STRAIGHT AND LEVEL

2 VAA NEWS

4 AEROMAIL

5 THIRTY FIVE YEARS AT THE OUTER MARKER! Dutch Redfield

9 MYSTERY PLANE/H.G. Frautschy

11 JAEGER WACO YOC/ Budd Davisson

16 STILL EARNING ITS KEEP/Bill and Barbara deCreeft

18 SUN 'N FUN SPLASH-IN/H. G. Frautschy

20 THE DAWN PATROL RENDEZVOUS/Nick Hurm

24 WHAT OUR MEMBERS ARE RESTORING/Norm Petersen &H.G. Frautschy

24 PASS IT TO BUCKlE.E. "Buck" Hilbert

27 CALENDAR

28 CLASSIFIEDS

29 WELCOME NEW MEMBERS

www.vintageaircraft.org

Publisher TOM POBEREZNY

Editor-in-Chie! scon SPANGLER

Executive Director, Editor HENRY G. FRAUTSCHY

Executive Editor MIKE DIFRISCO

Contributing Editor JOHN UNDERWOOD

BUDD DAVISSON

Art Director BETH BLANCK

Photography Staff JIM KOEPN ICK

LEEANN ABRAMS MARK SCHAIBLE

Advertising/Editorial Assistant ISABELLE WISKE

II

SEE PAGE 32 FOR FURTHER VINTAG E AIRCRAFT ASSOCIATION INFORMAT IC

http:www.vintageaircraft.org

STRAIGHT by ESPIE "BUTCH" JOYCE

PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION

The year 2000 edition of EAA AirVenture is just around the corner! We'll remember this year for many things, including the expansion of the Contemporary judging category. We now will accept those aircraft that were manufactured through December 31, 1965. The Contemporary Judges look forward to judging these aircraft, and are excited about seeing some great restorations of airplanes from this very active era of general aviation. As it was with the Classic category 30 years ago, it will take a few years for the aircraft to come up to standards, and for the appropriate list of awards to be finalized, but we're off to a great start!

Some of the VAA Directors have been joking with me about the expansion of the Contemporary category, because my Baron was built in 1964. They figured I couldn't wait to get the airplane on the flightline! Well, guys, this year I will be driving a motor coach to Oshkosh, leaving the Baron at home.

This year at AirVenture 2000 we will again have our fly out to Shawano, Wisconsin, our VAA picnic and many other activities during the week, so be sure and check at the VAA Headquarters (the Red Barn) for the most up-todate schedule for our events. While you're visiting take time to relax during your stop at VAA Headquarters. Say "Hello!/I to everyone, take a rest on your front porch an enjoy some fellowship with a wonderful group of aviation people.

This year will be the first year I will not have my good friend Bob Lickteig helping me as my Vice-Chairman, VAA Convention Management. As many of you know, Bob passed away this past year after a fight with cancer.

I will miss his help this year-he made it a lot easier for me during the week of Convention. Starting this year, Henry G. Frautschy has been selected as my Vice Chairman, Convention Management for the VAA area as part of his new role as VAA Executive Director. We're both looking forward to a great Convention!

All of the other Chairman roles are being once again chaired by the same hard-working people as last year. There are several people who do quite a bit of work communicating with individual members and organizations in advance of Convention. They are: Roger Gomoll , who chairs the Type Club HQ; 507/288-2810, rgomoll@hotmail.com, Steve Krog, 414/966-7627, sskrog@aol.com,

Chairman of the returning Past Grand Champions; George Daubner 414/673-5885, antique2@aol.com, Chairman of the VAA parking and Flightline co-chair; Geoff Robinson, 219/493-4724, chief7025@aol.com, Chairman of security and Flightline co-chair. You can reach me at 336/393-0344, windsock@aol.com and H.G. Frautschy can be contacted at EAA Headquarters at 920/ 426-4825 or vintage@eaa.org.

I'd like to take a moment and mention Anna Osborne (and her husband John, who also lends a helping hand). She serves as our manpower chairman and does a great deal of work throughout the year recruiting VAA volunteers. If you have not had a chance to volunteer, give yourself a small gift while helping out. It's a great experience and a good way to get to know some terrific people. Some of the most lasting friendships have come from individuals working together as volunteers at Oshkosh.

We understand Oshkosh has been receiving plenty of rain this year so everything should be very green. When there's plenty of rain, that means one other thing grows well in Wisconsin, so pack your "skeeter/l repellant! Hope to see many of you at Oshkosh this year. Be sure and say "HL/I

I am writing this Straight & Level while on our only non-aviation related vacation of the year. Norma and I are staying on St. George Island, off of the Gulf coast of Florida . If you love beaches, you should spend some time on this island. The seafood is very good as well and there's good fishing . We did go out on a charter boat, but it was so choppy almost everyone got sick, including me. That trip was not too fun! Everything else has been great.

I have started punching out the instrument holes in the new instrument panel I received from Univair for the Luscombe. I have all of the instruments on hand as well as the avionics so we are slowly moving along. My plan is now to have the panel done and wired outside of the Luscombe by winter, then the work on the actual aircraft can begin. We'll see how it all works out.

If have not gotten your one new member for the Vintage Association this year as of yet you need to get cracking. Lets all pull in the same direction for the good of aviation . Remember we are better together. Join us and have it all! .....

VINTAGE AIRPLANE 1

mailto:vintage@eaa.orgmailto:windsock@aol.commailto:chief7025@aol.commailto:antique2@aol.commailto:sskrog@aol.comhttp:mail.com

VAANEWS

compiled by H.G. Frautschy

ELECTION REMINDER Don't forget to mail in your ballot

for the election of Officers and Directors of the EAA Vintage Aircraft Association. Included in your June issue, just tear the ballot out, fill in the appropriate blanks and send it on its way with a stamp on it. To be counted, it must be received no later than July 25, 2000.

WINDOW CARDS Over 1,000 showplanes will head

to Oshkosh for EAA AirVenture. If you're flying one of them and you plan on bringing your favorite Antique, Classic or Contemporary airplane into Wittman Field, make it a little easier on the volunteer parking crewmen by using the window cards included in this month's issue of Vintage Airplane.

THE COVERS

FRONT COVER . . . Dr. Robert Jaeger and his daughters, Nancy and Susan have a family affair going with their 1935 Waco YOC, powered by aJacobs L4 engine. Recently restored by Dr. Jaeger and Bill Smela of Allentown, Pennsylvania, it was picked as the Antique Contemporary Age trophy winner at this past spring's Sun 'n Fun EM fly-in. See the story starting on page 11 for more on the Jaeger Waco YOC.

BACK COVER . . . This serene photograph by Jim Oltersdorf of Alaska shows one of the oldest active aircraft in Alaska. Bill and Barbara DeCreeft of Kachemak Bay Flying Service, Inc., P.O. Box 1769, Homer, AK 99603, phone 907/235-8924 have owned and flown this 1929 Travel Air 6000 since 1969. Restored in 1987-1990, it still flies backpackers and others into the Alaskan bush. Mounted on apair of Edo 4650 floats, the Travel Air is powered by aWright R-975. For more information, see the article starting on page 16.

There's a card for each judging category, plus one for Showplane Camping, if you're going to enjoy the sights, sounds and smells of the Vintage parking area on a 24 hour a day basis.

The grass is full and lush, and the grounds look great. So do the Red Barn and other buildings used by VAA volunteers to keep AirVenture running smoothly, thanks to the efforts of early volunteers who have been already hard at work getting the V AA area in shape.

We'll see you in a few weeks!

NEED EAA AIRVENTURE INFO?

If you're planning to attend EAA AirVenture by flying in, you'll need to obtain a copy of the NOTAM issued by the FAA. The easiest way is to simply download it from the web-it's at http://www.faa .gov/ oshkosh/ notam.html You can also find a link to it from EAA's Convention-related website, www.airventure.org

A condensed version of the VFR arrival procedure was published in last month's Sport Aviation, pages 120a and 120b. Please note that has been a major change regarding the NORDO procedure, requiring a phone call to the Oshkosh tower approximately 30 minutes prior to your arrival at KOSH. See the NOTAM for th e full details of the change.

If accessing the NOTAM via the web is not an option for you, you can obtain a printed copy by visiting the Flight Service stations in Cleveland and Dayton, Ohio; Grand Forks, North Dakota; Green Bay, Wisconsin; Huron, South Dakota; Princeton, Minnesota; Kankakee, Illinois; LanSing, Michigan; Terra Haute, Indiana; and London, Ontario, Canada.

You can call 800/564-6322 to have a copy sent to you, or you can call EAA's Membership Services at 800/843-3612 to have one sent to you as well.

We strongly recommend you obtain your copy of the NOTAM as

early as you can and familiarize yourself with the instructions. There are changes, so don't become complacient and figure, "lts just like last year!"

It 's not hard to fly in, and many pilots consider it a lot of fun, but there are a lot of aircraft inbound to Oshkosh, and it helps knowing what you're supposed to be doing without having to rustle through the papers in the cockpit trying to find the NOTAM. Keep your eyes outside and follow the controller's directions, and we'll see you at EAA AirVenture Oshkosh!

FLIGHT PLANNING TO AIRVENTURE

After reviewing your AirVenture NOTAM, planning your flight is often next on your agenda. As an EAA and VAA member, you've got access to the powerful tools of Flightbrief. com, which you can access via the Member's Only section of EAA 's website, www.eaa.org. Enroute weather, satiIlite photographs and composite radar depictions are just a few of the many options available to you as you prepare for your flight to Oshkosh.

AIRPORT DIAGRAMS ONLINE

Editso Software has notified us of a site they maintain at www.airportdiagrams.com. If you're flight planning your trip to Oshkosh, you may wish to check this site for diagrams of your planned fuel stops.

