MAY 2003

VOL. 31 , NO.5

VAA NEWSIH .G. Frau tsch y

SUN 'N FUN AWARDS

MYSTERY PLANE

JOHN MILLER RECALLS

UFO: UNITED FLYING OCTOGENARIANS/Jo hn M iller

HUGO JUNKERS, AVIATION PIONEER

THE F 13 AND OTHER ACHIEVEMENTS
O. T h ompson Rh od es

12

WHOSE IDEA WAS THAn

LITTLE KNOWN EVENTS IN AVIATION HISTORY
Hardy F. LeBel

13

THE OLD RHINEBECK GOES DOWN UNDER

Dan Tayl or

17

LONG-RANGE CRUISER
BOB SCHINDLER'S RARE
CESSNA 140A PATROLLER
H.G. Frautschy

20

THE VINTAGE INSTRUCTOR

L'M. S.A.F.ElDoug Stewart

22

PASS IT TO BUCK

27

CALENDAR

28

CLASSIFIED ADS

30

VAA MERCHANDISE

Publisher
Editor-in-Chief
Executive Editor
News Editor
Photography Staff
Advertising Coordinator
Advertising/Editorial Assistant
Copy Editing

TOM POBEREZNY
scon SPANGLER
MIKE DIFRISCO
RIC REYNOLDS
JIM KOEPNICK
LEEANN ABRAMS
TRISHA LUNDQUIST
JULIE RUSSO
ISABELLE WISKE
COLLEEN WALSH
KATHLEEN WITMAN

JlUO'AGI.AIRP~ANE

Executive Director, Editor

VAA Administrative Assistant
Contributing Editors
Graphic Designer

HENRY G. FRAUTSCHY
THERESA BOOKS
JOHN UNDERWOOD
BUDD DAVISSON
OLIVIA L. PHILLIP

13

FRONT COVER: Bob Schindler extensively restored one of the rarest ver
sions of the Cessna 140A, the Patroller. With fuel capacity of 42 gallons, it
can fly for nearly 8 hours. EAA photo by Jim Koepnick , Cessna 210 photo
plane flown by Bruce Moore.

BACK COVER: One of the most unusual sights in aviation is a Curtiss Pusher
in flight. Dan Taylor flies the Old Rhinebeck Aerodrome 's Curtiss Model D
Pusher "down under" during the Australian International Air Show this past
February. See the article starting on page 13 for more on just how unusual
this flight was. Photo by Mike Dugda le-Geelong.

5
BY ESPIE "BUTCH" JOYCE
PRESIDENT, VINTAGE ASSOCIATION

Sun 'n Fun

Enjoying our flying freedom
Did you make it to Sun 'n Fun?
Those of us who were there had a great
time, with some of the best weather I
can remember for a spring fly-in. Even
though the eastern mountain ranges
are not as tall as the Rockies, the
weather in the southeastern United
States can be pretty wild in the spring,
so it can be a challenge getting to cen
tral Florida from other portions of the
United States. It's also interesting to see
the airplanes that we often only see at
eastern fly-ins, since crossing the moun
tains in some of the older airplanes can
be a test for those who would fly them
to Oshkosh in the summer.
With a shift in the days to a Wednes
day through the following Tuesday, it
was hoped that more time was given to
pilots who wanted to fly to the annual
kick-off event of the fly-in season. It
seemed to me that the crowd 's atten
dance was evened out over the first
two-thirds of the fly-in. Sun 'n Fun has
commissioned the University of Florida
to do research on the attendance on the
event, so we don't have the final num
bers yet. We wish them well, and look
forward to starting the fly-in season
with Sun 'n Fun each year.
Each year seems to bring a special
treat to the Vintage area, and this year
was no exception. We were enthralled
to see Mikael Carlson's Bleriot XI and
Thulin Tummelisa on display and flying
during Sun 'n Fun, If you've never seen
a rotary-engine airplane fly, both were
fascinating in their own rights. The Ble
riot is an original airplane, license-built
by Thulin . Roll control is by wing-warp
ing, and the outrigger landing gear was
neat to see in operation. The Tummelisa
is a replica, built by Mikael over a num
ber of years, and it was quite capable (as
was the pilot) of any maneuver you 'd

care to perform. It was really a sight to

see. We understand Carlson will be in
Dayton in July with the airplanes, and
who knows, perhaps we ' ll see him in
Oshkosh at EAA AirVenture.
One other neat display was EAA's
Countdown to Kitty Hawk touring
pavilion, presented by Ford Motor
Company. I visited the pavilion on a
regular basis, and it was often filled
with people looking at the informative
signboards and artifacts, and trying
their hand at flying the Wright Flyer
simulators built by EAA and powered
by a special program written by Mi
crosoft for its Flight Simulator PC
program. It's just as hard as you imag
ine, but that didn't stop us from trying!
There was always a line to try the simu
lators, but everyone I spoke with was
having a great time flying from the vir
tual sands of Kitty Hawk.
The centerpiece of the pavilion is, of
course, the beautiful 1903 Wright Flyer
reproduction built by Ken Hyde and
the Wright Experience. It's really breath
taking to see. I can't wait to see it fly!
If you can, be sure to catch up with
the pavilion as it tours. You can get all
the tour stop information at EAA's web
site, www.countdowntokittyhawk.com.
There's plenty to do on the website,
too . Be sure to vote for Eclipse Avia
tion's Greatest Aviation Innovation. If
you're coming to EAA AirVenture,
you're in business, as the Countdown
to Kitty Hawk touring pavilion will be
right next to AeroShell Square.
If I didn't see you at Sun 'n Fun, per
haps our paths will cross in Oshkosh. Be
sure to stop me and say hi. We're always
open to suggestions and comments from
our fellow members. Ask a friend to join
us. These are trying times for civilian avi
ation, from the airline folks all the way

to those of us who enjoy light plane fly

ing. As I finish this month's column, the
Boston Globe has just printed a remark
ably ill-conceived and poorly reasoned
editorial supporting Chicago's Mayor Da
ley for his unbelievable actions in
attempting to destroy Meigs field in
downtown Chicago. The editorial shows
that we have a long way to go to educate
the general public about the misconcep
tions of the capabilities of light planes.
While those of us who fly know that it
would be much easier to create havoc us
ing another form of transportation, the
notion of an airplane above their heads
has long been an issue to some. Even
while our instincts tell us to holler at the
top of our lungs, "You don't understand!"
the fact is we have to continue to get our
point across in two ways:

1. By the way we act. "Flying Smart"

and use our good judgment to not linger
over sensitive areas. Entering restricted
airspace without clearance only serves to
give more ammunition to those who are
against our exercising of our personal
freedom to fly. Being vigilant at our local
airports will also help allay fears .

2. By the way we speak. Reasoned,

well-thought-out letters and contact with
the media, both on a local and national
level, can go a long way to showing we're
not a threat. If you need help with materi
als for your local media, please don't
hesitate to contact the EAA Government
Programs department at 920-426-6522.
Let's all pull in the same direction for
the good of aviation. Remember, we are
better together. Join us and have it all.
VINTAGE AIRPLANE

EAA . s COUNTDOWN TO

VAA HALL OF FAME

KITTY HAWK PAVILION

Do you know someone who has made a lasting contribution to vintage aviation
since 1950? Perhaps it was in the area of restoration, someone who has been an
active instructor teaching others the correct way to fly older airplanes? These contri
butions could be in the areas of flying, design, mechanical or aerodynamic
developments, administration, writing, or some other vital, relevant field.
If you feel these contributions to the world of vintage aviation are worthy of na
tional recognition, consider nominating that person to the VAA Hall of Fame.
Nominations for the 2004 awards are now being accepted. You can download a copy
of the nomination form at: www.vintageaircraft.orglprograms/nominating.html.
If you don't have access to the Internet, call us at 920-426-6110 to request a
copy of the form.
The deadline for nominations to the 2004 VAA Hall of Fame is September 30, 2003.

DEBUTS AT SUN ' N FUN

Opening day, April 2, of the Sun

"n Fun EAA Fly-In, visitors saw th e
grand opening of EAA's Countdown
to Kitty Hawk touring pavilion. EAA's
authentic reproduction of the 1903
Wright Flyer, which will re-create the
brothers' historic flight at 10:35 a.m.
on December 17, 2003, in Kitty Hawk,
was center stage as EAA President
Tom Poberezny welcomed EAA mem
bers and aviation enthusiasts to the
24,000-square-foot pavilion.
"Our goal is to tell the incredibl e
story of two brothers from Dayton,
Ohio, who were not only bicycl e
builders, but men who through inven
tion , high standards, and creativity
changed the world," Tom said. "There
have been many significant inven
tions and events throughout time, but
few have had the impact of the air
plane. For those of us who are pilots
and aviation enthusiasts, we know
what flying means. But looking be
yond that, the airplane behind me
began a series of unparalleled develop
ments that touch every single citizen
of this world, and have extended our
reach beyond the sky to the universe
in which we live."
The magnificent '03 Flyer reproduc
tion is the centerpiece of the touring
pavilion, which also features three vir
tual Flyers-simulators sponsored by
Microsoft Flight Simulator-along
with Eclipse's enlightening displays
unveiling the Top 10 Greatest Aviation
Innovations, and Ford Motor Co m
pany's special Kitty Hawk edition
Lincoln Aviator SUV.
EAA created Countdown to Kitty
Hawk, presented by Ford Motor
Company, with supporting sponsor
ship from Microsoft Flight Simulator
and Eclipse Aviation, as an aviation
led, year-long event to celebrate the
centennial of powered flight . It cul
minates on December 17, 2003, at
10:35 a.m. when the authentic repro
duction, built by Ken Hyde and the
2

MAY

2003

Wright Experience, will take to the air

again from the sands of Kitty Hawk,
North Carolina. Between now and
then, the touring pavilion will make
other stops at Ford Motor Company's
100th anniversary celebration in
Dearborn, Michigan, June 13-16; In
venting Flight in Dayton, Ohio, July
4-20; EAA AirVenture Oshkosh 2003,
July 29-August 4; the Museum of
Flight in Seattle, Washington, August
23-September 2, and the National
Business Aviation Association Con
vention in Orlando, Florida, October
7-9. Find out the latest information
on EAA's Countdown to Kitty Hawk
at www.countdowntokittyhawk.com.
CHEC K OUR CAL E NDARS

Many great flying events are coming up

in 2003, so check our Calendar of
Events-both in the magazine and on the
web. Please note: If you have entered your
event on the EM website, but it is not on
the VAA website or in Vintage Airplane
magazine, please send your event infor
mation to us so we can get it in the
magazine. While technology is great, it
seems to always take a while to get the
bugs out. It is not yet possible to gather
the Vintage data separately from the EM
website. So, for the time being, continue
to email or send your information to us di
rectly, as well as putting it on the EAA
website. Also note that we cannot accept
Calendar items over the phone.
E-Mail: vintage@eaa .org
Vintage Aircraft Association
Calendar of Events
P.O . Box 3086

Oshkosh, WI 54903-3086

EAA AIRVENTUR E NOTAM

AVAILAB L E FOR DOWN L OAD

The official Notice to Airmen (NO

TAM) for the 51st EAA
AirVenture Oshkosh is
available for viewing/
download on the EAA
AirVenture website
(www.airventure.org)
and will soon be avail
able in print. The
NOTAM, designed by EAA and approved
by FAA, assists pilots as they prepare to
fly into and out of Wittman Regional
Airport from July 26 through August 5.
The NOTAM booklet includes official ar
riva l and departure flight procedures
including procedures for the many types
of aircraft that fly to Oshkosh for the
event, as well as aircraft that land at
nearby airports. Past visitors will note
several changes this year, including:
Aircraft manufactured in 1967 now
allowed in Vintage (Contemporary
class) areas.
South Briefing Annex added for pi
lot briefings.
Blue dot added to Runway 18R.
Warbird/High Performance Ar
rival minimum speed changed to
130 knots.
Yellow Flow: Left base entry for
Runway 27.
To receive a free printed copy of the
AirVenture NOTAM, call EAA Member
ship Services at 800-564-6322, or e-mail
membership@eaa.org. Printed copies are
available through anyone of 15 se
lected Automated Flight Service Stations
(AFSS) throughout the country. ......

