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STRAIGHT LEVEL
Espie "Butch"Joyce
AlC NEWS
4
AEROMAIL
5
BULLETS FOR ALIGNMENT
Bud Oliver
6 GRIMES AIRPORT FLY-IN
AndrewKing
8 AIRCRAFT
STROBE LIGHTS
Dick Hill
10 MYSTERY PLANE
H.
G Frautschy
12 PLENTY
OF
GLASS
TO
WATCH
THE WORLD GO BY
H. G Frautschy
17
A FLYING
FLEET ON
FLOATS
Norm
Petersen
21
A SCOTT
BERG 'S LINDBERGH
John Underwood
5
PASS IT TO BUCK
E E "Buck" Hilbert
7
WELCOME NEW
MEMBERS
8
MEMBERSHIP
INFO/CLASSIFIED ADS
3
VINTAGE
MERCHANDISE
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by
ESPIE BUTCH JOYCE
PRESIDENT
,
VINT GE
AIRCRAR
SSOCI TION
The Future
When you make a decision to change something you've
been
do
ing the same way for
a
long time
,
how can you be sure change is for
the
best
?
While
thinking about this , an incident at my dad 's airport in the
late fifties came to mind.
A number of
good old
country
boys were
learning to
fly
in J-3s
and J-5s.
One
new pilot
named
C.
D.
chose
to
carry
a passenger
named Shag
for his first airplane ride. A big thun
derstorm
was
building off
to the
south.
When
warned about the
danger,
he said
it
would
be
okay .
He
just wanted
to fly
over and take
a look at it. By the time
he
returned , the wind
direction
shifted
and
was now
blowing very strongly
out
of
the
opposite direction
from
which
he took off. Have you ever
seen
anyone try to
land
a
J-3 with
a 40 knot tailwind?
Several passes were made and
we
could hear C.D and Shag
shouting
at
each other.
In the meantime, my dad
had taken
off
in
the
Tri-Pacer . He circled them to get their
attention
, then landed into the
wind .
C.D followed
suit
and
landed
safe
ly.
r
later asked C.
D.
w
ha
t
all of the shouting was about. He
said Shag
told him that
on
the next
landing
attempt, ifhe ever got
that
close to the ground again, he was
going
to
jump . C.D.
also told
me
that he told Shag
it
he
ever
got
that
close again
he
was
going to jump too
Fortunately,
C.D
.
never
had
to decide to jump,
since
my father
had
presented him with
new
information, namely, the change in
wi nd direction. Using that information, he revised
his
initial
dec
i
sion to land in the
same
direction
he
departed. New information was
used to
arrive at a
proper decision
.
Additional information is what your Board has been mulling
over for some time. Starting
now,
we've got a new look for the
EAA Vintage Aircraft Association. What's that,
you ask?
It's
the
new name
ofthe EAA Antique /Classic Division.
Your
Officers, Di
rectors.
Advisors
,
and
the EAA staff have been
working
hard over
the past couple
of
years
to
create a name that better defines our
group of aircraft and
the
enthusiasts
who
enjoy vintage aircraft.
You
will
be proud to display the new logo on your aircraft
and
clothing.
t has
a
feel for the
style
and
excitement of
the
first half of
this cen
tury. Under
the
umbrella ofthe Vintage Aircraft Association, the
various judging categories we currently enjoy -
Antique,
Classic
and
Contemporary -
will be
maintained .
When renewing your membership,
you will
receive a member
ship
card
reflecting the Vintage Aircraft Association name and
lo
go
. We're pleased
to
announce
it
will
be
a high quality credit
card style card, the same weight and feel as
the
new
EAA
ca
rd
which has been included in EAA membership mailings
since
De
cember. We're confident you'll enjoy the
new look and name
. . .
one we
feel
more properly reflects the diverse interests of the nearly
10,000 VAA members worldwide.
Lets
all
pull in
the
same direction
for the good
of aviation.
Re
member we
are
better together. Join us and have it all
INSIGHT FROM
TH
PRESIDENT OF EAA
The EAA Antique/Classic Division has represented EAA
mem
bers who love vintage airplanes for years. Your Board, staff,
volunteers
and members have done
a superb job of organizing
ac
tivities at
EAA
AirVenture
Oshkosh
and
other fly-ins around the
country
,
as well as presenting this
excellent
monthly pUblication
tage aircraft movement, which
has been
reflected through
the
name
ofyour magazine
for years.
The Vintage Aircraft Association, as a part ofEAA, will con
tinue
to
serve members
who
preserve
and
upgrade
an
important
segment of the aviation community. Currently, there are 62 ,
000
aircraft that are classified as Antiques, Classics or Contempo
raries. With over 9,000 members, the Vintage Aircraft
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compiled
y
H G Frautschy
VINTAGE IRPL NE
NOTES
During the work to move the Divi
s
ion
's
name
to
one that more
completely defined the areas of interest
for the
entire group
, we took
the
op
portunity to refine the look and feel of
Vintage Airplane.
First, you'll notice a new look for the
Contents
page
, with more photos and
bolder
type to make it
ea
s ier to f ind
your favorite column or feature.
The information you may need
to
contact the EAA Vintage Aircraft As
sociation and its officers and directors
has been compiled on one page.
It
will
always be within the last four pages of
the magazine
,
and co nt
a
in
s
phone
numbers, E-mail addres s
es
an d web
site
addresses
for EAA and its di vi
sion
s Need
to know
about
the
AUA
/
V AA insurance program?
The phone
number is there . How about the web
site address for EAA AirVenture?
It's
there as well. Being an EAA a
nd
Vin-
FRONT COVER . Surrounding
Randy
Briscoe
is 33
square feet
of plexiglass
as
he
sits in the aft
seat of
the
Lus
combe T-8F owned by
him
and
Brice
Newberry
of
Kingfisher
,
OK
This
T
-8F
was
originally built as a Crop Master
model , and came complete
with
a
crop
dusting outfit
and
a
pair of
30 gallon
wing mounted spray tanks . EAA
photo
by
Ken Lichtenberg shot with a Canon
EOS1
n
equipped
with
an
80-200mm
The EAA Aviation Foundation is seek
ing an Air Academy Lodge Host Couple.
The Lodge Host Couple positions offer an
opportunity to share in shaping aviation's
future. In exchange for a furnished apart
ment
in
the Lodge and part-time
compensation, this couple will support
EAA's
Resident Youth and Education
programs by their operating and maintain
ing the Lodge and its kitchen. Ideally, the
hosts are a traditional early
or
newly re
tired couple with the abilities to work
with
Academy
Staff
and
participants
while ensuring a safe, comfortable living
environment and quality food service for
program participants and staff.
Send your resume and references to:
Experimental Aircraft Association
Human Resources - Host Couple
P.O. Box 3086
Oshkosh, WI 54903-3086
or E-mail: [email protected]
tage Aircraft Assoc iation member has
benefits that go well
b
eyo
nd the re
ceipt of a ma gaz ine each month, and
we
invite you
to enjoy
them
all.
The
Membership Services Directory on
page 30 can point you to just the infor
mation
yo
u
need
to
en
ha n
ce
your
recrea
ti
onal aviation experience.
We've also taken the oppOitunity to
"loosen up" some
of
the page layouts,
mak ing
them
a
bit easier
on
the eyes
by not having quite as
mu
ch type on
each page . W
e're
confident you'll find
the changes helpful,
and
if
you have
any comments
or
requests, feel free to
write the Editor at the address
li
sted in
the Me
mber
ship Ser
vices Directo ry .
YO
UNG
EAGLES
by the end of 2003.
More than 460,000 Young Eagles
have now been flown since July 1992,
when
the program was introduced at
the EAA Fly-In
Convention
(now
EAA AirVenture) in Oshkosh. Those
yo
un g
people have been flown
by
mor
e than 22 ,
000 volunteer
pilots
on
six cont inents A large number of the
fl
ight s
were made
in
vintage aircraft
by members of the EAA Vintage Air
craft Association.
T he
past
year has been the most
succ
essful
12 months in the history of
the Young Eagles Program," EAA A vi
ation
Foundation President
Tom
Bob Lumley, EAA Vintage Aircraft Association Director (right),
enjoys a laugh
with Paul Bellingham
after
flying in Bob's Aeronca
11AC Chief. Paul
is
one
of
the over 460,000
young
people
intro-
duced to the world
of
f l ight by the Young Eagles
program
since
its
inception
in 1992.
