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8/20/2019 Vintage Airplane - Dec 2004
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LANE
VOL 32, No.
2
2 4
CONTENTS
2 Straight
and
Level
3 Aeromail
4
VAA News
5
Reminiscing with ig Nick
Reprinted from Vintage Airplane July 1974
by
Nick Rezich
9 The Vintage Instructor
Landings
by
oug
Stewart
1 1 Pass It to Buck
COVERS
RONT COVER
Syd
Cohen s Ercoupe is a beautiful
example of a vintage airplane you can still buy on
a budget. See Budd Davisson s article beginning
on page 14 for more on making your dream of
aircraft ownership a reality. EM photo by Phil
High, EM Cessna
210
photo plane flown by
Bruce Moore.
BACK COVER Last year it stole the show when it
was on wheels, but this year Chris Price trumped
his own work by adding a pair of Heath floats to
his Heath Parasol. It was selected as the Grand
Champion Seaplane of EAA AirVenture Oshkosh
2004. See Oshkosh Oasis for more seaplane
activities.
VM
photo by
H G
Fr
autschy
8/20/2019 Vintage Airplane - Dec 2004
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G OFF
RO ISON
PRESIDENT VI NTAGE AIR R AFT ASSOCIATION
Transitions of a
Different Sort
Where did the flying season go? The
coolness of winter weather has already
touched us (in some cases slapped us),
and
this is the
time
of year when any
thing over SO°F becomes a real blessing.
This past flying season went particularly
fast for me, and I have
to
tell you
that
I have never enjoyed a flying season
as
much as I have this past year. I purchased
a Cessna
170A in March, and the fun be
gan from that
moment
on.
The transition from my C-8S Cessna
120 to the IS0-hp C-170 was a challeng
ing and educational experience,
which
also proved to be a great revisit of all the
do's and don'ts of flying these wonderful
taildraggers.
In early June I was off
to
Canada
to
participate in
the annual
70 Knotters'
trip. What's a 70 Knotter, you ask? This
is a great bunch of guys and gals who get
together every year and travel around
the
country. The name comes from
the
cruise speed of many of the two-place
lightplanes that were flown on the tours
when they started in the 1970s.
This was my second year of attending
this gad-about and I have never learned
so much about flying in such a short pe
riod of time. My companion on this trip
convenient for your visit.
We
also visited an early 1800s operat
ing historic village in Morrisburg, Ontario.
Check it out online at www uppercanada-
village com
This place was unbelievable.
They have an operational bakery, a saw
mill, a schoolhouse, several restaurants,
operational farm machinery, and a black
smith's shop.
You
actually felt like you had
stepped back in time to
the
early 1800s.
Again, the airport
is
right across the street,
with a short hike to the front gate.
The sights we flew over were often
times breathtaking.
As
you can tell by
my
dissertation, we had a grand time, and I
cannot wait to see where the
70
Knotters
will take us next year. There were many
other weekend trips, and
an
occasional
day trip
to the odd
fly-in breakfast or
chapter get together that added to a very
fulfilling 2004 flying season.
By the time you
read this
column
the
fall VAA
Board meeting will be in the
history books. The business of operating
your association
is
not only challenging,
but I find it exhilarating and at times even
entertaining. As I have stated in the past,
I
inherited
the reins of an association
that stands on firm financial ground. The
real challenges we face
as
an organization
also for their value versus expense.
To
date
I would
respond
that
I see
each and everyone of these benefits to
have been proven to be popular,
and of
good value. But we also need
to
under
stand
that
these
member
benefits come
as
not only an added expense to the or
ganization, but these are expenses
that
continue
to
inflate on
an
annual basis,
and this
is
where the challenge to con
tinue offering these benefits comes
into
play.
What
will the outcome of this con
tinuous review be?
At
this
point
I would speculate that
priority one will be to not only
re
tain
each of these valued benefits,
but
to also continue
to enhance
them
to
a
point where we can attract as many
new
members as
pOSSible
and to also attract
more and more members to attend our
annual
convention and take full advan
tage of what their
VAA
membership af
fords them. I will make it a pOint in
my
next column to keep you informed about
the business transacted at the November
Board meeting. It would also be appro
priate to remind everyone that the
VAA
Board meetings are always open to the
membership. So
if
you are ever interested
in observing your
VAA
Board in action,
http://www.uppercanada/http://www.uppercanada/
8/20/2019 Vintage Airplane - Dec 2004
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Thanks
utch
When
Vintage Airplane
magazine
arrives in th e mail, it gets opened
immediately
,
and
the first thing
I read as I slowly walk from
the
mailbox to
the
house is "Straight
and Lev el." After the August issue I
will be one of many who will miss
Butch's words.
Butch, thanks for being a great
president of the Association for so
many
years. Many of us appreciate
your accomplishments and the
en
ergy and effort you have
put into
that job for all of us.
Ken Woodard
North Andover, Massachusetts
Bh riot's
Crossing
The referenced article
reminded
me of
my mother's
mention many
years ago of her experience of view
ing the Bleriot channel-crossing
monoplane
following
its
history
making
flight. At the
time
Mother
was a young nurse in
her
home city
of London.
After th
e July
25, 1909
,
epic
flight,
the
Selfridge Store placed
the
airplane
on display in London
to
be seen
July 26th,
27th,
28th, and
29th.
Mother
was
given
a
small
card
setting
forth all performance
and
technical data.
I
have
made a photo
negative of this historic
document
and offer a
copy
herewith
to repro
duce in
the
Vintage Air-
plane magazine.
With warmest regards,
David H. Kenyon
Eugene, Oregon
Parks
I
Greeting from sunny Florida ...
my
wife
and
I
moved down here
after finally
calling
it quits on
Connecticut winters
. We live in
the Spruce Creek fly-in
commu
nity
in
Daytona Beach and are en
joying it very
much
.
I'd hate to see a fellow Parksman
get
in trouble with
the
ghost of
old Oliver Parks so I figured I bet
ter "correct
the record" on
a cap
tioned picture in
the
August issue
of
Vintag
e Airplane.
In
the
"Remi
niscing
with
Big Nick" article on
page
7,
the middle
photo is
de
scribed as a KR-3 1
Challenger. As
an
avid (or is it rabid?) researcher
and collector
of
early Parks" stuff"
I guess
the nitpicker in
me
couldn't
stay
silent . . .
it
is
in
fact a Parks
P-l.
NC962K was
manufactured
in
September of 1929 sportinll
==== E
BLER
IOT M O N O P L A ~ E ~ S l h 1909.
marks
all
the
model's usual OX-5 motor. In
1932, it was replaced by an OXX-6
and
in
1935 replaced again
with
a Milwaukee Tank V-502 engine.
This
changed
the
designation
from a P-1 to a P-1-T. I have pic
tures of 962K with the same paint
scheme
but
with
the
Tank engine
...
the
photo in
the article must
be prior to
June
1935
when
it be
came the P-1-T.
After over four years of begging
and prodding the FAA, I now have
the
maintenance and
ownership re
cords for all the Parks airplanes
. . .
Arrow, P-3, P-4, P-1, P-2, and P-2A
(except for
one Detroit-built
P-2A
which must
really
be
buried in
a
dark
warehouse somewhere
and
is
not able
to
be found
. . .
yet.). My
next step in the
research
depart
ment
is to
try
and contact
the
pre
vious owners listed in
the
records
for any
photos
or
stories they
might
have. I
do
like
the
detective
work
and
this "thrill of
the
chase"
has led me to
many of
Parks' earli
est students with much
informa
tion
and memorabilia
from
their
days at
the
school.
My Parks P-2A is
still in North
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V Calendar
Being
Reprinted
For those
of
you
who
ordered
and
received
your inaugural
issue
of
the
2005 Vintage Aircraft Association Cal
endar, you have a surprise coming in
the
mail. Due to a technical problem
during the production
of
the calen
dar, the large photos of each airplane
were printed with substandard resolu
tion.