5
ANTIQUE

(BEFORE 8/31/45)

SE-XMC - 1911 Ble

riot XI - Mikael Carlson, Kvarnhem,
Sebbard - Sweden
RESERVE GRAND CHAMPION - NC20953
1939 Waco ARE - Ron Tarrson, Powell,
Ohio
SILVER AGE CHAMPION - N9125 - 1931
New Standard - Waldo Wright's Flying
SVC, Powell, Ohio
SILVER AGE RUNNER-UP - NC534W
1930 Monocoupe - Bob Coolbaugh,
Culpepper, Virginia
BRONZE AGE CHAMPION - NC38405 - 1941
Piper J-5A Cub - Michael P. O'Neil,
Charleston, South Carolina

GRAND CHAMPION -

SEAPLANES

NC19498
Cessna C-165 Airmaster - Glen Lar
son, Sarasota, Florida
BEST METAL AMPHIBIAN - N6240K - Re
public RC-3 Seabee - Jim Poel, Spruce
Creek, Florida
BEST FABRIC FLOATPLANE - N43459
Taylorcraft BGS 12D-4-85 - Stan
Sweikar, Dameron, Maryland

BEST FABRIC AMPHIBIAN -

CUSTOMIZED AIRCRAFT CHAMPION

N5366N - 1944 Boeing E75 - George L.

Byrd, Dunedin, Florida
REPLICA AIRCRAFT HISTORICAL PRESERVA
TION - SE-XIL - 1919 Tummelisa

Mikael Carlson, Kvarnehm, Sebbard

Sweden
CONTEMPORARY

(1/1/56 TO 12131167)

N2848Z - Piper Tri

pacer - Tim Baily, Peach Tree City,
Georgia
GRAND CHAMPION CUSTOM - N12711 Beechcraft V-Tail Bonanza - Steve W.
Oxman, Riva, Missouri
BEST TWIN - N190CM - Beechcraft E18
Twin - Barrels of Fun, Lebanon, Missouri
OUTSTANDING IN TYPE - N6817T - Cessna
310 - Paul Erickson and Ed Lachen
dro, Navato, California
OUTSTANDING IN TYPE - N182HD Cessna 182 - Chris Bruck, St. Peters,
Missouri
OUTSTANDING IN TYPE - N180DR
Cessna 180 - Bryan Jorgansen,
Doylestown, Ohio
OUTSTANDING IN TYPE - N8481A - Piper
Super Cub - Pat McNamara, Marine,
Illinois
OUTSTANDING IN TYPE - N108M - Meyers
- Tom Losey, Fort Myers, Florida

GRAND CHAMPION -

C LASS I C

(9/1/45 TO 12/31/55)

0-100 hp
N43545 - Taylorcraft - Raymond Cook,
Spring Grove, Illinois
BEST RESTORED CLASSIC - 101-165 hp
N2311P - Piper Tripacer PA-22 - Mike

Steele, Walnut Cove, North Carolina

BEST RESTORED CLASSIC - over 165 hp

N2151C - Cessna 195B - Sam Jones,

Conroe, Texas

BEST CUSTOM CLASSIC - 0-100 hp

NC43686 - Taylorcraft BC-12D - Paul

Hoffmeyer, Streamwood, Illinois

BEST CUSTOM CLASSIC - 101-165 hp

N8553C - Piper PA18A - Andy

Thornar, Winter Haven, Florida

BEST CUSTOM CLASSIC - over 165 hp

N302GT - Cessna 195B - Craig Bair-

McCool Junction, Nebraska

BEST RESTORED CLASSIC -

OUTSTANDING CLASSIC AIRCRAFT

NC42760 - Piper J-3 - David J. Dixon,

Orlando, Florida
OUTSTANDING CLASSIC AIRCRAFT - N1369E
- Aeronca Champ - Bob Haas, Labelle,
Florida
OUTSTANDING CLASSIC AIRCRAFT

N9810A - Cessna 195 - John Carroll,

Jr., Fayetteville, Georgia
VINTAGE AIRPLANE

.
3

VAA's "Friends of The Red Barn"

VAA 2003 Convention Fund Raising Program

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

Ailplane magazine, and on a special display at the VAA

Red Barn. You will also be presented with a special

name badge recognizing your level of participation.
During AirVenture, you'll have access to the Red Barn
Volunteer Center, a nice place to cool off.
Gold Level contributors will also receive a pair of
certificates each good for a flight on their choice of
EAA's Ford Trimotor or New Standard Biplane, re
deemable during AirVenture or during the summer
flying season at Pioneer Airport. Silver Level contribu
tors will receive one certificate for a flight on their
choice of one of the two planes.
This is a grand opportunity for all Vintage members
to join together as key financial supporters of the Vin
tage Division. It will be a truly rewarding experience
for each of us as individuals to be part of supporting
the finest gathering of Antique, Classic, and Contem
porary airplanes in the world .
Won't you please join those of us who recognize the
tremendously valuable key role the Vintage Aircraft Asso
ciation has played in preserving the great grass roots and
general aviation airplanes of the last 100 years? Your
partiCipation in EAA's Vintage Aircraft Association
Friends of the VAA Red Barn will help insure the very
finest in AirVenture Oshkosh Vintage Red Barn programs.
For those of you who wish to contribute, we've
included a copy of the contribution form. Feel free
to copy it and mail it to VAA headquarters with
your donation. Thank you.

---~---------------------------------------------------------- - ----- -- -- -- -- --- - - -- -- - - - - -- ----- - ---- - -- --

2003 VAA Friends of the Red Barn

Name_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ EAA #_ __ _ _ __ _VAA # _ _ _ __ __
Address_ _ _ _ _ _ _ _ _ _ __ _ _ _ __ _ _ _ _ _ _ _ _ __ _ _ _ _ _ __ _ __ _ _ _ ___

City/State/Zip_ _ _ _ _ _ _ __ __ _ _ _ _ _ _ _ _ _ _ _ _ _ __ __ _ __ _ __ __ _ __ _
Ph o n e _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ _ E-Mail_ _ _ _ _ __ _ __ __ _ __ _ __ _ __ _
Pl ease c hoose your level of participation :
_

Vintage Gold Level Friend - $600.00

Vintage Silver Level Friend - $300.00

Vintage Bronze Level Friend - $100.00

D Payment Enclosed

D Pl ease C harge my credit card (below)

C redit Card Number _ _ _ _ _ _ _ _ _ _ _ Expiration Date _ _ _ __

Sig nature_ _ _ _ _ _ _ _ _ _ __ __ __

Mai l you r contribution to:

EM
VINTAGE AIRCRAFT ASSOC.
PO Box 3086
OSHKOSH , WI 54903-3086

*00 yo u or your spouse work for a matching gift company? If so, this gift may qualify for a matching donation. Please ask your Human Re
sources department for the appropriate fo rm .
am e of Company _ _ __ _ _ _ _ _ _ _ __

Th e Vintage Aircraft Association is a non-profit educational o rganiza tion under IRS 501 c3 rules. Under Federal Law, th e deduction from Federal In
come tax for charitable contributions is limited to th e amount by which any money (and the value of any property oth er than money) contributed
exceeds th e valu e of the goods or services provided in exchan ge for th e contribution. An appropriate receipt ackn owledging your gift will be sent to
you fo r IRS gift reporting reasons.

MAY 2003

FEBRUARY'S MYSTERY PLANE

MARTIN T4M-1

BY H.G . FRAUT S C H Y

he February Mystery Plane was known to

many of you. It was one of the many aircraft
built prior to World War II that saw relatively
short service lives due to the rapidly advancing state of
aviation in the 1930s. This last version of the Martin
T4M-1, actually built by Great Lakes, served with Naval
Reserve units until 1937.
Here's our first letter:

Cowling detail and landing gear strut vertical cuffs iden

tify the revised Martin T4M-1 as a 620-hp Wright R-1820-86
Cyclone, radial-powered Great Lakes TG-2 on wheels. Excel
lent coverage in "The Great Lakes Story" by Gerry Beauchamp
includes TG-1 and TG-2 photos in the ever-inspiring Sky
ways, January 2003. Skyways is the Civil Aviation Journal
of the Airplane 1920-1940. Skyways is available for a $35
minimum donation per year from World War I Aeroplane at
15 Crescent Road, Poughkeepsie, NY 12601. Their phone is
845/473-3679.
Further detail on the Great Lakes TG-2 is in the book
United States Navy Aircraft Since 1911 by Gordon Swan
borough and Peter M. Bowers.
Russ Brown
Lyndhurst, Ohio

KY 40207 adds this:

... It was one of the last of the Navy biplane torpedo
bombers, with lots of struts, wires, and a counterbalanced
rudder that had no appearance continuity with the airplane's
vertical fin.
In 1935 the Comet Model Airplane and Supply Co. added
a model of the T4M-1 to their line that does a nice job ofcap
turing the character of the plane in a fairly simple
rubber-powered model. I have enclosed a copy of the plan. It
is one of about 400 plans I have available for model air
planes from the 1930s and 1940s. Copies of the list are
available at the address above-please enclose a business
size SASE and $1. I thoroughly enjoy the "Mys tery Plane"
selies and hope it continues for many years to come.

Space doesn't allow us to print the model plan, but

Charles' list is quite extensive. Other correct answers were
received from: Wayne Muxlow, Minneapolis, Minnesota;
Tom Lymburn, Princeton, Minnesota; Wayne Van Valken
burgh, Jasper, Georgia; Paul Ennis, Salisbury, Maryland;
Earl Swaney, Fresno, California; Walt Albert and John
Bishop, Ocala, Florida; Jim Stothers, Rancho Palos Verdes,
California; and Ralph Riedesel, Paton, Iowa.

Charles F. Schultz, 910 Broadfields Drive, Louisville,

THIS MONTH'S MYSTERY PLANE COMES FROM BOARDMAN C. REED OF
BROWNSVILLE, CALIFORNIA.
SEND YOUR ANSWER TO: EAA , VIN

3086 ,
WI 54903-3086. YOUR

TAGE AIRPLANE , P.O. Box

OSHKOSH ,

ANSWER NEEDS TO BE IN NO LATER

THAN JUNE

10 , 2003 , FOR INCLU

2003 ISSUE OF

SION IN THE AUGUST

VINTAGE AIRPLANE .

You CAN ALSO SEND YOUR RE

SPONSE VIA E-MAIL . SEND YOUR
ANSWER TO

vintage@eaa.org.

BE SURE TO INCLUDE BOTH YOUR

NAME AND ADDRESS (ESPECIALLY YOUR
CITY AND STATE!) IN THE BODY OF
YOUR NOTE AND PUT "( MONTH) MYS
TERY PLANE" IN THE SUBJECT LINE .