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Poberezny said.
EAA
members and
other
pilots
have responded to the
challenge
of
giving young people an
opportunity to see what aviation is all
about and the possibilities it can hold
for them. Everyone involved
in
Young
Eagles can
be very
proud of
this
accomplishment and enthused
about the program's future."
In 1998, a total
of
100,838 young
people were registered as Young Ea
gles - a 5.3
percent increase
from
the 1997 total. Those young people
were flown by
more than 8,000
pi
lots, which included EAA members
and other pilots from approved part
ner
organizations
, including the
Canadian Owners and Pilots Associa
tion (COPA), the Civil Air Patrol and
numerous other aviation groups.
EAA AIRVENTURE '98
VOLUNTEERS
If
you
were
one
of
the
many
fine
folks who volunteer either a little or a
lot of your time
in
the Antique/Clas
sic area
during
the annual EAA
convention, your efforts certainly
never go unnoticed. (Heck, you even
get a nice patch, volunteer name tag,
and a hat plus a pizza party, all to say
"Thank You!")
Many
of
you work pretty hard, too
- On the flight line and other activi
ties, less than
half
of the volunteers
work more than 3/4
of
the hours. On
the flight line alone, there were 127
volunteers who
worked a
total
of
3755 hours,
of
these, 53
previously
worked
during the Convention in
1997,74
in
1996, and 59
in
1995.376
volunteers worked a total
of
13,674
hours, an average
of about
36 hours
per volunteer.
Don't be intimidated by those
numbers. Each and every hour counts,
and if you can spare a few,
check
in
at the Volunteer booth on the corner
outside the
Red Barn
during EAA
AirVenture
'99,
and
if
you're
in
Florida for Sun 'n
Fun this
spring,
drop
in
the Headquarters building to
volunteer your time - your
fellow
members will appreciate
it ......
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BLUE NOTES
Dear H.G.:
I wanted to send the enclosed photo
(below) of Ken Falglor and
myself
in
front
of
his Flaglor High Tow, which
he converted from a Fleet 16B in 1957.
He
changed from a Warner to a W-670
to
tow gliders after he wrecked a Stear
man. The FAA told Ken at the time to
make the change he needed to make it
an
experimental, and the way to do that
was to make it look like something
other than
a
Fleet.
So
Ken made
it
look like a Waco
Although Ken is too humble to talk
about his flying, his friend reports that
Ken actually towed two gliders at once
with the big engine fired up. I believe
it, given how well it performs flying
around the Tetons.
This photo was taken at EAA
OSHKOSH ' 97 when Ken was reac
quainted with
the
aircraft after 30
years . The aircraft is currently under
going a
complet
e
restoration at the
Aviat Aircraft factory
in
Afton
,
Wyoming
. We hope to have it done
for Sun ' n Fun ' 99.
The al1icle on the Steco Aeroplane
was great. I
actually
have Stevens'
original patent framed on
my
office
wall (see photo, right).
Best
Wishes for a
great
and safe
New Year.
Brent Blue
(EAA 377214, VAA 18419)
Jackson Hole, WY
REACTION TO
"STEARMAN MAGIC
Dear Lauran,
Thank you for my Christmas pre
sent
I don t seem to get a whole lot of
free time
to
read, but today I enjoyed
your story in Vintage , Stearman
Magic." Boy, did it hit home
Both my husband and I fly out of
Schellville with a couple of Great
Lakes and a few other planes. We've
been blessed over the many years
of
flying to meet some
of
the very
same
folks you
have
.
There
really
are
so
many special people all across Amer
ica in small town hangars. At the
Schellville
airport we
have
a whole
-.,,:
.
r +r
[
family of flying friends.
Anyway , thanks
for
sharing your
story and please send us your book,
If
Airplanes Could Talk.
Enc losed is
our check for $7.95.
Blue Skies and Best Regards,
Janet
M
Ewertz
(EAA 42278, VAA 7005)
Sonoma, CA
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-Bullets forAlignment-
By
Bud
Oliver
Reprinted fro m Custom
i
rcraf t Bu il
din
g Tips Vol. 1
Many times I have shivered and cringed as I watched fel
lows hammer bolts into strut and wing fittings as they assemble
and rig an aircraft. In many cases, the assemblers are unaware
of
the proper techniques
to
use
to
avoid trouble. When you are
holding something in alignment, such as a wing-to-fuselage
root fitting, and then proceed to take the actual bolt that you are
going to secure it with and attempt to drive it into place with a
hammer, you are certain to get varying degrees of the follow
ing results and sometimes all of them): ruined bolt threads;
galled
bolt
and fittings;
bent
bolts;
elongated
fitting holes;
bent, twisted and cracked fittings; loss of paint or plating.
Two persons
can
assemble
any plane
whose
component
parts they are able to lift with absolutely no damage by using
the following procedure.
c ---
I
1 C _I
Assemble
the
entire
plane
by
using bolts of
at
least
one size diame-
ter smaller than the bolts
you will use on the com
p leted
job.
f
possible
these bolts should be in
serted
oppos
ite to
the
direction that the actual
bolts
will go in. In this
way, the entire plane will easily go into approximate align
ment and the bolts will go in easily by inserting them with the
fingers Fig. 2).
Now make a bullet
of
the proper diameter and length for
the alignment
of
all fittings. To make the bullet, just take an
old bolt that is the same diameter that the fitting requires and
grind one end to a bullet nose shape and cut the other end
off
square. Only the unthreaded bolt shank is used. The head of
the bolt is cut off and the threaded
end
is used for the bullet
head end so that the threads are ground away Fig.
1 .
For
tight places where a
long
bullet cannot be used,
make
up a short
one
as
shown.
The
bullet
is
given
a thin coat of
Parker
Thread-lube or Lubriplate), or white lead and oil to
stop galling
of
similar metals) and inserted into the fitting in
the same direction the final bolt will go in. The bullet is then
tapped in place with a soft drift and
hammer
until it is flush
with the face of the fitting Fig. 3). The bolt is then tapped into
place. It will push the bullet out ofthe fitting ahead
of
it Fig.
4). You may notice that I illustrated one bullet with an eye at
the point. This
is
the cotter pinhole
of
the original bolt from
which the bullet was made. Often there are places where the
bullet cannot be driven in. In these cases, you can often pull
the bullet into the hole with stainless steel safety wire inserted
through this hole Fig. 5).
......
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GRIMES
AIRPORT
FLY IN
by
Andrew King
E
AA
275985
VAA
10739
G
imes Airport
in
Bethel Pennsylva
nia is rapidly becoming a mecca
for antique airplane nuts in the
northeast. The 2 800 foot grass strip
is
the
home
of
the
Golden
Age
Air Museum, a
sma
ll but growing collection
of 1920s
and
1930s airplanes and memorabilia, and
twice
a year in July and October
the Mu
seum
hosts an antique
airplane
fly-in . Last
year s summer event was on July II and
drew about
60
planes. The weather was
al
most perfect, sunny and clear with low
humidity, not the typical July heat and
haze. The wind
was a little strong during
the day
, but by lunch
time the
parking
area
was pretty full and the hamburger stand
was busy.
Some
ofthe unusual attendees included
a Bellanca CH-400 Skyrocket, a Stinson
SR-5
a
Travel Air 4000 and
a
Fleet Model
2 with an air starter. Several
o
the
Mu
seum s
ships
were
out
on the line as well
including the
E-2
Cub
and
the Ranger
powered Great Lakes.
In
the hangar was
the one-of-a-kind Winstead Special, an
OX-5
powered biplane
from the late 1920s.
The
Winstead is almost ready to fly , with
only the installation o the engine and
some
minor details
to fmish .
Classics were
the
most numerous types
on
the
grounds with plenty of
Luscombes
and Taylorcrafts
and
Cessna 140s to
look
at and
one
really beautiful Swift
.
A Stearman was busy all afternoon
GAAM-owned 1927 Winstead Special waiting for the installation
of
its OX-S
o
The Museum s Taylor E 2 Cub and Great Lakes Sport Trainer with a Model T irport Hack
and 1910 Maxwell.
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Strobe lights
were installed
on
Convair
340s
which
were
l ter
re engiried
witb
Allison
turboprops and were
designated
CV-S80.
