Vintage Airplane - Nov 1999

8/12/2019 Vintage Airplane - Nov 1999

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STRAIGHT LEVEU

Espie Butch Joyce

2 AlC NEWS

3 AEROMAIL

4 PASS IT TO BUCK

E E Buck Hilbert

5 THIRTY FIVE YEARS AT THE OUTER

MARKER/Dutch Redfield

8 MTO '99/Jerry Cox

10 FUEL VALVES - CARE FEEDING/

CyGalley

TYPE CLUB NOTES/Freddie Ludtke

13 THE BIGGEST LITTLE FLY-IN IN THE WEST/

Holly Palmer16 BACK FROM THE ASHES Budd Davisson

2 MORE VINTAGE EAA AIRVENTURE

22 MYSTERY PLANE/H.G. Frautschy

24 WELCOME NEW MEMBERS/

CLASSIFIED ADS

3 VINTAGE MERCHANDISE


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T ELby ESPIE BUTCH JOYCE

PRESIDEN T V INTAGE AIRCRAFTASSOCIATION

Doug McConnell is my counterpart at our sister organization ,the International Aerobatic Club. Recently, Doug wrote to hismembers regarding the mutually beneficial relationship we sharewith EAA. He did it so well, I'd like to share his many of his comments with you.

All VAA 'ers are also members of the EAA. Thjs has been automatic ever since the VAA became an official division of the EAAat its very inception nearly30 years ago. In fact, we can thank PaulPoberezny for helping the VAA get started when Buck Hilbert andothers expressed an interest in organizinga special place for parking and enjoying vintage airplanes . Did you know that Paul was amember of the VAA? Did you know he still is? Can you guesswhat his VAA number is? That's right- VAA #1.

When you receive your new membership card each year, youalso receive a listing of the many EAA benefits that are automati

cally yours . But there are many other marvelous EAA benefitsenjoyed by the VAA which are not listed in your renewal mailingand about which members may have little knowledge. VAA officers and directors are more aware of these since the benefits ofEAA services and support have a lot to do with the successful dayto-day managementof our large and complex organization.

An active V AA friend recently asked me to explain how ouraffiliation with the EAA helps the VAA and what, if any, costis involved.

Dealing with the cost first, EAA membership includes theworld-class Sport Aviation magazine which takes careful measureto include lots of exciting information about VAA activities and related subjects. They reach 180,000+ farilllies and friends, many ofwhom are then drawn to VAA membership (EAA is the singlelargest source for new VAA members). The balance of your EAA

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management, benefits packaging , staff training and professionaldevelopment, staff supervision, division coordination, executiveoffice space , administrative office space , office furniture, officeequipment and utilities ; 6) Membership promotion, brochure development , website tie-ins, advertising and direct mail programs;7) U.S. government liaison and lobbying including FAA, NTSB,NASA, congress and other agencies; 8) EAA AirVenture convention support and privileges including headquarters meetingspace , aircraft display area, member parking , staff cars/carts , forum schedules , special events privilege s and accounting; 9)Exciting museum displays for vintage aircraft , including PioneerAirport , and Hall of Fame displays including production of biographical summaries for presentation during inductionceremonies which are also managed by EAA; 10) Sponsor development and revenue sharing (such as the recent very

beneficial long-term Ford Motor Company program) ; 11) Special technical support projects such as logo redesign 12) Boardof Directors support with EAA representation on VAA Boardand VAA representation on EAA Board, including also specialpresentations and coordination by EAA president's staff; 13)And other legal , marketing, administration, sponsor relations ,and related counsel and assistance .

In summary, VAA's extremely valuableaffiliation with EAA isharmoruous and vital for daily operationsand long term growth. IfVAA had to pay for all of he free services and courtesies extendedby the EAA, and/or had to pay the full going rate for the paid services provided, the total cost of enjoying our membership withother vintage airplane enthusiasts would increase dramatically.And, if V AA were to lose its affiliation with the huge EAA membership body, our membership recruiting and development would

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V NEWScompiled y H G Frautschy

T H E C O V E R S

FRONT COVERThe Spirit ofDynamite is the appellation given to

Monocoupe NC 2064 by its firstowner, R. L. Pete Brooks, becausehe said ... it took off like I lita fuze to arocket. The name stuck for the reincarnated 110 Special when built up byFreddie Ludtke, and by the current restorer/owner/ p ilot Richard Smith .EM photo by Jim Koepnick. He shot iton Fuji film using a Canon EOS1 nequipped with an 80 -200 mm zoomlens. EAA Cessna 210 photo planeflown by Bruce Moore.

B CK COVER . . Loening Out ofCoco Solo is the title of this awardwinning oil painting by Don DeGasperiof Albuquerque, NM. Presented withan Excellence ribbon during the1999 EM Sport Aviation Art Competition, Don's painting depicts a LoeningOL-9 on a southeast heading overGatun lake and the Panama Canal. Themarking are of Utility Squadron One(VJ-1B operating from Fleet Air Base,

Coco Solo, CZ in the early 1930s.Don has been a consistent contributor to the Sport Aviation ArtCompetition, and has won a total ofnine awards. A self-taught aviationartist, Don served over 20 years in theU S Air Force, retiring as a Master

FOREIGN MAILINGThe Vintage Aircraft Association is

truly an international organization, withover ten percent of our membership com

ing from outside of the United States.One of the challenges we have to meeteach month is ensuring that our international members receive their magazinesin a reasonable amount of time. Overseasmembers have been telling us their magazine delivery over the middle portion of1999 was sporadic. Our Canadian andoverseas magazine delivery is achieved

using a separate company outside of theU.S. Postal Service. Since the mailing ofthe October issue, a new company hasbeen responsible for making sure each ofthose international members receivedtheir magazine within seven to twentyone days. So far, the response we vereceived has been very positive. To ourCanadian and overseas members , wewelcome your comments regarding yourmagazine delivery in October and November. If you wish, you can Email themto us: [email protected] or send it via regular mail to Vintage Airplane, P.O.Box3086, Oshkosh , Wl54903-3086.

MINNESOTA SPORT AVIATION

CONFERENCEIt 's time again for the MinneapolisConvention Center to host the MinnesotaSport Aviation Conference and FlightExpo 2000.

Over five thousand aviation enthusiasts attended last year's Flight Expo.They will again be descending on theconvention center on the 12th and 13thof February 2000 . The Conference willagain offer a broad range of seminarsattracting everyone from the seasonedenthusiast to the prospective sport aviator of tomorrow. For moreinformation, call the Minnesota Dept.

f A ti at 1 800 /657 3922

Chief motorcycle , a 1939 Harley Davidson Model 45 and various wood props.Also included are a 3 -cylinder Anzaniradial engine and a complete OX-5 . For

more information, contact Starman Bros.at 402 /592-1933 .