VINTAGE AIRPLANE

I think it is appropriate for me

write about the historic flight Glenn
Hammond Curtiss completed on May
29, 1910, from Albany, New York, to
New York City, New York, entirely over
the water of the Hudson River. This
year we will celebrate the 93rd anniver
sary of the event. Also, I am quite sure
that I am the only member of UFO who
can write about it firsthand, for I was
there and witnessed part of it. In this
day of advanced aviation we must re
member that in 1910 fewer than a
dozen primitive flying machines in the
United States were capable of controlled
flight, and few people in the popula
tion had ever witnessed one fly.
A newspaper, the New York World,
had offered a prize of $10,000 for the
first flight between New York City and
Albany, the state capital. The type of
aircraft was not specified, so either a
heavier-than-air flying machine or a
dirigible balloon could qualify. The
flight did not have to be nonstop, for
two stops were allowed, but the flight
had to be made in one day, I believe be
tween sunrise and sunset. The prize of
10,000 gold dollars was generous and
tempting in 1910, equivalent to at least
$200,000 in purchasing power of our
devalued paper dollars today.
Curtiss had designed and built the
engine in Capt . Baldwin 's dirigible ,
which was entered but not flown, but
Curtiss needed the money and was de
termined to accomplish the flight first.
He had built four or five flying ma
chines in his motorcycle factory at
Hammondsport, New York. With that
prize money he could expand his flying
machine production, so he built a spe
cial flying machin e for the attempt.
This was to be one of the longest flights
on record at that time , and entirely
over water. In addition to an extra large
6

MAY

2003

plane for emergency floatation if forced

down in the river on the 152-mile
flight, and he actually made a test land
ing in the water of Keuka Lake at
Hammondsport. The machine had
bamboo outriggers in the rear, support
ing a stabilizer surface and a rudder,
and more bamboo outriggers in front
supporting an elevator. That arrange
ment made the aircraft rather unstable
and difficult to fly, but that was the
level of technology of the time, though
extremely flimsy by today's standards.
It was a very primitive flying machine,
but already far ahead of the Wright
brothers' airplane, which they had im
proved very little.
Curtiss would also be trusting his life
on the engine, which he and his em
ployee, Mr. Kleckler, had designed and
built in his motorcycle factory. In prepa
ration for the risky attempt, Curtiss set
up the plane in a tent on an island in
the Hudson in the city limits of Albany
and waited for fair weather. A special
steam railroad train was chartered by
the New York World to follow the plane
down the river, carrying press reporters
and "dignitaries." Good weather was a
long time coming, and competing news
papers began accusing Curtiss of having
cold feet. However, May 29 was a beau
tiful day, and Curtiss took off early in
the morning, with the train following.
In the meantime the newspapers in
Poughkeepsie, halfway down the Hud
son, had given daily reports on the
delays. When May 29 dawned bright
and sunny, and even with the absence
of radio and TV reports that we have to
day, my dad decided to go to the field
south of Poughkeepsie, which had been
selected for a refueling stop. He went in
the hope of seeing a real flying machine

king me With him.

As we left town on the electric trolley
car, we heard numerous factory whis
tles blowing frantically, so my dad
surmised that the fIying machine was
already passing the city out over the
river, not visible to us.
When we arrived at the field (the site
of the main IBM plant today), the fIy
ing machine was already on the ground,
waiting for the man who was supposed
to have carried cans of gasoline on the
streetcar previous to ours (imagine car
rying gasoline on a public bus today!).
The man had made the trip for several
days before, but he had been disap
pointed each time and had become
skeptical of the plan. Apparently, when
he heard the whistles blOwing, he took
the next streetcar behind the one carry
ing my dad and me. When we arrived
some men were draining gasoline out
of the tank of an automobile into an
old-fashioned white ceramic pitcher
and pouring it into the tank of the
plane. I asked my dad why they were
pouring water into the plane. That was
the first time I had heard of gasoline,
for my dad did not have an automobile
until 1919!
The gasoline man finally did arrive,
and the refueling was completed. In the
meantime the special train had stopped,
and its passengers had walked up the
hill to the field, about a quarter mile.
They were mostly men, but there were
also a few women . I remember their
long dresses of the time. Besides the lo
cal farm people, there were few others
in the crowd. Remember, none of the
people there had ever seen a flying ma
chine before, and at that time many
continued on page 28

Hugo Junkers,

nP~. .

eer

Although the plane may appear antique to some, it proba

bly looked quite "modern " in 1919. Note the steps and
grips to ease passenger entry. Apparently the crew entered
the passenger door, and worked their way forward, just as
in modern jetliners.

UgOJUnkers was a success

ful German industrialist
who turned to airplane
design at the beginning
of World War I. Admittedly a bril
liant designer, he was also
something of a tyrant in his work
life. Around 1918 or 1919 he
turned into an occasiona l pacifist.

His pacifism later got him into hot

water with the Nazi regime, and
during the period between 1933
and 1935 his patents and manu
facturing plants were seized.
Committed to house arrest, he
died in 1935.
Regarding his pacifism, on Au
gust 14, 1927, the great designer

had this to say: Air transport shall

not only have a co n ciliatory ro le
to p lay at h ome, b ut also abroad .
Instead of fitting out aircraft as in
struments of war we sha ll eq uip
them as weapons of peace and h u
manity. Junkers aircraft will be
emissaries of peace-and we hope
that other nations will join u s in
1/

VINTAGE AIRPLANE

From certain angles ,

the little F 13 might
even be called attrac
tive . The plane might
look good here because
the corrugations are not
visible. I suspect that
this photo, like many
others, has been air
brushed. Note the long
tapered wings, with
plenty of area.

Someone's bright idea

for a publicity stunt.
Inside this fuselage re
side 300 pigeons,
which will be released
when those little slat
ted doors are opened.
Other F 13s were mod
ified as crop dusters,
even flying ambu
lances.

this great mission." These words

may sound strange coming from
the head of the firm that not only
produced warplanes for WWI, but
also provided bombers for the
coming war.
Yet in many ways he was a man
of peace. After the end of WWI,
he designed the Junkers F 13, a
remarkably modern passenger
plane, and throughout the 1920s
he continued with mainly civil
ian projects. And yet in his early
cooperative efforts with the So
viet Union (during the early
1920s), he helped the Russians
add gun positions and make
other military modifications to
his transport planes.
Man of peace, or man of war?
That's a hard one to answer, but
we know one thing: after he took
out his first aircraft patent, in
1909, he put the rna jor part of his
8

MAY 2003

energies into building better, safer,

passenger-carrying aircraft.
Seeing Junkers as a company
head that could not be trusted to
"toe the party line," the Nazi gov
ernment gladly took over his vast
holdings, turning his design team
to full-time work on warplanes
such as the Ju 87 Stuka and the
even more impressive Ju 88 twin
engine bomber. After World War
II we heard about the great little
Junkers enterprises, but in his day
Hugo Junkers developed a unique
kind of all-metal aircraft, using
then-revolutionary manufactur
ing methods.
One hears little about Junkers'
aircraft today, perhaps because of a
peculiarity in his building style. He
covered every external surface with
corrugated aluminum, which can
give the impression of a flying roof
from some tropical building. See

the sidebar story for more on his

unique construction method.
And how about his 1909 patent?
In it he envisioned an aircraft with
wings so huge that most every
thing-passengers, crew, engines,
baggage, and fuel-could be car
ried in the wing itself. But unlike
Jack Northrop, his idea was not to
eliminate all other parts of his air
craft. Junkers still wanted his
fuselage and tail surfaces.
By 1915 he received a govern
ment contract to build what was
probably intended to be a fighter.
But instead of being built of steel
tubes, or wood and cloth, Junkers
proposed making it all metal. And
not just any metal, but steel! De
tractors immediately labeled it the
"Tin Donkey," and the name stuck.
In fact, his detractors were so great
in number that he had trouble get
ting anyone to fly it.

The plane, despite its great

weight, flew at a respectable speed.
But it had its negative quali ties: It
had a lousy climb ra t e and low
service ceiling, not surprising with
that all-iron construction .
When it came time to b u ild a
more advanced model, the gov
ernment very politely asked him
to consider switc h ing to a lu
minum, which he d id, probably
relu ctantly.
Apparently his on ly model
seeing service in WWI was a heavy
duty ground strafer, which had
one unique feature: a h uge, thick,
alu minum tub covering the bot
tom of the fuselage, starting at the
engine and extending rearward to
protect the crew. Apparently the
plane was successful.
Another innovation on this and
all his other aircraft was the airfoil
sh apes. They were always thick.
Junkers had made use of his wind
tunnel to determine that at the
flying speeds he was able to obtain
with the power available at the
time, thick airfoils had little extra
drag when compared to highly
under-cambered ones.
This great camber all owed his
spars to be more lightweight than
they otherwise would have been.
The end of WWI, on Novem
ber 11, 1918, fo u nd J u nkers a
part-time pacifist . POSSibly his
reflections on Germany's losing
role helped form this opinion.
At any rate, his usual preference
for the remainder of his life was
for the civilian fie ld of aircraft
manufacture.
Less than a year after the
armistice was signed, Junkers once
more created a sensation with the
world's first all -metal, low-can
tilever wing, p u rpose-des igned
airliner. It was to be flown by a
crew of two and h ad a capacity of
four passengers. It was designated
the F 13 . That capacity may seem
like a joke today, but in 1919, the
civilian airliner field was fi lled with
converted fighters and bombers
that could carry a maximum of pi
lot and two paying members.

Structurally, the F 13 owed much to Junkers' earlier efforts. First

he designed the super-healthy tubular framework of the craft. As
far as the fuselage went, the framework was fairly conventional.
Take a look at this shot of the fuselage, from the nose aft. First
comes the bulkhead (firewall) to which the motor mount will be at
tached. Right behind that is the crew compartment, with room for
two men. (The seats are not in place in this picture.) Note that the
wing spars pass underneath the crew area. Moving rearward, we
spot a large bulkhead with sheet metal in place, against which the
crew seat backs will be placed. Note also the door opening to the
passenger area. Just behind this bulkhead is a large open area,
destined to be the place where four passengers will reside in con
siderable comfort (check the photos). There is adequate space for
two comfortable, separate seats, and behind them a bench for two
more paying passengers. The entire interior will be nicely trimmed,
like an expensive car. It's hard to make out in this figure, but if you
look at other supplied graphics, you will see that the passenger
doors are tapered to a point at the bottom.
Note how Junkers "introduces" those passenger doors. Ideally,
in a truss-type fuselage the openings should be triangular in shape.
And, as a matter of fact, the openings are tapered to a point at the
bottom. But the openings are framed by five or six members, not
three (as in a triangle).
Junkers could have made the doors triangular in shape, but then
the door would have looked most peculiar. Appearance triumphed
over science.
Immediately behind the rear passenger bulkhead is a rectangular
opening for what appears to be a spacious baggage compartment.
Note that part of the rear-most fuselage is already covered with cor
rugated metal. When complete, the entire fuselage will have the
same set of ripples!

VINTAGE AIRPLANE

The passenger cabin

was fitted out like a
fine car. But with that
all-metal construction ,
the noise must have
been terrific. The cock
pit was not nearly as
sumptuous.

Now, more about those ugly cor

rugations. On the wing, they run
from the leading edge to the trail
ing edge, which from a drag pOint
of view seems logical. But how
much help do those crinkled pan
els give to aircraft wings, where
there are huge bending moments
10

MAY

2003

putting the upper skin in compres

sion, while lower skins are in
tension? I contend that corruga
tions give minimal help to the
wing spars, since they will either
stretch or push closer to each
other, depending on the loads. To
put it another way, the corruga-

tions make the skin somewhat

"spongy," and not able to absorb
much load.
A good compromise solution
would be to put the corrugations
spanwise, and then cover the
sheet with smooth aluminum.
Surprise . That's how it was done

on the inner wings of Boeing's

B-17, and on some Lockheed
planes of the 1930s.
I call this type of construction
"two airframes for the price of
one ." Junkers was so generous
that he sold two planes for the
price of one: the inner tubular
network and the outer corru
gated skin. Either would go a
considerable way in providing a
complete airframe. How's that
for a bargain?
On the other hand, I've al
ways felt that the way Junkers
built was unnecessarily heavy,
and I suspected that his aircraft
would be sluggish performers
with low climb rates and low
service ceilings.
But I was certainly wrong, at
least with the F 13. For just a few
months after its maiden flight,
the little airliner carried eight
souls to new record heights. In
fact, it carried nine souls, but one
belonged to a very small girl, so
her presence was ignored in the
official record books. In addition
to this, the airliner captured many
other records, so I guess Junkers
knew his business.
Another amazing fact about
this little cantilevered wonder:
perhaps 1,000 were built between
1919 and 1932. We do know that
more than 700 came off the home
factory's assembly lines. One
thousand may not seem like much
when compared to the number of
Boeing 737s being built. But in
the F 13's time, there was little de
mand for passenger service
anywhere on the planet.
When fitted with floats, the
airliners were that much the
more useful. South American
countries bought plenty, and
found that they sailed over the
Andes just fine.
Hugo Junkers found that the
floundering airlines of the time
were seriously strapped for cash, so
he would give them loans/grants, a
policy which apparently paid off.
At any rate, by the early 1940s

F 13 MODIFICATIONS

Series production of the F 13, (be

low to above), "Adler," Sprosser,"
"Elster," and the "Falke."