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see
in flight
than the
conventional rotating
beacon
and
position lights. The responses
were very positive and our company,
North Central, decided
to
make them stan
dard
on
our entire fleet.
The strobe lights
created
some
interest
ing
thoughts among our passengers. One
evening, early in winter,
we
were cruising
northward across Wisconsin
in
that first
strobe equipped DC-3. Snow showers
were present and while were were flying
through one, the
cockpit
door opened. The
stewardess came
in
and said that a passen
ger wanted to know if we were flying
through
static.
Static?
Remember we were still in the early
days of television, long before cable
TV
and a channel
on
every spot
on
the dial.
Static was seen every time you rotated
the
channel
dial on
your big
RCA
televi
sion, and
sometimes there even snow
or
static
when you had
station tuned
in
We
could only smi
l
e,
for we knew
just
what the
passenger
was
seeing. Every
time
wingtip strobes would flash, it froze the
movement of the snow flakes for a split
second, and all the
passenger could
see out
his
window was a world filled with bril
liant dashes
While planning to use the strobes,
North Central was starting a program
to
rep
lace the DC-3s w
ith
Convairs. Since
the DC-3s were to
be
disposed of, the
strobes
were
engineered for on ly
the
soon
to-be-acquired
Convairs.
North Centra
l
Eventua ll
y,
other
manu
facturers and
a
irlines
picked
up
the program,
so
strobe
li
ghts were in corporated
into each generation
of
modern
aircraft.
The
usage
of
strobes
has
spread to
sur
face operat ions, too.
Strobes can now be seen on
police vehic les, ambu
lances, school buses,
barricades and
in
many
other
places. Instead
of
only
having the bright white
lightning flash, color
fil
ters have been added for
some
of
these purposes.
When
Douglas
pro
A North Central
DC 3
on the ramp
t
l nd O lakes, WI. Flying
the
summer schedule,
it
waits
for
its passengers and crew.
Our thanks to Patti Barry, VP of Barry Aviation
for
supplying
us
with
this photo. A DC 3 just like this was used
for
the tests
by North Central of strobe lights on aircraft.
duced the DC-1 0, they
installed strobes that were
operated
in
a particular sequence. A
you
watched one cruise across the sky, the
strobes winked flash - flash - pause
- flash . This made
it
very easy
to
iden
tify a plane
as
a DC-I O Now one seldom
sees a DC-IO domestically, but some
of
the
other aircraft have adopted that par
ticular pattern.
Flashing strobes can be seen all over
the sky when you step outside at night.
They
are
tributes
to
a forward thinking pi
lot who was a camera buff, and to an
airline
that was
willing
to take
a ch
ance.
If
you happen to see an old Convair
580 parked at an airport. Look
cl
ose
ly,
be
cause if it h
as
wingtip strobes,
it
probably
be
longed
to
North Central.
mSTORICAL NOTES
-Bill
Adk
ins went
on to
complete a
ca
reer as
a Capta
in for
Northwest, retiring
at
age 60
. Not
happ
y
wit
h retirement,
he
sl id
back
to th
e engi neer position for twelve
the Mallard duck was chosen
as
Wiscon
sin Central s symbol, North Central
became the airline with the Blue Duck
on the tail. The
duck,
who we
called "Her
man
,
was
usually mis-referred
to
by
the
public
as
a blue goose,
so
most everyone
else called us
the
Blue goose Airline.
Herman the blue duck even survived
after North Central bought out Southern
Airways and Hughes AirWest, forming
the
newly merged Republic Airlines .
However, sometime later, during the
change to a new paint scheme for the
Boeing 757, the duck was
dropped
from
the tail and dispatched
to the
land of lost
logos. Now that Republic has merged
into Northwest, Herman, North Central's
blue duck,
is
unfortunately, more
ofa
dead duck.
So
now, neither Wisconsin Central,
Nort h Centra l, Republic nor the Blue
Duck ex
ists. But , there are those of us
who
wi ll always remember when there was a
strong and forward thinking little airline
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Our Mystery Airplane
for February
is
fairly
well known, ut surpris-
ingly weve never fea-
tured it in the column.
Have at it, and be sure
to have your answer in
to the Vintage Airplane
office no later than February
j r s t
l i l J ~
March
25
1999.
November Mystery Plane
Still Mystery
by H G Frautschy
Not
surpri s ingly, the November
Mystery
Plan
e remains ju st that , a
one-of-a-kind
l
ghtplane that is lost
in the dusty le drawers of aviation
history.
No one dar
ed
send
in a re
sponse . There s a rotary engine
installed, and you can
just
see what
appears to be an engine
contro
l in
th
e
ca bin
as
yo
u
look through
th e
pyralin windows.
Th
ere is a passing resemblance to
the s
maller Alco
Sportplane
fea
tured in the 1930 Flying and Glider
manual
,
but only wit
h
extens
i
ve
changes could
it
even
be
re
lated to
the
Alco.
Like man
y
of it
s
pre-CAA contempo
rarie
s, it
s most lik
e ly a
homebuilt project built up with
war
surplus parts, and was not
destined for production.
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I
fabric from the top
of
the right wing.
She straightened it out and flew level
on an ESE
direction
toward Glen
view. She got it across Lake Avenue,
the E- W road south
of
the airport and
across
the
Milwaukee
Railroad
tracks. At that point
she
lost it; it
went from lev
el
flight
to a
straight
nose-dive into the ground.
This Air Race was in conjunction
with the
Chicago World's Fair
o
1933, held at Curtiss Reynolds Field.
During WW II, it became NAS Glen
view. I
went by
there before
AirVenture
98,
and they are pulling
out all the runways, now that the air
port
is
closed.
This airport holds fond memories
for me, as it was here I had my first
airplane ride. It was in a Ford Tri
Motor, the fee being a penny a pound
Whenever we could,
my friend Bill
Crawford and
I would play
hooky
and ride our
bikes
to
Curtiss
Reynolds. Bill became a meteorolo
gist,
they taught
him to fl y ,
and
he
para-dropped equipment along
the
"Hump route. The engineers built
Keystone K-78 Patrician
the airstrips, he set up the W/X sta
tions,
and
kept them
going
until the
war ended.
On these visits, we would watch
Gray
Goose
Airline
Fords
co me
and go. That's when I decided I was
going to darn well be an airline pilot
While working at the Air Race I met
such pilots
as Major
Ernst
Udet. I
took his picture for one
of
the writers.
Hi
s
specialty
was a
handkerchief
pickup with the wingtip ofhis plane.
Another was Roscoe Turner. A t a
later
date
after
Gene Tritt
and
I
founded
the United
Pilot's
Speakers
Panel, I worked a convention with
Roscoe down
in
French Lick, Indiana.
Well, there were many more. I'll
never forget the squadrons
Race Program my employee badge
and red identification
card for the
Race
to the EAA Boeing Library.
know D enn is
Parks
has it stashed
away not 50 feet from
your
desk.
There are many more stories lurk
ing in the back
of
the old noggin, and
it is fun reminiscing with others from
the same era, but as
for
a stand alone
article, there is not much o fgeneral
interest.
Enjoy your magazine, H. G.
Sincerely,
Don Toppen
(EAA 109869, VAA 7836)
Sun City West, AZ
ofP-6s and P-12s the Army
J
ee Bee
I
Air
Force
had
on site. The
fellows flew them around
the pylons too.
In
those
days, everything was a race
horse start. Impressive
A
number
o
years
ago ,
as we movedfrom
Illinois
to Wisconsin I gave the
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ON THE OVER
uscom e
sT8F
Plenty
of
lass
to
Watch
the
World
oDy
I
f you were a salesman who repre
sented a company that made
aluminum
and
plastic polishes,
then you'd want to know Brice Newberry
(EAA 587092, V AA 29373)
of
Kingfisher, OK.
Brice and his wife Vicki "have a thing" for the
Luscombe line
of
airplanes, and in particular, he
really loves the T-8, Luscombe's utility airplane
that came about during Luscombe ' s bid to pro
Briscoe. He indicated he was ready for a special
airplane restoration project, one that was "differ
ent. " He ' d owned a variety of airplanes in the
past, inc luding Cessnas, Stearmans, Citabrias
and a Bellanca Viking, but he wanted some
thing special. Brice knew what Randy needed -
a Luscombe
Randy and his wife Jamie started to research
Luscombes, after he and Brice decided to look
for a T-8F. Compiling a list
of
all the owners, let
ters were
sent out inquiring if anyone
was
interested in selling their airplanes Some never
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unusual lines of the Luscombe T SF came
about
when Luscombe was vying
for
a military
liaison plane contract. They didn t win, but the airplane was certified by the CAA and has
developed quite a following
for
the 30
remaining out of
lOS
built.
it
for the summer. When annual inspec
tion time came up , they decided to install
an
electrical system
in the
airplane.