AIRVENTURE 2000 After you arrive, there's plenty to

do, and plenty to see! The 2000 edition of EAA AirVenture promises to be a humdinger, with this year's theme "Speed" headlining the daily airshow and presentations at the Theater in the Woods. Not only that, but the new Eclipse Aviation Forums plaza is shaping up to be the best place imaginable to learn about all sorts of sport aviation information. Be sure and pick up your program when you get to the Convention

2 JULY 2000

http:diagrams.comwww.airporthttp:www.eaa.orghttp:www.airventure.orghttp://www.faa

site, and take a few moment to read it - then you won't have to smack your head with your palm at the end of the week and say "Nuts, I missed the !"

Vintage Airplane Association highlights include:

The V AA Picnic: Check in at the information booth in the VAA Headquarters building for tickets. This is always a sellout, so be sure and get your tickets early. The picnic starts at 6 p.m. on Sunday, July 30 at the EAA Nature Center. A scrumptious buffetstyle chicken and beef dinner will be served.

VAA Workshops and Forums: In addition to the regular forums held in the Forums Plaza, special events will also take place near the VAA Headquarters building, located just east of the Theater in the Woods. Be sure and visit the Type Club tent, where you can learn about your favorite type of airplane. Right next door is the VAA Workshop tent, which will be bustin ' at the seams with all sorts of hands-in metal shaping going on.

Also, be sure to take you children over to EAA KidVenture, located next to the EAA Leadership Center at the EAA AirVenture Museum. Model rocketry, airplane models and all sorts of other activities will take place. Get in on the fun!

If you have a question about the

The VAA information booth crew.

VAA area, stop at the information booth in the Red Barn. Jeannnie Hill, Sandy Perlman and their fellow volunteers can gUide you to the right spot on the grounds. Press people are also encouraged to check in with Jeannie, since she also wears the hat of Press Relations Chairman for the VAA. She can point you towards the interesting stories on the field.

For more information on VAA happenings, be sure and stop by the VAA Headquarters building, and pick up a copy of the VAA's own daily newsletter, Aerograms.

FORUMS Visitors to EAA AirV enture

Oshkosh are now able to create their own personal schedule from the more than SOO aviation forums, workshops and seminars available, thanks to new technology at www.airventure.org, the official web site of the event.

All of the educational sessions at EAA AirVenture, are be listed on the web site's "Forums" area. Web site users will be able to sort the sessions by date, time, aviation interest or presenter. In addition, more information on individual sessions will be available, including the presenter's biography, photo and other forums and workshops they are presenting during EAA AirVenture.

When a visitor to web site connects with the Eclipse Aviation Forums Plaza page, that person can choose to view the forums schedule in one several options : By date/time, presenter, interest group or keyword search . For each forum listed, there is a link to the forum's location, presenter information and related topiCS.

Expanded forum listings will also be published in the Info Guide, which is distributed with the official EAA AirVenture program book on the grounds.

The on-line forums database is a joint project of EAA and RR Group of Brookfield, Wis., a leading national software solutions provider. ......

VINTAGE AIRPLANE 3

http:www.airventure.org

FORD THOUGHTS Hello Folks: I was greatly taken by the beauti-

fu l photo of the Ford Tri-Motor on the cover of the April Vintage Air-plane . My wife was especially impressed by the nonchalant elbow sticking out the window as if he was driving down to McDonalds for a coke!

And-like any long-time airplane nut I have a small story to tell about my one and only confrontation with one of the birds .. .I have a lot of sto-ries but the photo awakened this one.

I was an airport-boy at the Jeffer-son City, Missouri airport in 1938 and '39. The airport wasn't much-40 acres, two sod runways, the rest al-falfa, a hangar and three buildings left over from the pre '29 boom days.

But, things were perking up. Robertson Aircraft Corporation (of Robin fame) had taken over the op-eration and the lonely Challenger Commandaire was replaced by a 40 hp T-craft and a Lincoln PTK. (Later upgraded to a Curtis Fledgling with a Challenger engine!).

My job was cleaning, fueling and greasing the assortment. And I mean greasing. Both the Kinner and the Fledgling had to have the rocker arms individually greased by a hand gun every hour or two. Those who flew them really looked glamorous-like the "Hell's Angels" pilots with grease spattered around the goggles!

Anyway, one day a barnstorming Trimotor came to town. I believe it had J-5s on it. After two days of rea-sonably profitable passenger hopping they were to leave. Then their luck ran out. The center engine starter had burned out and they had

4 JULY 2000

no spare, as usual in barnstorming circles.

The other two started OK. A couple of solutions were dis-

cussed ... one being to take off with two engines and get the other wind-milling!

Having gotten friendly with the crew I put in my two-cents worth, which we adopted.

I found two substantial wooden crates that I could stand on to reach the prop. After priming a couple of turns I asked for contact and, grab-bing the left-hand prop blade I jumped off the crates! The engine spit fire and ran like a Bulova!

And I didn't even get a ride in it. But, I still remember the engine in-struments on the nacelle struts and the piece of wood between the con-trol pedestal and the brake lever that looked like a stick shift so prevalent in the day.

James H. Schnell EAA 2999 Sacramento, CA P.S. To this day I don 't know if

the piece of wood was a makeshift parking brake or was a legitimate

part of the airplane kit. I know the lever braked left when moved left and right for right brake . Pulling straight back applied both brakes.

Dear lames, EAA's Ford Trimotor continues to

give unique flight experiences to old-timers and young people alike. My very first ride in any airplane was in Chuck LeMaster's 5-A T Ford Trimotor N414H as he was hopping rides at the Dupage County Airport airshow in luly of 1974. A hard-earned twenty dollar bill bought me the right seat of "The Kansas Clip-per, " where J sat and watched as the gauges jumped up and down in their rubber mounts as LeMaster pushed the throttles forward and the Ford rolled down runway 15, lifting into a bumpy summer sky fi lled with soft cumulus clouds. Years later, I've been privileged to fly as co-pilot EAA 's Ford a number of times, and the thrill is never gone. That first flight was like one shared by countless fo lks over the past 70 years, as Fords have been flying passengers con-tinuously ever since they first rolled out of the Ford plant in 1928. Thanks for sharing your experience! -HGF ....

• I - ears

att Outer Marker

Growing w ith the Airline

Pan Am, who had done much in the way of providing technical assistance to budding, as well as established airlines of foreign countries, had more than a casual interest in Aeronaves de Mexico, a Mexican airline.

In 1958 this carrier was in the process of establishing a route between New York and Mexico City, utili z ing newl y-obtained Britishbuilt airliners equipped with British-built turbo-prop engines. Along with instructors from Pan American's Miami base, Jack Ryan

and I were sent to Mexico to assist in the crew training and implementation of this new airplane. At the same time it was intended that we gain familiarity with the new turbine engines and their operation, inasmuch as Pan American had very recently placed an order for the first 707s in the airline industry and there were only a few on the airline, and no one in pilot training, with any turbine engine experience. I am sure you remember Jack from my early Syracuse days. He had joined Pan American as an instructor dur

ing the Africa-Orient DC-3 program at Miami.

Prior to the beginning of our flight training, Jack and I were given, in ten days, the same preparatory ground schooling on this new airplane, its systems and its engines, that others previously sent to England had been scheduled for a programmed 30 days to complete. Our subsequent flight training required many weeks before completion, with many interruptions because the airplane simply could not survive much more than

by Holland "Dutch" Redfield VINTAGE AIRPLANE 5

an hour's flying, nor If we were fortunate enough to reversed and the airmore than three or four plane backed up, often landings in a row with leave Mexico City with all cutting the other way out having to be before making another returned to the hangar try.components operating, we wouldfor another week or ten To compound the airdays of repair, or design plane's taxiing problems, modification. seldom arrive in New York with with the propellers in

Our flight instruction their normal low (fine) was hit-and-miss and pitch settings, at taxiinghalf of them remaining, because could occur on a mo low thrust settings the ment's notice anytime engine and generatorone by one they fizzled out in puffsthe airplane was de rpms would be too low clared ready to fly. The to keep the engine-driflight instruction itself of smoke in the radio rack. ven generators operating was conducted by one of the manufacturer's engineering test pilots, who incidentally was not an instructor, nor was he even remotely familiar with airline methods of aircraft operation.

After many delays from an originally scheduled departure time, we finally got airborne one day. Jack and I had previously asked if on one of our flights we might see the airplane's characteristics in a stall, an FAA required pilot training and pilot checking maneuver for airline pilots. "Certainly," our test pilot instructor had replied, and when the time came he proceeded from the right copilot's seat to extend the landing gear, the wing flaps, reduced the power, stalled the airplane, dropped the nose, applied thrust for recovery, retracted his own flap and gear, and said, "what else would you like to see?!!"

With a few interruptions from "Montezuma's Revenge" and the Mexican "touristas," our haphazard qualification was finally judged complete and we then began a period of qualifying Aeronaves pilots on the airplane while en route on the Mexico City, New York run.

This airplane was eqUipped with probably the world's worst instrumentation, radio and navigation equipment. If we were fortunate enough to leave Mexico City with all components operating, we would seldom arrive in New York with half

6 JULY 2000

of them remaining, because one by one they fizzled out in puffs of smoke in the radio rack. To interpret, then fly, the instruments of flight and navigation on the airplane's panels was an exercise similar to patting your head and rubbing your stomach as you stood on your head. In addition to all this, it just was not a good-flying airplane, having little dihedral in the wings and therefore devoid of lateral stability.