To
their credit, the folks at Turner
Publishing have agreed to reprint the
calendars and mail new copies to each
of
the
members
who
paid for
and
re
ceived their calendar. You can expect
to see your new copies within a few
weeks of receiving this issue of
Vintage
Airplane Shipping for
the
new calen
dars is expected
near
the end
of
this
month or very early in January.
We
appreciate
your
patience, and
due to their below standard appear
ance, we ask that you destroy the old
calendar once you've
received
your
new copy.
If
you have any questions, or
would like to order a copy (a very lim
ited overrun
is
produced) you can call
Turner Publishing at 800-788-3350.
Friends
of
the Red Bam
f you would
like
to make
a
con
tribution
to VAA s Friends
of
the
Red
Barn campaign, there's still time to
make your donation before the end of
the year, should you desire
the
deduc
tion
on
your 2004 taxes. There are new
expanded
giving categories for
the
2005 campaign,
and
you can check
on
the new levels at
the
VANs website at
Our symposium exposed the at
tendees
to
a wide variety
of sport
pi
lot experts, helping them learn how
they can build their
business in
the
new sport pilot/light-sport aircraft
market,
said
NAFI
Executive Direc
tor Rusty Sachs. They also had op
portunities to take demonstration
flights in dozens of light-sport aircraft
available
on
site.
Speakers appeared during the two
morning
sessions
and
included John
and Martha King of the King Schools;
Paul Hamilton, founder of Hamil
ton Training Systems
and
Adventure
Productions;
Jack Vandeventer, sea
soned
CFI
and marketing expert; Bob
Mackey
of
Falcon Insurance Agency;
Carla Larsh, chair of the EAA Ultra
light Council; Martin Weaver, head
of
the
FAA s Light-Sport Aviation Branch
in Oklahoma
City;
and Ed Downs,
president
of American Sport
Flying
and
widely respected aviation writer.
What
made
the symposium
unique
was its Trade-A-Flight program,
where participants received a coupon
for a free demonstration flight from
an ultralight instructor in their area.
When the
CFI trades the
coupon
for
the demo
flight, the ultralight instruc
tor
fills
in
the back of the coupon and
mails it
to
NAFI for a complimentary
membership, Sachs said.
Future events will likely be
held in
conjunction with other major avia
tion
events,
perhaps
EAA regional
fly-ins. More
information
will be an
trical systems, wiring,
and
avionics.
Courses will be
held in Oshkosh,
Wisconsin, on January 29-30;
at
the
Sun 'n Fun
Campus
in Lakeland,
Florida, on February 26-27; in Dallas,
Texas,
on
March 5-6; and
in
Watson
ville, California, on March 19-20. For
more information and to register, visit
www sportair com
or call 800-967-5746.
Free SPILSA
Member
Briefing
Before SportAir
Workshops
Each
night
before a scheduled
EAA
SportAir Workshop, EAA provides free
sport pilot/light-sport aircraft brief
ing for all
interested
EAA and
NAFI
members, followed by a
question
and
answer period.
Watch
EAA s website
for details as each SportAir Workshop
approaches.
9th
Annual E Sport Aviation
Art
Competition
The EAA
AirVenture
Museum is
now accepting entries for the 29th
annual Sport Aviation Art Contest, a
showcase
for
some
of the
best
avia
tion art in the
country.
Past
compe
titions have been
based
on a single
overriding theme,
such as last year's
Launching
the
Next Century
of
Flight. That all changes this year, as
artists may submit artwork in one of
four separate categories that
better
reflect
EAA
membership:
- Warbirds-All military aircraft
- Antique/Vintage-Pre-1945 aircraft
- Sport Aviation-General aviation,
http:///reader/full/www.vintageaircraft.orghttp:///reader/full/www.sportair.comhttp:///reader/full/www.vintageaircraft.orghttp:///reader/full/www.sportair.com
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REMINISCING
WITH
BIG
NICK
Reprinted from Vintage Airplane July 974
by
Nick
Rezich
THE
HOW RD
ST RY-
SECOND H LF OF P RT Two
ll
Howards were good stable
fly-
ing machines. The
only
goofy ones
are the twisted wing Navy jobs. I per
sonally like the over all the rest,
as
it was
the
best performer of all
and
had the best feel. The basic structure
remained virtually unchanged from
the
8
through
the
12
and
was
built
like a brick outhouse.
All the
while
the factory was in operation,
the
ci-
vilian Howards were never involved
ing
it
home from the factory and got
into
some
weather between
Lone
Rock
and
La
Crosse, Wisconsin,
and
flew it, full bore,
into
the
ground at
a nearly level attitude. He knocked
off
the
gear and went sliding
on the
belly.
When the
noise stopped,
he
and his lady friend got out, called the
factory and said come get it and fix it.
They go
on and
on.
We had
a black
and
gray 15
which
we
nicknamed
liThe Hearse." This guy was showing
his ranch to some friends and flew it
into a tree. He came
out
of it with a
to the
factory after
the
accident so
that we
could finish assembling
the
airplane
and
we were
short
of fac
tory space, so we decided to
hang
the
fuselage from
the
ceiling
until the
radios came in. As we were hoisting
it
in
place, a cable broke
and the
fu-
selage rolled over
and
came down
inverted. I was standing to
one
side
during the
hoisting, but
when the
fuselage rolled, I was directly under
neath and the cabin roof knocked me
to the
ground
and
out.
What
saved
me from becoming a pancake was a
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Jake
powered 15
. The
ship
is now in Minnesota
dents and
very
little absenteeism.
We trained our own fire brigade
and
they saved the factory twice. It seems
to
me
that all aircraft factories are
the same they always place
th
e
welding department
and
the dope
shop back-to-back. Howard was
no
exception.
The
south
wall
of
the
dope shop was
the
divider between
the welding
department
fitting weld
ers and the spray booth. The welders
would
hang their lighted
torches
on
hangers while turning over parts
went
and that
would
take
care
of
the
factory.
This is hard
to
believe , but BE-
LIEVE-YOU-ME,
the
factory fire
brigade grabbed
their
assigned
ex
tinguishers and rushed in
and
put
out that nitrate dope fire . just as
they ran
out
of extinguishers
and
the sprinklers
went
off.
While
th is
was going on we had one complete
airplane in there being sprayed
with
silver dope, which was removed, be
lieve it or not without fire damage.
The
ghost of Howard made
by
the
paint
shop when
a
layoff
was
announced
.
on
the
second shift. Mike Bernat, the
foreman, was spraying a set of wings
with black nitrate dope when he no
ticed the black turning to orange.
When he
turned around, the
whole
dope room was in flames. Again, the
trained fire brigade extinguished
the
fire and saved the factory. The wings?
They were
O.K.-no
fire damage
Yes
,
we were lucky . . .
but
the answer
to
some
of
that luck
was a good
and
well
trained
fire
brigade
who were
not scared
to
go into the potential
blast area. Speedy response and the
proper type
of
extinguishers were
the
keys. As I said earlier, everybody at
Howard was super.
We built a super airplane
with
su
per
people
and then
we built some
super, SUPER jobs . . . like the ISP
8/20/2019 Vintage Airplane - Dec 2004
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The Pure
Oil
8
before
and
after.
built the
same as
custom
jobs, in
cluding a high-gloss silver finish and
plush
interior. This
now
paved
the
way for other military orders, which
included the ambulance
and
instru
ment
trainer. Later came a sub-con
tract to build the Fairchild
PT-23.
This
was
when
B.D .
DeWeese
and the
Navy deci
ded
to
twist
the
wing
on the
15
and
goof
up
a good
airplane.