Well, one thing led to another, and you
all know what that can lead to
. .
.
The Luscombe
T -SF
started out
purely as the speculative answer to an
Air Force question. Looking for a new
light liaison airplane for the Army to use
in the post-war era, the Air Force (who
was doing the evaluation for the Army)
made
it
clear
they wanted an
off-the
shelf airplane
that
would meet their
specifications.
In
order to keep the cost
to the military down, the airplanes had to
be CAA Type Certificated . For Lus
combe, the basic
8F
airframe contributed
about
90
percent of the the parts for the
new model , but there was one important
difference in the specification that re
quired
Luscombe s
engineers to spend
some drafting table time. The Air Force
wanted an airplane with tandem seating,
and Luscombe didn't make any airplanes
with that seating arrangement. In order
to
make that work, when they moved the
passenger aft, they got an added bonus.
The plastic bubble added to the top half
of
the aft cockpit gave the observer in
the back spectacular views. Now, it did
nothing for the
airplane s
lines, and in
fact the revised fuselage shape required
the addition of a dorsal fin to the verti
cal tail to give some added stability. But
the added side windows in the
doors
and to the left and right
of
the aft seat
gave the T SF superb visibility. The late
Max Karant wrote about the view out
the T-SF:
Maneuverability n the air is quite
satisfactory, and somewhat startling i
you happen to look around through the
various windows. A steep turn, for in-
stance, looks a lot more dramatic in
the airplane;
you
can look
back
and
see the world cocked at an angle, and
nearly all of the Observer's tail unit
is
visible. And even in level
flight
it s
somewhat startling
to
look down ; the
whole ofboth sides of the airplane are
window, enabling pilot and passenger
to see clear under the plane.
" (From
Flying, September, 1945.)
For ventilation, the upper door win
dows open, as do the aft side windows.
With all that overhead
clear
plexi
glasss,
on a
warm
summer day
you
might need all the windows open, and
don t forget the sunscreen and a hat
The first
of
the military Luscombes
was the T -8E, which was powered, per
the Air Force spec., by the Continental
C-S5 engine. After tests at Fort Bragg,
SC, during which the Luscombe, Tay
lorcraft and
Aeronca
airplanes were
tested and found satisfactory, the con
tract was awarded based on the bid
price.
Aeronca
won with
a
bid of
$1,649 per airplane for the 439 7BCs it
was to deliver.
After being shipped home to Dallas,
Luscombe continued work to have the
T -SE certificated.
It
was hoped the mil
itary would be interested in the airplane
during a later
off-the-shelf
buy. As
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the program progressed, it was decided
to
equip
the
airplane with the C-90
Continental, a
decision
made
easier
with the concurrent certification
of
the
Luscombe
8F
. In fact, the T-8F and
8F
were certified on the same day by the
CAA, and T-8Fs were soon being de
livered to customers. The first model
available,
the
Observer,
was
issued
with two levels
of
equipment. The Spe
cial and Deluxe. The Special lacked the
electrical system, landing lights and
starter the Deluxe was given. Plans
were also being made to put the T-8F
in
another market - crop dusting.
The
T-8F
duster
was dubbed the
Crop Master.
Installed
in the
wings
were a pair
of
30 gallon spray tanks ,
and mounted on the struts and fuselage
was a spray rig built by the Indepen
dent Cropdusters company
of
Campell,
CA. By midwinter
of
1948-49, the de
sign was ready, and
approved
in the
Standard and Restricted categories by
the CAA in February. Also included in
the Crop Master
T
-8F was the new
Luscombe wing flap design which had
just been given production approval by
theCAA.
1949
was
not going to be a great
year for the Luscombe company, and
the production life
of
the T -8F sprayer
was short lived - from March until June
of
that year. Only 5
of
the Crop Mas
ter sprayers were built and delivered
before
Luscombe Aircraft
Co. was
forced into bankruptcy.
The T-8F about to be annualed by
Brice and Randy was originally built in
Brice Newberry and his friend, Randy Brisco have to squint just a
bit
because of their polish
job on the
T SF.
the second batch of airplanes , com
pleted
April 30, 1949 .
n
May
, C.L.
Butler and
Sons
of
Pine
Bluff
,
WY
bought the Crop Master for use on their
ranch, and continued
to
own and fly it
until 1991
when
it was
sold
to Mr.
Mulvey. Their only changes
to
the air
plane were the installation of
a
Lycoming 0-320 of
150
hp
, and the
mounting of a pair of
850x6
tires to
handle their ranch strip.
When
October
arrived and the an
nual was due , the
work
was begun .
Vicki Newberry describes the next part
ofNC2202B s
history:
We ordered the parts we needed to
install the electrical system and this
is
where things sort
of
got carried away.
33
square feet
of
plexiglass surround the pilot and observer in the T SF . Both
the
upper side
windows on the doors and
the
windows just below the aft bubble can be opened in flight
We decided
to
remove the wings to
do
the inspection for inner granular cor
rosion
and we dju
st
take
the spray
tanks out then. We were very pleased
at the condition the wings were in
and
decided to incorporate the wing tanks
and the
spray tanks to give us a bit
more fuel
range
. We
thought now
would
be the
time
to install landing
lights and why not
just
go ahead and
install strobes
too.
We
installed the
starter, prop extension, alternator and
to maintain the
original Luscombe
cowling look we lengthened the rear
of
the cowl (upper and lower) approx
imately six inches.
Brice fabricated the new cowling
doors to allow clearance
for
the spark
plugs and valve covers, this
is
the only
skin that is not original from the fac-
tory .
He also installed
a
new prop
spinner, he fabricated the battery box,
baggage compartment
and
installed
them.
h
e tail was
removed and
the
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space anything we needed. "
Like
the
potato chip commercial
where nobody can
eat
just one, the
Newberrys now have five T-8F's located
at their private airstrip, White Airport.
Two are currently flying (NC2123B and
2202B) and the others are undergoing
restoration, one
of
them (N 1589B) by
Willy Luber, manager of the Kingfisher
airport. N220 I B is
being restored
for
Randy Briscoe, Brice 's friend and King
fisher businessman. The engine will be a
Lycoming 0290-02 (135
hp), a
full
compliment ofVFR instruments and a
red and silver color scheme. Randy and
Brice'
s eyes
just
sparkled
when they
were talking about the new restoration,
and you could tell it will be something
special. We look forward to seeing it.
The other project s N 1583B. All of the
airplanes have the horizontal tail fitting
replaced
with the
new
PMA'd
fitting
Here's
the
entire brood, all five
of
the T-
8F's
now at
Brice's airstrip, White
airport
.
manufactured
by the Don
Luscombe
Each
will have the latest mods available for the Luscombe, including the
DLAHF
Aviation History Foundation (DLAHF).
PMA'd horizontal tail fitting, and the BAS tail pull handle mounted on the aft fuse
They also have the BAS tail pull handle
lage. The second aircraft on the right, in the dark green color scheme, was restored in
installed ,
used
to move the airplane
recent years by the Don Luscombe Aviation History Foundation, long after it had
been damaged back in 1961.
around on the ground, instead
of
pushing
and pulling on the tail surfaces.
Brice is plenty busy in his life as a
until they looked like new. the Classic Division Award at the EAA
cropduster,
and he
also enjoys ropin'
"The interior was painted with Air Fly-in in
Eldorado
, Kansas. (By the
and
making
horse saddles ,
but
Vicki
Tech 's Nevada Silver and we decided
to
way,
th
ey are a great group
of
people,
says the top
of
his recreation list has the
try to design some type of interior, we th ey helped us get a motel room and
heading Luscombe . With the way
chose
salt
and p epp er, red and
black
were
friendly
and extra eager to help
N2202B looks, what will he and Randy
carpet
and
th e s
ide pan
el
ar
e
red
with transportation , finding hangar
have for us to see
n
the future?
tuck/roll inserts with silver.
New glass was
installed.
