Vintage Airplane - May 2003

8/20/2019 Vintage Airplane - May 2003

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VOL

31

, NO 5

MAY

2003

2 VAA NEWSIH .G. Frau tsch y

3

SUN 'N FUN AWARDS

5

MYSTERY PLANE

6

JOHN MILLER RECALLS

UFO: UNITED FLY ING OCTOGENARIANS/John M il ler

7

HUGO JUNKERS , AVIATION PIONEER

THE F 13 AND

OTHER

ACHIEVEMENTS

O. Th

ompson

Rh od

es

12

WHOSE IDEA WAS

THAn

7

LITTLE KNOWN EVENTS IN

AVIATION

HISTORY

Ha r

dy

F LeBel

13 THE OLD RHINEBECK GOES DOWN UNDER

Dan Taylor

17

LONG-RANGE CRUISER

BOB SCHINDLER

'S

RARE

CESSNA

140A PATROLLER

H G

.

Frautschy

20

THE VINTAGE INSTRUCTOR

L'M. S.A.F ElDoug Stewart

22

PASS IT TO BUCK

27

CALENDAR

28

CLASSIFIED ADS

30

VAA MERCHANDISE

3



Y

ESPIE BUTCH JOYCE

PRESIDENT, VINTAGE ASSOCIATION

Sun n Fun

Enjoying our flying

freedom

Did you make

it

to Sun

n

Fun?

Those of us

who

were there

had

a great

time,

with some of the

best

weather

I

can remember

for a spring fly-in. Even

though the eastern

mountain ranges

are

not as

tall

as the

Rockies, the

weather

in

the southeastern

United

States can be

pretty

wild in

the

spring,

so it can be a challenge

getting

to cen

tral Florida from

other

portions of the

United States. It's also interesting to see

the

airplanes

that

we

often only

see

at

eastern fly-ins, since crossing

the moun

tains in some

of the

older airplanes

can

be a test for those

who

would fly

them

to Oshkosh in

the

summer.

With a shift in the days

to

a Wednes

day

through

the following

Tuesday, it

was

hoped that

more time was given

to

pilots

who wanted to

fly

to

the annual

kick-off

event of the

fly-in

season.

It

seemed to me that the crowd

's

atten

dance

was

evened

out

over

the first

two-thirds of the fly-in. Sun n Fun has

commissioned

the

University of Florida

to do research

on

the attendance

on

the

event, so we

don t

have

the

final

num

bers

ye t

. We wish

them

well,

and look

forward to

starting

the fly-in

season

with Sun 'n Fun each year.

Each

year seems to bring

a

special

care

to

perform. It was really a

sight to

see.

We

understand

Carlson

will be in

Dayton in

July

with the

airplanes,

and

who knows, perhaps

we '

ll

see

him in

Oshkosh at EAA AirVenture.

One

other

neat display

was EAA's

Countdown to Kitty

Hawk

touring

pavilion, presented by Ford

Motor

Company.

I

visited the pavilion on

a

regular

basis,

and

t

was

often

filled

with people looking at

the

informative

signboards and artifacts, and trying

their hand

at

flying the Wright lyer

simulators built

by EAA

and

powered

by

a special

program written by

Mi

crosoft for its Flight

Simulator PC

program. It's just as

hard

as you imag

ine,

but that didn t

stop us from trying

There was always a line

to

try

the

simu

lators,

but

everyone

I

spoke

with

was

having a great time flying from

the

vir

tual sands

of

Kitty Hawk.

The centerpiece of

the

pavilion is, of

course,

the

beautiful 1903 Wright

lyer

reproduction built by

Ken

Hyde and

the Wright Experience. It's really breath

taking to see. I

can t

wait

to

see it fly

If

you can, be sure to

catch up with

the pavilion

as it tours.

You can get

all

the tour stop information

at

EAA's web

site,

www countdowntokittyhawk com

to

those of

us

who enjoy light plane

fly-

ing. As I finish this month s column, the

Boston Globe has just printed a remark

ably ill-conceived

and

poorly reasoned

editorial supporting Chicago's Mayor Da

ley for

his

unbelievable

actions

in

attempting

to destroy

Meigs field

in

downtown Chicago. The editorial shows

that we have a long way to go to educate

the

general public about the misconcep

tions of

the

capabilities

of

light planes.

While those of us

who

fly know

that it

would be much easier to create havoc

us-

ing

another

form of transportation,

the

notion

of

an

airplane above their heads

has

long been

an

issue

to some.

Even

while our instincts tell us to holler at the

top of our lungs,

"You

don t understand "

the fact is

we

have to continue to get our

poin t across in two ways:

1. By the

way we act. "Flying Smart"

and

use our good judgment to

not

linger

over sensitive areas. Entering restricted

airspace without clearance only serves to

give more

ammunition to

those who are

against our

exercising

of

our

personal

freedom to

fly.

Being vigilant at our local

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5

EAA . s

COUNT DOW N

TO

KITTY HAWK PAVILION

DEBUTS AT

SUN N FUN

Opening

day, April 2,

of

the

Sun

n Fun EAA Fly-In, visitors saw th e

grand opening of

EAA s

Countdown

to Kitty Hawk touring pavilion. EAA s

authentic

reproduction of the 1903

Wright Flyer, which will re-create the

brothers' historic flight at 10:35 a.m.

on

December 17, 2003, in Kitty Hawk,

was

center

stage as

EAA

President

Tom Poberezny welcomed

EAA

mem

bers and aviation enthusiasts to th e

24,000-square-foot pavilion.