We
stepped up production
to
one
a day
and
received
the
Navy
"E" Award . .
. and I was promoted to
plant superintendent.
In
the meantime
we were build
ing
a
plant in
West
Chicago next
to the
St. Charles airport (now
the
DuPage
County
Airport) . The
new
plant would build
PT-23s on
one side
and
NH-1s
on the
other. The army
was
in
a
hurry and wanted the PT
23s before
the new
plant
could
be
finished. I was sent
to
St. Charles to
get
the
23
program rolling
as
well
as
was
mounted
on
a simulated runway
with grass sides enclosed in glass.
We built some super Howard ISs
for
the duPonts
Shell Oil
bought
two, Texaco one, Pure Oil two,
and
Humble Oil one
.
Several
gover
nors
bought
Howards; Mr. Putman,
president of Chicago
and
Southern
Airways
bought
one,
and
the
Free
French
bought
some. The list goes
on and on
. 1941 was
our banner
year
then BAM
The war.
What
could we
build
for
the
war
effort?
The gutless 18 was
going
to
C.P.
T.,
but
it was
not
accepted as a primary
trainer by
the
Army.
About
the
time it looked like
the
end for
the
15,
10 and
behold
i f 01'
Slim Freitag, vice president and top
salesman,
didn
't come
up
with
the
answer.
He
returned from Washing
ton
with an order from the
U.S.
Navy
for 30
custom built
Howard
DGA
15Ps. These first 30 airplanes were
the
NH-l.
I used
my
Culver Cadet,
which
I
bought the
year before,
to
commute the
15
miles or so between
Muni (present Chicago Midway) and
St.
Charles.
The first
PT-23
was built
in
an old
warehouse
in
Geneva, Illinois,
and
assembled at
the
St.
Charles Airport.
The next six were built at the airport.
We then
moved into the new factory
and
used
the
hangar
as
the
fly-away
hangar.
It
was here
in
St.
Charles that
we
had our first fatal crashes. The air
port
then
had two grass runways-a
long
E/W
and
a
short
SW /NE. Two
Navy aviators were picking up two
NH-1s;
the wind
was
W-SW about
15
, gusting to 25. The pilots were in
structed to take off west.
As
they tax
ied out, one pilot decided to take off
SW
without
informing
the other
pi
lot or the hangar. The airplane taking
off west
was
airborne first the one
taking
off
SW
met
the westbound
plane at
the
intersection and
he
flew right through it. The
westbound craft crashed and
burned and the other landed
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10/36
The only near mishap with
a
Navy Howard
came when
the
NACA
cowl came loose
and
tore
up
the
airplane. This was really
funny
when
it happened.
You
would have
to
know
Walt Diaben,
the
test pilot,
to
fully
appreciate
this
story
. This
was GH-2,
built by the main
plant,
and
Walt was west of
Muni putting
the airplane through final flight
test-which
included a dive
to
280
plus
mph.
It
was during
this
dive
that the
cowl
came
loose.
It took
the windshield out, that big
chunk
of tin then took
out
the
compass,
and the
stabilizer
adjustment han
dle (all
on the
roof). The rest
of the
cowl went over
the
wing, taking
out
part of
the left wing, flap, and left
flipper.
In
the meantime
01'
Walt
got
on the
radio
and
called a May
Day to
the Muni
tower-which we
could hear on our hangar monitor.
Well, he never
turned
off
the
mike after the first call
and
all we
kept hearing
was,
"Whoa, you
#$*)% Whoa, you %*(#$) Whoa,
you
%*($)# " He
landed with
full
power to control
the
ship. Later,
he
told us his only worry was whether
the fuselage rib stitching would
hold . He
said
the
fuselage sides
bulged
out like a balloon and he
was glad that fabric was stitched!
Walt was killed after the war while
working
for International
Har
vester-by
a
B-23
propeller.
Howard
continued to
grow
with
the
military contracts
and the new
plant
.
Everything
was
going fine
until
1944;
the
power struggle was
on which ended with the plant
A
production
Navy job built
by the
main Howard
factory
in
Chicago
manager and the new group didn't
want
this. They wanted to milk the
government
dry
with bootleg sub
contracts,
phony payrolls, phony
consultants,
etc. I was
one
of
their
biggest obstacles
... so I
had to
go .
But
how?
Well, I was
single
with
only
my mother
as a
dependent.
Those
(expletive deleted) went to
the
Draft Board
and
told
them they
Fort Sheridan along
with about
20
other faithful Howard employees.
That was in July
1944
and How
ard closed its doors less than a year
later.
End of story?
No
Before I left Howard, I
took
with
me
all
the phony records, phony
sub-contracts,
etc. When
the war
was
over
and I was
operating the
8/20/2019 Vintage Airplane - Dec 2004
11/36
Several weeks ago on a beautiful
fall afternoon I sat
in
the
back
of
my Super Cruiser as a dear friend of
mine flew us down to
Candlelight
Farms Airport, located in
western
Connecticut.
We
were flying there
so she
could
fly
a PT-17 Stearman.
She has long
admired
the airplane
that
was
used to teach
so many
pilots
how to fly prior to WWII,
and
I
thought it would be
a great
treat
for her and a way of
saying
thanks II for all the help
she
had
given me during the previous year.
Tim
Preston runs
a
marvelous
operation,
offering Stearman
training out of the Candlelight
Airport during the summer, and
moving
to the
Mid-Florida Airport
for the winter months. His Stearman
is a 1941 N2S4, built originally
as
a
PT-17 but then taken over by the
Navy
and
converted. Tim
is
not
only a CFI, but an I as well and
he keeps his Boeing in pristine
condition.
I f you are interested in
flying with him, check out www.
f1ytailwheel.com. (He also
offers
DOUG STEW RT
Landings
She did,
after
all, thoroughly
understand that a landing is not
just
one
short
moment
where and
when we transition from air-bound
to ground-bound, but
that
i t
is a
five-phase sequence of events.
I f
we
know
where
we
are
and
what
comes next, it becomes a very
simple process. The only
thing
that
would
be
different
for her
would
be
the sight
pictures
(well, I guess
the
sweet rumble of that big
round
engine turning at a much slower
rpm than she was used
to
would be
different
too).
s
soon
as
she got
used
to the
proper landing attitude,
I was confident that
her landings
in
the
Stearman would be as fine
as
her landings in
the
Super Cruiser.
So what are those five phases?
They are the glide; breaking the
glide; dissipating the energy;
touching
down;
and
rolling
out.
I
have observed more
landings
than
I ll ever remember, but most that I
remember
are remembered because
they were examples of
the
fact that
the
pilot
did
not
understand
those
could be the touchdown
zone
marks, the numbers, a centerline I
quite typically choose
the second
centerline when
landing
at shorter
runways), or
an area
of different
color
grass
(this
works
great
for
me
at
my
home
base
of
Kline
Kill
Airport)
. Whatever
you have
chosen as your
aim pOint,
you
must now
make sure that it
is
not
moving up or down in
the
window.
If it s moving up, you ll land short
of
your
mark, and vice versa if it s
going
down.
But now, in
addition
to keeping
your
aim
point constant
in your Sights, you must assure that
you are on speed. You must fly
the
appropriate approach
speed for
your
airplane.
I f
you
are too fast,
you will indeed get to your aim
point, but then you'll float forever
in the next phase. And if you get
too
slow you ll rival gliding granite
in the ensuing sink.
Breaking the Glide
For most of us, vision is the most
useful tool in
this
phase.
We
need
http:///reader/full/f1ytailwheel.comhttp:///reader/full/f1ytailwheel.com
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SELECTED WORKS
FRO M
A
2 YE R
R E T R O S P E C T
IVE
O F
EAA
CH
I
EF
PHOTOGR PHER
JIM KOE P NI CK
grease it
on
repeatedly. She
couldn't
see for
beans,
but
by
using every
other
sense
that she had
(hearing,
touch,
etc.)
she
would
feel her
way
into
excellent landings.