This particular example is powered by a Lycoming 0-320
of
150 hp. The high count ry" stance
of
this T-8 F s
We received a on e timefield emphasized by the 850x6 tires.
approval from the FAA.
"This "
annual
took in
exce ss
o f
1300 hours
o
Brice 's time, he worked in
excess
of
12 hour
da
ys and
many se ven da
ys
a week.
Willy Luber of
Okarch
e,
Oklahoma
sp ent many
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Buck Hilbert's
1938
Fleet Model lO on Pontoons
U
nusual
airplanes
de
mand
unusual
people.
E. E. "Buck
Hilbert
(EAA 21, IC 5) of
Union, IL, is one of
Model 2, the Model 7, the Model 8,
and the Model 9, which were
pow
ered with Kinner engines of 100 to
125 hp. By the time the
mid
thirties
came along, Fleet Aircraft was busy
export numbers run from 263 to 411,
all exported as military aircraft.
The F leet served in the
Nicaraguan military from 1939 until
1955, when it was surplused to the
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hinge pins would
not
go in
t
was
maddening, to say the least.
Enter one Buck
Hilbert. The time
was 1989 and Danny was at his wits
end. Buck figured there must be a way
to mount the ailerons, so he bought the
Fleet and hauled it to his home in Illi
nois. The fun began.
With no previous certification, the
entire Fleet biplane had to be closely
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needed help before it once again ran
well. By now the concept of a gen
uine biplane on floats was starting to
haunt Buck, so he began looking. The
idea
just
wouldn ' t go away One day
in Trade-A-Plane, he spotted a set
of
Edo 1835 floats for sale complete
with Fleet rigging The owner turned
out to be
Sandy Brown
the
present
newsletter editor
of
the International
Fleet Club based
n
Marlborough, CT.
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RPM
,
the big metal propeller really
gets with the program on takeoff. The
Fleet gets off the water very nicely and
climbs out
smartly
.
Normal cruise
is
75 to 80 mph on floats, which is about
5 mph slower than wheels.
The Fleet was flown to the Otsego
Lake Seaplane Fly-In in Michigan in
early
June
where it
drew
rave
notices
among
the crowd.
From
there, it was
flown up to Sault Ste. Marie, Ontario,
Canada for the
Canadian
Bushplane
Heritage gathering. Again, the
pretty
blue and
yellow
Fleet was the hit of
the show.
After resting
in
Canada for
a few
weeks, the Fleet was flown to Oshkosh
for
the big seaplane fly-in where our
front
of
the crowd.
During the Convention, Buck esti
mates nearly 100 rides were given (this
author was
one
of
the
lu
cky
ones)
in
some 25 hours of float flying. The
sixty-year-old Fleet never missed a beat
and
the folks were
extremely
happy
with the
performance. Even Sue
Sanders of the Seaplane Pilots Associa
tion
(SPA) enjoyed her
ride so
much
that she wrote an article in the SPA
magazine
about her beautiful ride in
Buck Hilbert's Waco
on
floats .
(Can't
win 'em all.)
Since
the summer has passed, the
floats
have
been
removed form
the
Fleet and Buck has been busy doing a
few updates and improvements. He re
cently installed
a
brand new exhaust
system made of highly polished type
321 stainless steel that is a remarkable
piece of work.
In
addition,
he is
presently
busy building a set of new
windshie ld s for the
pretty biplane.
One thing about Buck Hilbert, he never
quits, he just keeps making things bet
ter. Special congratulations to Buck &
Dorothy Hilbert
for making
our
sea
plane fly-in so much
more
interesting.
Yah
done good "
A happy twosome, the author and
Buck
return
to
th Vette/Blust Seaplane Base after a dandy
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o o
e v
e w
Whats
in a name? Would
it
have held
up
to the test
o im if h
headlines
o ay 22 1927 had read CHARLES
MANSON LANDS IN
PARIS?
That was the family name until Ola Mannson
arrived
in
Minnesota in 859
with
Charles
A
indberghsfather then an infant.
omments on A
Scott Berg s
LINDBERGH
O
a, a former member of the Swedish parlia
ment,
had become entang
led in scandal.
He was accused of embezzlement and was
supporting a mistress on the side who bore
him a son, later to be Congressman
C
A. Lindbergh,
Sr. Mannson, or Manson as CAL, Jr. spe lled it, had
been stripped
of
his civil rights and might we ll have
landed in jail had he not fled Sweden . He made
changing the fami ly name the first order of business
upon settling
in
the New World. The L indberg sur
name was rare in Sweden, but spelled with an h it
was all but unknown.
Scott Berg spent nine years writing LIND
BERGH, the latest biography of one ofthis century's
most controversia l figures. t is also the only autho
mother explained, a very dangerous affair. In the con
text of Berg's account this happened circa 1907, but
there was no flying in the area until September 191 1
when Tom Mc Goey performed under contract to the
loca l farmers co-op in a homebuilt Curtiss type
pusher. Lindbergh was then nine.
In June 1912, whi le
domiciled
in
Washington
,
DC where the elder Lindbergh was serving a term
in
Congress, CAL
had an opportunity to see the
Army's
fledgling air fo rce in action at
Fort
Myer
,
Virginia. The outing had been arranged for by his
parents .
CAL's
recollection of the occasion was
highlighted by a race between one of the aviators
and an automob
il
e
On the who le, Berg seems to have a good grasp
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Charles Lindbergh seldom posed
or
testimonials This was an exception
All of this does not really weigh too
heavily against Berg's prose and pur
pose- namely, to reveal the Lindbergh
the American public has long sought to
understand . He has undoubtedly come
as close to the definitive treatment as
anyone ever
will,
which
includes the
Lindberghs themselves. CAL's grand
children will probably find this book as
absorbing as this reviewer, all 600-odd
pages of it, for the Lone Eagle was
as much a mystery to his own children
WING
is
also highly recommended.
Members of the Jewish faith have
long held that Lindbergh was an anti
Semite. Berg, who
is
Jewish himself,
explores the reasons for this and con
cludes that he was not. Lindbergh, in
his America First speeches, struck out
at
Jewish influence
which
he
per
ceived to be among the
elements
committed
to
engaging
the U. S. in a
war with Germany. Such a war he be
lieved would
result
in the destruction
ready been labeled a Nazi by such syn
dicated smut-peddlers
as
Walter
Winchell.
It's interesting to note that the Amer
ican
Air Attache
in Berlin
wanted
Lindbergh to meet with Hitler. That
meeting never came about, although he
did meet twice with Goering and once
with Rudolf Hess,
Hitler's
deputy
.
Hess, an enthusiastic airman since 1918,
was a great admirer of Lindbergh. He,
too, had dreamed of undertaking a long
7/27/2019 Vintage Airplane - Feb 1999
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eigner had seen, such as the
Ju 88.
He also
got to
fly
a
number of new aircraft, such
as the Me 109
and
Fieseler
Storch.
Berg, in recounting Lind
bergh s
association with
Messerschmitt, declares that
the
latter never recovered
emotionally or financially
from WW-
TI
This implies a
degree of impoverishment
which is misleading, to say
the least. Messerschmitt was
not long in getting back to
manufacturing aircraft, first
in
Spain and
later in
Ger
many. Messerschmitt
&
Co.
helped build
the F-104 for
the
new
Luftwaffe
and
the
designer lived to provide Air
bus recommendations.
Berg
only
devotes
a few
pages to CAL s test-flying,
which is worth a book in it- Tom Mc Goey in his homemade Curtiss type pusher. He over flew the Lindbergh home in Little Falls in
self. With Chance Vought, 1911 finished
the
season and quit
the
flying game.
for example, he had much to
do with service testing the
F4U Corsair. He made several demon
Corsair,
which
had the
new
bubble Lindbergh, at the relatively old age
stration tours as well, familiarizing the
canopy instead
of
the "jailhouse" hatch.
of
42, would be called upon to demon
Navy and Marines with new develop
Lindbergh was glad
to
oblige. The 22- strate his skills as a fighter pilot, albeit
ments .
Berg makes
no
mention
of
a year-old lieutenant was John Glenn, an unofficially and unavoidably. He was
shavetaillieutenant at El Centro who
icon in the making . They were both detailed as a civilian to the South Pa
brashly asked CAL
if
he could try his
destined for combat n the Pacific. cif ic as a tech rep and observer, first
CAL and AML on arrival at Prague, 2 September 1938 . The worried look no
doubt
reflects their feelings tow rd
the
mob approaching. A
moment later he gunned
the
engine and taxied
to the
far side while police contained
the
crowd.