The "Trans-Europa Union" featured

an F 13 in a poster circa 1923

German influence in South Amer

ican airlines was worrisome to
American officials. So on a given
night, American agents took over
these airlines, apparently without
any loss of life. At least that's
what my book on Pan American
Airways says.
I would guess that even in the
1940s, F 13s were still flying. Like
the DC-3 , they seem to last for
ever. (Might be all those wing
spars.) We do know that one
model was carrying joy riders in
Berlin as late as 1939.

Perhaps Junkers was against

war, but there was little he
could do about the F 13s being
sold (and built) in America. A
gentleman named John Larsen
decided to turn one into a
ground attack plane. When I
describe how he accomplished
this, you may think (as I do)
that he went a little over
board.
The man mounted a total of
28 machine guns (ac tually,
Tommy guns ) pointing down
ward through the floor, which
were to be used in strafing
trenches. I believe he did allow
that two other machine guns
should be pointed in other di
rections. The U.S. government
did not bite.
Turning from the Tommy gun
model to more peaceful themes,
we find that one European F 13
was modified to be an aerial bird
cage. To be more specific, 300
carrier pigeons were carried in the
passenger area, while the plane's
sides contained multiple doors.
When opened, the 300 beat a
quick exit. It must have been quite
a sight, particularly if the birds
were released over an area where
Adolf Hitler was giving one of his
"peaceful" speeches.
Some F 13s were turned into
crop dusters, using a dispenser
designed by the Junkers people.
Other planes were equipped with
headphones, so passengers could
be entertained with Beethoven.
While building F 13s b y the
hundreds, Junkers remained active
in creating new models. In 1925
he built the G 24, a low-wing tri
motor, which might be regarded as
the father of the later Ju 52/3m. In
1929 the first of two huge airliners
took off, so large that passengers
had special compartments inside
the thick wings. Actually their
seating was world class. They sat
right behind the leading edge,
which was glazed over to provide a
beautiful view.
.......
VINTAGE AIRPLANE

11

The 100th anniversary of pow

ered, heavier-than-air flight is a
fitting time to introduce some of the
lesser heroes of aviation history.
Come with me while I present seem
ingly minor events from seven
aviation disciplines and link them
to the art form we practice today.

all the moving parts of The Spirit of

St Louis' engine. Until then, rocker

Over breakfast one wintry day in

1902, so the story goes, Orville
turned to Wilbur and said, "Let's put
a vertical fin near the tail and see if
that will stop the glider from spiral
ing out of control whenever we try
to turn." The prototype tail fin and
rudder allowed Wilbur to make the
first intentional 180-degree turn. At
the time it was a bold and counter
intuitive stroke. Until then, the
design standard for an airplane was
a bird, and birds do not have vertical
stabilizers. Gutsy move, Orville.

arms and pushrods were lubricated

before flight. The hope was that
they would not wear out before
landing. The Curtiss)-5 foretold the
1,500 hours or more we expect from
modern aircraft engines. What can I
tell you, Chuck?
Second, during the early stages of
World War II, the Hamilton Co. be
gan mass-producing a version of its
hugely successful constant-speed all
metal propeller that would feather.
Most people who fly multis today
cannot imagine what it must be like
having a propeller that will not
feather, but prior to variable-pitch,
full-feathering Hamilton Standards
being readily available, losing an en
gine was a deadly serious thing.
Having caged my share of R-2800s
with Hamilton Standards, I want to
be first in line to say, "Thanks, guys."

AIRFRAMES

FLIGHT INSTRUMENTS

Late in World War I, Anthony

Fokker of the Netherlands intro
duced a fighter with no external
bracing. Emile Bockle thought him
mad. Fortunately, Hermann Goering
did not. In a Fokker D.VII Hermann
validated Tony's ideas. Soon all the
world was making cantilevered
wings and fuselages. The additional
usable volume and reduced drag
eventually led to the long range,
heavy haulers we see today. Way to
go, Tony!

During World War I, the wretched

flying weather over the western front
sparked interest in gyro-stabilized
turn detectors, compasses, and artifi
cial pitch and bank indicators. Both
sides experimented with blind flying
instruments, but little progress was
made. Finally, during the 1920s the
efforts of an American named Elmer
Sperry produced an integrated instru
ment flight panel similar to the
"Primary T" of modern aircraft.
Jimmy Doolittle's hooded flight from
College Park Airport in Maryland in
September 1929 using gyros by
Sperry and radios by RCA pulled it all
together. Elmer, every six months
when I take my Part 135 instrument
check, I'll think of you.

AERODYNAMICS

POWERPLANTS
This honor is shared. First, in
1925, Charles Lindbergh held out
for a circulating oil system that
would constantly lubricate and cool
12

MAY

2003

NAVIGATION
Between World War I and II, Lt.
Philip Van Horn Weems, U.S. Navy,
realized that although the funda
mentals of marine dead reckoning
could be applied to aircraft, the tech
niques could not . Weems' efforts
produced the prototypical aviation
dead reckoning plotter and graphiC
navigation computer that bear the
generic name "Weems." What most
of us do not know is that he also
combined the Dreisonstok and St.
Hillaire sight reduction techniques
into a system that allows an aviator
to compute the celestial arguments
for several bodies in less than five
minutes, as opposed to the one hour
plus required with previous systems.
This U.S. Air Force Academy grad
salutes Phil Weems, USNA '12.

RADIO NAVIGATION/
COMMUNICATION
In mid-April 1915, a commander
in the Imperial German Navy, whose
name I am ashamed to admit has
eluded my research, opened radio
direction finding stations at Borkum
and Nordholz. The idea was to con
vert signals into lines of position,
which were then converted to fixes
and transmitted to dirigible airships
en route to bomb England. Fortu
nately for the English, London,
Borkum, and Nordholz lie almost in
a direct line. The fixes were virtually
useless. Later stations were erected at
Bruges in Belgium and on the island
of Sylt near the Danish border. The
angle between the lines of position
was less than 45 degrees, and the re
sulting fixes still did not provide the
accuracy needed to bomb London.
continued on page 24

THE OLD

RHINEBECK

AERODROME

GOES DOWN

UNDER

DAN TAYLOR

t the Old Rhinebeck Aerodrome in up

state New York, we were very honored
to have the opportunity to fly some of
our unique vintage aircraft at the Aus
tralian International Air Show this past
February in celebration of the lOath
anniversary of powered flight.
The air show, the largest in the southern hemi
sphere, played host to a variety of aircraft and was
held at Avalon Airport just south of Melbourne, an
address that is not exactly down the road from up
state New York! But it turned out to be a wonderful
experience, not to mention it was summer in Aus
tralia and we were in the middle of one of the worst
winters in the Northeast!
The Aerodrome team of pilots consisted of Gene De
Marco, Fred Murrin, Bill King, and me. Glenn
Guillfoyle, Sara Randle, Marsha Murphy, and Langdon
and Heather Badger (friends from Australia) were in
valuable with the many details to be handled on site.
After the travel arrangements were made with our
U.S. liaison, Gordon Bowman Jones, the laborious
process of dismantling and packing the four aircraft
was next. Three large sea containers were acquired,
and with the help of a small group of dedicated volThe business end of the Camel showing the 160-hp
Gnome rotary engine. Its unmistakable sound always
turns heads. Gene's giving the "let's move out" signal.
VINTAGE AIRPLANE

13

known worldwide as
the guru of these won
derful engines. Also
traveling to the air
show were two of the
Aerodrome's "pioneer
era" machines, a 1910
French Hanriot replica
and a 1911 Curtiss
Model D Pusher pow
ered by a 1911 Hall
~
~ Scott motor of 80 hp.
~
The terrain was ab
el. solutely ideal for these
-~Q early machines. It re
~
minded me of those
:i!
marvelous fields in Eu
rope in the early part of the
century. Big, open, flat, and no
trees! It looked like Rheims in
1909! Before a total attendance of
nearly 400,000 (mostly on the
weekend, as the weekdays were
trade show days), our displays
were a stark contrast to the gleam-

Old Rhinebeck's 1910 French Hanrlot monoplane replica, piloted by Bill King,
makes a pass down the runway. It was another big favorite at the show.

unteers on a very cold weekend,

the aircraft were carefully secured
for the trip halfway around the
world. After three weeks of sailing
on the high seas, they all arrived
in good shape. Gene DeMarco
with a group of Australian volun
teers handled the reassembly till

we arrived.
The four aircraft shipped in
cluded two World War I types
powered by original rotary en
gines, a Sopwith Camel that flies
in our weekend shows, and a
Fokker DR.I Triplane owned pri
vately by Fred Murrin. Fred is

Getting ready to fly. Glenn Guillfoyle pulls the prop

through on a beautiful Australian summer
evening. You can see how confining
the space is to start
the engine!

14

MAY

2003

ing World War II fighters

and the thunderous F-18
Super Hornet. The spec
tacular dogfight routine
with Gene in the Camel
and Fred in the Triplane
was complemented well
by Rich's Incredible Pyro
display, which included
huge exploding observa
tion balloons (that
changed from German to
British depending on who
was to be victorious that
day!).
The pioneers, both built
by the late Cole Palen,
opened the flying portion
of the air show each day.
Two additional pioneer air
craft from Australia were
also there and taxied down
the flight line-a beautiful
Anzani-powered Bleriot
from Tasmania and a
Wright Flyer replica.
Normally, with our air

Dan Taylor pilots the Curtiss Model 0 Pusher for its first ever circuit! He's flying at
200 feet with the 80-hp Hall Scott V-8 chugging away. The original Curtiss controls
are unusual. The pilot operates the rudder by turning the wheel, with fore and aft mo
tion of the control column for pitch. His right foot operates the throttle, and leaning
side to side in the seat operates the ailerons.
The poles supporting the front and tail of the aircraft are made of bamboo. The black
marks you see are tape; it's wrapped around the bamboo to keep it from splitting. It
was a common method used in 1911.

"That's the tail hook?" Ricardo Traven checks out an example of the
primitive arresting gear Eugene Ely used for the U.S. Navy's first deck
landing in 1911.

A "dead-stick dogfight" exposure

catches the props standing still as
Fred Murrin flies his rotary-powered
Fokker DR.I Triplane, which is being
chased by the Sopwith Camel. This
is the first time two rotary-powered
aircraft have flown together in Aus
tralia since WWI.
VINTAGE AIRPLANE

15

One of only two rotary

powered triplanes flying
in the world today. Fred
Murrin 's magnificent
LeRhone-powered
Fokker DR.1 Triplane.
Fred built this aircraft,
and is presently putting
the finishing touches on
a very accurate Sopwith
Camel , to be powered by
a 160 Gnome.

craft we do only straight "hops"

down our short, narrow runway at
Old Rhinebeck. But in Australia ,
the Hanriot made brief circuits.
With a more modern motor (1939
Franklin) it's not a problem , as
Cole had done this in the past.
However, our Curtiss never has
made a full circle. With its original
1911 motor, a straight "hop" is all
we dared do. However, this past
year two of our volunteers, John
Stover and Kurt Muller, turned the
Hall Scott engine back into a jewel.
So on the last day, with calm winds,
I did what had never bee n done in
the airplane's 27-year history-a
complete circuit!
Remember, this is a Curtiss that
16

MAY

2003

is pretty accurately built, with out

riggers made of bamboo,
original-style Curtiss controls us
ing the shoulder yoke system, and
a front elevator, plus a 1911 mo
tor! The late Dale Crites, who for
many years flew a "headless
pusher" spectacularly with a later
OX-type engine, must have been
smiling! I know I was grinning
from ear to ear! The flights were
over too soon, but I dare not ask
too much of the old engine . Our
announcer, Gordon Bowman
Jones, shared in the excitement
and made the audience feel they
were really witnessing something
unique for the first time.
Our Australian audience took a

great interest in our early

machines, and we all
spent time speaking at
the fence and answering
the many questions from
enthusiastic visitors. It's
really wonderful to see,
as the late Cole Palen
would call them, the "young types"
taking such an interest in this spe
cial era of aviation history. It's
something the EAA's Young Eagles
program has expanded upon today.
We owe a great deal of thanks to
Ian Honnery and Les Dunn of Air
Shows Down Under, to the volun
teers at Old Rhinebeck who braved
the cold, and to the many hard
working members of the Australian
ground crew who helped catch our
brakeless and tailskid-equipped air
planes in the hot Australian sun. It
was a job well done by all, and we
were proud to do our part in the
celebration of the 100th anniver
sary of powered flight. We can't
wait to do it again!
The Old Rhinebeck Aerodrome
in upstate New York opens in May
with air shows every Saturday and
Sunday from mid-June through
mid-October. For information, in
cluding special events , visit
www.oldrhinebeck.org.
Dan Taylor has been a pilot with
the Old Rhinebeck Aerodrome for
seven years . He owns a 1931 Waco
QCF and a Ford-powered Pietenpol
Aircamper. When not in the air, Dan
can be found on the air as a radio
personality for WCBS-FM in New
York City.
......