GENE COPPOCKGene Coppock , best known for his

restoration of a Stinson Model A triMotor , winner of the Multi-EngineTransport Class Champion at the 1979EAA Convention, has passed away at

the age of 71 . Roberta Coppock wrote totell us that Gene was diagnosed withliver cancer late in the spring, and diedJuly 3,1999. His family history and personal health did not show himpredisposed to contracting cancer, except in one area, something all of usshould be paying more attention to - ouruse of carcinogenic chemicals duringthe restoration of our aircraft. Many ofus use compounds known to be detrimental , such as Methyl Ethyl Ketone ,Acetone, and others, but give littlethought to hand, skin and lung protection . We should be more careful.

Gene retired from United Airlines,and he was an active restorer for much of

his life, completing a Piper J-3 just lastMarch. In the past he also restored anAeronca L low-wing , and flew and maintained his Beech Baron . Gene' s StinsonModel A is now a part of the Yellowstone Aviation collection.

Our condolences to Rober ta and theCoppock family, and to Gene's manyfriends .

THE WICHITA 4Bruce Bissonette, one of the tireless

men who keeps adding to our knowledgeof the early days of aviation, has neatlybundled four fellows whose destiny wasintertwined into one easy to read vol
mailto:[email protected]:[email protected]


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PA S S T TO B U C K

Dear Buck ,I t is with great pleasure that I read

your column every month . Your oldairline stories remind me of fond memor ies from the past, when my dad wasflying for EAL out of A TL. He retiredafter 30 years , just before things got really bad.

Things have sure changed we used tofly kites off the end of 27 with 404s, 6s, -7s , Connies, etc . all flying rightover us on short final. What a sight fora young kid! Then along came the

fences - you know the rest. There isnothing like round engines! I had thechance to fly the EAA B-17 for a birthday present from my wife a few yearsago. Sitting there watching that bigspinner and prop lumbering along rightnext to you is almost hypnotic, like sitting in the back of a boat and watchingthe water speed by as you zoom along.I wasn t fortunate enough to pursue aflying career when I became old enoughdue to slight color blindness, but the flying bug stays with me . I fly my '47 140regularly, and own half of a wrecked717ACA. (How many airplanes can

say they have a mag for each cylinder?)This brings me to my question . Common to a lot of old Champs is the rottedout bottom of the entry step. Do youknow of a source for the blister shapedbottom half of the step? If necessary, Iam able to fabricate one , but wouldrather not have to go through that.

I f you are ever down SE Virginia

b y E .E. Bu ck HilbertEAA #21 VAA #5

P.O. Box 424, Union IL 60180

and anything else we enjoy will be controlled; there won t be any users likeyou and I They'll be talking to themselves about what a wonderful world itis with nothing to interfere with their office gossip.

You might try Safe Air Repair andsee if they have a blank . I had to fabricate my a few years back . It rusted outfrom within and I took some steel,shaped it with hacksaw cuts to the formI wanted, welded up the saw cuts andput a flat plate on top of it all. I then re

welded it to the arm and there it is today.Works fine

P U E R T O R I C N C L S S I C S

Dear Mr. HilbertFirst of all, I want to congratulate

you for all your terrific articles youwrite in Vintage Airplane.

My name is Cuso Ortez, and I havebeen a V AA member since 1990. I loveold airplanes and down here in PuertoRico we have a few interesting models,including one Aeronca L-16 and a Luscombe 8E both of which I ferried fromFlorida.

I ve enclosed a picture of the Luscombe with me at the controls. I t was

taken just north ofEI Morro Fortress inSan Juan . Luis Herrera who is also aprominent pilot took the photo. Thephoto was taken from a 1968 Cessna

172. Enrique Gutierrez owns the Luscombe. I fly banners for Aerial Sign Co.

here in Puerto Rico. I use a Super CubPA-18 and a Piper J-5 that came out ofthe factory on 12-7-1941, the day PearlHarbor was attacked. The J-5 had a 180hp engine, no electrical system and alow pitch prop. Later, I can write detailson this particular airplane, includingphotos and videos .

Take care,Sincerely,Cuso

Thanks for the note and the photo,Cuso. We waited a while before wepublished it, only because we wanted tobe sure and print it in color! We all lookforward to seeing a photo and a noteabout your J-5 banner-towing machine.I t sounds like quite an airplane.

Over to You, f ( -.z:


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ears

t t

Outer Marker

Continuing Dutch Redfield s early aviation carreer; he flies his irst Paying Passenger;

nd Learrns to ly Floats

As I taxied the Waco F2 back tothe hangar following some afternoonspot landing practice, Harry Wardgestured to me not to shut the enginedown. He came alongside the cockpitand shouted, "Taxi back of the hangarand I've got ten bucks for you! "

I taxied around the corner wherethe airplane was out of view from therest of the airport. Here, Harry sort of

ten dollars the next day.The F-2 climbed steeply with only

one passenger and my usual lightload of fuel. I flew south away fromthe airport for a few miles to a position behind the hills where I couldn'tbe seen.

The Waco picked up speed as Inosed her over into a shallow dive .A light back pressure on the control

the stubby left wing tips that werenow pointing straight forward. Thenback forward with my vision as thenow inverted horizon fell past theupper wing panels and dropped pastthe nose .

Near the top of our arc, rapidly dissipating speeds were confirmed by thesoftening sounds of flight and by thelaboring Continental. Then we arced


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looping arc was completed, I knewwhen the now dissipating cyclonicwashes of our beginning arc climbwere flown through with a

"whump" o f the airframe at thebottom of the loop.As another arc was beginning,

my first paying customer turnedand glanced back at me, thenquickly turned back inside as thepressing "Gs" again took over. Acouple more loops and I started along descent for home.

Back behind the hangar again, asthe prop clattered to a stop, Harryhelped my wobbly new friend stepfrom the lower wing to the groundand asked him how it was."Great ," he muttered, "That wasuntil I looked around and found Iwas up there with a darn kid "

In late May, we flew the F2 toIthaca at the south end of 35-milelong Cayuga Lake, there to make aseaplane of her. Ithaca was chosen because its airport closelybordered on the shore of the lake.

In the Ithaca hangar we hoistedher on a chain fall suspended from

a hangar beam, removed the smalltail wheel assembly, disconnectedthe brake cables and lowered herlanding gear and wheels to the hangarfloor. She looked odd hanging thereminus her landing gear. We slid thetwo floats under her and then carefully lowered her and knocked inplace the bolts of the float supportstruts .

Oh Lord, she was beautiful Buther floats seemed so very bulky andso long, and the whole rig seemed sofar from aerodynamically pure, andshe stood so high with her tail in an

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From an unchecked

unflared glide had

literally flown the

airplane right into the

water while belieVing

had many many feet

yet to descend.

shoreline, and how easy to move her;what light airs cause her respond.One hand could gently move herabout , or easily restrain her.

Her summer home was to be nosedup on a wooden ramp on the shore ofthe Seneca River , west o f Baldwinsville, and north o f Syracuse.For many months she would be outin the wind and rain-not in the special spot that was reserved for hernear the doors in Ward's hangar. twas getting late and where the airplane now was at Ithaca , she wouldbe unprotected and in a very poor

f h i h I i

edges I could see the float bowsand the forming bow waves.Looking straight down from therear cockpit behind the lower wing

trail ing edges I could see thesterns of the floats and the bubbling stem wakes and the trailingwater rudders.