Obviously i f we
don't
time the
breaking of the glide correctly, we
will either fly into the runway, with
all the correlated problems that
will present, or find
ourselves
at
the
next phase at an altitude that
will result in
an
arrival rather than
a landing
at
the
conclusion
of that
phase,
which is
Dissipating the Energy
f we have come down the glide
slope
on
target and on speed, and
i f we have broken the glide
at the
proper height above the
runway,
we now
have
to
dissipate
our
energy. t
is
in this
phase
that I see
many pilots yield
to
the hazardous
attitude of
resignation.
They take a
laissez faire
attitude, and
it's kind
of
que sera
ser
until they touch
down.
We
have
to remember
that
we
cannot
stop flying yet.
As we
dissipate
the
energy
still
stored
in ou r
airplane, we
will have
to
continue
to
increase the deflection
of our control
surfaces
as
we
dece lerate. In a full-stall landing,
this
means that
we wi ll have
to
keep
pulling back on
our
stick or yoke
to
deflect
the
elevator more
and
more,
maintaining
the
proper landing
attitude,
as
the
elevator
gets
less
and
less effective in
our
decreasing
speed.
(The same holds true
for
ailerons and rudder
i f landing in
a
just
once.
Unfortunately many
pilots act
as
if this
is
the conclusion
of the landing scenario, and
relax
the
pressures
they maintain on the
controls, forgetting that it's not
over
' til the
fat lady sings. She's
only just clearing
her
throat as we
now
enter the
final phase of the
landing scenario
Rollout
For
you Ercoupe
pilots it's a
pretty simple phase.
But if you
happen
to
be flying a close-coupled
taildragger in a strong crosswind,
it's probably the most exciting
and
demanding
phase of the landing.
We
must remember to maintain
proper control deflection while
we
maintain
directional control.
There
are way too many incidents
that occur during
this phase
of the
landing that never make it into the
statistical
databases. We cannot
become
complacent
now,
lest
we
find ourselves off the
runway in
a
less than fortuitous situation.
So
if we can keep track of
where
we
are in the
landing
sequence
of events, and can manage
our
aircraft's
energy
properly, every
landing
should
be
a
great one.
Perhaps you have heard it said that
a good
landing
is
anyone
that
you
can
walk
away from ... a great
landing
is
one in which you can
use
the airplane
again. There is
no
reason
why all
of our landings
shouldn't be even better than that.
Now
you
might
be
wondering
how
my
friend's
landings
went
in
8/20/2019 Vintage Airplane - Dec 2004
13/36
I
Editor's note: This
{Pass
it
to
Buck"
is one o
his ftrst
columns, published in the
November 1988 issue o
Vin-
tage
Airplane. Buck recently
had
to
undergo an overhaul
o
his personal hydraulic
system, and since he's a bit
sore
from that
surprise
event,
I thought the last thing he
needed was an
editor poking
him with a stick
to
get his
column in
o enjoy, for
the
next couple
o
months, the
{Best o Buck. -HGF
"Wow A 35-70 Porterfield " The
person I said it to was
looking
all
around for a rifle,
not
an aeroplane.
This was his first exposure to the Por
terfield Flyabout of the mid-1930s.
We were at the Waco Fly-in at Ham
ilton, Ohio,
and the
year was either
1973 or '74. This poor little machine
was sitting in a hangar looking just
about as shabby as 30 years of neglect
could make it. I was drawn to it as
were a few other people and eventu
E.E.
BUCK
HILBERT
Porterfield
35·70
of hours and then
put
it back in the
hangar again. With about 130 hours
total time on the airframe and almost a
zero-time engine SMOH
Again I was down at the Waco
reunion-this time in 1982. In talk
ing
to
Bill I learned
that the
airplane
was still
there and
still
just
"set
ting." Again I called the
man,
and
this
time
he
was no more happy
to hear from
me
than he was the
last time. "This was my father's air
ber when I was a budding lineboy
at
the old El
mhurst
Airport outside
Chicago. This was a new
airplane
then.
It was a racy, sporty perfor
mance machine in
comparison to
the "Cubs," Taylorcrafts, and Aeron
cas of
that
day.
It
even
had
a
round
engine
on
it with 70 horsepower.
It would race
along at
95 mph in
dicated That was a flat 25 big ones
better than your average "Cub." Of
course
the
stall speed was also 20
8/20/2019 Vintage Airplane - Dec 2004
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delivered from the Porterfield factory
at
Kansas City to Hamilton, Ohio,
in 1936, a new airplane. It never left
Hamilton until Dick came and picked
i t
up and
flew it
home
to Birming
ham, Alabama.
From what I
have been able to
learn,
the
original owner
had
gone
West" several years before I came
on
the scene. The estate proceedings just
caused
the poor
little machine to lie
idle
for so
long
that
even the original
"N" number was given away when it
was dropped from the register.
It
was
NCl6490. The Hogans got the num
ber NC17 490 issued
to the
airplane
when it was re-registered and put back
on
the
books. New logs were
made
up to replace the originals that
had
somehow disappeared into the past as
things sometimes do; the total times
shown
in these logbooks are backed
up
by
the
Hogans' testimony. They
had known the
machine
since it ar
rived there.
Dick Simpson took some dual
in
the airplane, and
then
enough prac
tice solo
to
assure
himself
that
he
could handle this hot machine. After
all, most of his flying experience has
been in "Cubs" and
then
for the past
lO-or-so years in his Cessna 182 with
a training
wheel up
front. He just
needed a little practice, is all.
Well,
he
made it
to
Birmingham,
and flew it a little around
home
only
to have the front main bearing in the
LeBlond eat itself up. Guess what?
Overhaul time And that he did. The
whole bottom came out of the en
gine
and
was re-done. Then the
top
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no way he could ever finish all these
projects. This is where I came in.
I had looked at the airplane when
he had it stuffed in his hangar all dis
assembled, with the engine all apart,
and listened to what he was doing
despite the difficulty of locating parts
and
such. I expressed a more-than
idle interest in his final result. He got
it all back together after EAA Osh
kosh '85, and I went down to look
at it. I was enthused, but
not
enough
to spend any money. I had three kids
in college
and had
just retired from
UAL
so
I wasn't
in
any shape to let go
of my left hip pocket flap.
Then
again in 1986 Dick offered
me
the
airplane,
and
again
in
1987.
He knew I secretly
wanted
it, and
that it was just a matter of time.
Well,
the
time was NOW I
went
down
there
and
flew
the machine
August
25th,
bought
it, and started home
with it Friday the 26th. Bingo Right?
The realization of a boyhood dream.
I got another dream airplane Wow
How lucky can you get?
Well, 48 minutes after I
took
off
for Union from Talladega, Alabama,
I was sitting
on
the airport at Gun
tersville, Alabama, with a three-cylin
der Le Blond engine. "What?" Yes I
had stuck exhaust valves on both the
lower cylinders Dick
Lusk
from Gun
tersville, a retired Air Force mechanic,
jumped
in and
gave me his full at
tention.
We
diagnosed
the
problem
and got with it. Marvel Mystery Oil
and a little exercise got
them
work
ing again, and two and a half hours
later I was on
my
way again. I was
motor oil and a quart of Marvel Mys-
tery. This all went into the gas tank
along with the leaded regular
and
I
liberally saturated
the
valve stems,
guides, sprigs, and half the rest of the
airplane with the same stuff. After
half an hour all was working again
and after being pleasantly surprised
that the lineman knew
how
to prop
an airplane, I was on my way.