ob Schindler's got an
airplane with more en
durance than just about any of us.
How long could you fly a Cessna
140 with a total fuel load of 42 gal
lons? A seven-hour flight is not
out of the question, with plenty
left over for more than an hour's
reserve. Forget physical endurance,
I'd just get too hungry!
Bob's son has flown it on long
cross-country flights, including a

seven-hour tlight from San Diego to

Salt Lake City. A six-hour trek to Ari
zona from Sandy, Utah, Bob's home,
is pretty easy for the Patroller ver
sion of the 140.
Bob's Patroller, powered by a Con
tinental C-90, was built in late April
1950. The bill of sale to Cruse Avia
tion of San Benito, Texas, lists the
"patrol ship" modifications to
N9644A as "Wings-Patrol Ship UR,
Doors-Patrol ship RIL, Tube Instal

lation-message drop and relocated

compass installation." A special
paint job of Canyon Cream
MCC552 and Teal Green MCC6758
was applied to the airplane , along
with a green vinyl interior. Now
with all 42 gallons of usable fuel on
board, and an empty weight when
new of 987 pounds, that only left
198 pounds for a pilot and a little
more than a gallon of oil, so you
couldn't take along a buddy. But for
VINTAGE AIRPLANE

17

Bob's version of the standard

Cessna 140 overlay panel evenly
distributes the panel lighting
through a 3/ 16-inch thick sheet
of milled plastic.

The straight, unwrinkled tail sur

faces were completely unriveted
and reassembled after some of the
sheet metal was replaced. Each
section of the airframe was primed
both inside and out.

the Patroller version's mission of

pipeline or powerline patrol, en
durance was far more important
than passenger payload.
Originally delivered to a pipe-lay
ing company in Texas, the Patroller
did its duty as a pipeline inspection
aircraft, and then its history is a bit
murky. But in 1982, Bob Schindler
bought it while he was flying an air
18

MAY

2003

stored in the hangar of the fellow

he bought it from until 1988, when
he moved it t o his garage. A few
more years of sitting in the garage
ensued before he started disassem
(/) bling and stripping the airframe. As
~ it turned out, this was no "repaint
:I:
~ and fly" restoration.

~
Some of the airframe showed a

Cl
o
bit of corrosion, so he actively
'"'"a: cleaned up those areas, and didn't

::;;
hesitate to replace any suspect sheet
metal. A section of the wing skin
had an ugly patch left over from
the installation of a Grimes motor
driven landing light, so that entire
section was rep laced, as well as a
piece of leading edge that was dam
aged during restoration.
The tail surfaces also got plenty of
attention. While looking at them on
the flight line they look very
straight, like a new set of factory
pieces. They're anything but un
touched. In his quest to be sure the
tail structure was sound, Bob drilled
out all the rivets on the vertical sta
bilizer, and inspected the skins. A bit
of light corrosion was dea lt with,
and then everything was reprimed,
inside and out, and reassembled .
The horizontal stab and elevators
The or iginal wheel pants needed
proved to be more of a challenge. In
some sheet metal handiwork, some
a heated 12-by-20 shed behind his
thing Bob seems to relish. The
house, he took apart the horizontal
plastic window panels in each door
stab to find a huge rat nest about
are one of the two major changes to
two feet in diameter. The etching
the 140A airframe that help easily
done by the rat waste was too much
ident ify it as a Patroller.
for the skins, so Bob made a new set
of skins and got to work. He even re
liner for Delta. Originally a Western placed the entire leading edge of the
Airlines pilot, he retired from Delta right stabilizer, and again reprimed
in 1996, while flying the Boeing every part, inside and out, before
767. He's restored a Beech T-34, and riveting the stabilizer back together.
Even after all that work, he was
with his son he is currently restoring
a 1960 "fastback," straight-tail n't done fiddling with the sheet
Cessna 150. A set of long-range tanks metal on the 140. Because Bob had
is going in that 150 as well, but we're decided to install a Continental 0
getting ahead of our story.
200 engine in his 140, a new set of
Bob's Patroller sat ready to be re
cowling pieces had to be fabri

cated. He ordered the sections from

Univair, but asked that they not be
trimmed to final size. To accom
modate a vacuum pump he
installed on the 0-200, the cowl is
actually 1/2-inch longer than the
stock 140 cowl. That way, he did
n't have to put a bulge in the cowl
nose bowl to clear the pump. There
was plenty of trimming and fit
ting, and building a new set of
cowl louvers for each of the cool
ing inlets gave Bob a neatly fitt ed
cowling that he can be proud of.
One piece that didn't need a lot
of trimming was the new wind
shie ld , which he bought from a
Cessna dealer. "It fit perfectly, I did
n't even had to sand or trim
anything," Bob said. Bob cut the re
maining side glass pieces, including
those in the door panels, from raw
sheet plastic.
Once the basic airframe was re
constructed to Bob's standards, the
systems got a thorough makeover,

Bob Schindler and his son,

Patrick.

too. All of the wiring in the plane is

brand new, along with a new set of
circui t breakers. Only the oil pres
sure and oi l temperature are
original to the airplane, with each
of th e ot h er instruments replaced
with new units.
The instrument panel looks orig

inal, but again, to accommodate a

modern set of avionics, and to put
a more consistent level of panel
lighting on the instruments, he
mad e a new overlay from scratch.
Behind the overlay is a piece of
3/16-inch plastiC, with the lights
mounted inside so the glow from
the lamps is cast over each instru
m en t. An Apollo 360 GPS is
installed in the center, topmost in
strument hol e, and a Bendix/King
transponder and comm radio round
out the avionics.
While equipped with basic IFR
capability, without a heated pitot
tube, Bob won't regularly fly the
airplane IFR. He might file for spe
cial circumstances, but in general
h e doesn't want to do it. "If I had
to descend through a layer of
clouds where there was no icing, I
might do that if I had about a 1,000
foot ceiling underneath. But as far
as bumming around just using the
instruments, I just don't do that in
a little plane."
The rest of the interior was re
upholstered by Ron Christianson in
Sandy, Utah, including the STC'd
installation of a set of Cessna 150
seats, which are still comfortable
on those seven-hour flights.
Did Bob feel he made any mis
takes while restoring the Patroller?
Just one-he moved the battery
box location to th e firewall, and
found he had to add 2 pounds of
ballast to the tail. While it makes it
much easier to service the battery,
you could t ell that adding dead
weight to the airframe was galling
to him.
It didn't seem to suffer too much
in its performance, since Bob and
his so n , Patrick, have flown it ex
tensively since its restoration was
completed in late winter 1998.
They've bee n to EAA AirVenture
with it, and Patrick was piling on
the hours as fast as he could while
giving ride s. In fact, the airpl ane
ha s mor e than 1,500 hours on it
since th e res toration, so it 's no
han gar que en. Who knows where
you might see them n ext!
.,..
VINTAGE AIRPLANE

19

THE

I. 'M. S.A.F.E.

DOUG STEWART

NAFI MASTER INSTRU CTOR

few days ago, a Piper

Cherokee Six crashed
into a mountainside
about 6 miles east of the Great Bar
rington Airport (GBR), which is my
home base. This particular accident
made it into the national news for
the next two days. The accident was
newsworthy because a family of
seven had been on board the air
craft. The crash occurred at night,
and the temperatures had dropped
to below zero, while the winds
gusted more than 25 knots. Miracu
lously, four of the seven on board
survived the crash. The pilot (father
of all five children) and three chil
dren were still alive when a New
York state police helicopter finally
found the wreckage about 17 hours
after the airplane crashed.
For the next few days reporters
called the airport seeking answers
to numerous questions. Everyone
of them wanted to know what had
led to this tragic accident. Most of
the questions were of a technical
nature. What is the difference be
tween IFR and VFR? What does ice
do to aircraft performance? How
does a pilot turn on the runway
lights from his aircraft? On and on
the questions came, but few, if any,
of the reporters looked at the real
issues. To me, the important ques
tion was why this pilot was flying
at night, over mountainous ter
rain, in horrific weather, with his
entire family on board? I can an
swer the technical questions, but
unfortunately, I cannot answer the
last question.
Let's first review what is known,
as of now, about the flight, the
weather, the aircraft, and the pilot.
20

MAY

2003

The flight originated in Lakeland,

Florida, shortly after midday. The
family had been in Florida for a va
cation, and was now returning to
its home near Keene, New Hamp
shire. Predicated on the forecast
weather, the pilot originally filed
for Utica, New York, where his wife
had family. The plane made a fuel
stop in Silver City, North Carolina.
At some point after departing Sil
ver City the pilot amended the
flight plan, making Keene the new
destination.

On and on the
questions came,
but few, if any,
of the reporters
looked at the
real issues.
About 40 miles north of the Stew
art International Airport, in
Newburgh, New York, the pilot re
ported to Air Traffic Control (ATC)
that the plane was starting to pick
up ice. He requested to descend
from 7,000 feet to 5,000 feet and di
vert to Barnes Municipal Airport in
Westfield, Massachusetts. He was
cleared to 5,000 feet, but when he
subsequently requested to descend
lower, the MEAs (minimum en
route altitudes) prevented that. He
then canceled his IFR and said he
would descend and fly visually to
Great Barrington, Massachusetts.
His last communication with the

Bradley TRACON (Terminal Radar

Approach Control) was at about
6:30 p.m. A credible witness (a pilot
of more than 30 years experience),
who lives about 1 mile east of the
threshold to Runway 29 at GBR, re
ported to us that she had heard a
plane do what sounded like either a
go-around or a missed approach
somewhere between 6:30 p.m. and
7:00 p.m. Another airport neighbor
to the west of the airport reported
that she too had heard an aircraft in
the pattern at about the same time
period. Sometime shortly after that,
the airplane crashed on the heavily
wooded flank of Mt. Wilcox at
1,700 feet MSL (mean sea level).
The summit of Mt. Wilcox is 2,100
feet . The crash site lies 3 degrees to
the east of the direct course line
from GBR to the Chester VOR (om
nidirectional radio range) and 6
miles to the east of Great Barring
ton Airport.
What was the weather like in
the Berkshires that evening? A
very strong arctic cold front had
passed through the area earlier
that afternoon, pushing a coastal
low-pressure area out into the
North Atlantic. The temperatures
were plummeting, and the wind
had started to howl. The ceilings
were ragged, and the nearest re
porting airport (Pittsfield, about 15
miles to the north) had reported
overcast ceilings at about 1,900
feet MSL. Several other aircraft had
already filed pilot reports of icing
in the area. This region overlying,
and to the east of the northern Ap
palachians is somewhat notorious
for the gnar ly weather that the
mountains can create, and most

pilots treat the weather, at all times

of the year, with cautious respect.
The airplane was a Piper Chero
kee Six, which is well known as a
load hauler. In addition to the seven
people on board, there was the req
uisite luggage that a family of that
size would take for a vacation, in
cluding a television. The aircraft
was filled with fuel in Florida, and
then took on 48 gallons in North
Carolina. Even with full fuel it still
could have weighed less than maxi
mum gross weight, since most of
the children were small. The
youngest of the children was 2 years
old (found alive outside the wreck
age sitting in a creek), with the
oldest being 12. The others were 5,
7, and 10. If the aircraft had been
laden with ice, however, it might
not have been capable of climbing.
What I know of the pilot is
sketchy. He was a relatively low
time pilot, with less than 400 hours
of total time; however, he had made
the New Hampshire-to-Florida
roundtrip "dozens of times since
1997." He had acquired the plane
in a business deal and then learned
to fly. As of this writing there is no
evidence that he participated in the
FAA's Pilot Proficiency Award
(Wings) Program, but he did have a
current biennial flight review.
Whether he was instrument current
or not is not currently known.
That is what I know of the facts
surrounding this accident. I have
many more questions that might
give insight into what led to this
crash. As many of us pilots know,
most accident chains start forming
before the aircraft ever takes off. As
events unfold, that accident chain
gets bigger and stronger until it fi
nally reaches a point where the
accident is unavoidable. If we can
break that chain at any point prior
to the aCCident, then the accident
can be prevented.
My first question is, What time
did this pilot's "duty day" start?
What time did he get up that Sun
day morning? Had he had a good
night's sleep, or had he tossed and

turned all night worrying about the

weather? When did he make his
first call to flight service to get a
weather briefing and file his flight
plan? The accident occurred some
time around 7:00 p.m. The Florida
departure was between 12:00 p.m.
and 1 p.m. But when did this pilot
first start "working" on this flight?
When we think of the I'M SAFE (ill
ness, medication, stress, alcohol,
fatigue, emotion) checklist, how
much of a part did fatigue play in
this accident?
"F" could also symbolize food . I
can't help but wonder when this pi
lot last had a square meal. We all
joke about the "pilot food" that is
typically found in those honor sys
tem boxes at many airports, and I
have yet to find anything in those
boxes that could be termed nutri
tious. But when the chips are down,
and the proverbial yogurt has crept
up above the eyeballs the ability to