It was, by any standard, a big airplane and one of the first of its generation with a double-bogied landing gear, necessary to support its heavier weight without damaging the paved surfaces of airports. As a result, moving the airp lane around on the ground preCipitated some very interesting taxiing problems, because, by design, to avoid tirescrunching and high twist-loads on the landing gear, the amount of deflection of the steerable nosewheel was greatly limited. Thus, short radius turns onto narrow taxi strips, and onto ramp areas, were impossible. It was often necessary when clearing a runway to position a man with his head and shoulders out of the opened navigator's astrodome in the ceiling at the rear of the flight deck. From this position, by tapping the pilot's left and right shoulders with his feet, the observer would signal as the pitch of the propellers was

at speeds sufficient to power the airplane's elec

trical buses. If rpms were increased in compensation, you taxied like a madman and in turn badly overheated the brakes in order to keep the airplane slowed down. To alleviate this unworkable situation, the propellers were ingeniously equipped with an additional "superfine" pitch setting for ground operation, which produced the desirable high rpms but with very little forward thrust.

An often encountered problem would occur when attempting to cancel "superfine" prior to takeoff. This cancellation process required about 20 seconds on the runway itself due to the very high thrust settings and engine rpms involved. The cancellation was done two props at a time, first, the outboards, then the inboards with very high thrust settings required to supply electrical needs as the propellers resumed their more coarsely-pitched takeoff settings. The airplane shook and shimmed and roared as the procedure was performed. Often, the cancellation process was unsuccessful because one or more props would fail to change from superfine to fine pitch. This necessitated taxiing down the active runway to a clearing taxi strip, and return to the ramp, with much gnashing of teeth by the control tower and pilots of other aircraft that had been in line waiting for takeoff.

Regarding the airplane's flight

controls. When in flight, the ailerons for lateral control, elevators for longitudinal control, and rudder for yaw control, were all caused to be "flown" to the desired deflected position by small "flying tabs" on the trailing edge of each of the surfaces. The cockpit controls were cable-connected to these flying tabs only and at no time on the ground or in the air could movement of the pilot's controls directly cause positioning of the controls themselves.

This brought up operational difficulties when preparing for takeoff. When the flight control gust lock was released, as part of the pre-takeoff procedure, the ailerons on each outer wing fell down, both elevators

each aileron, two lights, one for each elevator, and one additional light for the lonesome trailing rudder. In cruiSing flight, it was not at all unusual for one or more of these lights to occasionally come on, perhaps signaling "left aileron LOCKED, II or "right elevator LOCKED. II A frantic grab for re-actuation of the gust lock release would be made by interested crew members in order to extinguish the lights.

The foregoing certainly should have foretold the kind of problems that were certain to be encountered as this mixed-up airplane entered the rigors of everyday airline service.

The first really serious problem occurred on a New York area train-

It was early evening and dark and raining as we readied for departure, checked weight and balance figures, fuel loads, weather, etc. in the bustling Pan American flight dispatch office, while outside in the driving rain two fuel trucks under each wing pumped hundreds of gallons of aviation kerosene into the huge tanks. With a flashlight, a supervisor of the ground service people handing the airplane at New York, walked around our airplane acquainting a new employee with some of its turn-around service problems. In the process h e opened a large access plate in the belly while showing where next summer they would hook up the big pipes of the

... we climbed into the stronger upper air winds, while out the

side windows a red and green bottle-like glow was cast against

the heavy storm clouds from our running lights . ..

fell down, and the rudder flopped over if any crosswind existed, regard less of cockpit control positioning, which only moved the small flying tabs. Until enough speed could be attained on takeoff for the controls to be lift ed to a faired position, in addition to the drag of the wing flaps extended for takeoff, the pilot was also dragging down the runway two drooping ailerons, two drooping elevators, and with the rudder laid full over in crosswinds, whether he wished it there, or not.

The control surface gust locks were applied when ground borne by a pedestal actuated gust lock control, which caused h ydra ulically actuated jackscrews on the control surface itself to center and lock each control. In the cockpit there were five red warning lights on the glareshield over the instrument panel directly in front of the pilots. These confirmed that the surfaces were locked. Two lights, one for

ing flight when a very bad in-flight electrical fire erupted in number three engine nacelle, necessitating an immediate landing at then operating Mitchell Field on Long Island. The airplane was laid up for many weeks.

My friend Jack Ryan was the pilot trainee and Lew Oates from the Miami training base, the instructor. I had been scheduled to receive training on the next flight and was on standby at the airport when I learned of the emergency landing.

We usually traded legs during a round trip between Mexico City and New York. My Mexican captain trainee, a darn good pilot, had flown the flight to New York while en route I had performed his copilot duties. On the way north we had flown high above a fast-moving storm over the Virginias that was working its way up the coast. For the return flight it was to be my turn to fly and we prepared to trade seats after a quick turn-around.

ground air-conditioning units, as well as the big lever-operated valve inside the access plate that had to be positioned to "open" in order to then supply the plane's cabin with conditioned air. Following the explanation the access plate was closed and the two moved on to discuss the under-wing fueling system and the fueling that was still in progress.

It was a blustery, wet night as we later took off and quickly entered the low hanging clouds, their bulging underbelly glowing in the reflected brightness of the streets below. Radios were switched to departure control frequency to receive the first vector onto our assigned southbound airway and I lowered my seat a couple of notches while concentrating on controlling the waving, swaying instruments of flight . The entire instrument panel bounced as we climbed through the now-approaching and intensifying storm that we had flown far above only a few hours previously on our

VINTAGE AIRPLANE 7

way north. It had been a long day for us and

we were all tired, but 1 savored the very rapid rate at which the airplane climbed with its very powerful and smooth turbine engines. Our flight was instructed , "Turn right, intercept the 042 degree radial of Coyle VOR. Climb to flight level 280, resume cockpit navigation." My copilot was very busy copying and reading back the many clearances, arranging his airways navigation charts and reading his after-takeoff check lists, while in the meantime also setting up the fuel, cabin pressurization, and cabin air-conditioning systems for climb. He was a busy man.

I concentrated on aircraft control and airways navigation as we climbed into the stronger upper air winds, while out the side windows a red and green bottle-like glow was cast against the heavy storm clouds from our running lights and the rotating beacons flashing rhythmically from their positions on the top and bottom of the fuselage.

As we climbed I began to feel a bit light-headed, and was puzzled. Yes, I was tired, but I shook my head and felt better. The airplane was climbing fast and passing through 24,000 feet at the time when I began seeing double. A glance at the cabin pressurization control panel to the right of the copilot verified that the controls were properly set and that cold night air was being warmed and pumped into the cabin properly . But , an adjacent gauge, however, showed that there was but little cabin pressure with a nearby warning light confirming this. There was no cabin pressure warning horn to alert the crew as on other pressurized aircraft I had flown, just the light stuck in a far corner of the cockpit.

Quickly, I donned my oxygen mask, closed the four throttles, and extended the landing gear, while nosing over into a very steep descent toward breathable altitudes that meant our survival. New York Cen

8 JULY 2000

Through the open

valve we had been

attempting to

pressurize the

state of New Jersey.

ter was called and advised of our emergency descent, and why, and we were quickly cleared to 8,000 feet . As we descended a dark-haired diminutive stewardess opened the cockpit door and inched and slid her way along the steeply inclined flight deck floor to my side, where she yelled in my ear that she had disabled passengers back in the cabin.

As we leveled off we were back in the clouds and being badly buffeted. We could fly at this lower altitude with no further breathing problems but the airplane's fuel consumption down low was far too high for us ever to reach Mexico Ci ty. We requested clearance back to New York and removed our oxygen masks.

New York Center read us our new clearance routing and altitudes while from my manuals I withdrew charts and adjusted to our new navigation situation. Many thoughts whirled through my head. We switched on a landing light to check for preCipitation and cloud and saw that we were now flying in heavy, wet snow. Engine cowl and guide vane heat, wing heat and the electric propeller deicers were hastily turned on.

In the airplane's short history it had shown great susceptibility to engine icing and as we flew I felt in the rudders, and the instruments also showed, the airplane suddenly pulling hard to the left. A quick check of the engine instruments showed No.2 engine tailpipe temperature lower than the others and

dropping fast, with the engine's compressor rpm also dropping. No. 2 engine had flamed out and we quickly prepared to do an in-flight engine relight procedure.

For each engine, on the cockpit overhead panel between the pilots were rows of many toggle switches that were normally utilized for ground engine starts. Using these same switches, we began the inflight engine relight countdown. "One, two," actuate a switch, "three, fou r ," actua te another, "five, six, seven," actuate another, "eight, nine, " another, and at the count of "ten," the last switch, the engine igniter was actuated, which was supposed to light off the fuel flowing to the engine. Halfway through our countdown the airplane pulled in the opposite direction and to my dismay I saw that No.4 engine had also flamed out, but No.2 engine was spinning up and running again as we began a new countdown for NO.4 engine.

My cockpit companion, with his strong Spanish accent, tried with little success to explain to traffic control what our problem was, so I picked up my mike and requested a no-delay approach, which explaining our engine flame-out problems. We were immediately cleared to a lower altitude and in the process had to relight No.2 engine again. I was very concerned that we might end up gliding with no engines into the Atlantic ocean below us because the airplane's scanty operating manual cautioned, "If a flamed out engine cannot be relit in 15 seconds it is to be drained of fuel for five minutes. If this is not done, high temperatures in the tailpipe can cause severe structural damage to the airplane's wing spars." Those writing the manual knew what they were talking about because during an engine relight over England as part of the airplane's certification, a wing had been badly damaged. Between the req uired ten-second

- continued on page 26

by H.G. Frautschy

Obscure aircraft are one of our favori te subjects here at EAA Headquarters, so when Ralph Nortell sent us this note related to our April Mystery Plane, we were intrigued:

Gentlemen, After 62 years, perhaps I'll learn the

identity ofparasol monoplane 816N. My photo was snapped in 1938 at Bernard Airport, Beaverton, Oregon, with a Kodak 620 Brownie box camera. At the age of14, i was probably too shy to ask around about the airplane. The major objective was getting the snapshot for my aircraft photo collection.

in view offuselage similarities, it has been my contention that 816 was a modified Pietenpol Air Camper. The engine appears to be a Lambert Velie M-5, which had stated ratings of 55 to 70 hp. Individual short exhaust stacks were

emp loyed instead of the usual rea rmounted collector ring.