Another detour around
the east
side of Nashville
and then
westward
towards
Harrisburg, Illinois,
my
planned
RON
spot. I didn 't get there
As
I was
approaching
Hopkinsville,
Kentucky, just north
of
Fort Camp
bell, the LeBlond let me know it
had
had enough
for
the
day. I looked
at
my
watch, decided
to humor the
engine and
landed. I
couldn t
have
picked a better place
or
better time.
The people there were super Abso
lutely SUPER They gave
me
a cour
tesy car
and
offered me all kinds of
help.
I met one of our EAA
types
there. Wish I knew his name for sure,
but
Bill
showed me his Bellanca Cru
isair, and
then
offered to drive
me
into town or help me anyway
that
he
could. When I found out
that
he had
been working all day after putt ing in
a full night shift out at Fort Campbell
in
their simulator
program,
I sug
gested he go on
home and
get some
sleep. He promised
that
if I was there
the
next
morning and needed help
he'd be more than happy to assist.
I
drove
into
town, got
a
motel,
called Dick Simpson and let him off
the hook for the night, and after a
bowl of soup I
bought
some Lemon
mer. Courtesy car, a friendly smile,
and
a pat on the backside, and after
breakfast I was on my way again to
ward home. I had a dozen or more
alternates picked
out in
case
the
Le
Blond acted up again, but I threat
ened to call home for a trailer if it did
it again and firmly "told" that engine
it was replaceable with an 0-290-D if
it didn' t want to do the job. The bluff
worked and it ran like a jewel the rest
of the way.
A
little
light
rain started
about
Champaign, Illinois,
and
persisted all
the
way
to
Joliet, which was where
I
had planned my next
Mogas fuel
stop.
A happy
tailwind
was
push
ing
pretty
good
and
the fuel gauge
said
there
was
plenty of
reserve so
I
continued
on to
the
Funny Farm.
I landed
with
six
and
a half gallons
still in
the
17 -gallon tank.
I guess the reason I 'm telling all of
you about this
is
because
in my
"Pass
it
to
Buck" column of last month,
I advocated
the
VFR direct type of
flying I have just completed. Well,
maybe it wasn't all
that
direct,
but
it
was VFR,
and
it was all
done about
1,200
to
1,500
feet
above
ground
level, and it was
very scenic
and
without
radios, loran,
or
federal as-
sistance. I saw only ONE airplane the
entire way. (So
much
for our crowded
skies.) And I never
had
less than
eight or
ten miles visibility all the
way home. I also have a tremendous
sense
of
personal
accomplishment
and
a really nice looking airplane in
my
hangar to boot
A look at Juptner's
Vol.
6 will tell
8/20/2019 Vintage Airplane - Dec 2004
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rplanes
aren't
cheap. No
istic.
If
however,
the budget
allows TLC
and
upgrade it
8/20/2019 Vintage Airplane - Dec 2004
17/36
is rarely a problem. Having a partner
doubles your buying power or halves
your expenses. Either way, finding a
good partner is
often much harder
than finding
a
good airplane.
You
can always make a weak pilot stron
ger and you can generally work out
the financial factors, but if a person
is a jerk, you can't do much about it
and none of us wants to live with a
jerk.
So
pick partners carefully.
Buying a Flying Bird
to Go
Flying
The assumption here is that you're
going to buy an airplane, fly it pretty
much as is and then resell it without
spending any time or money on it.
There are a surprising number of
airplanes
that
can be had for $15,000.
However, at that level you're working
at the bottom of
the
airp lane food
chain and, not only are the pickings
slim, but sometimes they are pretty
ugly. For that reason there are a few
rules that you must follow because
quite often buying cheap gets expen
sive when something breaks and the
airplane is no longer a bargain. Also
if you buy smart, chances are you can
fly the airplane for several years and
sell it for more
than
you paid for it.
The Cheapskate
s Guide
to Buying
a Fly-
ing
Vintage irplane
- Don t buy an airp lane
tha
t
has
flow
n very
littl
e fo r t h e past
few years. Unless
the
price is low
enough to cover tearing the engine
down for a complete
inspection,
you
could
be
buying
problems.
Lycomings especially love to de
velop rust in areas you
can t
easily
inspect (rear cam lobes) and that
rust eventually goes
through the
engine, eating bearings and other
important stuff in
the
process.
-
Do
n ' t
bu
y a n a i r
pl
a n e th at is
w
i thin
a few
hu
n dred h o u
rs
of
TBO. Even
if
it runs perfectly
and
will give you several hundred
hours of trouble free flying, you'll
have troubles reselling it. Plus, if
it goes sour, it's going to take a lot
of money to get it flying again or
you'll have to
dump
it and lose a
good part of your investment.
-
Don
t
bu
y
qu estio
n a bl e l
og-
books.
Give preference to those
with complete logs that show their
entire history and speak of
good
maintenance.
- Don t buy a ques tio na
bl
e
over-
haul. Look for familiar names in
the logbook, especially from the
last overhaul,
and
check up
on
the
names you don t know.
- Stick w it h pop ular
eng
ines. It's
hard to beat
the
A 65 Continental
and it's harder to support many of
its peers, such as the 0-145 Lycom
ing or 90-hp Franklin. They aren't
bad engines, but should any prob
lems develop, you ll have more
trouble finding parts
and
mechan
ics
that understand them.
- Avo id deter i
ora
t ed a irfram es.
Rust, rot, and corrosion are good
reasons
to
walk away from an air
plane
regardless
of
how
cheap
it
is. Unless you re qualified to do
the repairs yourself, you're talking
about a money pit.
- Buy at the topend
of
that airplane's
price bracket. Every airplane has a
price range that
is
driven by con
dition. Let's say the price range for
normal (not the super cream puffs)
Luscombes is $12,000 to $20,000.
It makes more
economic
sense to
extend the loan out to seven years
from five so you have the $20,000
to buy the best
one
available. That
one will give you less problems, e.g.
cost less money, to keep running
and you
stand
a better
chance
of
recouping your
investment when
you sell. Adog will always bring dog
prices and they usually cost more to
keep flying.
- Give preference
to
po pular types,
if you
plan
on reselling. Although
fringe airplanes, such
as the
Por
terfields, Interstates, Funks, etc.,
represent the
best buys in terms
of flying airplanes, if you're think-
8/20/2019 Vintage Airplane - Dec 2004
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ing about reselling, remember
that
those airplanes are less expensive
than something like a Cessna 140
for a reason:
the
market has deter
mined it's willing to pay more for a
140
than
a Porterfield. Keep
that
in
mind when thinking of reselling.
•
Ignore the
repu t
ations of air
planes
and
get
the
facts. Aviation
is
rife with old wives' tales about
airplanes
. Go to the
type
clubs
and get
the
facts, plus get a flight
in whatever you're thinking about
buying. A classic example of un
earned reputations
is the
suppos
edly squirrelly Luscombe: it han
dles fine
as long as
you re
ch
e
ck
ed out
properly. Its reputation stems from
pilots who haven't really learned to
fly
and they blame the Luscombe,
when it's really the pilot's fault.
• Buy on condition, not appear
ance. Look past
the
paint
and
in
terior to see
the
actual
condition
cleaning
and
polishing, and have an
airplane as good as
those that
cost
more.
We
said it was a dream
and
it
usually
is
. The costs associated with
fixing anything more than
the
most
trivial cosmetic
problems always
drive
the investment
above
the
ac
quisition
cost of the top airplanes
in
this bracket. The chances of this
working out are slim
but
definitely
not impossible. f this
is
to happen,
the
following conditions absolutely
must be present:
- Low- to mid-time engine with
good history
- Basic airframe
is
clean with
no
rust,
corrosion, or bad dings.
- Exterior has
only
cosmetic prob
lems like paint but fabric and metal
are good.
- All ADs are complied with.
- Instruments and radios (if any) are
serviceable and legal.