What a soft yet grooved responseto the float's rudder blades and theplane's air rudder, simultaneouslydeflected into their appropriatestreams when my feet positioned therudder pedals. How freely sheglided. I stopped the engine and shecoasted, and went, and went. I hadno brakes to stop her and I'd have tobe careful when I got her home, andplan well her inertia dissipation lestI bash her into her new ramp.

For many weeks I had reviewedin my mind just how to fly her.Now the sun was getting low and Ifelt the pressures of time . Therewas little written material on howto do it, nor was there anyone Iknew who had flown a seaplane . Itwas lonely out there in the lake asshe bobbed in the gentle waves ."Well, 1 said to myself, "It's got to

be done sometime," and I eased thethrottle full forward and pulled backthe control stick.

The propeller picked up and threwback heavy white spray from the floatbows as the bow waves moved furtherand further aft and the setting sun reflected the spray being thrown onto thelower wings. With little assistancefrom me, the bows rose higher andhigher, and the bow waves racedrapidly aft. Then, of its own accord,the nose began lowering and she softlyrocked forward onto the float steps .The floats were now planing with less

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bordered and straight but short stretchof river in the gathering dusk, thenbacked off for a long, straight , slowdescending approach.

We were below the bordering treesnow and slowly descending towardthe river 's surface. Finding light surface ripples from which to project thegeometry by which to flare her forlanding was quite different but I foundnot difficul t to apply. I felt her downthe last few feet using considerablymore power than with an airport land

ing. The floats touched and the keelsknifed the river's surface . How yielding it was, how smooth the surfaceand the ride, how the planing floatsseemed to softly buzz on the light ripples . How very, very different than anoleo'd and wheeled landing gear meeting the sodded surface of an airport.

Deceleration was rapid, and compounding, as the planing support ofthe float bottoms faded. As sheswished off the steps, the buoyancy ofthe float s took over and we were againfloating and gliding steadily andsmoothly with nothing but her idlingpropeller again pulling her along.What a delight everything about this

first flight in a floatplane had been. Iwas keenly aware at that moment whata very different world of flying wasopening before me.

An aviator friend, George Sawyer,who owned the riverside camp wherethe Waco was to be kept, helped metie her to her newly-built ramp, then Iwas invited in for dinner. I was ecsta

tic as we talked of my first seaplaneventure. It was now dark outside.

In a couple of hours Barb showedup and we threw some extra lines onher in the beams of the car s headlights. As we backed away, the Waco

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out much more about the characteristics of a floatplane .

We eased her down the ramp, thenswung her around so the stems of the

floats were l ightly resting on theplanks. I climbed in and started herand again she was immediately moving and underway . We taxied slowlydown the river, warming the engineas the tree d green river banks slippedsteadily by the wing tips. How totally different from a land planerestricted to airports, all of which arecursed with the sameness of pavedrunways, and hangars, and parkinglots, and gas pumps.

I was still aglow with the successof my one seaplane takeoff and landing of the day before , and in a shortwhile, I was to find out, It really isn talways that easy " We took of f , and Ibanked gently to follow a bend in theriver. As we climbed, the tops of thebordering trees off the wing tips camedown even with, then fell steadily further below her spray streaming wings .

As we banked into our first approach, the lake s surface was lightlyrippled from a soft, but now fading ,morning breeze. I made several land

ings and takeoffs and was learningand really savoring the many new andwonderful feels of a seaplane.

Satisfied that I was makingprogress, I turned and climbed awayfrom the lakefront circuit pattern that Ihad been flying, then to perhaps advertise that a seaplane was now basedclose to town and ready to do busi

ness, we flew down over the city for afew minutes.

Upon our return the lake s surfacewas like glass, but was completely unnoticed by me. Any surface ripples leftover from the now faded morning breeze

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I planned to taxi to a shore side beach tosee if we couldn' t sell a few late morning seaplane rides.

As the Waco got lower and lower,

as do all airmen on all landings, Iprojected forward and slightly downward, an angled line of vision towardthe lake s surface . My eyes beganprobing and searching for somethingto come into view that could be focused upon , thus establishing the endof this line, from which the angularchanges of landing could be evalu

ated and controlled.By evaluating the angles formed be

tween this projected vision line, andthe level plane of the landing surface ,the airman can establish, and vary , hisfinal approach descent to achievetouchdown at an aimed-for spot.

At very low heights, he shifts visionforward again, forming a new andmuch shallower angle with the surface,applying control and power to causethis new geometric angle to flattenslowly, thus effecting an always hopedfor gentle touchdown.

I t seemed we had been descendingfor some time and I was puzzled why Iwasn't picking up a ripple or something

on the surface as I had been doing allmorning. This had given me no problems earlier-when - "wham " The twofloat bows struck and dug in deep. Fromn unchecked, unflared glide, I had liter

ally flown the airplane right into thewater while believing I had many, manyfeet yet to descend. The decelerationwas ferocious, and I was slammed forward with my right shoulder down .Somehow, I was able to get the stickback and the throttle full open, and theWaco came up out of there flying s Istraightened myself in the cockpit andlooked around in shocked surprise .


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by Jerry Cox

The 3rd annual Luscombe Fly-In atColes County Airport at Mattoon, Illinois MTO) took place on June 11, 12and 13

Lousy weather in some areas keptmany folks from attending. Even so ,by Thursday evening, with prepara-tions underway , the Win MeLuscombe from the Don LuscombeAviation Historical Foundation wasthere, the first Renaissance Luscombewas there and Gene Horsman from

Colorado had gotten by the weather toarrive by early evening. In additiontwo gentlemen from Canada, Harryand Lloyd Clark, members of the Flying Farmers group had driven inbecause of the weather , and WalterSmith had arrived on a visit from SaudiArabia, by commercial jet and rentalcar , of course . Rick Duckworth, seminar speaker, had driven in fromMichigan because of bad weather inhis area.

Friday morning bro ught on a lot ofhaze and although sunny, visibilitywas not that good. I t began to bum offby noontime however and more air-planes began arriving through the day.There were 12 Luscombes in by noonand 18 by 5 :00 p.m. By then theweather was threatening and eight aircraft were moved into the big hangar,but the storm moved around us.

John Dearden of Renaissance Aircraft LLC arrived about 6:00 p.m. with

the brand new Luscombe well, new

in March). Folks flocked to get alook at that beautiful new bird. I t isreally gorgeous, both inside and out.By Sunday , just about everyone present had a chance to get a close lookat the airplane.

Saturday was a much more pleas


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Nine Luscombes are nestled in th hangar, with a f w outside.

and particularly how it pertained toLuscombes. Doug Combs of the DonLuscombe Aviation Historical Foundation spoke on the Turbine Luscombenow being rebuilt and his unfortunateaccident with the airplane. Eventhough wearing a neck brace, Doughad not lost his sense of humor. Theybelieve that a bug had plugged theright fuel tank vent and when he wentto the Aux fuel pump there was

no way the fuel could be pickedup with the vacuum in the tank.Doug also spoke about generalLuscombe problems as did RickDuckworth . Rick had a livelydiscussion going on various problems that ere bro ght p b the

were in. After the meal, the trophieswere awarded and many great doorprizes were drawn.