In 1926, the state ofOregon passed a law requiring reasonable inspection of all aircraft. However, the amateur design and building of aircraft was strongly encouraged. The strictly noncommercial Bernard Airport soon became a headquarters for this activity, and perhaps 50 projects were completed and flown there until the CAA was established in 1938. The Oregon aircraft license plate can be seen just below the front cockpit on 816N.

Sincerely, Ralph Nortell Spokane, Washington

Two of our members knew what Ralph had shot on that old black and white film at Bernard Airport. Marty Eisenmann, Alta Lorna, Cal-

This modem picture of one of aviation's rare ones was sent in by member David Carlson, Hay Springs, Nebraska. Send your answers to: EAA, Vintage Airplane, P.O . Box 3086, Oshkosh, WI 54903-3086. Your answers need to be in no later than July 25, 2000, for inclusion in the September issue of Vintage Airplane.

You can also send your response via e-mail. Send your answer to vintage@eaa.org

Be sure to include both your name and address in the body of your note, and put "(Month) Mystery Plane" in the subject line.

ifornia, and Frank Abar, Livonia, Michigan, both sent in correct answers.

While it wasn't a Pietenpol, we do know exactly what it was, thanks to a coup le of clues included in Ralph's letter. First, he told us where he had shot it, and in what year. Since we have a couple of CAA aircraft registry documents here at the EAA Foundation's library, we were able to quickly look up the registration for the airplane and determine its designation and owner at that time.

The airplane was registered in Oregon to Harold Langdon of Aurora. It 's a Bone Golden Eagle, serial number 703, and it's powered by a 6S -hp Velie M-S engine. The R.O. Bone & Associates company of Inglewood, Ca lifornia, built it in 1929. Designed by Mark Ca mpbell, th e type was used by a young Bobbie Trout to set a non-refueled endurance record for women of over 17 hours of continuous flight. After Campbell's departure from the company shortly thereafte r, the manufacturing concern was reorganized as the Golden Eagle Aircraft Corporation.

Ten examples of the airplane in its various configurations were made in Inglewood before the company was moved to Port Columbus, Ohio, but the expected production plans never came to fruition. In 1931 Col. Joe Mackey bought up the assets of

VINTAGE AIRPLANE 9

mailto:vintage@eaa.org

From the collection of Charles Trask, we have April's Mystery Plane (bottom right), which was also shot by a young Ralph Nortell in 1938 at the Bernard Airport in Beaverton, Oregon. Ralph also included a newspaper clipping (above) that shows the aircraft license plate issued by the state of Oregon in 1938. Ralph didn't mention who the young lady with the crossed fingers was!

the company and moved it to Lancaster, Ohio, hoping to put the Golden Eagle into limited production. But again, few were built.

The airplane was advertised with an initial sale price of $3,950, which was later as low as $2,990. Like so many of the airplanes of that era, the Golden Eagle was available with a number of different engines, including the LeBlond 7-D of 90 hp, the Velie M-5 of 65 hp, and a WrightGipsy. There was even one built with a Kinner K5 engine installed. For more on the Golden Eagle Chief, see U.S. Civil Aircraft, Volume 3, A.T.e. 202, dated 8-16-29.

We didn't have the space we needed in last month's column to include everything I wanted to share concerning the February Mystery Plane. Here are the thoughts of Peter Bowers concerning the one and only

10 JULY 2000

R.O. Bone & Associates (later the Golden Eagle Aircraft Corporation) Golden Eagle.

Laird Sesquiwing: "The February Mystery Plane is the

single Laird LC-EW-450 Sesquiwing*, built by the E.M. Laird Airplane Company of Chicago, Illinois. It was all metal, except for the wood-frame, fabric-covered upper wing, and it was powered by a 450 hp Pratt & Whitney R-985 Wasp fl'. engine. Full details, but no photos, are in fane's All The World's Aircraft for 1935, 1936 and 1937.

"The accompanying photos show some detail differences from the view in the February issue. There's a different arrangement ofcenter section smits and wheels much farther back than in the mystery photo. Later views show a notably different vertical tail. It is interesting to note in the side-view photo that the 'N' of the registration NC13684 has been painted out, meaning that the airplane could not be flown out of the country.

"Judging by the side-view photo, taking off in the Sesquiwing must have been a real pilot'S nightmare. Look at how far behind and below the engine he sits. He'd have to get the tail up pretty high in order to see over the nose. Also, in the process ofraising the tail, that extra-long nose and the short tail aim would mean that the nose would have a strong tendency to swing. Such characteristics might explain why there was only one Laird Sesquiwing.

"A final guess-since these old photos were taken on orthochromatic film, I presume that the color scheme was light blue (uselage with yellow wings and tail with blue trim lines."

Peter Bowers Seattle, Washington *The term sesquiwing was also used

on the Pitcairn PA-5 of 1926, but that at least had an aerodynamically significant lower wing. .....

on the cover

a. I&berl~~fu:J~-ifn#FI.II. VI- fl/fl(;(J We'/(J fflrfoII~ry-

"

by Budd Davisson

aerial photography by Mark Schaible

ground photography by LeeAnn Abrams

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"I guess my own enthusiasm for airplanes just rubbed off on my daughters, and they wanted in on this project," says Robert Jaeger.

What he's referring to is NC15244, which, being a Waco YOC, is one of your more unusual father/daughter projects. But then, as fathers and daughters go, the Jaegers are a little unusual anyway. Robert is a neurosurgeon. Daughter Nancy is a pilot for a major airline. Daughter Susan is an archeologist. Not a lot of underachievers in the Jaeger family, it appears. And then there is the Jaeger YOC, which is also pretty unusual,

Step right up into the lap of luxury, 1935-style.

but at this point in time it's just the most visible (not the latest) in a long line of Jaeger airplanes. Truth be known, the YOC actually belongs to Nancy and Susan, and they just let their dad fly it. And work on it. And keep it clean. And ...

"I was born and raised in Buffalo, New York, at a time when it was pretty hard not to get hooked on airplanes," Jaeger says. "Among other things, on my paper route I delivered

papers to Larry Bell of Bell Aircraft and Don Berlin, who designed the P40."

While only 17 years old, Robert anted up $10 to buy a share in an old Waco primary glider; Total group investment was $100. The year was 1940. A year or so later, a group-buy requiring much more investment ($1,000 between the 10 members) resulted in the ownership of an Aeronca tandem trainer, which was

the airplane Robert soloed. He says, "That was in October of 1941, about the same time I joined the CAP, and we were paying $2 a month dues and $2.25 per hour to fly."

During WW II Jaeger was in the Navy's "V" program, under which he attended the University of Buffalo Medical Center and graduated from the University of Rochester in 1945. Then he went on to intern as a surgeon. By 1950, he was again on active duty, this time as a brain surgeon on board the hospital ship USS Haven, where he

Robert Jaeger (left) and Bill Smela

treated wounded from Inchon and Pusan.

When asked what attracted him to brain surgery, he quickly answers, "It's just plain fun . It was then, and it is now, but it is all-consuming."

The YOC came into the Jaeger fold in 1987 at the end of a long line of airplanes beginning with an $1,800 Seabee in 1952. The list includes a little of everything, including a Cessna 140, several Comanches, and an Aztec. He took his first serious step into vintage airplanes in 1985 when he purchased a Waco YKS-6. Several years later he purchased the YOC in Colorado because he was getting ready to put the YKS into the shop for a restoration.

Unfortunately, or fortunately, depending on your point of view, the unintentional discovery of a cement block in the grass while landing the YOC resulted in it being moved to the top of Jaeger's restoration list.

The cement block performed a traumatic amputation of the left gear leg, but the damage wasn't as bad as it could have been. However, Robert had known, almost from the moment he purchased the airplane, that much of it needed some TLC, including the bottom wings. The accident damage in that area was limited, but upon opening the covering further they found much of the wood needed replacing. He laughs when he talks about what else they

The cockpit of the YOC is a mix of old and new, with modern instruments fitted neatly into the burled walnut wood panel. The radios are arrayed along the bottom of the panel, with their power supplies mounted below the rear seat.

found inside the wings. "The trailing edges out towards the tips had been repaired with beer cans, and some still had the labels on them!"

Further investigation found potentially serious problems elsewhere that had nothing to do with the accident. liThe skylight was held in by what looked like Elmer's glue, and the rudder cables were too small for the airplane. The fuselage tubing was actually in excellent condition, very little rust at all, but the tail wires were rusted nearly halfway through and part of the tail structure was missing."

The decision to completely restore the airplane turned out to be a nobrainer. The bad news of the accident was tempered by the good news that it would force them to take care of problems that had probably existed since the airplane was last rebuilt, sometime in the 19605.

An airplane as big as a cabin Waco is a huge project to tackle singlehandedly, so Jaeger began looking around for someone to help him. He didn't have to search far because Bill Smela was just down the road. Smela is well-known in the Middle Atlantic States for his long experience in op-

VINTAGE AIRPLANE 13

Bill Smela demonstrates the split flaps used by Waco on the YOc.

erating and restoring antique aircraft. He is now located right on Queens City Airport in Allentown, Pennsylvania, where Jaeger has been based since 1961.

Robert sent the questionable lower wings down to John Shue in Imigsville, Pennsylvania. John took one look and knew they'd be building a completely new set using the old fittings and the wood for pat

14 JULY 2000

terns. Very little of the original wood was good enough to reuse. The top wing, however, was actually in quite good shape and required relatively minor repair and refinishing.