- Overall condition
is
above average;
Locate a project and
have it restored
We can make this short and to the
point: this is not
the
way to get into
vintage airplanes inexpensively
and
especially not for 15 ,000. Shop rates
vary wildly,
but
$25 to $35 per
hour
seems to be about average, which is
about $250 per day. Now, think how
many days it will take someone to
do whatever it is
that
your airplane
needs. Let's say six weeks to disassem
ble, cover, and repaint your airplane?
That s 30 working days or $ 7,500
and
doesn t
include materials. Or,
shop around and get prices for dif
ferent segments of it. Recovering at
$10,000, engine $8,000, so
now
we
have
spent
more
than our
$15,000
and
we
haven t
even
bought an
air
plane yet.
To
put
it simply: you can't
pay someone else to do the work and
get into vintage airplane projects on
the
cheap.
Locate a project and
restore it yourself
This has real possibilities, but again,
only
if certain things
happen
or are
present. The first move, however,
is
to evaluate yourself before you evalu
ate a project. It 's super
common
for
people to get all enthused about
the
airplane,
and
then,
when the
gritty
reality of restoration sets in, th e air
plane starts gathering dust. It would
probably surprise all of us to
know
how many classic airplanes are sit
ting
in
garages
and
barns
not
being worked on.
8/20/2019 Vintage Airplane - Dec 2004
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storage space available for com
pleted components.
Do you have the t ime
There
is
no such thing as free time.
It
all
comes from
somewhere and
for
most folks that means family
and
family activities get short changed.
This has to be
examined
closely.
More than one project has been
abandoned because it was caus
ing too much unrest in the house
hold. Or conversely,
the
project
continued
but
the marriage didn't.
Get the
family
into
the project,
or at least make sure you
aren t
building resentment by
not
being
where you're supposed to
be.
Do
you
have
the skill
s? This
is
a
nonquestion because
you
can
learn
any
skill. Besides, everything
you do must be rechecked by
an
A P anyway. In fact,
one of
the
most
valuable skills you
can
de
velop would be the ability to make
friends
with
A Ps
and
convince
them to come check your work
in
exchange for barbeque or some
thing. For those skills you
don t
want to learn, e.g., welding, paint
ing, etc., you can bring the project
right
up to
the ready-to-weld or
paint stage and pay to have the fi-
nal work done. Most of
the
cost of
either types of work is in the time
spent
in
preparation . Once ev
erything is cut and fit in place,
two
hours of
actual welding
is a huge amount of welding.
Ditto painting. The cost
is
in the
disassembly, cleaning, masking,
and prepping.
Actual
spraying
time to
paint
an entire airplane
probably isn't two hours including
all
the
small parts, if they are
we
ll
organized and ready to shoot.
roject valuation
Deciding what makes a good proj
ect isn't easy and price is most
of-
ten the least important part of the
equation.
Size. Don' t bite off more than you
can chew. Luscombes and 140s are
good little weekend garage proj
ects. A Tri-Pacer
is
a little more la
bor intensive and a 108 Stinson
is
a quantum leap up
the
time
and
complexity scale. If you
opt
for a
bigger airplane, make sure that you
want
that
airplane more than life
itself or you'll run out of steam.
C
ondition.
If the airplane
is
a proj
ect, why did it stop flying? Was it
damaged?
What
kind of damage?
Some types of damage are easier to
fix
than
others
and much
of it
is
outside
the
capabilities of a back
yard restorer. How much storage
damage does it have in the form
of beat-up skins, ribs, etc. What
about
storage conditions? Was it
dry or wet? Is there rust or corro
sion? These are hard
to
fix. Were
mice making
an
apartment house
of the airplane, complete with
their nasty hygiene habits?
Type
of
construction.
Differentindi
viduals have different affinities
Some like
wood,
others are
more comfortable with aluminum
or rag
and
tube. Each material re-
quires different skill sets
and
abili
ties
and
all
demand
a thorough
understanding of FAA-acceptable
repair techniques. This is where a
good A P
is
worth whatever he or
she charges for guidance.
Damage
asses
sment
An airplane
that has been in a serious accident
is
generally better left for the pros
or semi-pros unless the damage is
minor
or limited to rag
and
tube
airplanes, which lend themselves
better to amateur repairs.
Completen
ess. An
airplane that
is
missing parts is an airplane
that
is going to
cost
a
lot in
phone
calls
and
aggravation. Plus those
parts aren t cheap. Don t under
estimate the problems associated
with
replacing something fairly
minor
like
an
aileron or parts of
the
control
system, for example.
I f
the airplane is only
disassem
bled
into
its
major
components
(wings/fuselage/engine), it's easy
to see what is or isn't there. But, if
it's a true basket case or a project
someone
has already totally dis
assembled
to
work on,
doing an
inventory is a major task that ab-
solutely must be
accomplished
before
money changes hands. Also, if this
is to be an accurate restoration, as
opposed
to
a sport flying restora
tion, it's critical that all the trim
pieces on the interior and
cowling be accounted for.
This inventory will be
the
basis for arguing price with
8/20/2019 Vintage Airplane - Dec 2004
20/36
with a
fresh
engine
is worth
a size-
able premium
Paperwork.
DON'T
BUY
A
PROJ-
ECT
THAT
HAS
NO PAPERWORK
OR
DATAPLATE.
This
is
something
the pros seem to be able to pull
off, but the average guy isn't set up
jousting with the FAA Registration
Branch. In the first place, without
a data plate the airplane has no of
ficial identity and that means you
have no way of proving it's yours
or
it
hasn't
been
stolen.
Without
a data plate there is almost no way
you can license it. Don't even think
about trying
to get it licensed as
an Experimental aircraft. The
FAA
won't allow a formerly certified
airplane to be moved to that set of
certification categories.
Treat
the
paperwork exactly
the
same as if you were buying a flying
airplane and you'll avoid major
hassles later on. And don't plan
on working this out later. It would
be a real
bummer
to finish
an
air
plane and
then
find you can't li
cense it.
Proforma budg
et .Before buying
the project, sit down with a pencil,
or better yet, a computer spread
sheet,
and
work up a budget for
parts, materials and outside labor.
Mentally walk
through what
you
have to do to the
airplane
start-
ing at the front and working back.
Make up three columns labeled
Least, Expected and High
and put numbers in
each of
the
columns. This should give you a
range.
If
possible, get your local
A P
or
EAA
Technical
Counselor
Editor
Low buck
Picks
We're goingto skip the obvious Luscombe/120/140/Champ/T-craft mainstream
aircraft and talk about some
you
may not have thought about
that
can be fit into
the $15K budget.
Aeronc
Chief
This
is a side-by-side Champ; good Super Chiefs (85 hpj probably won't
be
in
the $15K budget.
65TAC-Defender-Pre-war/wartime tandem, pick carefully because of age.
Piper
J 4
Cub
oupe
A side-by-side Cub that for some reason hasn't skyrocketed in
price like the J 3. Good project but rare.
olt
A two-place Tri-Pacer. 15K should buy a reasonable flying airplane or
build a good project.
25 Tri
acer
This is an early Tripe w/0-290 but look for a good engine and
prepare to do some welding. Check the engine carefully-the 0-290 is an "orphan"
engine as far as Lycom i
ng
is concerned.
Interstate Cadet
to sit down and go through it with
you. An extra set of eyes is well
worth the effort. Then add at least
SO percent and you'll be close to
what
it'll cost
to put
it back
in the
air. At
that
point you're ready to
start arguing with the owner about
the price.
ocation. Proximity has a lot to
do
with the worth of a project
because transportation is such a
problem. Although the airplane
that
is
on
the other
coast
may
be
a much better project at a better
price, by the time you get it
home
it won't be much of a bargain.
At
the same time, you have
to
evalu
ate the balance between projects:
it may well be worth the time and
money
if a distant project will re
quire
enough
fewer parts
and
work
to justify the trip.