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with
USMA Co rsair units, later with
the AAF in P-38s. His mission was to
observe from
the
periphery, mostly,
avoidi ng actual
combat
with
enemy
aircraft,
which by them were seldom
seen. Altogether he flew 50 missions,
logging nearly
200
hours time in four
and a half months.
Berg gets carried
away
in implying
that CAL was prepared
to
meet his
maker
and commended
hi s
sou
l to
God when a Zero
jumped
him
on
1
August 1944. That quotation could
hardly have been Lindbergh's. t was a
momentary
encounter
and stressfu l to
be sure, but the Zero broke
off
the at
tack
before
the
pilot could bring
effective fire to bear on CAL's P-38.
Only
once did CAL himself fire on
an enemy aircraft. That engagement
lasted but a few seconds and involved a
single, head-on pass between his P-38
and a Mitsubishi Ki-51 attack
aircraft
code named Sonia. The Japanese pi
lot,
outgunned
and
outnumbered, had
who rolled over and dived into the sea.
Berg claims Lindbergh prayed for the
pilot' s soul for many years thereafter.
President Roosevelt, who never for
gave CAL for challenging the wisdom
of
his sending the Army out to fly the mail
and for his
antiwar activism
in 1941,
barred him from military service. The
ban was enforced even after FDR's
death. Berg credits Gen. Bob ( GOD IS
MY COPILOT ) Scott with Lindbergh's
reinstement as
an
Air Force officer.
Scott, then a colonel
running the
Air
Force's Office
of
Information Services,
told his boss, Harold Talbott, that mak
ing CAL a general would be a shrewd
move. President Eisenhower apparently
concurred. Lindbergh was placed on the
active reserve list as a brigadier general
in
April 1954.
Lindbergh felt that the U. S. was on
a
collision course with the Soviet
Union, says Berg
.
He
got involved
with bolstering the defense posture,
most notably as a SAC advisor, and be
pearances disconcerting. CAL, with his
many
eccentricities, was a strict disci
plinarian and his frequent absences
were both painful on the one hand and
welcome respites on the other.
Reeve Lindbergh, who inherited her
parent
s'
artistic talent, reveals in
UN
DER A WING what it was like to be
offspring of
the
Lone Eagle.
With
the exception of
Jon who
earned
his
Private Pilot's License before taking up
a career as a deep-sea diver, none of
them really
took
to
flying.
That was
fine with Lindbergh who never lost his
love
of
the
art.
For him
all
that mat
tered was doing something challenging
and
worthwhile
,
and doing
it well.
- 101m Underwood.
Editor's Note: I can't help but add my
two
cents
worth to
John's
comments.
First off, you're contemplatingreading
this book, you should know that it is not
an
aviation book
in the
sense
that
many of us might have expected. Berg is
not an aviator, and it shows in his writ-
The fact is that Lindbergh was a patriotic American nd would-be peacemaker, albeit
somewhat narve in his conceptions. Although he felt compelled to leave the U S for
a period
of
time
for
his family s sake, he never
t
any point considered
for
a moment
giving up his citizenship. Indeed, he became a key element in keeping the War De
partment abreast ofwhat was happening in European aviation.
made
monkeys
out of
the attacking
Americans, but he was smoking from a
hit and survival
depended
on
shaking
off
several P-38s. In a bid to escape, he
banked sharply
in
CAL's direction and
held a collision course.
The Japanese were now facing an op
ponent on more equal terms. They were
closing at something like 600 mph, one
gan
flying
the
latest jets.
He also
designed and built his own bomb shel
ter
and
directed his family to head for
the
Maine woods
in the
event
of
a nu
clear attack.
It
was widely supposed that the Lind
berghs
were well matched in
their
marriage. Not so according to Berg. Anne
Morrow Lindbergh, who loved her hus
in
g. That's not necessarily a negative,
since his perspective on Lindbergh is not
tainted by the myths that have built
around the Lindbergh story among avia
tion history buffs. But it does mean that
aviation
is
not the main focus
o
this
book. It is a biography ofLindbergh the
man, not just his aviator persona. It paints
7/27/2019 Vintage Airplane - Feb 1999
27/36
PASS
IT TO
BUCK
by E.E. Buck Hilbert
EAA
#21
VAA #5
P.O.
Box
424
Union,
IL
60180
Odds
and
ends
and
a
new
way
to hone
cylinders
...
CH PTER NEWSLETTERS
Builder's
tips often turn up infor-
mation that is applicable to all
of
our
airplanes, not just homebuilders. The
Technical
Counselor
staff,
in
my
book
,
comes
off
as
one
of
the best
sources for practical maintenance.
Their exposure to a myriad of
prob-
lems and their solutions provides
experience that benefits all of us.
Every
chapter newsletter
I'm privi-
leged
to receive contains useful
information.
Chapters maintain li-
braries, tool inventories, listings for
part sources, and, best of all, cama-
raderie. Where else can you talk
airplanes but with the guys and girls
who want the same things you
do?
The "Been there, done that" passed on
Gary
Hunter (llpushy
Galore engineer
is
possibly one of the
best
efficiency
experts
I have
ever met
...he
comes up
with
solutions
to
common
problems
...he typifies
started.
We've all read or
seen or
even experienced spinner cracks, and
sometimes even shed one in flight."
Gary says "truing" the spinner is a
simple and easy thing to do. Balanc-
ing isn ' t the issue; that comes later.
Basically , you start by making
sure
your bulkheads
are true.
They
are the basis you hang the spinner on
and they'd better be true to start with.
That assured you get on with it
You're going to be rotating
the
prop whi le you're doing this, so pull
the spark plugs to make rotation easier.
"Position the airplane so it can't in-
advertently move and position a stable
reference
ju
st under the tip
of
the
spinner (a stepladder, chair, tool box,
anything that will remain stable).
7/27/2019 Vintage Airplane - Feb 1999
28/36
alignment hole will suffice
in
the front
bulkhead. Now,
whenever
you rein
sta ll the spinner, insert pins into these
alignment holes before tightening the
sc r
ews.
Your s
pinner
will be auto
matically'trued'
."
Gary's last co mment, " Wh enever
you
remove
the prop /s pinner, mark
eve rything so it a ll goes back
to
ge
ther
in th e
sa
me
relation
ship to
each other."
See what T mea n
about thi
s guy?
H
e's kept
Bru ce Bohannon and
Pushy Galore
" in the
record
books
for years. Next time you visit the Air
Adventure Museum up in Oshkosh,
take a look at "Push
y
and give credit
where credit is due.
Dear Buck,
Here is a story that yo ur rea ders
might find interestin
g.
However, I will
not mention
any
names for
obvious
reasons, and I would like as well to re
ma in anonymous, as if my name
appears, anybody who knows me could
id entify the operator involved.
INVENTOR DEVELOPS NEW
W Y TO HONE CYLINDERS
(wi
thout removing them from the engine).
A
friend
of
mine operat
es
a
fine
antique aeroplane with a Continental
W-670. He is very meticulou s about
the maintena nce,
changes
oil
every
25 hours or less, and cleans the plugs
at that time. He spends most of
his
spare time polishing a nd waxing, and
touching up the finish
when
needed .
He ne ver allows a fingerprint to re
main
on the
big shiny HSGA prop
ove rnight. Now this is not a museum
piece or
sho w plane; it is a
work
horse, flying a
lmo
st da il y
on
sightseeing rides and photo work.
an engine
do es when the rings are
properly sealed. He got out and
turned the prop by hand; it wa s drag
ging. Upon removing the spark plugs,
he
found evidence of glass bead
s on
th
e
inside
s
of
th
em .
Some
of
th
e
g la ss beads had gotten into th e air
maze" filter and had been sucked into
the engine.
So it is now due for a major
over
haul. I told him to look at the
bright
side. New rings can be fitted without
having to deglaze the cylinders. The
inventor
of
thi s system does not wish
to be given credit for it.
Be s t
regard
s, and
have
a
happy
holiday.
Your anonymous friend.