While Shue was working on the wings, Jaeger and Smela started on the fuselage. Because it had been so long since any kind of really serious restoration had been done,

and some of that was of questionable quality, they found that many of the fuselage parts were going to take too much work to save. The cowling had been damaged in the accident and had the usual collection of dings and patches a bump cowl develops during a half century of service. Most of the wood and other parts had been damaged to some degree by moisture. The sheet

metal also had the marks that are impossible to avoid during so many years in the air. The only solution was to remove every bolt and screw and bring the airplane back up from nothing.

Starting at the front, they rebuilt the engine and then hung a constant speed Ham-Standard on it. Smela built a new cowling using prepressed sections from Classic Waco. (They wouldn't sell a complete cowling.) Knowing that Jaeger had been having cooling problems with the airplane, Smela carefully resized the inlet and outlet openings to get maximum flow while reinforcing it with steel tubing front and rear. Robert says it does a wonderful job of keeping the oil and cylinder head temps in the green.

The windshield was okay, but it made no sense to go through such an extensive restoration and wind up having to look through scratched and crazed glass. So, they located a manufacturer just a few miles away

that produced special-use safety plate glass for security stations and armored cars. Jaeger took the original glass down to him for patterns.

"He heated the glass, bent and laminated it, and then trimmed it to exactly fit the framework. We had assumed the right- and left-hand pieces were the same, but he told us later that there was a substantial difference between the two. "

The instrument panel has to be studied to appreciate the detail work involved. For one thing, the modern radios hav e been kept to a minimum, partially for appearances ' sake and partially because the room behind the panel is limited. So, the nav/comms are 28volt, short units with the power packs mounted in their own little compartment under the back seat.

Jaeger says, "The radios work really well because right after they were installed, we left for Oshkosh. We took our avionics guy with us. There's nothing like putting your radio man in the cockpit to make him anxious to make sure everything works right. "

The wood on the panel deserves special mention for a number of reasons. First, it is genuine Circassian walnut, which Bill Smela bleached to make the burl-like grain more obvious. What is easy for folks to miss, however, is that the wood is bookmatched two ways. It is matched horizontally across the vertical center line and again vertically across the horizontal bend of the lower part of the panel. Very, very nicely done and super subtle.

The leather interior with the mohair headliner was stitched together by Gary Maucher of Newton, Pennsylvania. Eastern Pennsylvania is a hotbed of antique and classic car restoration activities, and Maucher spends most of his time putting inte

riars in cars. However, when he turned his talents to the Waco, he really rose to the challenge.

One of the modifications they made to the airplane in the name of convenience and safety were large inspection panels under the horizontal tail. "Before we added the panels," says Jaeger, "there was no way to inspect the aft fuselage or work on the tailwheel."

When it came time to cover and finish the airplane, Jaeger decided on Ceconite but stuck with dope (Randolph's) all the way through. It's obvious that Smela worked hard at color-matching the color of the Sherwin-Williams urethane on the sheet metal to the dope.

In total , it took Jaeger, Smela, Shue, and some oth e rs over four yea rs to finish the airplane. However, the YO C, with its elegant elliptical wings, is to many eyes one of the most graceful of the breed, so the final result was well worth the effort. This is especially true since only a few of this type (and most of th e others are CUCs) are still flying, with " .. .possiblya small handful still in

barns and hangars. " It would be easy to think that

Jaeger and his guys are tired of working on airplanes at this pOint, but don 't forget the YKS. Also, we haven' t mentioned the two Taperwings in Jaeger's shop, including the BSO that once belonged to WW I ace, Elliot White-Springs. WhiteSprings was a celebrity for most of his life, penned the book "Warbirds" (poss ible first use of the term), and, when he bought a Staggerwing, he was featured in Beechcraft ads because he operated the airplane out of his SOO-foot strip. White became a multimillionaire (Springmaid sheets) and, when he bought a Jake-powered Twin Beech, he had to give in and extend his strip ... to 7S0 feet. Jaeger says the wings and tail of the BSO are finished, and he and his crew are putting upholstery in now.

So the question now is how do the girls like their airplane? In all probability, they are as proud of it as their fath er. Also, in all probability, they don 't get to fly it very often because dad is always off winning prizes in it. Isn 't that just like a father? .....

VINTAGE AIRPLANE 15

Not all antiques

get to rest in

hangars with

polished floors.

Some of them

still have to work

for a living! 16 JULY 2000

By Bill and Barbara deCreeft

Along with the beauty and nostalgia of a vintage aircraft, this 1929 Travel Air 6000B, NC9084, has its own unique history.

Phillips Petroleum of Bartlesville, Oklahoma, originally owned NC9084 (SIN 865). In August 1930, this plane was known as the "City of Wichita" and pi loted by Charles Lander and Roger Rudd, who completed the first of three attempts at the refueled endurance record in this Travel Air. That flight lasted 11 hours and 20 minutes, ending due to a fuel leak. Several days later, the duo was back in the air in NC9084, again trying for a successfu l flight to break the existing refueled endurance record. But the plane only remained

Photography by Jim Oltersdorf

aloft for 13 hours and 55 minutes. Less than a month passed before NC9084, now known as the "Century of Oklahoma," was prepared for the third attempt at an endurance flight record. Pilots Bennett Griffin and Roy Hunt completed 13 days aloft before being forced to land during a dust storm.

Soon after, records place NC9084 in Pampa, Texas, belonging to Keenan Brothers Flying Service, who used it for barnstorming and charter flights. In 1936 Monte Keenan flew it to California for use in the Bakersfield area. By 1938, this plane was in Oakland, California, in service by Duck Airlines for charter and aerial photography flights. Then it went to A.A. Bennett in Salmon, Idaho, who

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(at Left) Hauled up alongside the sandy shore, the Travel Air 6000 is still quite capable of carrying a camping or hiking party into the Alaskan bush.

flew it out of his Flying BRanch. Johnson's Flying Service, Inc. of Missoula, Montana, purchased the plane in 1955 and put it into operation, servicing Forest Service contracts by hauling smoke jumpers to fight forest fires and spray trees. They also used it for passenger service to the backcountry.

NC9084: Present

We have had NC9084 since 1969, when we purchased it from Johnson's Flying Service. This aircraft has always worked for a living. We used it on floats and wheels for passengers

Bill deCreeft refuels the 1929 Travel Air 6000 at its home base in Homer, Alaska. It's not possible to see into the tank, so Bill watches the indicator in the sight tube fuel gauge mounted on the bottom of the tank.

and freight in the Alaskan bush. NC9084 has always operated on an air taxi certificate, and, in fact, it still stays busy carrying passengers over the gla ciers and backpackers to mountain lakes for camping trips. It was also used to transport building materials to remote native villages, baby fish for the Alaska Department of Fish and Game, and moose meat and an tl ers to Anchorage. It even carried an injured man from Homer to Anchorage one night because there was no other aircraft available. We retired the Trave l Air in 1976 when we bought our Otter.

In 1987, we began a complete restoration of the Travel Air, taking it from bush plane to its original factory configuration. From the propeller to the tires to the tin y bathroom, many painstaking hours over three Alaskan winters resulted in the Travel Air you see

today. After the completion of the restoration in 1990, NC9084 was flown to the Santa Paula Airport in Santa Paula, California, in service for sightseeing trips and champagne flights over its wine country. It now serves on a more relaxed schedule. Mounted on a set of 1934 Edo 4650 floats, it's based in Homer, Alaska, where you're invited to view and fly in this unique floatplane.

We invite your comments, experiences, and your pictures. Countless peop le have shared with us their memories, which we value and add to our information on NC9084. Please feel free to call, write, or email us. ~

For further information,

contact us directly at:

Kachemak Bay Flying

Service, Inc.

P.O. Box 1769

Homer, AK 99603

907/235-8924

e-mail: decreeft@xyz.net

VINTAGE AIRPLANE 17

mailto:decreeft@xyz.net

un'n

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Marl< Schaible

Alan Crawford of Buchanan, Texas, flares his Piper PA-11 during the spot landing (floating?) contest at Lake Parker in Lakeland.

The shoreline is always filled with spectators who come from the local area as well as the flyin. The Splash-In on Lake Parker has become one of Sun 'n Fun's favorite events!

The Piaggo Twin Gull is rarely seen here in the United States. This particular example is listed as a P.136-L2, of which only four are registered. With its pair of 300 plus horsepower engines, the Twin Gull can cruise along at 165 mph!

18 JULY 2000

Pilot Jim Poel of Spruce Creek, Florida, fires up the Franklin on the Seabee, then carefully backs it off the shoreline as his fr iend Bill Bardin of Rochester, New York, monitors the area behind Jim. Jim's Seabee won the Best Vintage Amphibian award .

Ron Bull of Fly Fishing Adventures, Jupiter, Florida, touches down in a slight crosswind with his Piper PA-18 Super Cub during the spot landing contest.

The Grumman HU-16 Albatross was originally a military bird, but it makes a fine civilian seaplane. This example belongs to Clyde Barton of Clute, Texas.

This handsome RC-3 Seabee was flown in by Rich Brumm of Northport, New York .

VINTAGE A IRPLAN E 19

Fred Murrin's Fokker F I triplane is now powered by a 110-hp LeRhone rotary engine. The streaked green and white color scheme is done in the markings of triplane F I 102117 assigned to Jasta 11 . It was flown by Manfred Von Richthofen (his second flight in the type, the first coming earlier that morning) on September 1, 1917. The fighter was lost only two weeks later when Obit. Kurt Wolff was shot down and killed by two Sopwith Camels flown by pilots from No. 10 Squadron, R.NAS. 102117 was the second triplane accepted by the German Air Service, along with F I 103/17, which became the personal mount of Werner Voss, who was shot down while flying it on September 23, 1917.