The Award Winners were: GrandChampion, 8F, N1448B, SteveMcGuire of Ponca City, Oklahoma;Reserve Grand Champion, 8F,N1947B, Jerry Cox and Scott Rose ofMattoon, Illinois; Outstanding 8A,N37080 really was an 8A/C , Mike

Bowers of Mt. Juliet, Indiana; Outstanding 8E,N 1750K, John Livesayand Mike Potter of Pana,

Illinois; Outstanding 8F,N9927C, Robert Kelloggof Louisville, Kentucky;Outstanding T8F,N1827B, Irwin Reeb ofBelleville, Illinois; Peoples Choice, N 1448B,Steve McGuire of PoncaCity, Oklahoma; Longest

Distance Flown, 8A,N25342, Gene Horsmanof Golden, Colorado (773NM one way)

Many thanks to Shannon Youakim, AirportManager, Rick Reed theFBO, the Charleston,Illinois Lions club forfood and Jerry Cox andother volunteers for agood fly-in.

An item discussed wasthe possibility of movingthe fly-in to a weekend n

August or September next year toavoid the bad weather syndrome inJune. Fly-In chief Jerry Cox asked thegroup to consider this and let himknow. On the spot response and discussions since the event have indicatedthat it was a good idea. After searching the calendar for a satisfactory date,the weekend of August 25-27, 2000was decided on. See you there


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FUEL VALVES CARE ND FEEDINO

By Cy Galley

Another neglected component onyour airplane is the fuel shutoff valve. Many owner /pilots

take it for granted and never touch it. t

most likely is left in the ON positionall the time. I guess people think that ifthey ever need to turn it off, it willfunction properly .

Actually checking the function of thevalve is part of a good annual. Turning itoff will check two functions. First of all,will it even move? Some valves are"gooked up" with dried fuel dye , varnish

from old auto gas, or complete seizurefrom corrosion and not a trace of any lu-brication, due to fuel exposure over theyears and lack of any exercise . Secondly, if it will move to the OFFposition, will it actually completelystop the flow offuel, or will it leak adrip or two or more? t could be like thevalve that was in our Cessna We had towhittle a wooden plug for the fuel line tochange the plastic float because thevalve leaked so fast. We actually lost afull load of fuel at an annual when 42gallons leaked out overnight.

The bottom line is safety . Howwould you shut off the fuel if you had inin-flight fire? How would you tum off

the gas to a leaking carbureto r with astuck float?" At Oshkosh we have completely drained tanks to eliminate thepossible fire hazard . Losing your planeto fire is bad enough, but what if youalso destroyed an entire row

Your valve needs to be turned to the

These are fairly inexpensive , work welland are ea sy to repair . With that said, thevalve used in our Cessna Skyhawk is nota cone type but a valve that is opened

by pushing a ball away from an O-ringseal. My Bellanca Cruisair came with atwo valve setup with a selector and ashut-off valve. t later used a three-wayvalve that could select either tank andshut it all off. These valves have acommon design feature. They are avery simple cone type o f shut-offvalve. The handle is part of or con

nected to a cone-shaped piece of steelwith holes that will match the inlet andoutlet ports of the body. This cone orspool piece rotates in the valve bodythat is machined with a taper to match.When the holes are aligned with thehandle in the ON position, and theholes in the cone part of the valve areblocked when the valve is turned to theOFF position. Early VariEzes hadproblems with this kind of valve. Aplastic spool was tried but was not satisfactory. But many o f the olderAeroncas, Cubs, and T -crafts usedthese valves for years.

These valves can sometimes be returned to service without even removing

them from the airplane but only afterdraining all the fuel if it is a gravity fedsystem . On a low wing, one just needs toget the fuel level below the valve. Usingjust a small tab of Parker's Fuelube tocoat the spool, it can be reassembled andplaced back in service This will cure

valve from the aircraft. This also requires draining the fuel system .Disconnect any remote fuel controlssuch as a Citabria would have. Carefully

remove the fuel valve, taking care not toround off any wrench flats on the valveor the fittings, or to twist any of thelines. Completely disassemble the valveand let it soak in a small can containingacrylic lacquer thinner or MEK. Lacquerthinner or acetone may also work, butnot as well.

Dry the components and check for

any damage such as scoring of the cone.The valve body is usually brass, and thecone is steel. Obtain some "valve LAPPING compound from a local autosupply or small gas engine repair store .DO NOT use valve grinding compound .The latter is too coarse. Lapping compound or an equivalent should be used.Apply a small amount around the conepart of the valve and assemble the valve,pushing and rotating with just handpressure. Can't find lapping compound?Use toothpaste instead .

Rinse the old compound off and reapply some more fresh compound. Do thistwo or three times until the valve coneand body have a nice, smooth , even

satin look to both mating surfaces.Completely flush and rinse the compound from the valve components withclean thinner or petroleum solvent andapply a small amount of Parker Fuelube(Wicks #PARKER FL or AircraftSpruce #09-25300) to the cone This


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TYPE CLUB

NOTESby H G Frautschy

Compiled from various type clubpublications newsletters

MONOCOUPE The Accidenty Freddie LudtkeFrom he Monocoupe Flyer edited by Bob Coolbaugh

October 13 1994: The pilot is fine,just some red sore spots from the safetyharness , but NC2064 is gone. t became uncontrollable, just like theDC-IO that went down near SiouxCity .

My son, Rick, was flying over oursmall strip, which is cut out of the tallfir on the northern peninsula near PortAngeles , Washington. He heard a bangfrom behind and the right rudder pedalwent full forward . The 'Coupe yawedright and immediately spun. Attempt

ing a recovery, Rick found he couldn'tmove the left rudder pedal forward . Hethought, I can fix that," released hisshoulder harness, reached down andpulled the right rudder pedal as far aftas it would go . Wedging his foot behind the pedal to hold it he as able to

right, with his foot holding it backsomewhat toward center, but not enougto stop the continuing right hand tum .He could only slow the rate of tum , resulting in an uncontrollable right spiral.Realizing that he could not land undercontrol at the airstrip, he slowed asmuch as possible , about 65 KIAS, andflew sideways and under marginal control into the 60-80 foot fir treesbordering the airstrip.

The 'Coupe broke into five pieces.The fuselage was severed behind the

wing and hit the ground backwards ,nose up, with the G meter pegged at12 Gs ." The seat back and the crosstube behind the seat were bent byRick ' s multiplied we ight. Fortunatelyhis head was supported by the shoulderh hi h tt h d to th

lift strut fitting was undamaged . Theheavy attach bolt had sheared in twoplaces at the fitting, leaving the fittingintact. The shear strength of that boltexceeds 50,000 pounds The cabin remained intact, along with the gear. Theaft fuselage and empennage wer e destroyed, as was the wing. The enginewas tom down for inspection.