Ou
ch
Over To
You
, whoever you
are
:Bck. "
Dear Buck,
In the
December
VTNT
AGE AIR
PLANE there
was
a comment
on
R
stick, L throttle, vs. L stick, R throttle
and you suggested input. Here is my
two quarts worth .
Having flown since 1946,
and being
a flying
buddy
of
S keeter" Carlson
since
1965 ,
I've be
en exposed to
quite a variety
of
flying ma
chinery. In my first logbook,
totaling some 220 hours, I
had
flown
46 different air
planes and 23 different kinds.
Over the years I have flown
Aeronca
Champ, Chief,
Se
dan
,
Piper J-3, J-4, J-5;
and most
of
the PAs; Ryan C
I, PT-22, Navion, Luscombe,
Fairchild 24, PT-19, PT-23 ,
day , and I feel that it makes very little
difference
as long as
I'm
in
the
left
seat; that is, until I got into Skeeter' s
Thomas Morse
Scout
with the LeR
hone rotary; then
I
don
t care who
yo u are or
where
you sit,
you're
still
one hand short
Anyw ay,
we
were
all
Johnny
come
l
ate
ly
when
we first
started
,
and all I can say is never tum down an
opportunity to fl y something differ
ent. Try it,
you'll
like it I remember
getting to fly
an
1124 " Westwind
from
Burbank,
California to Santa
Barbara for lunch.
J
was
half
finish ed
with m y sa ndwich before I finally
caught up with the airplane So much
for that. Over to you.
Gene Soper
EAA 27385, AC 360
Thanks for the note,
Gene H
ow
about the rest
of
you?
Hey
,
Dorothy
and I will be trave l
ing all over the southwest this month,
so
if
you don't get a reply back from a
phone
me ssage
or
note , you'll know
we're still out having fun Talk to you
when we get back
Over to you,
ant to
keep your spinner running true? Read
what
Gary
Hunter does (Kent and Sandy Blankenburg's Spartan
Executive.)
7/27/2019 Vintage Airplane - Feb 1999
29/36
Wayne Milburn .... ...................... ........
...
...
..
...
..
Toowoomba, QLD
, Australia
Patrick P Cloudier .. ... ..... .... .... ... .... ....
...
..
....
.
..
.
..
....
..
...
Pincourt,
PQ
, Canada
Grumier
Willy
.. .... ..Chatillon, France
Nowell W
Iz
ard ....
.......... ....... ............
...... .... ... .... ...Masterton,
New
Zealand
Charles A Birdsall...
..
.... .... ..Apo, AE
Klaus
E. Marx .. ....... ....
...
.Juneau,
AK
Richard Binderim.......Enterprise, AL
Larry
K.
Tillery.
...
.......Trussville,
AL
Gary Moseley ... .. .. .... ....Chandler, AZ
T W Aron
s
on ...
.
....
..
..
Rosamond,
CA
Raymond
J. Barak .... .... .... .... ..... ... .. ....
...........
...
..
.. ...
.Huntington Beach,
CA
Keith
Charles Carnahan .... ... ..... ..... .. ..
..
.... ... ...
..
...
....... .
....
....Costa
Me
sa,
CA
Tom
Lambrick .
....
...
Morgan Hill,
CA
Douglas L.
Maxwell ..
..Riverside, CA
Dr. R. Richmond ..
San
Francis
co
, CA
. .... ..... .. ... ..... .Jacksonville Beach, FL
Joshua Knerr..
... ...
..... ......Sanford,
FL
E. P RosenthaI... ... ... ... ......Miami,
FL
C.
Mitchell Smith
..
....
...Lakeland,
FL
Gary L. Johnson ... ....Bainbridge, GA
John Stiles ........ ....... Stockbridge,
GA
Keith Beem ................ ........ .Ipan,
GU
Eugene Honigford............
..
.......... .
.. ..
.
.....
...
.... .. .
..
...... .. ..Machesney Park,
IL
Mike Linden ..... ....... .. .. ..Rockford, IL
Barry
L. Schroeder
....B1oomington,
IN
Harry Bartel ......... ......
EI
Dorado, KS
Bobbie Bradford .............Topeka,
KS
Jamie Smith .... .... ..... .. ...Shawnee,
KS
Nathan
T
Rider .. ............Groton,
MA
Alexander
J
Van Wert...... ...... ....... .....
........ .....
..
.........
...
.....
....
Marlboro,
MA
Rod Teel
.......
.. ..
....
Silver Spring,
MD
James C. Walker ..... ...Baltimore, MD
David Stainton .
...
................. ....... ...... .
George F Johnson .. .. .Wolfeboro, NH
Angelo A. Carnevale .
...
Hopewell,
NJ
Bill
K
Laskar .. .. ...Albuquerque,
NM
Jim Catalano .
..
..
...
...
...
..Cornwall,
NY
Joseph DiStefano..... ...Fort Plain,
NY
Hugh
Weiding
er.. ..... Great Neck, NY
Benjamin Gleason .... ..Vermilion,
OH
Gail
R. Bailey ....... ....... ... ...Tulsa , OK
Reymold
Watt
............
West
Lynn, OR
Marc S. Ludtke ...... ...... ..Franklin, PA
Alan
L.
Moyer.......... .... ..Perkasie, PA
Elford S. Wyatt ..... ....West
Union,
SC
Derek Amos ..
..
.. .Harker Heights,
TX
Charles
M.
Baynard..... ..... Dallas,
TX
Thomas
E.
Eanes
..
...... .Granbur
y, TX
Michael Halle ... .............Humble, TX
Robert Heath ...... ...
.... ...
.
...
Au
stin,
TX
W W
Hill .....
..
..... ........ ..Houston,
TX
Justin Layton ...... .......... .Houston, TX
Eldon
W
Moore ..... ....
Texa
s Cit
y, TX
7/27/2019 Vintage Airplane - Feb 1999
30/36
J MNEWM N
r-
Fly
In
Calendar
The following list
of
c
oming events
isfurnished
to our
readers as a
er
of information only
and
does
not constitut
e
approval,
sponsorship,
involvement, contro
l
or direction
of
any
event (fly-in
,
seminars,
fly
mark
et,
etc.)
list
ed. Please
send
th
e information to
EAA , All:
Go lda
Cox,
Po. Box
3086,
Oshkosh ,
WI 54903-3086. Information should
be receivedfour mo
nth
s prior
to
the
event dat e
FEBRUARY
13-14
- MINNEAPOLIS, MN
Minnesota Sport Aviation
Conf
erence
.
Min
neapolis Convention Center. Info:
Wa
y ne
Petersen .
1- 80
01
657-3922 or
web sit e at
www.flightexpo.com
FE
BR
UA
RY
20
-
HU
N
TSVILLE
, AL
- EAA
Chapter 190 Fly-
In
Breakfast at Moontown
Airport. 256
1852
-9781.
FEBRUARY 24-25 - ROMEOVILLE
,
ILLI
NOIS 25th annual Aviation
Ma intenance/Exhibit Seminar at Lewis Uni
versity. Contact: Don Cramer, 217/7 85
5798, or Mike Streit. 8 151836-5431.
FEBRUARY 25-27
-
BUTTE, MT -
Montana
Aviation Conference. Ramada Copper King
Inn
. Workshop
s,
seminars. nationally recog
ni
ze
d
sp
e
ak ers. trade
show. Info:
MT
Ae
ronauti
cs Div.. Box 5 178. li e lna,
MT
50694, 4061444-2506.
FEBRUARY 27
-
SP R
I
NG F
I
ELD,
ILLI
N
OIS
- lliinois
State
Safety Seminar at
lliinois State
Fa
irgrounds. Springfield. flli
l1Ois.
Contact: Lee Creviel; 815/939-0976.
FEBRUARY
27-28 - RIVERSID
E, CALIFOR
N IA
-
EAA C
hapt
er I Open
House
at
Flabob Airport. Contact: 909/689-9213.
MARCH 5- 7 -
CASA
GRANDE
,AZ -
41st An
nual
Ca c
tus
Fl
y-
In.
sponsored by the
Arizona Antique Aircraft Association. Info:
www.americanpilot.
orgkactus
or call Jon
Engle at 602/89 1-6012. days
on
ly.
MARC
H
6 - WISCONS
IN RA
PIDS, WIS
MAY
7
-9
-
PlNEHURSTI
SOUTHERN
PINES,
NC -
Moore
Co
unty Ai/port (SOP).