The Dawn Patrol Rendezvous u.s. Air Force I

n October of 1917, McCook Field Those days are gone now and most in Dayton, Ohio, was established WW I-era aircraft now sit in museas the nation's first aeronautical ums on display for the general public

research and development station for to view in wonderment. What does a Museum the Army Air Corps. LeRhone engine sound like? How did The setting during this time would these aircraft perform? Why not let a

have been quite a sight for any early new generation witness what our military aircraft enthusiast. Spad, founding aviation forefathers like thehosts World Sopwith and Nieuport were just a ones at McCook Field got to witness? handful of the aircraft types that were Enter the Great War Aeroplanes Assotested and tinkered with at the air ciation (GW AA) and the United States War I fly-in base. After the war, the armistice with Air Force Museum (USAF). Germany brought 347 more aircraft With the belief that we should "reover to the field for technical study. create history," the two organizations There is even a photo of a Fokker bi decided to bring together vintage andBy Nick Hurm plane flying over McCook Field. production aircraft along with vehi

20 JULY 2000

•

Fred Jungclaus flares his scaled replica S.E.5 as he lands in front of the spectators during the 1998 edition of the Dawn Patrol Rendezvous. His biplane is flown as a tribute to Lt. George A. Vaughn Jr., a United States Air Service pilot assigned to the 84th squadron of the Royal Air Force. George passed away in 1989 at age 92.

cles, radio-controlled modelers, re-enactors and collectors.

The idea was quickly put into action as the Dawn Patrol Rendezvous stormed into existence. The event is one of the few fly-ins in the country that is held exclusively for WW I-era aircraft. The inaugural fly-in took place at the United States Air Force Museum in Dayton, Ohio. The location of the fly-in is fitting because in 1927 McCook Field moved to this very location.

Sixty-nine years later, WW I aircraft were once again roaming the skies of Dayton. Twelve aircraft participated in the event. Some of the aircraft on

hand included a Sopwith Camel, Bristol Bomber, S.E.5 and Thomas-Morse Scout. The fly-in also included WW I reenactments, vendors, and beautiful WW I authentic radio-controlled model airplanes that were not only displayed, but also performed for those in attendance.

The event was such a success that the USAF Museum along with the GWAA decided to do it again so more of the public could witness the event. Tn its sequel held two years later, the Dawn Patrol Rendezvous saw an estimated 15,000 people in attendance witness an even bigger show with 18 flying machines and nine static display aircraft. WW I aircraft from as far away as California joined to make the fly-in a huge success.

Now a third fly-in is scheduled to take place. The WW I fly-in will be held September 29 through October I , 2000 at the United States Air Force Museum. The event looks more promising as each day draws closer. The Dawn Pa-

Roger and Ernie Freeman's Thomas-Morse Scout revs up its rotary engine as it begins its takeoff roll on the Air Force Museum's grounds at Wright-Patterson Air Force base in Dayton, Ohio.

trol Rendezvous has been extended an extra day, and 35 flying machines are already lined up to be there. The number of reenactors and vendors has also been increased. The goal of the USAF and the GWAA is to double the attendance from the previous year to 30,000 people.

The best part of the event is that it is free to the public. The gates open at 9 a.m. and close at 5 p.m. Along with viewing WW I aircraft, authentic models, reenactors and vendors, spectators can take a free tour of the USAF museum. We welcome you to come join us and witness a little piece of history from the aircraft that helped write history.

For more information, call 937/255-4704, Ext. 330 or 332. Sponsorship opportunities are available-contact Denise Bollinger of the Great Warplanes Association at 877 / 488-4663 . ......

The smell of castor oil and the sight of biplanes and triplanes will bring World War I

aviation to life for visitors to the Air Force

Museum September 29 through October 1.

VINTAGE AIRPLANE 21

WHAT OUR MEMBERS ARE RESTORING

by Norm Petersen & H.G. Frautschy

Dave Uihlein's low time Super Cub

This beautiful 1960 Piper PA-18-95 Super

Cub, N3678Z, SIN 18-7405 may well be the

lowest time early Super Cub in the Coun

try. Owned by EAA President's Council

member Dave Uihlein of Germantown,

Wisconsin, the Super Cub has a total time

of 271 hours on the engine and airframe.

The airplane has been totally restored in

original factory colors of red and white by

Myers Aviation in Oshkosh, Wisconsin. It

features wheelpants, a King KX-170B radio

with VOR head, Continental C-90-12 en

gine with full electric al system, and 36

gallon fuel capacity for a long range en

durance of nearly 7 hours.

The Super Cub is presently for sale-call Ken Corbett (EAA 409684) in Oshkosh at

920/233-0732.

Swift GC-IB Jeff Smith of Asheboro, North Car

olina purchased this Temco Swift GC-IB four years ago and put it through an ex

tensive ann ual inspection to make it airworthy. During the last two years its

restoration brought it up to the shining example you see here. It has 1,208 hours total time on the airframe, and is stock,

with the exception of the P-51 style gear doors. It's based at Smith Air Park in

Grantville, North Carolina.

22 JULY 2000

Stinson 108 Ray Schwarz of Glenview, Illinois bought his Stinson 108 as a project, one that had been waiting to be completed

for 18 years. During storage, animals extensively damaged the airframe; so much of it was replaced. The airplane still

has its original Franklin engine, which was freshly overhauled. It looks like Ray has a great airplane to enjoy the 2000

fly-in season.

Conquering the Crosswind

Larry Fox of Clyde, New York has been

very patient with us-we've had these two

photos for a long time, but really didn't

want to publish them in black and white.

Larry's two shots show a little bit of

Aeronca heaven. The small private grass

strip he flies from in upstate New York is idyllic, as seen in this photo taken just before the leaves began to change in October.

The wind has finally allowed the wind sock to relax just a bit, and his friend with

the Aeronca Champ is setting down for a

nice crosswind landing. Larry's pre-war Aeronca 6SCA Super

Chief was restored nearly a decade ago and

still looks terrific, especially in the light snow cover of a winter day.

VINTAGE AIRPLANE 23

PASS IT TO BUCK

by E.E. "Buck" Hilbert

EAA #21 VAA #5 P.O. Box 424, Union, IL 60180

Some thoughts on annual inspections and a Cessna 172 nose gear failure

True, the airplane only flew 22 hours last year. Most of the time it sat out there on the tiedown, or, if the expense of a hangar was part of its upkeep, in the hangar. So what possibly could go wrong if it was flown so little?

Well, as an lA, there are a number of little things that show up just from inactivity. Most of them would get attention during normal preventive maintenance if they were used more.

How about that battery? Batteries tend to sulfate during periods of inactivity. That's a fancy word for losing efficiency. If it isn't periodically discharged and recharged, it develops a memory, becomes lazy, and just doesn't perform like it would if the demands were higher.

In today's world of solid-state electronics, oxidization of electrical contacts isn't much of a problem anymore; but there are still a lot of generators, voltage regulators, switches, lightbulb sockets, and fuse holders subject to oxidization, and that could mean problems.

Tires suffer from inactivity as well. The sun has deleterious effects on their sidewalls. The tread may be perfect, but the checking and cracking of the sidewall could be a problem. Aircraft tires differ from automobile tires. The sidewalls take a beating every time you flop one on. They also accelerate from a dead stop to

24 JULY 2000

whatever the landing speed is on touchdown. Underinflation can cause them to slip on the rim. They need careful scrutiny every time you preflight, and even more so at annual time.

The wheels sit down there at the bottom of the pile of parts that make up your airplane. The bearings don't have much of a footprint, and they sit in that race and feel every vibration the earth and the elements have to offer. There's the airplane, sitting on the ramp or in the grass, tied down. Every time the wind rocks it, the bearings feel it, and respond accordingly. That little tailwheel or nosewheel carries a considerable load, and when the bearings are inspected there is sometimes a type of damage called "brinelling." The term describes little indentations made in the bearing race by impacts of the ball bearings themselves. Those very tiny dents cause the bearings to growl and tell you they're hurting.

Brake rotors and drums, unless stainless or chromed steel, always take on a coating of rust while just sitting. The first application of brakes usually cleans them off, but the abrasive action of the rust particles "raises the hob" with the pads, lining, and the drums or rotors themselves, and sometimes the bearings. That abrasive dust can accelerate corrosion and wear of the whole assembly . Wheels, because of electrolytic ac

tion between the bolts securing the wheel halves, wind up with corrosive dust on them, and the bearings can be damaged because of the grit from these sources, not to mention the brake pads or lining, too.

What about the brakes? Those wheel cylinders are at the bottom of the system. Any contaminates will gravitate to the lowest part of the system, and that's where half the action takes place. Even the new brake fluids wi ll harbor contaminates that will deteriorate your O-rings and possibly the flex lines, too. That rust dust will find its way in and promote wear. They need to be checked.

How much brake fluid was spilled over and got down under the floorboards? That stuff attracts dirt and dust and gets real gummy down there in the belly. The lube on the internal cable pulleys, the push-pull rod ends, hinges, and controls also attract dust and dirt, especially on the tiedown. There is a lways the chance that birds and varmints could have caused some problems, even to airplanes in hangars.

The engine may have been sitting in the same position for weeks. Some of the valve springs, being compressed all that time, may lose tension. The oil contaminates precipitate out and collect in the lower parts of the case or tank. The condensation from the daily temperature and humidity changes

grommets, all are subject to aging. And, if you have them, shock cords. They are literally rubber bands, and rubber bands tend to harden after a time Just being out in the air is detri mental to a shock cord (that's why they have "freshness dates" on the package!), let alone being put in harm's way as the exhaust gases pass over them. Fuel and oil caps have gaskets and grommets that need checking, too.

What I am illustrating here is the need for the inspection. Insidious deterioration brought on just from inactivity can and is a factor for concern . Think about it.

Here are a couple of photos of the nosewheel fork so you

can see how the failure occurred. It split right along the Revelation rather than re

parting line of the casting/forging.

combine with those contaminates to form corrosive acids that could be a real problem. The new multi grade oils are wonderful. Their chemical makeup and the oil filters do a terrific job when the oil is at operating temperature and circulation takes place, but they aren't much better than the old stuff if they don't get used.