Inspection of the tail provided animmediate answer to the cause of thecrash. The "Bang" Rick heard was thestructural failure of the left elevator

hinges. They tore away from the elevator spar , allowing the airflow to bendthe left side of the elevator back andup, tilting it far over the rudder andforcing the rudder full right. As you allknow, the majority of this Monocoupewas hand built in my shop in the late


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TYPE CLUB

NOTESsmaller hinge tubes . In fact , there wasa VOID between the hinge tubes andthe spar tube . Paint was in the void.The finger patch welds had very littlepenetration.

The Spiri t of Dynamite " was agreat friend and a ticket to man y adve nture s. I shall always remember ourla st adventure to the Monocoupe FlyIn at Creve Coeur. My son was safelyreturned by its strong 90A cabin structure and I a m thankful for that.However, when I made the deci sio n touse that 1937 elevator, 1 placed a faultin that airp lane that almost kill ed myso n. A very sobering thought.

Fortunately Rick has a strong desire

and love of flying-a great motivator.This gave him that I'll fix it" attitudewhich got him through this episode. Henever became emotional, stopped thinking or even thought of those last twowords that appear at the end of airlinecockpit tapes. He controlled himself ,controlled the 'Coupe and walked away.All he had to do was unstrap, climb

down out of the trees and brush the firneedles off. As Rick walked out to callus , he met a local crashing through theforest, yelling about a crash. Rick

calmed him , saying, " 1 know. t wasme." The next day Rick was scheduledfor his Commercial Pilot check ridewith the FAA examiner. He decided totake it and passed.

Let 's all check the hinges on our elevators and rudder s.

From B ob Coolbaugh, Mo n ocoupe F lyer Editor : Freddie taughtboth so ns to fly in his J-3 Cub andmoved to advanced aerobatics withthem in the C/ipwing Coupe. Ba sed onRi ck s leve l eaded performance, I dsay Fred s lessons took.

LESSONS LEARNEDDEPARTMENT

First and foremost , Rich has s ho wnus that yo u never give up thinking ,plotting and fighting to overcome aproblem in the air. Hindsight is easy,but it took a stroke of genius to figurea way to reg ain rudder authority as hewas spinni ng into the ground. With therudder jammed to the right and leftrudder pedal not effective in centerng

it , Rick quickly ducked down to pullon the right rudder pedal by hand. Forwhatever reason , this worked enoughto save his life . I wonder how many

others, when faced with the failure ofthe obvious, would simply push harderon the left pedal until impact? t takesa calm pilot to walk the tightrope witha plane so marginally controllable , andit takes a skilled one to accept the inevitable crash and plan for it andactually fly the plane into the crash instead of cursing fate . Congrats, Rickand do us a favor-take your Dad outfor a glass of hi s favorite poison-tellhim it 's on us, if you want, but in yourheart you have to know that it was hewho taught you to fly a Clipwing,which gave you th e confidence andcharacter to overcome your brush withthe angels. Aw, heck, forget the glass,

buy the old coot a bottleThere is a flying job out there forRick-as a test pilot, a fighter pilot or asa member of an airline crew. 1 know Isure wou ld like to have him flyingwith me

Vintage Airplane Editor 's Note:Freddie and the Monocoupe Club areto be commended for getting the word

out regarding the cause o f this accident in 1994. For the next chapter inNC2064 s saga, please turn to page16 HGF


15/36

Ffteen years ago, co-foundersof the

West Coast Piper Cub Fly-In BruceFall (who has owned Cubs for mostof his 54 flying years) and Monte

Finley invited a few Piper Cubs to LompocAirport The Annual "Sentimental Journey"

It was one of those extremely rare summer weekends on the California CentralCoast where fog was nonexistent, sun wasplentiful, temperatures were mild, wind wasminimal, sunsets were gorgeous, and littleyellow airplanes proliferated in the skies

BYHOLLYPALMERPHOTOGRAPHYBYBRUCEFALL

wings, and who-knows-how-many spamcans" were registered on the field; and somewho couldn't fly their Cubs drove in.

One group of Cubs flew in togetherfrom the Washington/Oregon area. Theytook two days to get to Lompoc spending


16/36

(Top) Doug Morlan, Vacaville, CA, and his J-3, flying overclassic California country.

(Second from Top) Kathryn Perry, Sultan, SA, J-3 Cub isworking on her spot landing with a young passenger in

the front seat.(Second from Bottom) Keith and Molly Littlefield withsons Sam and Ben. Molly flew her Cessna 140, whileKeith and Ben flew the J-3 Cub. They met at the fly-in in1993.

(Bottom) Ryan L) and Dale R) Weir, Kent, WA, J-3 wonPrettiest Cub, Most Original Cub, and Youngest

Cub Pilot (22-year old-Ryan).

children; and her solo student Al Wirtan (278 logbook hours)brought his Cub as well. Other long-time attendees with the samegroup, 737 Airline Captains Keith Littlefield and Molly (Flanagan, of he famous "Flying Flanagans") Littlefield of Kent, WAjoined us again this yearwith their sons Ben (almost three yearsold) and Sam (three months old). These two met at our Fly-In in1993, married and attended again in '95, '97 (to show off their

first-born to their Lompoc Family) and again in '99 The OldestCub Pilot Award went to Retired Marine ParatrooperCol. BruceMeyers from Snohomish, WA, who flew his J-3 R.A.F. in "Flitfire" colors.

The beautifully restored J-3 NC422 I I owned by Dale Weir(also with the Kent, WA group) , and flown by his 22-year-oldson Ryan took the Prettiest Cub and Most Original Cub awards.Ryan received the Youngest Cub Pilot Award.

One obvious reason people enjoythe Lompoc CubFly-In isthe wonderful , homemade food. Friday night fare always includes generous servings of steaming hearty spaghetti, garlicFrench bread, salad, and tables full of homemade desserts (prepared by the local EAA 275 and Lompoc Valley PilotsAssociation members). Famous Lompoc Style tri-tip barbequeisserved on Saturday night-and there is always plenty for secondhelpings. Breakfast on Saturday and Sunday includes hotcakes,sausage, local strawberries, orange juice, milk and coffee. Ham

burgers and hotdogs are served for lunch on Friday and Saturday.One new aspect of the Fly-In this year is added ramp space.Lompoc Airport is in the process of extending its runway, andadding additional taxiways and parking on the "hotel andrestaurant" side of the airport. This enables planes to beparked within a few feet of several hotels and many restaurants as well as local shopping areas So if one would rather


17/36

(Top) This sharp PA-11 Cub Special belongs to JeffMontgomery, Kent, WA.

(Second from Top) Martin Leonard, Mt. Baldy, CA, is astudy in concentration as he lands the only J-2 present. He

must have visualized the landing pretty well - he won theSpot Landing contest

(Second from Bottom) Col. Bruce Meyers ("Oldest PilotAward ) with his 1940 J-3 Cub in RAF " Flitfire" colors.