We have to ask
ourselves if we can
pass the I'M SAFE
checklist.
make proper, rational decisions be
comes more and more difficult. If
we haven 't sufficient "fuel" in the
body, that ability to make the right
decision might become impOSSible.
So I ask, when did the pilot last eat
a nutritious meal?
The effects of stress could have
also played a large part in this acci
dent. When did the stress first start
affecting the pilot? Was there
knowledge of the poor forecast
weather the night before the
flight? If there was, it might very
well have prevented a good night's
sleep. Then again, the stress of
feeling the need to get home by
Sunday evening might have been
what prevented the pilot from
making the correct decisions.
When three, or perhaps four, of
your children have to be in school

the next morning, a pilot can feel

tremendous pressure to get home.
Even though the weather is going
down the tubes, many pilots have
killed themselves and others with
them as they press on into deterio
rating weather, suffering from that
dread "get-home-itis." There is no
doubt in my mind that this played
a very large part in the pilot mak
ing the decision to continue into
poorer weather, rather than making
a 180-degree turn and retreating to
an airport with better weather
where the whole family could
spend the night.
The human factor issues known
as "hazardous attitudes" also need
to be addressed. These attitudes are
anti-authority, macho, invulnera
bility, impulsivity, and resignation.
None of us will ever know if any of
these played a part in this accident,
but again I have to ask these ques
tions. The forecast was for a chance
of icing in precipitation and clouds.
The FARs dictate that the IFR pilot
cannot fly into those areas where
icing is forecast. Was the pilot ex
hibiting an anti -authority attitude,
if he indeed had obtained a forecast
of possible ice? The macho attitude
is best described as one that makes
pilots think they are capable of any
thing. Traditionally, pilots with 300
to 500 hours fall into this category.
They have logged just enough time
to think that they are capable of fly
ing in any condition, but nowhere
near enough time to understand
that they really can't. Is it quite pos
sible that the macho attitude played
a part in this accident?
Did the pilot think that he was
invulnerable? Did he believe that
icing events only happened to other
pilots, or that a Cherokee Six was
capable of carrying large amounts
of ice? We'll never know. Was his
decision to divert to Great Barring
ton an impulsive one? Great
Barrington was, at this point in the
flight, the nearest airport, but it lies
in a valley and is surrounded by ris
ing terrain in all quadrants. Was the
continued on page 26
VINTAGE AIRPLANE

21

PASS

IT TO

UCK

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

P.O. Box 424, UNION, IL 60180

100 years?

I'm sitting here reminiscing

and digesting all the hype on the
lOath anniversary of the Wright
brothers. We've come a long way
in 100 years.
Even before powered fixed-wing
flight, there were the balloons.
Then man carrying kites, and then
after a lot of trial and error (read
"research"), dreaming, busted
heads and necks, and money spent
by a lot of daring pioneers, the
Wrights hang a powerplant on one
of their kites and begin the era of
powered flight.
A lot of names come to mind,
those who were hopped up about
trying to fly. They designed their
own airplanes, and made their
mark in the aviation world. Re
search organ izations sprang up
thanks to the industrialists of the
day; men like Henry Ford, Harvey
Firestone, Walter Chrysler,
Alexander Graham Bell, and
Thomas Edison all foresaw a fu
ture in aviation. It was their
money and influence that started
the Aero Club of America, which
joined the Federation Aeronau
tique Internationale. The FAr still
exists today, and is still the
mother of every aero club of every
country in the world.
But back to those early powered
kites. I wasn't there, despite what
my kids think, but I can well imag
ine how it was, trying to get off the
ground and stay off. They crashed,
t h ey reb u ilt, and they crashed
again. Each crash taught them
something, and after incorporating
what they learned, th ey tried again
22

MAY

2003

once their wounds healed and they

recouped their finances.
The era prior to World War 1
was mostly explored by just a few
hardy souls. European efforts got
way ahead of the United States.
The French, the Italians, the Ger
mans, and the British were
experimenting with airmail, air
transport, and the military while
we were still playing with under
powered "kites."
Comparison to the automobiles
of that day was much the same.
To own a motorcar you also had
to own a machine shop, and have
a technician on hand who could
run the machine shop and rebuild
everyone of the hand-built parts
that made up the machine.
Same for the aeroplanes-the
technicians were usually recruited
from the local automobile garage.
Since both aeroplanes and auto
mobiles were usually one-off and
hand-built, the mechanic had to
be able to do anything.
Think about it for a minute.
Those mechanics could fix your
watch (instruments), splice your
cables (controls), sew like a seam
stress (fabric), put wood into a
framework that would hold you
and yet get you off the ground
(airframe), and put wheels under
that frame so you could launch
and return (landing gear) to terra
firma . They had to be able to build
a powerplant (engine) and install
it. This engine had to propel the
collection of sticks, fabric, and ba
nana oil through the air using a
homemade air screw (propeller),

and this collection of mismatched

paraphernalia had to stay in one
piece long enough for the daring
aviator to get it into the air and
crash it. Then the mechanics had
to start all over again.
Not only did he have to do all
of these things; he had to get it
running . Walter Chrysler hadn't
invented the self-starter yet, so it
was the old Armstrong starter
process. And since there were no
brakes yet, he had to hang onto
the contraption until the dare
devil pilot was ready.
I wonder if maybe the EMTs of
today might owe their origin to
those early mechanics who some
times had to pick up the pieces.
The luxuries we have today
could hardly be visualized. The
self-starter, brakes, reliable en
gines, and all the gadgets we have
on the panel and in the cabin
came along, a little at a time, both
in automobiles and aeroplanes.
Today, after counting the wings
and wheels, we seat ourselves in
the machine, flip a few switches,
push the button, and think noth
ing of it.
We taxi or drive on pavement
that has guidelines painted on it.
There are no ruts, or mud, or ani
mals in the way, and we're off to
wherever we want to go. With a
powerplant purring and little
thought of it ever missing a beat.
Our passengers are listening to
the radio or reading, and travel is
commonplace. "How sweet it is!"

as Jackie Gleason used to say.

And the mechanic of today is
no longer a grease monkey. He's a
highly skilled technician. A spe
cialist in radio and electronics,
powerplant, airframe, sheet metal,
air conditioning, instruments,
pressurization, or hydraulics. No
longer does one man do it all; this
is the world tOday. The gadgets
we now take for granted dictate
this. The pilots have a working
knowledge of the systems, but
keeping them operational is the
technician's problem.
Imagine for a moment what it
must have been like to fly one of
those early machines. Personal
comfort? Wind chill was invented
by open cockpits! The only noise
limiters were the early helmets
and cotton stuffed in the ears.
Goggles , scarves, and 50-button
flying suits (zippers or Velcro was a
long way into the future) and fur
lined flying boots and mittens.
There had to be helpers just to
get out of the hangar with a tail
skid dolly and to do the preflight.
Then getting the engine going.
How cold is it? Do we need to pre
heat the oil? Fuel? Is it white gas,
and where's the chamois so we
can strain it for debris and water?
Did you drain the wells in the car
buretor? (Some other time ask me
what "WELLS" are.)
After the mechanic gets the en
gine running, no small task in
itself, you sit there at low rpm un
til the engine oil warms up. You
do not exceed the rpm limitations
until you see the temperature in
the green. (There's another one;
the colors denoting limits hadn't
even been thought of yet.) No
one would dare take off with cold
oil; that was sheer suicide .
With the oil now warm we do
an engine check. There's only one
magneto, so with the mechanic
and his helpers hanging on to
hold you back, you check for full
rpm, all 1200 of them. Satisfied,
you signal them to let go and the
fun begins.

No runway, just a pasture. Line

up into the wind and let fly! Now
if the motor keeps going you're in
the air. Monitor the oil pressure,
temperature, and the tachometer
closely; we need everything that
motor has to keep us aloft. Wow!
I forgot about that tree at the edge
of the field! Whew! We just
missed it!
Once above the immediate ob
stacles we begin our turns and
channel our thoughts to return
ing to the field we started from.
Gosh! This is fun! But is that en
gine (motor) going to keep going?
Will I make it back?
After a couple turns and some
flight in a straight line we are in
position to put her back down.
Into the wind and controlling the
descent with power, more or less
as required, we get close to the
ground, close the throttle, and
hang on.
This is where the old saying,
"Any landing you can walk away
from is a good landing," came from.
Most of the time the operator was a
passenger at this point. The "crate"
contacts the ground, the switch is
cut, and the flight is over.
Your mechanic comes running
with his helpers, and if the ma
chine is still somewhat in one
piece, they muscle it back to the
barn and begin inspecting it for
damage, and maybe even prepar
ing it for the next flight.
Meanwhile, you head for the
water barrel, wash the oil and the
bugs off your face and goggles ,
and let the rush of adrenaline
simmer down while answering
questions from your crew and
maybe a passerby who came to
see this "nut" fly his aeroplane.
There you have it! We take for
granted all the improvements and
the reliability of the airplanes and
engines we fly today, but every
time we lift off, we owe a little to
those daring pioneers who gave
us what we have today.
I(

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23

Whose Idea
Was That?

continued from page 12

After the war, th is effort was applied
to heavier-than-air operations and,
over time, grew in to the European
air traffic control n etwork. To that
bright German commander, Danke!

WEATHER

Workshop Schedule
..~

Alr c: r.ft Co_Uno _

www.polyfiber.com

www.aircraftspruce.com

May 16-18. 2003 Oshkosh. WI

RV ASSEMBLY
May 16-18. 2003 Griffin (Atlanta). GA
TIG WELDING
June 6-8. 2003 Corona. CA
RV ASSEMBLY

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SHEET METAL BASICS
COMPOSITE CONSTRUCT
FABRIC COVERING
ELECTRICAL SYSTEMS
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June 27-29. 2003 Griffin (Atlanta). GA
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COMPOSITE CONSTRUCT
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Sept 5-7. 2003 Griffin (Atlanta). GA
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Visit www.sportair.com

Sept 26-28. 2003 Griffin (Atlanta). GA

RV ASSEMBLY
for a complete listing of workshops.