Seals, gaskets, hoses, fairing seals,

vulsion. A recent landing inci

dent here at the Funny Farm concerns all of us Cessna owner/operators with nosewheel installations.

Charlie Travis, a local/56 172 owner, spent several years doing a beautiful restoration on his 172. Charlie, an experienced taildragger pilot, came into the Funny Farm and made a very nice approach and landing. Being early May, he chose to make a soft-field landing, touching

Ouch! When the nose gear fork on Charlie's Cessna 172 failed, the drop onto the nose was traumatic to the airplane's structure.

down softly on the mains with the tail low. The next thing he knew he was up on the nose.

The landing was normal, but when the nosewheel touched down, the fork literally shattered (see pictures). It split from near the axle hole upward to the shoulder. Charlie held it off for another 100 feet or so, and then when what was left of the fork dug into the turf, part of it broke off. The strut stub dug a deeper furrow until it snapped itself right off the firewall. Up on the nose it went.

The damage is as expected. The firewall and everything forward got dinged. The carb heat box and a newly installed Brackett filter assembly are totaled. So are the carburetor, exhaust system, engine mount and possibly the Jasco alternator where it pushed back into the firewall as the engine mount pushed upward and to one side. The cowling is a total mess, and so is the prop and spinner. There is also a pretty good hole in the belly where some debris bounced up and smacked it.

Dip Davis and I researched the AD and Service Bulletins on early model Cessnas and came up with AD 71-2202, dated 10/23/71, with reference to Cessna Service letter 63-11 dated July 16,1963.

It might behoove all 150, 172, 175, and 182 nosedragger pilots/ owners to obtain a copy of this AD and see if you're up-to-date. Check for the part numbers and/or logbook entries for compliance.

The pictures we took of this fork do not clearly show where the fault began. It would be prudent to conduct this dye check inspection over the entire fork assembly. Charlie has about a two- or three-month repair job on his schedule now, and a whole bunch of dollars to be spent on parts, if he can find them.

What ' s that old saying about a word to the wise?

Over to you" t'(

VINTAGE AIRPLANE 25

- Thirty-five years ... from page 8

relight countdown procedure and the 15 second restriction within which to do a relight, or drain for five minutes, flight crews only had five short seconds to, first, determine which engine had flamed out, and second, get underway with the relight countdown procedure.

We had several radio frequency handoffs as we were vectored out over Long Island, unseen below us in the storm, while the approach controllers, intent on their radar

blips, gave us steers toward the runway 22 ILS final approach course. At about 600 feet we were happily under the clouds with the airport lights ahead. Automobile traffic on the rain slicked parkway paralleling us below could be seen through the rain-streaked windows. The storm continued buffeting us as we touched down in a strong, wet crosswind.

The airplane was taxied through the rain and dark to the gate from which we had departed little more

than an hour ago. As the propellers swished to a stop the cockpit lights were turned up bright and our passengers, none the worse for their ordeal, off loaded through the forward cabin door behind us. A manufacturer's representative worked his way into the cockpit as we were getting our charts and manuals together. We explained to him what had caused our emergency descent, then what had happened to the engines in the wet snow. He shook his head in puzzlement and

left, but was soon back because outside he had at least discovered the cause of our failure to pressure problem. The ground conditioning access plate, which earlier in the evening had been the subject of an explanation on its next summer usage, was missing, because the one foot diameter valve inside had been left wide open and the cabin pressure had blown it off. On every other pressurized airplane I have flown, such an access plate simply could not be closed without the valve inside being first positioned to the "Closed" position . Through the open valve we had been attempting to pressurize the state of New Jersey.

This was a big airplane and its cockpit was supposedly designed and laid out so, if necessary, it could be flown and its systems also managed by only two cockpit crew members. Operating in high density areas in itself can be very demanding, then add to this the operation of a complicated airplane's complex systems, saturating two men to the point where something sooner or later gets neglected, or omitted. In our case failure to pressurize went unnoted for far too long in a very busy cockpit.

Our adventures with this airplane were far from over.

26 JULY 2000

Fly-In Calendar Thefollowing list ofcoming events is furnished to our readers as a matter of information only and does not constitute approval, sponsorship, involvement, control or direction ofany event (fly-in, seminars, fly market, etc.) listed. Please send the information to EAA, Att: Vintage Airplane, P.o. Box 3086, Oshkosh, WI 54903-3086. Information should be receivedfou r monthsprior to the event date.

EAA Regional Fly-Ins shown in bold.

JULY 7-8 LOMPOC, CA - Lompoc Airport. 16th Annual West Coast Piper Cub Fly-In. Info: Bruce Fall,805/733-1914.

JULY 7-9 - ALLIANCE, OH - Alliance-Barber Airport (2DI). 28th Annual Taylorcraft Owners Club Fly-In and Old Timer's Reunion. DisplaysJorums, workshops, Sat. evening program. Breakfast Sat. and Sun. served by EAA Chapter 82. Info: Bruce Bixler, 330/823-9748, Forrest Barber 330/8231168 or www.taylorcraft.org

JUL Y J5-COOPERSTOWN, NY-(K23} Old Airplane Fly-In and breakfast. 7:30 a.m.-Noon. Info: 607/547-2526.

JULY 15-DEKALB, IL-DeKalb Muni. Airport. DTMA Transportation Expo 2000. I la.m.-4p.m. Hosted by the city ofDeKalb, R&M Aviation, EAA Chapter 241 and the Chamber ofComm. Free admission and parking.

JULY 26 - AUGUST 1- OSHKOSH, WI- EAA AirVenlure 2000. Info: EAA HQ, 920-426-4800, or www.eaa.org and www.fly-ill.org

JULY 26 - AUGUST 1- OSHKOSH, W/ - EAA Convention/AirVenture Fly-ln. Visit the American Navion Society in the type club tent in the Vintage area south ofthe Red Barn. Attend annual Navion dinner and Navionforum.lifo: 970/245-7459.

JULY 28 - OSHKOSH, WI - Stinson Lunch at Oshkosh. Meet at 11:30 a.m. behind Theater In the Woods for afree bus ride to GolfCentral restaurant. Pay on your own there. Sign up at the Type Club tent or call: Suzette Selig, 630/904-6964.

AUGUST 5-ELLSWORTH, KS-(9K7}. EAA Chapter 1127 Fly-In breakfast and Cowtown Days Festival. Info: Dale Weinhold, 785/472-4309.

AUGUST 6 - QUEEN CITY, MO - 13th annual FlyIn at Applegate Airport. Info: 660/766-2644.

AUGUST 12 - CADILLAC, MI - EAA Chapter 678 Fly-In Breakfast, 0730 - 1100, Wexford County Airport (CAD). Info: Jim Shadoan, 231/779-8113.

AUGUST 13-18 - SANTA MARIA, CA - American Navion Society National Convention. Info: 970/245-7459

AUGUST 19 - KALAMAZOO, MI - Newman's Field (4NO). Fly-In Lunch donation or Dish to pass. lifo: 616/375-0208 or 375-0691.

AUGUST 19-COOPERSTOWN, NY-(K23) Old Airplane Fly-In and breakfast. 7:30 a.m.-Noon. Info: 607/547-2526.

AUGUST 19-5PEARFISH, SD-Clyde Ice Field. 17th Annual EAA Chapter 806 Fly-In. IlIfo: Bob Golay, 605/642-2311 (evellings) or c2Igolay@mato.com

AUGUST 20 - BROOKFIELD, W/ - Capitol Airport. 17th Annual Vintage Aircraft display and Ice Cream Social. Noon - 5 p.m. Midwest Antique Airplane Club mOllthly meeting, and model aircraft will also be on display. Fun for the entire family. Info: Capitol Airport, 414/781-8132 or George Meade,Fly-in Chairman, 414/962-2428.

AUGUS T 25-27 - MA TTOON, IL - 4rd Annual MTO Luscombe Fly-ln. Luscombe judging and awards, forums and banquet. $50 cash to Luscombe thatflies thefartest to attend. Contacts: Jerry Cox, 217/234-8720 or Shannon Yoakim, 2171234-7120

SEPTEMBER 1-3-PROSSER, WA-17th Annual EAA Chapter 391 Labor Day Fly-In. Info: 509/7351664.

SEPTEMBER 2-MARI0N, IN -(MZZ) 10th annual Fly/In Cruise/In Pancake breakfast. Antique, Classic, Homebuilt, Ultralight and Warbird Aircraft as well as all types ofclassic vehicles. Info: Ray L. Johnson (765}664-2588

SEPTEMBER 3 - MONDOVI, WI - Fly- In, Log Cabin Airport, Douglas J. Ward, S149 Segerstrom Rd., Mondovi, WI54755-7855, 7/5/287-4205.

SEPTEMBER 3-WAYNESVILLE, OB-Red Stewart Airport (401) 8th Annual EAA Chapter 284 Tai/dragger Fly-In and breakfast (7a.m.-Ila.m.).lnfo: Steve Hanshew, 937/780-6343.

SEPTEMBER 4-l0-GALESBURG, IL 29th National Stearman Fly-In. Info: John Lohmar, 314/283-7278 or 636/947-7278.

SEPTEMBER 8-10 - SACRAMENTO, CA - Golden West EAA Regional Fly-Ill. IlIfo: 5301677-4503 or www·gwfly-ill.org

SEPTEMBER 9-MUSCLE SHOALS, AL-(MSL) 3rd

Anuual EAA Chapter 615 Cotton State Fly-In. Info: Eric Faires, 256/768-0685, ericrv6@yahoo.com

SEPTEMBER 9-IO-SHIRLEY, NY-Brookhaven Calabro airport. 37th Annual Antique Airplane Club of Greater New York Fly-In. Rain date 9//6-17. lifo: Roy Kieser, 631/589-0374.