(Bottom) John "Solly" Soloman (left , 1946 J-3 and LarryHolman (right, Super Cub) goodnaturedly dicker over whowas actually first to arrive .

years old, soloed in his Cessna 150 to the fly in from Bakersfield,CA, and was scheduled for his private pilotcheck ride on July 20,the day he turns 17

Usually, after game time on Saturday, groups of Cubs take offfor tours of our beautiful central coast. One such trip, includingsix Cubs, wentover to Point Conception, then on down the beachand cliffs along the coast. If you have a slow plane , the trip isworth the planning.

Awards, presentations, and entertainment commenced afterdinner on Saturday, in the Big Hangar. For their efforts overthelast 15 years Bruce and Nyla Fall, and Monte and Laura Finleywere presented with a plaque to hang in the Lompoc AirportAd-ministrationBuilding. Also recognized for their assistance withthe Fly-Ins were the Lompoc Valley Pilots Association, LocalEAA 275, and the Santa Maria Valley 99s. For those who don't

know, Bruce's wife Nyla passed away this last winter after alengthy illness.For the second year now, belly dancers performed for the

crowd (one of them a local pilot); then music played in the back-ground while everybody reminisced , drank beer and soda, andlaughed until midnight.

After all the Cubs left on Sunday, a drawing was surprisinglydiscovered on Runway 25 (we always takeour own airplanes outto play after our guests leave- it's tradition). The artist used col-

ored chalk to sketch Monte Finley's comical C ubbi e, thedrawing stretching way across the runway, and about 20 feet tallIt took a little detective work to figure out who the culprit was .He signed his work Doug. Well, two Dougs appeared on theregistrant's list, but only one of he Dougs used colored chalk toelaboratelymark his Cub's spot on the ramp We know who you


18/36


19/36


20/36

Proofthat you can't always believeyour eyes was parked on the southside of the Theater in the Woods, Air-Venture '99. There, its pug nosedefiantly in the air, sat NC2064. tshould have been dead. A source forspare parts, but there it was. Withoutmeaning to, the airplane stood as amonument to Fred Ludtke's crafts-manship and sheer tenacity and theunbelievable love, which so manypeople have, for the Monocoupebreed. t also stood as a monument to

the concept that even a young boy'sdreams can come true.NC2064 was brought to Oshkosh

'99 by its owner, Richard Smith andhis wife and partner Georgeen. Thevery fact that the airplane still exists issomething of a miracle. The fact that ayoung Richard Smith had once stoodin a dark hangar staring at Woody Ed-

mondson's 110 Special and vowing tosomeday own such an airplane addsanother, more human, dimension tothat miracle.

Smith was born and raised inLynchburg, Virginia when the air-port was still a military fuel stop forairplanes headed overseas . EverySunday his grandfather would takehim down to the airport to watch theairplanes come and go. Every timethey did, young Smith would say tohimself, I 'm going to do that. I'mgoing to fly airplanes.

He was barely into his teens whenhe'd ride his bicycle to the airportwhere he began hanging out doing

whatever odd jobs they'd give him.Soon he was a regular, pumping gasand washing airplanesfor flight time.

At the time, one of his regular cus-tomers was the legendary WoodyEdmondson and his airplane was the

ll l d 110 S i l M


21/36

the sky in the company of his, and everyone else's, hero. Small wonderthe aviation bug bit him hard. Also, small wonder that another o hispromises to himself was that someday he'd own a clipped wing Mono-

coupe of his own.Edmundson, incidentally, wasn't Smith's only inspiration, or the

Monocoupe the only airplane he promised himself he'd own . Anotherfrequent visitor was a petite brunette, Betty Skelton, and he lavishedhis caretaker skills on the tiny biplane known as Lil' Stinker: He againmade himself a promise. This time - that he'd own a Pitts Special some


22/36

Eventually he was able to purchase a90A Monocoupe with a 145 Warner on itand he found himself closer to his eventualgoal of owning a 110 Special. That air

plane was a little rough, having had a poorrestoration done, so I spent a year and a halfrestoring it the way it should have been inthe first place.

He flew it for something over 110 hoursand reports he ...worked on it for aboutfive hours for every hour of fl ight time.

As early as 1994, he had been trying toget Fred Ludtke to sell him his 110 Special,but with no success . Then Fred's son wasflying the airplane, the elevator hinge let goand the airplane wound up in the trees.

If the airplane had been anything but a110 Special, that would have been the endof the story. However, the little clippedwing monsters seem to have some sort ofmagnetic appeal to them. Although mostsources report only seven Os were actu-ally built by the factory, another severaldozen were the result of people bringingtheir 90A's back to the factory to have theirwings shortened. JohnnyLivingston's clip-wing was one of those. In addition, in recenttimes a number have been hand built Smith

Brooks, heir to the Astor fortune, is reputedto have some financial stakes in the Mono-coupe companyand his airplane was namedSpirit of Dynamite because he said, ...it

took off like I lit a fuse to a rocket. JackieCochran borrowed the airplane to raise thelight plane, I OOKM closed course recordfor women to 173.097 mph in 1939.

Brooks sold the airplane to a clergyman,Leonard Peterson, who when not ministering to his flock , was performing airshowswhich featured low altitude outside loops.The inevitable happened at Richmond in1940 and the airplane was destroyed in aflaming crash.

All of the factory airplanes were custombuilt so none of them are exactly alike.However, the original 110 Specials used thenarrow door that could clear the strut whenit was opened, while most others have thewider, round bottom door that folds up as itbumps against the strut. Smith says WoodyEdmondson's airplane , N36Y, was the lastclipped coupe to be built.

When Ludtke began rebuilding hisairplane for the second time in 1994 afterthe accident, he went back to his originalfactory drawings for the clipped wing

which he says gives the airplane tremendous performance but is getting difficultto support. In fact, he had just bought asix-bolt hub to run a wood prop while his

metal prop is in being overhauled and thesearch for the hub proved to be both difficult and expensive . He hemmed andhawed about buying the hub, but his wifestepped in and talked him into partingwith the money. He says, She's the great-est wife and a major part of this project.The interior was her design and the airplane seldom leaves theground that she'snot in it. She does all the GPS navigatingand handles all the communications.

He reports the airplane cruises at about145 mph at 1800 rpm and 165 mph at2,050 rpm , but he prefers the lower rpmto preserve his engine . He says he startshis approach at 110 mph on down wind,slowing it to 100 mph as he comes aroundon final and sets it into a slip for the lastpart offinal at 90 mph . At 90 mph hesays it sinks fairly rapidly and describesthe touch down and rollout as ...tender with his feet barely tapping the rudders tokeep from over controlling. He stronglyrecommends riding with another Mono


23/36

Family activities have always been a big partof the annual EAA Convention, and this yearEAA added a new dimension to the event.KidVenture, sponsored by Nestle, was a bighit, with thousands of youngsters enjoyingthe hands-on activities and displays .Volunteer Alden Frautschy (above) instructsa group of budding rocket scientists how tobuild Straw Rockets lung-powered missiles built up with soda straws and stickylabels. t another set of tables (below), parents and kids worked together to completemodel rockets, kindly donated by Estes .These are just two of the wide range ofevents and activities youngsters enjoyed .