24

MAY

2003

Be t wee n May 5 and May 31,

1919, Lts. Roswe ll F. Barratt and
Willis R. Gregg aboard USS Aroost
ook en ro ute fro m Newfound land
t o Plymo uth, En gland, an alyzed
weathe r d a t a sup p li ed b y U.S .
Navy des t roye rs stationed at 50
n a utica l-mi le in terva ls between
Trepassey Bay in Newfo u ndland
and San Miguel in th e Azores. This
"weath er intelligen ce" was trans
m itted to fo u r Cu rtiss NC flying
boa t s a tt emp ti ng th e firs t aerial
cross ing of the At la nt ic. In 1919,
meteorology was not accepted as a
predictive science. The notion that
data fro m reportin g stations cover
ing alm os t 2,000 miles of ocean
co ul d prod u ce a u sefu l forecast
was me t with skepti cism . Never
t heless, Barra tt a n d Gregg's
coll ectio n , ana lys is, predi ction,
and distribution sch eme saw NC-4
un der th e comma nd of Lt. Cmdr.
Albert C. Reed, U.S. Navy, with Lt.
Elmer F. Stone, U.S. Coast Guard,
at the controls across the Atlantic.
Th is proved to be the great-grand
father of t oday's wo rldwide
avia tion m eteorologica l system.
Roz and Wi ll , you did us proud.
These are just a few of th e lesser
kn ow n people and eve nt s that
make up av iati on's ric h h istory.
There a re li tera ll y hu n d reds of
others w h ose n ames a nd d eeds
have sli pped in to re lative obscu
rity. My hope is that the n ext time
you twist a kno b or fo llow some
arca n e proced u re, yo u will ask
whose idea was th at a nd t hink
abou t t h e "littl e gu y" w h o first
recog ni zed t h e p r o bl e m and
worked on a solution.
......

Richard Sweet
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26

MAY

2003

decision to divert and descend well thought out, or

was the pilot just doing something ... anything to try to
address the ever-increasing problems?
I also wonder if at some pOint, late in the chain of
events, resignation came into play. I have seen stu
dents of mine give up when the workload of flying
became too great. Is it possible that this pilot, after
trying to make an approach into Great Barrington
and not being able to complete it, either because he
couldn't find the airport, couldn't turn on the run
way lights because he didn't have the correct
frequency, or couldn't see the runway well enough to
land because the windshield of the airplane was com
pletely covered with ice, is it possible that he stopped
flying the airplane? Is it possible that he gave up, re
signed to his fate?
None of these questions will ever be answered. Al
though the pilot did finally make it to the Great
Barrington ramp, he was on a gurney being transferred
from the ambulance to a helicopter, and then he went
into cardiac arrest. He died a few hours later, after ef
forts to save him at the local hospital failed. His wife
and two sons were already dead. As of this writing, his
three sons are in serious condition at a hospital in Al
bany, New York, but they won't be able to answer my
questions. Only the pilot can explain his decision to
continue into deteriorating weather, with his entire
family on board, to the point that escape from the
weather and the opportunity to break the accident
chain that had been forged throughout the day be
came impossible.
I certainly don't have the answers, but in presenting
my questions I hope that it makes you question
whether you would have done differently in the same
situation. Everyone of us, as pilots, has to ask our
selves some very important questions prior to each and
every flight. We have to ask if the flight is necessary,
and if the weather is suitable for our aircraft and our
skills. We have to ask ourselves if we can pass the I'M
SAFE checklist. We have to ask ourselves if we have any
hazardous personal attitudes, and if we do, do we
know how and when to apply the appropriate anti
dotes to these attitudes. If we cannot answer these
questions, or if the answers dictate that we not fly, will
we have enough sense and discipline not to fly? Hav
ing the right answers is not enough. We have to take
the right action in response to our answers. Doing so
will aid in our transition from being good pilots to be
ing great pilots.
.....

FLY-IN CALENDAR

The following list of coming events is

furnished to our readers as a matter of in
formation only and does not constitute
approval, sponsorship, involvement, con
trol or direction of any event (fly-in,
seminars, fIy market, etc.) listed. To sub
mit an event, please log on to
www.eaa.org/events/events.asp. Only if
Interne t access is unavailable s hould
you send the information via mail to:,

Att: Vintage Airplan e, P.O . Box 3086,

Oshkosh, WI 54903-3086. Information
should be received four months prior to the
event date.
MAY 100Kenn ewick, WA-EAA Ch . 39 1
Fly-In Breakfast at Vista Field. Info:
509-735-1664.
MAY 16-18--Kewanee, IL-Midwest
Aeronca Fest (a nd old fashioned tail
dragger) Fly-In, Kewanee Municipal
Airport KEZI. Info: 309-852-2594, e
mail: jodydeb@inw.net.
MAY 17-S1ato n, TX-South Plains
Airshow, Texas Air Museum, Caprock
Chapter. Info: 806-632-0063 or
www.texasairmuseum.net.
MAY 18--Romeoville, /L-EAA Ch . 15
32 nd Annual Fly-In Breakfast, Lewis
University Airport (LOT), 7am-Noon .
Info: George 630-243-8213.
MAY 18--Troy, OH-VAA Ch . 36 Old
Fashioned Barbeque Fly-In, WACO
Field (1WF), 11am-4pm, Young Eagle
Flights. (Rain date for Young Eagle
flights, June 22, Ipm-4pm)
Info: 937-335-1444, e-mail :
dickandpatti@aol. com, or 937-294
1107, e- mail navion@gemair.com.
MAY 16-26-Fayetteville, NC-Festival of
Flight 2003. Info www.festivalotflight.org.
MAY 24-Fort Pierce, FL-EAA Ch. 908
Fly-In Pancake Breakfast, Ft. Pierce In
t'l Airport. Info: Paul, 772-464-0538 or
AI,772-461-7175.
MAY 30-June I -Columbia, CA
Bellanca-Champion Club West Coast
Fly-In. BBQ Friday, stea k dinner/mtg
Saturday. Advance registration strong
ly encouraged. Info: SI8-731-6800 or
www.bellanca-championclub.com.
JUNE I -Tunkhannock, PA-Pancake
Breakfast, Skyhaven Airport, 8am
1pm. Info 570-836-3884 or
skyhaven@epix.net.

JUNE I -St. Ignace, MI-EAA Ch. 560

Annual Fly/Drive-In Steak Out. Public
Welcome. Info: 231-627-6409.
JUNE 6-7-Bartiesville, OK-17th
Annual Biplane Ex po . Info : Cha rli e
Harris 918-665-075S, Fax 918-665-0039,
www.biplaneexpo.com.
JUNE 6-8--Alliance, OH-Mid-Eastern
FUNK Aircraft O.A. Fly-In, Alliance
Barber Airport, 201. Info: 216-382-482l.
JUNE 14-1S-Toledo, OH-EAA Ch. 582
Fly-In, Metcalf Field (TDZ). Pull-A-Plane
contest, Young Eagles, food, ai rcraft and
auto displays. 9am-Spm. Info: John 419
666-0S03 or www.eaa582.org.
JUNE 18-21-Lock Haven, PA
Sentimental Jo urn ey '03, William T.
Piper Memorial -Airport.
Info: S70-893-4200 or
www.sentimentaljoumeyf/y-in.com.
JUNE 21-22-Howell, MI-4th Annual
Great Lakes Fly-In, Livingston
County Airport (OXW). Hands-on
workshops, seminars, and more. Info:
517 -223-3233, greatlakesf/yin.org.
JUNE 28--Prosser, WA-EAA Ch. 39 1
fl y-In Breakfast. Info: 509-735-1664.
JUNE 28--Quincy, CA-6 th Annual
Antique Wings & Wheels, Pre 1950
aircraft & automobiles, 8am-3pm,
Gansner Field (201). Info: 530-283
4312 o r alhansen@jps.net.
JULY 12- Toughkenamon, PA-EAA
Ch . 240 Fly-In/Drive-In Pancake
Breakfast & Lunch, New Ga rd en
Airport (N57). 8a.m.-2p.m. Young
Eagles Flights. Info: 215-76 1-319 1 or
EAA240.org.
JULY 17-20-Dayton , OH-Vectren
Dayto n Air Show, Dayton Infl ai r
port. Info: 937-898-5901 or
www.daytonairshow.com.
AUGUST I-Oshkosh, WI-Bellanca
Champio n Club Banquet, 6 pm at
Hilton Gardens. Tickets available
in late April, $27 including dinner.
Info: 5 18-731 -6800 or
www.bellanca-championclub.com.
AUGUST 9-To ughkenamon, PA-EAA
Ch . 240 Fly-In/Drive-In Pancake
Breakfast & Lunch, New Ga rden
Airport (N57). 8a.m.-2p.m. Young
Eagles Flights. Info: 215-761-3191 or
EAA240.org.
AUGUST 16-Cadillac, MI-EAA Ch .
678 Fly-In/Drive-In Breakfast,
Wexford Cty Airpo rt. 7:30-11 a.m.
Info: 231-779-8113.
AUGUST 30-Prosser, WA-EAA Ch.
391 20 th Annual Labor Day Weekend
Prosser F[y-In. Info: 509-735-1664.
AUGUST 30 -SEPTEMBER 1
Cleveland, OH-Cleveland Nat'l Air
Show. Info: 216-78 1-0747 o r
www.c1evelandairshow.com.
AUGUST 29-31-Saranac Lake, NY
Centennial of Flight Celebration Air
Show. www.saranaciake.com/airport.shtml.

SEPTEMBER 19-20-Bartlesville, OK
47th Annual Tulsa Regional Fly-In.
Info: Charlie Harris 918-665-0755, Fax
918-665 -0039, www.tulsaf/yin.com.
SEPTEMBER 26-28--Pottstown, PA
Bellanca-Champion Club East Coast
Fly-In at Pottstown Municipal Airport
(N47). Info: 5 18-731-6800 or
www.bellanca-championclub.com.
SEPTEMBER 2 7-Hanover, IN-Annual
Wood, Fabric, & Tailwheels Fly-In, Lee
Bottom Flying Field. Re[axed atmos
phere, legendary "Ca jun Avgas" (15
Bea n Chili) . May arrive the night
before to share fireside flying stories
and enjoy Dawn Patrol. Rain date 9
28-03. Info: 812-866-3211 or
IfTtsOldliIFlyltLiVrnsn.com.
SEPTEMBER 27-28--Midland, TX-Fina
CAF AIRSHO 2003, Midland Int'l Airport.
Info: 91 S-563-1000, www.airsho.org.

EAA FLYIN SCHEDULE 2003

o EAA

Southwest Regional Fly-In

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

www.swrfiorg
o Golden

West EAA Regional Fly-In

June 20-22, Marysville, CA (MYV)

www.goldenwestf/yin.org
o EAA

Rocky Mountain Regional Fly-In

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

www.nnrfiorg
o Northwest

EAA Fly-In

July 9-13, Arlington, WA (AWOl

www.nweaa.org
o

EAA AirYenture Oshkosh

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

www.airventure.org
o

EAA Mid-Eastern FIy"n

August 22-24, Marion, OH (MNN)

440-352-1781
Slate EAA Fly-In

o Virginia

September 20-21, Petersburg, VA (PTBl

www.vaeaa.org
o EAA

East Coast Fly-In

September 13-14, Toughkenamon, PA (NS7)

www.eastcoastf/yin.org
o EAA

Southeast Regional Fly-In

October 3-S, Evergreen, AL (GZH)

www.serfiorg
o Copperstate

EAA Fly-In

October 9-12, Phoenix, AZ (A39)

www.copperstate.org

U;Y~Yon'lumF

EAA's Countdown to
Kitty Hawk Touring
Pavilion presented by
Ford Motor Company

Key Venues in 2003

oJune 13-16 - Ford Motor Company's lOOth
Anniversary Celebration, Dearborn, MI
oJuly 4-20 - Inventing Flight Celebration,
Dayton,OH
oJuly 29-Aug. 4 - EAA AirVenture Oshkosh,
Oshkosh, WI
oAugust 23-September 2 - Museum of
Flight, Seattle, WA
oDecember 13-1 7 - First Flight Centennial
Celebration, Kitty Hawk, NC
VINTAGE AIRPLANE

27

JOHN MILLER RECALLS

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Classified Word Ads: $5 .50 per 10

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Classified Display Ads: One colu mn
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only, and no frequency discounts.
Advertising Closing Dates: 10th of sec
ond month prior to desired issue date (Le.,
January 10 is the clos ing date for the
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poliCies. Rates cover one insertion per is
sue. Classified ads are not accepted via
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Include name on card, complete address,
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Publications Classified Ad Manager, P.O.
Box 3086, Oshkosh, WI 54903-3086.
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304-466-1752 Fax 304-466-0802
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28

MAY 2003

Aviation Art favorites: WW-I, Golden Age, WW-II

to present. www.MotorArtWorks.com
For Sale - 1939 Spartan Executive, 3500TT,
10 SMOH. 214-354-6418.

continued from page 6

peop le sti ll claimed them to be a

fraud-some even considered them to
be "against God's will."
When ready, either Curtiss himself
or some other man from the special
train had to start the engine by pulling
the wood propeller while inside the
rear outriggers. My memory is dim on
this pOint. Curtiss sat out in front of
the engine. The fixed nosewheel was
just ahead of his feet.
The takeoff was very exciting, quick
and short. The plane soared over some
low trees and turned south down the
river at no more than 100 or 200 feet
altitude and soon disappeared in the
distance, with the small crowd watch
ing until it was no longer a speck. I can
still see that takeoff vividly in my mind,
for my dad told me to be sure to re
member it, repeating the advice several
times. He had done the same in the
previous month of April when he got
me out of bed in the midd le of the
night, wrapped me up in a blanket,
and carried me out of a window onto a
flat roof to show me Halley's comet. I
clearly remember it to this day as a
beautiful stream of light across the sky,
pointing to the direction in which the
sun had set hours before.
The flight was successful, and it won
the Scientific American Prize for Cur
tiss, the third time he won it. His third
win gave him permanent possession of
the prize. The Wright brothers had not
competed for the prize at any time. I
still have a copy of the Scientific Ameri
can for June 1910, the foHowing
month, describing the flight in detail.
The thrilling sight of that frail flying
machine of bamboo and wire and cloth
soaring up and off into the thin air has
never left me. My dad's advice to try to
remember it was wonderful and worked
perfectly. That flight changed my inter
est from steam locomotives to flying
machines, and from th en on I knew
that I too would fly. While other boys
had no ob jective in life, I knew pre
cisely what I would do. The flying virus
had infected me for life. I have now
had a wonderful, exciting, and reward
ing flying career for eigh t y years,
starting in 1923.
.....