SEPTEMBER 9-IO-STEUBENVlLLE, OH-Jefferson County Airpark (2G2). Airshow 2000 hosted by EAA Chapter 859. lifo: W. Van Nuys, 740/2827221or wvannuys@eohio.net

SEPTEMBER IO-MT. MORRIS, IL -(C55} Ogle County Pilot's Assoc. and EAA Chapter 682 Fly-In breakfast. 7-Noon. lifo: Glen Orr, 815/732-7268 or airport at 815/734-6136.

SEPTEMBER 10-BURLINGTON, WI-(C52}. Pancake breakfast, Hamburger lunch. 7a.m.-3:30 p.m.

SEPTEMBER 15-17-WATERTOWN, WI-(RNV) 16th Annual Byron Smith Memorial Stinson Reunion. Info: Suezette Selig, 630/904-6964.

SEPTEMBER 16-17-ROCK FALLS, IL-Whiteside County Airport (SQI). North Central EAA "Old fashioned " Fly-ln. Sun. morning pancake breakfast. lnfo: 630/543-6743 or eaa101@aol.com

SEPTEMBER l 7-LANSING, IL-EAA Chapter 260 Fly-In/Drive-In pancake breakfast. lifo: 708/4743748 or 708/798-3801.

SEPTEMBER 22-23-BARTLESVILLE, OK-Frank Phillips Field. 43rd Annual Tulsa Regional Fly-In. lifo: Charlie Harris, 918/622-8400.

SEPTEMBER 23-24-ZANESVILLE, OHIO-John's Landing. VAA Chapter 22 9th Anuual Fall Fly-ln. Breakfast both days, Hog roast on Saturday night. Info: Virginia at 740/453-6889 or 740/455-9900.

SEPTEMBER 22-23-ASHEBORO, NC-EAA Chapter 1176 Aerofest 2000 at Smith Airfield. Oldfashioned grass field fly-in and pig pickin '. Unicom 122.9. lifo: Jeff Smith, 336/8 79-2830.

SEPTEMBER 30-HANOVER, IN-Lee Bottom Airport (641). Wood, Fabric and Tai/wheels Fly-ln. Rain date 10/1, starts at 10 a.m. InJo: Rich Davidson, 812/866-5654, nx21175th@aol.com

OCTOBER 5-8-GAINSVILLE, TX-(GLE} 25th annual lnternational Cessna 120/140 Fly-ln. Info: L. or M. Richey 940/670-1883 or mrichey@ntws.net

OCTOBER 6-8-DAYTON, OH-Luscombe Reunion at Moraine Air Park(173}. Call Mike Williams 937/859-8967.

OCTOBER 2l-DAYTON, OH-Antique/Classic Chi/i Fly-IN at Moraine Airpark (I73). Call Darrell Montgomery at 937/866-2489.

OCTOBER 14-ADA, OK-4th annual Plane Fun Fly-In and Youth Expo sponsored by EAA Chapter 1005 at Ada Muni. Airport (KADH). Free T-shirt Jar first 50 pilots. Info: Te/'ly Hall, 580/436-8190.

OCTOBER 12-l5-WlCHlTA, KS-Travel Air 75th Anniversary Homecoming Celebration. Raytheon Aircraft, Beech Field. For scheduled events and registration materials send SASE to Travel Air Restorer's Assn., 4925 Wilma Way, San Jose, CA 95124 or Mike Sloan ofRaytheon Aircraft, PO Box 85. Wichita, KS 67201.

VINTAG E AIRPLANE 27

mailto:mrichey@ntws.netmailto:nx21175th@aol.commailto:eaa101@aol.commailto:wvannuys@eohio.netmailto:ericrv6@yahoo.comhttp:www�gwfly-ill.orgmailto:c2Igolay@mato.comhttp:www.fly-ill.orghttp:www.eaa.orghttp:www.taylorcraft.org

VINTAGE

TRADER

Something to buy, sell or trade?

An inexpensive ad in the Vintage Trader may be j ust the answer to obtaining that elusive part. . 50¢ per word, $8. 00 minimum charge. Send your ad and pay ment to: Villtage Trtlder, EM Aviat;OIl Cellter, P. O. Box 3086, Oshkosh , WI 54903-3086, or fax your ad alld your credit card lIumber to 920/426-4828. Ads must be received by the 20th ofthe mOllth for illsertion ill the issue the second month fo llowing (e.g., October 20th for the December issue.)

MISCELLANEOUS BABBITT BEARING SERVICE - rod bearings, main bearings, camshaft bearings, master rods, valves. Call us Toll Free 1/ 800/233-6934 , e-mail ramremfg@aol.com Web site www.ramengine.com VINTAG E ENGINE MACHINE WORKS , N. 604 FREYA ST., SPOKANE, WA 99202.

AIRCRAFT

BUILDERS'

WORKSHOP

Shawnee, Oklahoma August 26th-27th

• Fabric Covering • Gas Welding • Basic Sheet Metal • Electrical Systems, Wiring and Avionics

EAAMEMBERS $199-$279 NON· MEMBERS $219-$299

AIRCRAFT BUILDERS'

CONFERENCE

Oshkosh, Wisconsin • September 9th • Intro To Aircraft Building • Fabric Covering • Sheet Metal Basics • Engine Installation • Electrical Systems • Composite Construction

EAA MEMBERS $89 NON·MEMBERS $99 AIRCRAFT LINEN - Imported. Fabric tapes. For a 18" by 18" sample, send $10.00. Contact for price list. WW I Aviation Originals, Ltd. , 18 Journey's End, Mendon, VT 05701 USA. Tel : 802/786-0705, Fax: 802/786-2129. E-mail: Wwlavorig@AOL.com

WANTED - Magneto reinforcing brackets for Szekely engine. Contact Ken in S. CA, 909/599-4164.

Don1t forget to

stop by the

vintage Aircraft

Association Red

Barn during EAA

AirVenture 2000!

28 JULY2000

AIRCRAFT OWNER

MAINTENANCE

Oshkosh, Wisconsin • September 10th A one day hands-on, course detailing the 28 maintenance items a pilot/owner can perform on their airplane without the presence for an A&P mechanic. Save money! Know your plane!

EAA MEMBERS $129 NON·MEMBERS $149

WORKSHOPS

~

"Under EAA's leadership these workshops are

better than ever," Ron Alexander

workshop developer.

800·967·5746

www.sportair.com

Call or log-on for our complete workshop calendar

' Ea~ ' _' •I I Alr c r a r t Coa tin gs

"Proud Sponsors of EAA SportAir Workshops"

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NEW MEMBERS

Murray HortonYarmouth .... ... .......... ...........

...... .......... .......... .. .... ..... County, NS, Canada

Robert Bondy................................................

..................................Windsor, ON, Canada

Kenneth Ross Gunby...................................

.................... ...... .......... Carlisle, ON, Canada

Jean Paul Batardy .........................................

.................... ........ .... Escau Doeuvres, France

Alois Drexler. .......... Wackersdorf, Germany

Stefan Volz .... Bad Koenigshofen, Germany

Giuseppe Braga ...................... Bologna, Italy

Tatsui Kamijikko ku .. ........ ....... Kyoto, Japan

Andrew Vincent .............. .. ............ .. .............

.. .... .................... .. .. . Ro lles ton, New Zea land

Francisco Villa ..............................................

............................ Rivas-Vaciamadrid, Spain

John K. Emmons ......... Eglisau, Switzerland

Joseph D. Dolce ................. Birmingham, AL

Dale Morgan ........ .. ........... ......... Mccalla, AL

john Flyum ........................... Springdale, AR

Bary L. Gills .......... ........... .......... Gurdon, AR

Porter F. Schultz ........................... Bouse, AZ

Robert Altieri ....................... Healdsburg, CA

Roger D. Farnes ........ .... .... ....... Riverside, CA

Jim Hays .. ............ .. .... ...... ........ Alameda, CA

James Long .... .......... .... ...... . San Marcos, CA

Bruce A. McElhoe .... .. ............... Reedley, CA

George Parry ............................. Ventura, CA

Joseph Ruh .................. .... Playa Del Rey, CA

Leonard Sokolowski ........ Pacific Grove, CA

Stephen A. Woldin .............Santa Paula, CA

Chris J. Woods .........................Tiburon, CA

Paul C. Andes ......................... Littleton, CO

Michael L. Kaessner ............. Longmont, CO

Robert A. McKown .......... ............... Vail, CO

David W. Olson .......... Grand Junction , CO

Danny R. Wine .. ... .... .. .............. Denver, CO

Edward Charles Monoski .............. Kent, CT

Chris H. Becker .................. Panama City, FL

Mike E. Branand ........ ...... ........ . Ft Pierce, FL

Frank T. Cvelbar. ............. Port Charlotte, FL

L. Bar Eisenhauer ............Winter Haven, FL

Frederick F. Evans ........................ Naples, FL

Richard R. Hodge, Jr. ...... . Ft. Lauderdale, FL

Stephen M. Huse ............. Longboat Key, FL

Greg A. Leaf.. .................. ...... Hawthorne, FL

Julia n B. MacQueen ...... .... ... Gulf Breeze, FL

Daniel Melnik .......................Melbourne, FL

Jim Quigley .................................. Naples, FL

Steve Whittenberger .... .. Daytona Beach, FL

Robert A. Wiederhold ..................................

...................................... Pembroke Pines, FL

Dave Benjamin .. .... Lookout Mountain, GA

Lloyd Blackwell .. ............ .. ....... Marietta, GA

Robert J. Collins, Sr. .............. .... Boston, GA

Eric L. Hendrix ............................Jasper, GA

Douglas S. Lambert.. ....... LawrenceviIle, GA

Donald E. Lumsden ................Morrow, GA

Robert G. Ridgeway ................. Marietta, GA