Cubs make such wonderful airshow watching airplanes


24/36

these men, Ernest R. Breech, became thenew presi dent o Bendix. Under his leadership, and as a result o the huge war-timeco ntr acts, Bendix again expanded andmade major contr ibutions to the war effortby developing Radar, pressure carburetors,and the famous Gibson Girl emergencyradio transmitter . Ernie Breech, however,was even then anticipating the problems thecompanyfaced in the post-war future - thato converting the huge Bendix empire backto peace time productio n. In 1944 Bendixfor med an aircraft division at the suggestion o Breech (who was a private pilot)

by H.G. Frautschy with the intention o entering the post -war

We had a few takers of the August Mys-tery Plane Bob Pauley sent in his article on

the airplane, first published in the GreatLakes Pilots News Here's Bob's extensivewriteup:

The Bendix Corporation has been associated with aviation for a long time and isprobably best remembered for the Bendixtrophy, awarded each year since 1931 tothe pilot who established the fastesttranscontinental speed record . The history o Bendix dates back to 1914 when ayoung inventorfrom Moline, 1L, VincentBendix, developed an automobile startingmotor drive that later became known asthe Bendix Drive. The rights to his invention were sold by Bendix to theEclipse Machine Company. By 1919 over

one million had been built and almostevery automobile then being manufactured was equipped with a Bendix Drive.

After he had signed the agreementwith Eclipse, Bendix was free to devotehis talents towards other ideas, and in1923 h j i df ith F h i

expansion, buying other well known aviation companies including ScintillaMagnetos, Pioneer Instruments andStromberg Carburetors. t was during this

period the company introduced the Bendixtrophy to help stimulate aircraft designersto build better and faster airplanes.

n 1937 General Motors, which by thatdate held a controlling interest in Bendixstock, installed two o their own men on theBendixBoard o Directors . Later, in 1942,after Vincent Bendix had retired, one o

private airc raft field.To head the new Bendix Aircraft Divi

sion an experienced a ircraft designer wasbrought into the picture. Athanas P. JackFontaine had been Chief Engineer at Stinson where he had designed t he Voyager

series, and later was Assistant Director oEngineering at Consolidated Vultee.The first order o business for the new

division was to conduct a market study todetermine what type o airplane should bebuilt. This resulted in the conclusion thatthe expectedpost-war aviation boom woulddemand a two-place, all-metal retractable

November Mystery Plane


25/36

landing gear airplane and , as a secondary need , a four-place all-metalshould be offeredfor sale.Armed withthis information, the small group o engineers, who worked in an office at 261McDougal St. in Detroit, designed andbuilt the Bendix Model 55 in a remarkably short period o time.

Thefirst sketches were made in July1945 by Vern Biasell, an ex-Stinson designer who had been responsible for theL-5 series, and by mid-Decembero thatsame year the first airplane had been

built and was ready for its test flight .The Model 55 was an all-metal lowwing design with side-by-side seating fortwo and a retractable tricycle landinggear . The wing span was 33 '3 , it was The Bendix Model 55 NX-341 03 SIN 2. This picture by Brian Baker was taken July 28,1957 at

Detroit City irport when it was owned by the Detroit Technical High School. The airplane is22' long and it had an empty weight oshown here after its wings had been clipped to render it unflyable.1,043 pounds. The engine was a 100 hp

Franklin driving an Annesley two-position controllable pitch propeller.

In an attempt to simplifyproduction andreduce costs, the airplane had been designed to make use o an automotiveproduction line concept starting with a basic keel moved along an assembly line.Many novel ideas were introduced to keepcosts to a minimum.For example, the tailsurfaces were designed so all three components (the fin and rudder, and the twostabilizers and elevators) were identical,and each was made o only 12 parts, notcounting the skin. The wing panels alsofeatured simplified construction with the ribsarranged in a zig-zag pattern which reduced the number o ribs required, yet stillmaintained the strength and correct airfoilshape. Only 19 parts were required to build

either wing panel, again not counting theskin. The wings used an original Bendix 416airfoil section that had a pronounced reflexed trailing edge which gave gentle stallcharacteristics.

AIso, the full span ailerons could bed d l di fl hi h

six-inch long propeller shaft extension that

gave the airplane a very streamlined appearance. A second airplane was completedafew months later (NX-34103) and it alsohad the e.xtensionshaft, but in the interest oreducing costs, it had been decided to eliminate this feature in the production airplanes.

Thefirst airplane was eventually modified to the short nose production designwhich detractedfrom the original streamlined appearance . The Model 55 had a topspeed o 148 mph, a cruising speed o 140mph and a rate o climb of900 fpm, whichfar exceeded the performance o any othertwo-place airplane then available on themarket.

Progress on the production version othe two-place Model 55 was moving for

ward at a rapid pace and all o therequirements for an Approved Type Certificate had been met. 1n the meantime, back ina new officein Detroit, several hundred tooldesigners were working on the productiontoolingfor the Model 55 and a plant hadb l d i G l d TX i hi h

become Executive Vice-president and Di

rector o Ford Motor Company. Breech leftBendix that same month.

Breech's successor at Bendix was Malcolm Ferguson, who did not share theenthusiasm Breech had shown for the lightplane program. In September the BendixBoard o Directors announced they wereclosing the Aircraft Division after havingspent approximately two million dollars onthe program .

One contributingfactor to the board 'sdecision was the realization that Bendixhad produced a lightplane , they would havebeen in direct competition with many otherairframe manufacturers who were customers o various Bendix divisions, andsuccess o the Bendix lightplane could well

have meant a substantial loss o sales inother areas. The ambitious program cameto an end and the Bendix Aircraft Divisionwas disbanded.

Jack Fontaine, who had been in chargeo the Aircraft Division leftBendix, but later

d b d d h


26/36

*=mesN E W M E M B E R S

Carlos Moyano ....... ................... ...... ....... .

