFFICERS
President

Vice-President

Espie "Butch" Joyce

P.O. Box 35584
Greensboro, NC 27425
336-668-3650

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

windsock@aol.com

secretary
Steve Nesse
2009 Highland Ave.
Albert Lea, MN 56007
507-373-1674

Treasurer
Charles W. Harris
7215 East 46th St.
Tulsa, OK 74147
918-622-8400

cwh@hv5u.com

DIRECTORS
Oavid Bennett
P.O. 80x 1188
Roseville, CA 95678
916-645-6926
a"tiquer@illreac11.com

Jeannie Hill
P.O. Box 328
Harvard, IL 60033
815-943-7205

John Berendt

Steve Krog

dinghao@owc."et

7645 Echo Point Rd.

Cannon Falls, MN 55009
507-263-2414
fclzld@rronnet.1.com

1002 Heather Ln.

Hartford, WI 53027
262-966-7627

Robert C. "Bob" Brauer

Robert D. "Bob" Lumley

1265 South 124th St.
Brookfield, WI 5300S
262-782-2633
Illmper@execpc.com

c~fc~~;: 1~0~~0
773-779-2105

pl/OWpilot(gbol.com

John S. Copeland

1A Deacon Street

North'fo~~~~~4~tS 01532

sskrog@aol.com

Gene Morris
5936 Steve Court
Roanoke, TX 76262
817-491-9110

copelotldl@jwlO.com

n03capt@tlash.net

Phil Coulson

Dean Richardson
1429 KingsJ/;nn Rd

28C1~~~~';J?m~fr
616-624-6490

StoulJl;~i7_8~Jl589

rcollison516@cs.com

dar@aprilaire.com

Roger Gomoll

Geoff Robison

1521 E. MacGregor Dr.

3i~~~t~r~~~5t~1

New Haven, IN 46774

507-28S-2SIO
pledgedriYe@mSI1Com

260-493-4724
chie{702S@aol.com

Dale A. Gustafson
7724 Shady Hills Dr.

S.H. "Wes" Schmid

2359 Lefeher Avenue
Wauwatosa, WI 53213
414-771-1545
shschmid@milwpc.com

India3ntrz~_~~366278
dale(aye@msfl.com

DIRECTORS

EMERITUS

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

E.E. "Buck" Hilbert

P.O. Box 424
Union, IL 601S0
81S-923-4591

buck7ac@mc.net

ADVISORS
Alan Shackleton

P.O. 80x 656

Sugar Grove, IL 60554-0656

630/466-4193

103346.1772@mmpuserve_com

Steve Bender

Dave Clark

815 Airport Road

Roanoke, TX 76262
817-491-4700

635 Vestal Lane

Plainfield, IN 46168
317-839-4S00
davecpd@iquest.net

sst l()()@y.rorldnet.att.net

Phone (920) 426-4800

Fax (920) 426-4873

Web Site: http://www.eaa.org and http://www.airventure.org

EM and Division Membership Services

800-843-3612 ............ FAX 920-426-6761
Monday-Friday CSl)
(8:00 AM-7:00 PM
New/renew memberships: EAA, Divisions
(Vintage Aircraft Association, lAC, Warbirds),
National Association of Flight Instructors
(NAFI)

Address changes
Merchandise sales
Gift memberships

Programs and Activities

EAA AirVenture Fax-On-Demand Directory
.......................... 732-885-67l1
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

E-Mail: vintage @ eaa.org

Flight Advisors information ... . 920-426-6522

Flight Instructor information .. . 920-426-6801
Flying 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 ......................
AVEMCO ..................
Term Life and Accidental .... ..
Death Insurance (Harvey Watt &

800-727-3823
800-638-8440
800-241-6103
Company)

Editorial
Submitting article/photo; advertising informa
tion
920-426-4825 ............ FAX 920-426-4828
EAA Aviation Foundation
Artifact Donations ..... . ..... 920-426-4877
Financial Support .... ..... .. 800-236-1025

MEMBERSHIP INFORMATION

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

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 available for $55 per year (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 WARBIRDS
magazine for an additional $40 per year.
EAA Membership, WARBIRDS magazine
and one year membership in the Warbirds Divi
sion is available for $50 per year (SPORT
AVIATION magazine not included). (Add $7 for
Foreign Postage.)

EAA EXPERIMENTER
Current EAA members may receive EAA
EXPERIMENTER magazine for an additional
$20 per year.
EAA Membership and EAA EXPERIMENTER
magazine is available for $30 per year (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 required Foreign
Postage amount for each membership.

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

Copyright 2002 by the EM Vintage Aircrah Association

All rights reserved.
VINTAGE AIRPlANE (ISSN 0091-6943) IPM 1482602 is published and owned exclusively by the EM Vintage Aircrah Association of the Experimental Aircrah Association and is published monthly at EM Aviation
Center, 3000 Poberezny Rd., PO. Box 3086, Oshkosh, Wisconsin 54903-3086. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and al additional mailing offices. POSTMASTER: Send address changes to EM
Vintage Aircrah Associalion, PO. Box 3086. Oshkosh, WI 54903-3086. FOREIGN AND AFO ADDRESSES - Please allow at least two months for 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 10 submil 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: Edilor, VINTAGE AIRPlANE. PO. Box 3086. Oshkosh, WI 54903-3086. Phone 920/426-4800.
EAA'!J and SPORT AVIATIO~, the EM Logo~ and Aeronautica are registered trademarks, 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 EM AVIATION FOUNDAllON Logo is a trademark of the EM Aviation Foundation, Inc. The use of this trademark without the permission of the EM Aviation Foundation, Inc. is striclly prohibited.

32

JULY 2002

A company built on