EAA Chap ter
3 Spring
Fly-ln. Trop
hi
es.
EAA
fellowsh
ip. Friday golf tournament.
Sat. banquetlguest speakel; Sunday
pok
er
run, YE. jlights. vintage aviationjilms,
HQ:
Holiday
Inn
, Southern Pines. 9
10
1692-3212.
Info :
9101947-6896
,
1853
(Fax) or
the
we
b:
WWW.southern-av iator. comlac3/
MAY
16
- RO MEOVILLE, IL -
Le
wis
Romeoville airport (LOT).
EAA
Chapter
15
Fl
y-
In breakfast.
7 a.m.-Noon. Contact:
Frank Goebel, 8 151436-6153.
J UNE
26-27 -
WALWORTH, WI- Bigfoot Field
(WI05). Pancake
br
e
akfast
/brunch. Aero
batic demo at 10 a.m. , Stearman rid
es
and
di s
plays
of
vintage aircraji.
wa
rbirds
and
experimental
s. 7
a.m.
-l
p.m.
In f
o:
John An
derso
n.
4141248-8
748
.
J U
LY 5-8 - DENV E
R, CO
-
Centennial Ai r
port
.
Short
Wing
Piper Club annua
l
co nv e
ntion.
This
year's theme:
Rocky
Mountain Rendezvous.
In fo:
Kent
0
'Kelly,
3031979-3012. (Headwinds@ ms
n.
com) or
vis
it th
e SWPC web site at hllp:www.sh
or
t
wing. com
JULY
7- 11
-ARLINGTO
N, WA
-
n.
w.
EAA
Fly
In
and Sport Aviation Convention. 30th
anniversary event.
FOl llms,
seminar
s,
wo
rk
shops. evenin
g
programs,
spec
ial ni
g
ht
airshow Sat. evenin
g. In
fo: 360/435-5857,
or on the web at: http:/ /www.nweaa.org
J UNE 11-13
-
MATTOON, IL
-
3rd Annual
Region Family Fly- I
n.
Safety Conferen ce
and Trade Show at
th
e Holiday
In
n Confer
ence Ce nt e
r. Spons
or
ed by local
EAA
Chapters and the
FAA
Flight Standards
Di
s
trict Offic
e.
Kit plan e
exhibitor
s and
seminar
s.
Contact: Jim
Coo
ney. FAA FSDO,
1-800/457-991
7.
wwwfaa.govlfs
do
lhln.
J ULY
28-AUGUST
3 -
OSHKOSH,
WI-
47th
A llllllal
EAA
Air
Veil
til re
Oshko
sh ' 99.
Wittl1l{lII
Reg
ional Air
port. COlltact Johll
Bllrtoll, EAA, RO.Box 3086, WI 54903-3086
or see
th
e
web
site at:
II wlI
.airvelltllre.org
SEPTEMBER 4 - STEAMBOAT SPRINGS
,
CO
- EAA
Chapter
649
Vintage Fly- I
n.
SEPTEMBER 10-12
TWATER, CALI
FORNIA -
Goldell West EAA Fl
y- In
at
Castle Airport. Contact: www.gwjly-in.olg .
SEPTEMBER
11-12
-
MA
RIO
N,
O O -
ME
RFI Mid-Eastern Regional Fly-In. Con
ta
ct: Lou Lindeman. 937
184
9-9455 .
OCTOBER 7-IO -
MESA,ARlZONA -
Cop
perstate
EAA
Regional Fly-In at Williams
Gat eway
Airport.
Con t
ac
t: Bob Ha
sso
n.
5201228-5480. or 5201298-3522.
OCTOBER
8-
10
- EVE
R GR
EEN
, A
L
ABAMA -
So
uth eas
t EAA R
eg ional
Fl
y- I
n. Con ta
c
t:
Harold Bubba Hami
tel;
334
176
5-9109 or 3341743-39
16.
OCTOB ER
8-10 WILMINGTON ,
DELAWARE
- East Coast Regional Fly
I
n. CO
li
ta
c
t:
Andy Alvar
ez,
3021738-8883.
OCTOBER
1
4-/7 BILENE
,
TE XAS
Southwest EAA Regional Fly-in at Abilene
Regio
nal
Airport. Contact: Stan Shannon
83019
97
-8802
STROBE LIGHT
TRIVIA QUESTION
ANSWER
(From page 9.)
Harold E. Doc Edgerton
1903-1990), a professor
at
MIT,
invented the gas discharge strobe
light during work in the MIT
labs during 1926 through 1931.
http:///reader/full/www.flightexpo.comhttp:///reader/full/www.flightexpo.comhttp:///reader/full/www.flightexpo.comhttp:///reader/full/www.flightexpo.comhttp:///reader/full/www.flightexpo.comhttp:///reader/full/www.flightexpo.comhttp:///reader/full/www.flightexpo.comhttp://www.americanpilot/http://www.americanpilot/http://www.americanpilot/http://www.americanpilot/http://www.americanpilot/http://localhost/var/www/apps/conversion/tmp/scratch_1/WWW.southern-aviator.comlac3http://localhost/var/www/apps/conversion/tmp/scratch_1/WWW.southern-aviator.comlac3http://localhost/var/www/apps/conversion/tmp/scratch_1/WWW.southern-aviator.comlac3http:///reader/full/www.nweaa.orghttp:///reader/full/www.nweaa.orghttp:///reader/full/II'wlI'.airvelltllre.orghttp:///reader/full/II'wlI'.airvelltllre.orghttp:///reader/full/II'wlI'.airvelltllre.orghttp:///reader/full/II'wlI'.airvelltllre.orghttp://www.gwjly-in.olg/http:///reader/full/www.flightexpo.comhttp://www.americanpilot/http://localhost/var/www/apps/conversion/tmp/scratch_1/WWW.southern-aviator.comlac3http:///reader/full/www.nweaa.orghttp:///reader/full/II'wlI'.airvelltllre.orghttp://www.gwjly-in.olg/7/27/2019 Vintage Airplane - Feb 1999
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mailto:[email protected]:[email protected]:[email protected]:///reader/full/www.eaa.orghttp:///reader/full/www.vintageaircraft.orghttp://members/http:///reader/full/issues/$9.00http:///reader/full/16/$21.00mailto:[email protected]:///reader/full/www.eaa.orghttp:///reader/full/www.vintageaircraft.orghttp://members/http:///reader/full/issues/$9.00http:///reader/full/16/$21.007/27/2019 Vintage Airplane - Feb 1999
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VINTAGE AIRCRAFT
ASSOCIATION
e m b e r s h i ~
Services i r e c t o ~
OFFICERS
President Vice-P
re
sident
Esple
'Butch' Joyce
George
Daubner
Enjoy the m ny benefits ofB and the
P.O.
Box
35584
2448 Lough Lane
Greensboro. NC 27425 Hartford. WI=7
B
Vintage ircraft ssociation
91O/393-ID44 414/673-5885
e-mail: [email protected]
e-mail: [email protected]
Treasurer
Secretary
Chanes
Harns
Steve
Nesse
7215
East
46th St.
2009
Highland Ave.
Tulsa.
OK 74145
Albert Lea.
MN
5WJ7
918/622-8400
lJ7/373-1
674
EA TM
DIRECTORS
John Berendt
Gene Morris
7645 Echo Point
Rd.
5936
steve Court
Cannon
Falls
.
MN fHrfI
Roanoke,
TX
76262
flJ7/263-2414
817/491-9110
e-mail:
n03capt
@lash.
net
EAA
Aviation
Center PO
Box
3086
Oshkosh
WI
54903-3086
Phil
Coulson
28415
Spri
ngbrook Dr.
Robert
C.
Bob ' Brauer
Phone 920) 426-4800 Fax
(920)
426-4873
Lawton.
MI 49065
9345 S Hoyne
616/624-6490
Web Site: http;ll_eaa.organd
http;//www
a irventur
e.o
rg E-Mail: Vintage @eaa.org
C ' ? ~ ~ 9 ~ ~ ~ 2 0
Joe
Dickey
e-mcil:
55 OokeyAv.
robert
_br
EAA and Division Membership Services
Flight Advisors information 920-426-6522
Lawrenceburg.
IN 47025
812/537-9354
John SCopeland
800-843-3612 _ _. _. FAX 920-426-6761
Flight
Instructor
inform ation 920-426-6801
e-mail: [email protected]
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eet