.......... ......... Santa Cruz de la Sie, Bolivia

A . Johannsson ....... ..Mosfellsbae, Iceland

Ronald H . Smith . .. . ... ... .... .... ... Bruno, AR

Allen Benjamin ... .. ..... .... ...... Pheonix, AZ

James M. Dale .... ........... ...... McNea l, AZGera ld R. Bartosh ............... La Mesa, CA

Robin M. Campbe ll... ......... Torrance, CA

Willard Carpenter .... ........ San Diego, CA

Allan G. Hanson ...... .......... Somerse t, CA

Bob Hixson ... ....... ........... West Point , CA

William McNulty .... .......... Vacaville, CA

Jim O'Brien .......... ... .......... Riverside , CADave Ormond .......... ... ..... ..... ..Avery , CA

John Raley .. ..... .... .... .. .. ..Costa Mesa, CA

Andrew Wait ...... .... .. ..Corte Madera, CA

Dwight L. Cresap .... ....... ........ Niwot, CODennis Raphael .... Co lo rado Springs, CO

C. 1. Calder III .. .... .. .... .. ... ..... Goshen, CT

Jim Regan .... .. .. ... ............ .Naugutuck, CT

John D . Hovan .... .. .. .Pembroke Pines, FL

James A. Sprigg . .... .... .. ..... Dade City, FL

John G . Thre lke ld ..... ..... .... .. ..Senoia , GA

David C. Camp . ... ... . West Berlington, IA

Roger Acker . ................. Taylor Ridge, IL

Jeffrey W. Fink .. ...... .. ..... Love's Park, IL

Jamie Kee .. ...... ...... ........... East Peoria, IL

Charles J . Baxter. . ...Bonner Springs, KS

Sal Catizone ... .. .... ... ... .. .. ...... Revere, MA

Raymond H. Clark ...... .... Groveland, MA

J me s R n Winthrop MA

Victor Mikell ........... ................. Petal, MS

Jerry Scherer.. ...... ......... ....... Billings, MT

Anna F . Pennington .. ....Wilmington, NC

Robert W. Ottaway ....... .. .. ..Bedford, NH

Langford Keith ... .... ...... ..Silver City , NM

Matthew K. Eaker. .............. Addison,NY

Dave Fuller ....... . .... ...... ..Churchvi lle, NY

She ldon Tieder .. ...... ........ Rhinebeck, NY

J-!"ugo Visconti ................. Rhinebeck, NY

Sheri L. G1adish .. ....... .. .Miamisburg, OH

Ray Lang ...... .... ......... ... ... Columbus , OH

Kent Faith .... .... ..... ....... ..... ... ... .Tulsa, OK

W . 1. Burdis ..... ... ..... .... .... Coraopolis , PAJames E. Chick ... ........... ... .. .Fairfield , PA

Mark F. DeMario ...... ..... ..Brockway, PA

George Ominski ...... ...... .... Lancaster, PA

Steven E. Warwick ............. Lansdale, PA

Erbin Baumgardner ..... . ... ... Riceville, TN

William M . McClure ....... ...... Hixson, TN

Brian Hagen .. ....... ...... ........ ...... Plano, TX

Douglas 1. O'Connor ... ....... Houston, TX

JeffG . Quaid ....... .... ....... ..Carro llt on, TX

Joanne Roemer. ... Clear Lake Shores , TX

Richard Rowles . .......... ...Woodlands,TX

Marlisa Horocks ............. ...Park City, UT

Forrest Mcfaden .. ... ....... ........ .Forest, VA

Thomas A. Olgeirson ...... Uppervi lle, VA

David C. Wasulko .... Charlottesville, VA

David A . Bromels ... ...... Mt. Vernon, WA

John Ireton ... ..... ...... ........ Anacortes, W A

Chris J. Johnson .... .. ... .. ..... ..Tacoma , WAPete Karp .. ... ..... ... .......... Wenatchee, W A

George J. Graphos . ........ ..Green Bay, WI

John P. Reynolds ............... Janesville, WI

Martin M. Smiltneek . .Oconomowoc, WI

William E. Motsinger. .. ... Hurricane, WV

VINTAGE TRADER

Something to buy sell r trade?An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elusive part..50 per word , 8.00 minimum charge. Send your ad and payment to: Vintage Trader , EAA Aviatioll Center, P. O. o x 3086, Oshkos h, WI 54903-3086 , or fax your ad and your credit cardnumber to 920/426-4828 . Ads must b e received by the 20th of the month for insertion in the issuethe s econd month following ( e.g. , October 20th for the December issu e.)

MISCEll N EOUS
http:///reader/full/ramengine.com


27/36

The Board of Directors of Ocean Reef ClubKey Largo , Florida

cordially invites you to attendTHE 6TH NNu L VINTAGE WEEKEND

December 3rd,4th and 5th, 1999Honoring classic conveyances by ai r land, and sea

and including

The Antique a nd Classic rplane Fly-inThe Concourse d'Elegance ofAutomobiles

:

The Antique and Classic Yacht RendezvousI


28/36

Steven c Roth

Arlington VA

Flying since 1984

Purchased irst airplanea 195 9 Cessna 172

while a student pilot

AUAis

pproved

To become a

Steven Roth acquired his 1948 Swift in 1998 .

/II have been flying since 1984, getting

my first airplane 1959 Cessna 172)

while still a student pilot. I have been with

AUA for a number of years and was first

attracted by the price and friendly

service . Last year I acquired this 1948

Swift and lacked tailwheel experience.

AUA s Exclusive E

Vintage ircraft AssocInsurance Program

lower liability and hull premiums

Medical payments included

Fleet discounts for multiple aircraftcarrying all risk coverages

No hand-proR ing exclusion


29/36

::::":!""":1. . . . . . . . . . . - -

- p . - - .

~ . ,.. ')--

....- ....Idio


30/36


31/36

- ig Litt le Fly -In from page 15

Lompoc Airport is gaining popularity inthe aviation communityas well. Not many

General Aviation airports can boast hotels,restaurants and shopping within five minutes (or less ) walking distance of parkingtheir plane A coded security gate on thenew parking ramp leads to a Quality Inn,Holiday Inn Express, and a Motel 6; restaurants include the casual Steak House LasPalomas and just about any fast food placeyou can think of. If you want to bring youpet, a kennel is across the street. Rent-a-carsare a phone call away from the restaurantlobby or the airport administrationbuilding(of course, just about any airport "bum" youcould find would be more than happy togive you a lift). Championship 18-hole LaPurisma Golf Course lies five miles due eastof the airport, for those who enjoy golfmg aswell as flying Other noteworthy reasonstovis it Lompoc are the famous namesakeflower fields (most brilliant around June andJuly); the historical Lompoc Museum, housing thousands of Chumash Indian artifacts;the growing number of beautiful muralsrepresenting Lompoc's history painted on 100year old buildings, and the newest project:

restoration of Old Downtown. And if you donot already know, nearby Vandenburg AirForce base launches missi les on a regularbasis-and boyare they a sight to see

Fifteen years of Cub Fly-Ins down, andhow many more to go? We don't know.

But as long as you wonderful, supportive,happy people are willing to show up onour doorstep every year, we'll be happy togive you some Lompoc Airport hospitality. Thank you, and we hope to see younext year.

The Quality Goes InBelore The Tag Goes OnAtAircraftSpecialtiesServicesCRANKSHAns ROCKERARMSCRANKSHAnBALANCING TAPPETBODIES STARTERADAPTERSC MS HAns MAGNAFLUXING OUNTERWEIGHTSCONNECTINGRODS ULTRASONICINSPECTIONS USTOM MACHINING

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SMALL VINTAGE PIN

V00258 $3.99

LARGE VINTAGE PIN

V40120 $11.99

MEN ' S METAL VINTAGE PATCHWHITE W BLUE BAND WATCH V00257 $1.99TWO TONE MUG V00215 $28 95


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Documents

Vintage Airplane - Nov 1999