Wh
ere t o look . Trade-a-Plane is
always
the
first place to start look
ing,
along
with Barnstormers com
and
the
classified section of maga
zines, including Vintage Airplane
However,
the best
deals will al
ways be found
on
bulletin boards
at
fly-ins
and at
local airports. A
lot of airplanes are in
the
hands of
people ready to dump
them
just to
get
them
out of their hair
and
they
usually aren't advertised.
-Ty
pe club i s im p
ortan
t.
The
more
popular
the type, the stron
ger
the
type club will be
and
that's
important.
If you're
restoring a
Porterfield, you'll
have
a much
smaller
number
of people to help
you than if doing a Luscombe or
http:///reader/full/Barnstormers.comhttp:///reader/full/Barnstormers.com
8/20/2019 Vintage Airplane - Dec 2004
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8/20/2019 Vintage Airplane - Dec 2004
22/36
shkosh
Oasis
The Vette Seaplane Base 2004
KATHIE ERNST
Like the water
lilies th t ring
the
perimeter of
the
base
Cub row extended southwest
into the
seaplane
cove th nks to the clever work of the
seaplane
docking
crew.
8/20/2019 Vintage Airplane - Dec 2004
23/36
While not a vintage airplane, the
BE-103
is an interesting airplane
that
gets plenty
of attention.
This
year
I was fortunate to
be
offered a
flight in
a new Russian
twin-engine amphibian, the
Beriev
BE-103.
It's a
rather unusu l
looking
light
twin , with ts
wing-in-the-
water configuration.
I
had
never seen anything quite
like
it
before
and was curious as
to
how it would
fly
We had
a very
experienced crew
at
the controls; Sk
ip
Niedhardt (the Seap
l
ane Pilot's Association
's
most experienced
instructor) and
Kent Linn (another seaplane
p
ilot
and
the North American
distributor
for the BE-103) were the
pil
ots.
We embarked on our adventure in the late
afternoon,
hoping to
catch a
sunset
flight . I
must admit
that it
was
a little
unsettling
to sit
so low in the water,
I
but was reassured of
its very
sturdy construction.
It
handled
remarkably
well in
both
the air
and
in
the
water
. It
was
a very
enjoyable
flight .
"Spasibu
,
thanks to the
Russians
ne
of
the
highlights of
EAA
to summer camp (but like
camp,
corn roast
and the
watermelon fest.
AirVenture Oshkosh 2004 don t forget
to
pack your sunscreen (But get
your
tickets early because
was
the Vette Seaplane and bug repellent ).
they are always a sell out ) Or you
Base. It is truly one of the jewels of
There is no place quite like the
can
find a comfortable, shady spot
the
convention. A short shuttle trip seaplane base with the friendly
and
and
watch the day-to-day activities
from the main grounds, and you find
always helpful staff and the resort
at
the base . It's delightful
to
watch
yourself in a hidden paradise.
like
atmosphere;
it's a
vacation
in these little water birds take off
and
As you walk down the moss
itself. You
can
take a leisurely boat land
in
one of
the
most picturesque
covered path leading
to
the ride around the protected cove
places
in
Oshkosh.
floatplane cove, you
encounter
tiki
and view all the different planes Treat yourself to a little vacation
lights and signs
that
warn of poison up close. You can enjoy the several next year
at
Oshkosh and visit the
ivy. You
can
feel the stress of daily
cookouts the base offers each year, Vette Seaplane Base. You won t be
life slowly melt away. It's like going such
as the
perennial
favorites-the
disappointed
8/20/2019 Vintage Airplane - Dec 2004
24/36
The Grand
Champion
Gold
Lindy winner of all
the seaplanes was
Chris
Price's fantastic
Heath
Parasol,
mounted on a pair of Heath floats. t was
Antique
Custom
Built champion at last year s
EAA
AirVenture.
Chris buiH the floats using plans published in the
Flying
and Glider
Manual
o
1931,
available from
EAA by calling
800/843-3612. Chris
was feeling
a
bit under the weather during the convention, but
he graciously agreed to do some high-speed (okay,
relatively
speaking) runs
on
the
bay
outside
o
the
seaplane base.
ee back cover.
Bill Schlapman of the Heath Parasol Club took this photo of Chris
and his
Heath just prior to starting.
You can
see how
small
the
Heath
and its floats really are. Each is buiH up with spruce framing covered
in 3I32-inch mahogany plywood, with the floats then covered in
lightweight aircraft fabric.
With the
changes
he
had
to
make
to the airplane to
power
it
with
a Continental A-40, Chris wasn't too
sure
about the float rigging, so
he
built a shallow tank in his hangar to test the configuration
To
fly it to the seaplane base from his hangar
in Brodhead,
Wisconsin, Price had to truck the Heath to Decatur Lake, just north
of Brodhead.
After takeoff during his initial test flight
on
floats,
VAA member
and
volunteer photographer Nigel Hitchman captured
these two
dawn
photographs of the
Heath
with Chris at the controls. Chris
flew formation for a bit with the Curtiss
Jenny
restored
by
Frank
Schelling,
and being
flown by
Eric Presten.
After the float installation was deemed proper, the Heath was
fueled and then flown off the lake for a 60-mile cross-country flight
to the
Vette
Seaplane
base.
8/20/2019 Vintage Airplane - Dec 2004
25/36
The Bronze
Lindy
winner
in
the Seaplane category is this sharp Piper PA·14 mounted on a pair of amphibious Wipline 2100
floats, and owned and flown by Jon Gottschalk of Phillips, Wisconsin, up in the lake country of the state, northwest of Tomahawk.
Okay,
now
that I caught
it,
what
do
I
do
with
it?
Daria Chirhart,
whose mom, Becky, and
dad,
Todd,
are
local Oshkosh residents who volunteer at the
Seaplane base, spends part of her
week
catching the
reptilian versions of amphibians present at the base.
8/20/2019 Vintage Airplane - Dec 2004
26/36
Membeps
on
1 UP nelll v,ehiele gurrehase
As a partner with Ford Motor Company,
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8/20/2019 Vintage Airplane - Dec 2004
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BY
H.G
.
FR UTSCHY
THIS MONTH'S MYSTERY PLANE
COMES TO US FROM THE ZIEGLER COLLECTION IN THE E LIBRARY.
Send your answer to EAA
Vintage
Airplane P.O. Box 3086, Oshkosh, WI 54903-3086.
Your
answer needs to be
in
no
later
th n
January 10 for inclusion in the March 2005 issue
of Vintage
Airplane.
You
can also send your response via e-mail. Send your answer to
mysteryplane@eaa.org.
Be sure to include your
name plus your city
nd
state in the
body
of your
note nd put
f (Month) Mystery
Plane
in the subject line.
SEPTEMBER ' S MYSTERY NSWER
Here s one we received via e-mail:
mailto:mysteryplane@eaa.orgmailto:mysteryplane@eaa.org
8/20/2019 Vintage Airplane - Dec 2004
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Custom Manufactured!
Each Cable is Proof Load Tested
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/4"
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'-McFarlane
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s
McFarl
ane Aviation,
Inc
.
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Bald win
Ci
t) , KS 66 00 6
800-544-
85
94
rax 785-594-3922
www.mcfarlane-aviation.com
sales@ mcfarlane-aviation.com
From homebuilts
10
warbirds,
uhralights
10
vintage aircraft,
ii
's
all
here. Including
the
exciting daily
airshow, celebrilY
guests and
inlefviews,
military aircraft
and
The
fo
ll
ow
ing list
of coming
events
is
furnished to our readers as a
matter of
in
fo
rmation only
and
does
not
consti
tute approval, sponsorship involvement,
co
nt
ro l or direction
of
any event fly-in,
sem
in ars, fl y ma rk et, etc.) listed. To
r
~ ~ ~ . . - . - _ ~ subm it an event, send the
information
.,. via mail to : Vintage Airplane,
P.O
. Box
3086, Os hkosh, WI 54903-3086. Or e-
ma
il the info rmation to : vintage@eaa.org. Infor
mation should be received four months prior to the event date.