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
Espie "Butch" Joyce
P.O. Box 35584
Greensboro, NC 27425
336-6683650

windsock@aol.com
Secretary

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

stnes@deskmedia.com

VicePresident

George Daubner
2448 Lough Lane
Hartford, WI 53027
262-6735885
vaaflyboy@msn.com

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

cwh@hv5u.com

DIRECTORS
Steve Bender
815 Airport Road
Roanoke, TX 76262
817-49 1-4700
sst 1()()@worldnet.att.net
David Bennett
P.O. Box 1188
Roseville, CA 95678
916-6456926

antiquer@inreach.com

Joh n Berendt
7645 Echo Point Rd.

Cannon Falls, MN 55009

507-263-2414

fchld@rconnect.com

Dale A. Gustafson
7724 Shady Hills Dr.
Indianapolis, IN 46278
317-293-4430

dalefayemsn.com

Jeannie Hill
P.O. Box 328
Harvard, IL 60033
815-943-7205
dinghao@owc.net
Steve Krog

1002 Heather Ln.

Hartford, WI 53027

262-966-7627

sskrog@aol.com

Robert C. "Bob" Brauer

9345 S. Hoyne

Chicago, 11 60620

773-7792105

photopilot@aol.com

Robert D. "Bob" Lumley

1265 South 124th SI.

Brookfield, WI 53005

262-782-2633

Dave Clark

635 Vestal tane

Plainfield, IN 46168

3178394500

davecpd@iquest.net

Gene Morris

5936 Steve Court

Roanoke, TX 76262

817-491-9110

n03capt@flash.net

John S. Copeland

lA Deacon Street
Northborough, MA 01532
508-393-4775
copelandl@juno.com

1429 Kings Lynn Rd

Stoughton, WI 53589
608-877-8485
dar@aprilaire.com

lumper@execpc.com

Dean Richardson

rcou!sonSI6@cs.com

Geoff Robison

1521 E. MacGregor Dr.

New Haven, IN 46774

260-493-4724
chief7025@aol.com

Roger GomoU

8891 Airport Rd, Box C2

Blaine, MN 55449

763-786-3342

pledgedrive@msncom

S.H. "Wes" Schmid

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

Phil Coulson
28415 Springbrook Dr.
Lawton, MI 49065
616-6246490

DIRECTORS

EMERITUS

Gene Chase
2159 Carlton Rd.
Oshkosh, WI 54904
920-2315002

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

Web Site: http://www,eaa.org and http://www,a irYenture,org
E-Mail: vintage @ eaa,org

E.E. "Buck" Hilbert

P.O. Box 424
Union, IL 60180
815-923-4591
buck7a&mc.net

ADVISOR
AJan Shackleton

P.O. Box 656

Sugar Grove, IL 60554-0656

630-466-4193

103346.1772@Compuserve.com

EAA and Division Membership Services

800-843-3612 . . . .. ... . , .. FAX 920-426-6761
(8:00 AM-7:00 PM
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New/ renew memberships: EAA, Divisions
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Address changes
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Gift membersh ips

Programs and Activities

EAA AirVenture Fax-On-Demand Directory
.... , , , ... .. , , , ........... 732-885-6711
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Education ... . , , , ... , ... . .. . 920-426-6815
EAA Air Academy
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Flying Start Program .. . . , , , . . . 920-426-6847
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Benefits
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Editorial ...... , , , ..... , ... . 920-426-4825
... . .... .. .. . . . .. ... ... FAX 920-426-4828
Submitting article/ photo
Advertising information
EAA Aviation Foundation
Artifact Donations . . . ...... . . 920-426-4877
Financial Support .. , . . , ... . . 800-236-1025

MEMBERSHIP INFORMATION

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

VINTAGE AIRCRAFT ASSOCIATION

Current EAA members may join the Vintage
Ai rcraft Associaton and receive VINTAGE AIR
PLANE magazine for an additional $36 per year.
EAA Membership, V I NTA GE A IRPLANE
magazine and one year membership in the EAA
Vi ntage Aircraft Association is ava ilable for $46
per year (SPORT AVIA TION magaZine not in
cluded). (Add $7 for Foreign Postage,)

lAC
Current EAA members may join the Interna
tional Aerobatic Club, Inc. Division and receive
SPOR T AEROBA TICS magazi n e for an addi
tional $45 per year.
EAA Membership, SPOR T AEROBA TICS
magazine and one year membership in the lAC
Division is available fo r $55 per year (SPOR T

AVIATION magazine not included) . (Add $15

for Foreign Postage,)

WARBIRDS
Current EAA members may join the EAA War
birds of America Division and receive WARBlRDS
magaZine for an additional $40 per year.
EAA Membership, WA RBIRDS ma gaZine
and one year membership in the Warbirds Divi
sion is available for $50 per yea r (SPORT
AVIATION magazine not included). (A dd $7 fo r
Foreign Postage,)

EAA EXPERIMENTER
Curr ent EAA members m ay receive EAA
EXPER IMENTER magaZi ne for a n additional
$20 per year.
EAA Membership and EAA EXPERIMEN TER
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. Ad d required Fore ign
Postage amount for each membership.

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

Copyright 2003 by the EM Vintage Aircrah Association

All rights reserved.
VINTAGE AIRPLANE (ISSN 0091-6943) IPM 40032445 is publisl1ed and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA Aviation
Cent..-, 3000 Poberezny Rd. , PO. Box 3086, Oshkosh. Wisconsin 54903-3086. Periodicals Postage paid at Oshkosh. Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address chaD9es to EAA
Vintage Aircraft Association, PO. Box 3086, Oshkosh, WI 54903-3086. Return Canadian issues to Station A, PO Box 54, Windsor, ON N9A 6J5. FOREIGN AND APO ADDRESSES - Please aliow at least two months
for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface 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 POUCY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the
contributor. No renumeration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, PO. Box 3086, Oshkosh, WI 54903-3086. Phone 920/426-4800.
EAAit and SPORT AViATIO~. the EM Logal!! and Aeronautica Tlll 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 EAA AVIATION FOUNDATION Logo is a trademark of the EAA Aviation Foundation, Inc. The use of this trademark without the permission of the EAA Aviation Foundation, Inc. is strictly proIlibited.

VINTAGE AIRPLANE

29

VAA

Mercha~ntO'I:s_~

totes are embossed

on one side wi th airplanes and
the VAA logo. Washable.
SM" VOO250
LG VOO249

ORDER ONLINE:

$17.95
$18.95

http://shop.eaa.otg

Ladies and Men's Stonewashed Denim Shirt

A classi,p.for any season, this denim shirt is
great for,:'a,11 'aviafion activities.
LADIES'
.... $31.95
SM VI1147
MD V11148
LG
Vf1l49
-- - - . ;
n VUI60
~

This ladies' polo ,shirt

made of 100% cotton can
be machine washed and
dried. It sports an all-navy
VAA logo and white stripe
collar and cuffs.
MD VI1165
LG V11166
XL V11167

$18.95

This 100% cotton golf

shirt sports the VAA logo
on the sleeve.
SM
MD

V10134
V10135

$18.95
Ladies' Yellow Golf Shirt
This comfortable golf shirt is 100% cot
ton, machine washable. Tone on tone
VAA logo on front.
SM
MD

VI0130
V10131

30

MAY

2003

LG
XL

V10132
VI0133

LG
XL

MEN's
$32.95
MD V11161
L~
VI1162
XL
VI1163
2X Vll164

classic for warm weather.

MD
LG

Vl1135
Vll136

XL

2X

V11137
Vlll38

V10136
V10137

Men's Burgundy Golf

This golf shirt is 100% cotton with tone
on tone VAA logo on chest. It sports a
three color collar.
MD
LG
XL

V10151 $34.95
VI0153
V11133

2X V11134 $36.95

This plush jacket will show your USA

and VAA pride. Made of 100% acrylic
it washes easily.
MD
LG

VOO913
VOO916

XL
2X

V00917
V00929

TELEPHONE ORDER: 800-843-3612

FROM US AND CANADA (ALL OTHERS 920-426-5912)

MAIL ORDER: VINTAGE MERCHANDISE

PO BOX 3086
OSHKOSH, WI 54903-3086
ORDER ONLINE:

http://shop.eaa.org

Flag Jacket
$66.95
This jacket js a winner! 0 better
way to show ~our American Pride.
MD VOO877
XL V00879
LG VOO878
2X VOO88O

$~ 1.99

This cast metal pin is about 3" wi e.

A great way to show your VJ1:A. pride.

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

Mini FanIFlashligfrt

This set of 4 clear glasses with etched

design is a classic way to display the
VAA logo.

V40242 ..$i:!S"""

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

VAA Logo Decal

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

Small VAA Logo Pin

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

Flat VAA Patch

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

Blue/Gold Marbled Mug

V40240 $5.95
Enjoy your morning coffee with this
marbled coffee mug.

3-D VAA Patch

$3.99
This 3-dimensional patch is well tailored and will
look great on your clothing and accessories.
VINTAGE AIRPLANE

31

ORDER ONLINE:

http://shop.eaa.org

Ladies' Stone Micro Fiber Jacket

$64.95
This classy jacket for women is soft to the touch, water
repellent, and light weight with inside zipper pocket.
SM VI1168
MD VI1169

LG
XL

V11171
Vl1172

LG Vl0006

XL VI0007

$71.95
$72.95

This classy navy jacket is soft to the touch, water

repellent, and light weight with inside zippered
pocket. Machine wash, gentle cycle.
32

MAY

2003

V00933

Gold

TELEPHONE ORDER:

VOll04

Burgundy

800-843-3612

FROM US AND CANADA (ALL OTHERS 9204265912)

Men's Navy Micro Fiber Jacket

MD Vl0005
2X Vl0009

Sweatshirt Blankets
These blankets are extra soft, 54 in. x 84 in.,
and machine washable.

MAIL ORDER: VINTAGE MERCHANDISE

PO BOX 3086

OSHKOSH, WI 54903-3086

302-hp best-in-class V8 : 3rd-row seating. And climate-controlled front seats : The new lincoln Avia tor.
like Navigator, just smaller. Proof that magnificence comes in all sizes. Call 800 688-8898 or visit
lin coln .com . There are those who travel. And those who travel well.

LIN COL N
A V I AT 0

Imitation is the sincerest form of flattery.

Especially when it's you rself you're imitating.

tiJ;;d~~

Vehicle Discount