JULY
25-31, 2005
shk
os
h,
WI
-EAA
A
irV
e
ntur
e O shk os h 200 S, Note
date
change! www
a irven t ure.
org
Some t h i n g
to buy se l l
o r
t r ade?
Classified Word Ads: $5.50 per 10 words, 180 words maximum, with boldface lead
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Classified Display Ads: One column wide (2.167 inches) by
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$20 per inch. Black and white only, and no frequency discounts.
Advertising Closing Dates: 10th of second month prior to desired issue date
(i.
e. ,
January 10 is the closing date for the March issue).
VM
reserves the right to reject any
advertising
in
conflict with its policies. Rates cover one insertion per issue. Classified
ads are not accepted via phone. Payment must accompany order. Word ads may be
sent via fax (920-426-4828) or e-mail (classads@eaa.org) using credit card payment
(all cards accepted). Include name on card, complete address, type of card, card
number, and expiration date. Make checks payable
to
EM. Address advert ising
correspondence to EM Publications Classified Ad Manager, P.O . Box 3086, Oshkosh,
WI
54903-3086
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8/20/2019 Vintage Airplane - Dec 2004
29/36
continued from page 3
diamonds,
are
forever.
To
keep the
flavor
of
both the times and
of
Nick's
delivery we've done minimal editing
to
the 30-year-old "Reminiscing with
Nick" series, and in this case, it bit
us. Thanks for keeping us honest f
you have solid information regard
ing Parks aircraft,
feel free to
con
tact
John
at the e-mail address noted
above. - HGF
More
on
Mystery Oil
About the Marvel Mystery OiL ..
I have a
little
bit of information
that may be of interest.
After being discharged
from
the Air Force in the
early
1950s,
I was able to go
to
work for
North
Central
Airlines because I already
had my A P mechanic s certifi
cate. I worked nights
at
first and
when a plane terminated after its
last flight we cleared up any dis
crepancies
that
the pilots wrote
up during
the day s flights.
If a pilot wrote that an engine
ran
rough at times, we would take
a quart
of
M.M.O.
up
to the cock
pit
and run the engine up, and
suck the quart
of
M.M.O.
into
the
engine via the manifo ld pressure
line that we disconnected from
the
gauge.
We had
the 9-cylinder Wright
1820 engines and it was usually a
high-time engine that needed
the
treatment.
It worked every time.
TAKE SOME OF THE EXPERIMENTING
OUT OF HOMEBUILDING
jan . 21-23
Griffin, GA
Atlanta Area)
jan. 29
Oshkosh, WI
• Test Flying Your Project
jan. 29-30
Oshkosh, WI
• Introduction
to
Aircraft Building
• Sheet Metal Basics • Fabric Covering
Feb.
25-27
Feb. 26
Griffin, GA
Atlanta Area)
Lakeland, L
(Sun
N
Fun
Campus)
• Composite Construction
• Electrical Systems and Avionics
• Cas Welding
• TIC Welding
• Test Flying Your Project
8/20/2019 Vintage Airplane - Dec 2004
30/36
Vanderlei Nazareth . . . . Sao Paulo,
SP,
Brazil
Enrico
Celant
Ispra Varese, Italy
Edmund Houtte
. .
. .
Pa lm
er, AK
Brendan
P. Carmody
. . .
Fres
no
,
CA
Joseph Davis . . . Firebaugh , CA
Mark Timothy Dean Fresno,
CA
Ted G. Lumpkin . . . . Inglewood, CA
Tyler C. Peterson .
Diamond
Springs, CA
James Reyner. Santa Clara, CA
Paul
C.
Rzad . . . . . Martinez,
CA
Frank Hitlaw .
Sebrin
g,
FL
Daniel
S.
Jones . .
Panama
City Beach, FL
Randy Walls . Ke
nn
esaw, GA
John A. Craig . . .
. . Sun Va ll
ey,
ID
Ray Fagre, Jr.
At
hol,
ID
Thomas P. Baber . . . . . . . . . . . . . . . . . . . McHenry, IL
Larry A. Lyons Stockton, IL
David McCollough . . St. Cha
rl
es, IL
Albert Schrautemyer . . Itasca, IL
Alan N. Harder . . . .
Terre Ha
ut e,
IN
Nelson D. Reynolds, Jr . Evansvill
e,
IN
Alvin E. Tanzey .
Chopin,
LA
James
B. Hawkes . . Beverly, MA
Daniel Feirman . . Portl and ,
ME
Charles W. Checker, Jr. Monroe, MI
Cameron Chute . . . . . St . Paul, MN
Everett K. Hall . .
. Springfield, MO
Stephen
Antonelli . . . . . Fayetteville, NC
J
an
MCDougald . . . Gold Hill, NC
Kurt M. Charpen tier . . . . Lyndeborough, NH
Rand Peck . .
Mount
Vernon, NH
Steve n S. Dow . . . Byron,
NY
Ch ristopher Frank
. . . .Jamaica, NY
Joseph Prato . . . Livonia, NY
Jefferson Sh ingleton Auburn, NY
Bruce W.
Mitton
. Fayette, OH
Timothy Sholl .
Col umb u
s,
OH
Emerson
C.
Stewart WayneSVill
e,
OH
Edward
C.
Yess,
II
I. .
. Blanchester, OH
Bill
Jac
kson . . . Oklahoma City, OK
James D. Sheen . . . Gettysburg, PA
Kenneth B. Carpen ter Knoxvill
e,
TN
Dan Bush . . . . .
Roanoke, TX
Tim Ell iott . . . Sulphur Sprin gs,
TX
Nancy Hoffman Yoakum,
TX
Howard Ho llinger . Dallas,
TX
Bl
aine
Hunsaker . . . Brigham City,
UT
Martin Duke . . .
. . Renton, WA
Jay Jacobsen . Sequi m, WA
Robert Maves . . Ellison Bay, WI
Ken ni th M. Mazac. River Falls, WI
Thomas Schobe r Oconomowoc, WI
Donald E. Cas to . Pt. Pleasant, WV
William D. Ha ll .Huntington, WV
AERO
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8/20/2019 Vintage Airplane - Dec 2004
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T C Dayis
enton
,
W
_
Rilot
for 5
years
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years as
sailplane
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pilot
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retired from
maior
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I have been a customer of U for a number of years-
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Ladies Blouse..
32.99
Wear this blouse to
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sleeves Great for a
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Biplane
Pins
Accent
any
outfit with one or more of
these stylish biplane pins. Available
in silver or gold tone. Has 1 inch
wing span.
Silver
•••••••••
V02844 $11.99
old
•••••••• •• V02845 $11.99
VAA
GoN Balls
18 or 24 Tube Socks . .
7.59
Great for any athletic activity or for
simply keeping your feet warm and dry
during the fall
and
winter months. Fits
any size.
18 V02928 24 V02927
Whether on
vacation or thinking
ahead to the warm sunny days, get
ready for the golf course with these
Top Flight LX VAA logo golf balls.
V02587
$9.99
Ford Tri-Motor
Paperweigtrt
Exquisite, fascinating, unbelievable
are
just
a few words to describe
this beautiful acrylic paperweight.
The 3-D plane
floats
inside
the
crystal cube to create an inspiring
piece
of
art.
V03492 14.00
Multi-Tool
with
Flashlig11t
Rts in your pocket for any quick mainte
nance job that happens on the
go. You ll
wonder
how you
got along without it.
Ap-
prox
size
folded is 2 3 4 inches.
V
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