Our goal

is

to tell the

incredibl

e

story of two brothers

from

Dayton,

Ohio,

who were

not

only

bicycl e

builders, but men who through inven

tion , high standards, and

creativity

changed

the

world," Tom said. "There

have been

many

significant

inven

tions and events throughout time, but

few

have

had the impact of the air

plane.

For

those

of us who are pilots

and aviation enthusiasts,

we

know

what flying means. But looking be

yond

that, the

airplane

behind

me

began a series of unparalleled develop

ments that touch every single citizen

of this world,

and

have

extended

our

reach

beyond the

sky

to

the universe

in which we live."

The magnificent '03

Flyer

reproduc

tion

is the

centerpiece of

the

touring

pavilion, which also features three vir

tual Flyers simulators sponsored by

Microsoft

Flight

Simulator-along

with Eclipse's enlightening displays

VAA HALL OF FAME

Do you know someone who has made a lasting contribution

to

vintage aviation

since

1950?

Perhaps it was

in

the area

of

restoration someone who has been

an

active instructor teaching others the correct way to fly older airplanes? These contri

butions

could

be in the areas of flying,

design,

mechanical

or aerodynamic

developments administration writing or some other vital relevant field.

If you feel these contributions

to

the world

of

vintage aviation are worthy

of

na

tional recognition, consider nominating

that

person to the

VAA Hall

of

Fame.

Nominations for the

2004

awards are now being accepted.

You

can download a copy

of the nomination form at: www.vintageaircraft.orglprograms/nominating .html.

If

you

don't

have access

to

the Internet call us

at

920-426-6110 to

request a

copy of the form.

The deadline for nominations to the 2004 VAA Hall of

Fame

is September 30 2003.

Wright Experience, will take

to

the air

again from the

sands

of Kitty Hawk,

North

Carolina.

Between now and

then, the touring pavilion will make

other

stops

at

Ford

Motor Company's

100th anniversary celebration in

Dearborn, Michigan, June 13-16; In

venting

Flight in

Dayton, Ohio, July

4-20;

EAA

AirVenture

Oshkosh

2003,

July 29-August 4; the

Museum

of

Flight in Seattle, Washington, August

23-September 2,

and the National

Business

Aviation Association

Con

vention in Orlando, Florida, October

7-9.

Find out the latest

information

on

EAA s

Countdown

to

Kitty

Hawk

at www.countdowntokittyhawk.com.

CHE

C K

OUR CAL

E

NDAR

S

Many great

flying

events are

coming

up

in

2003,

so check our Calendar

of

Events-both

in

the magazine

and on

the

web.

Please note : If you have entered

your

event on the EM website but it is not

on

the VAA website or

in

Vintage Airplane

magazine please send your event infor

mation to us so we can get it in the

EAA AIRVENTURE NOTAM

AVAILAB

L E FOR

D O W N

L

OAD

The official Notice to Airmen (NO

TAM)

for

the

51st EAA

AirVenture Oshkosh

is

available for viewing/

download

on the

EAA

AirVenture website

www.airventure.org)

and

will soon be avail

able

in print.

The

NOTAM,

designed by

EAA

and approved

by

FAA,

assists pilots

as

they prepare to

fly into

and

out of Wittman Regional

Airport from July 26 through August 5.

The

NOTAM

booklet includes official

ar-

ri va l and departure flight procedures

including procedures for the many types

of

aircraft that fly

to Oshkosh

for the

event, as well as aircraft that land at

nearby airports. Past visitors will

note

several changes this year, including:

• Aircraft manufactured in 1967

now

allowed in Vintage (Contemporary

class) areas.

• South Briefing

Annex

added for pi

http://www.vintageaircraft.orglprograms/nominating.html




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5

NTIQUE

BEFORE

8 /31 /45

SE PL NES

GRAND CHAMPION SE-XMC - 1911

Ble

riot

XI

- Mikael Carlson, Kvarnhem,

Sebbard - Sweden

RESERVE GRAND CHAMPION NC20953

1939 Waco ARE - Ron Tarrson, Powell,

Ohio

SILVER AGE CHAMPION N9125 - 1931

New Standard - Waldo Wright's Flying

SVC

Powell, Ohio

SILVER AGE RUNNER UP

NC534W

1930 Monocoupe - Bob Coolbaugh,

Culpepper, Virginia

BRONZE AGE CHAMPION NC38405 - 1941

Piper J-5A Cub - Michael P O'Neil,

Charleston, South Carolina

CUSTOMIZED AIRCRAFT CHAMPION -

N5366N - 1944 Boeing E75 - George L.

Byrd, Dunedin, Florida

REPLICA AIRCRAFT HISTORICAL PRESERVA-

TION

SE-XIL - 1919 Tummelisa

Mikael Carlson, Kvarnehm, Sebbard

Sweden

CONTEMPOR RY 1/1/56

T

12131167)

GRAND CHAMPION N2848Z - Piper Tri

pacer - Tim Baily, Peach Tree City,

Georgia

GRAND CHAMPION CUSTOM N12711 -

Beechcraft

V-Tail

Bonanza - Steve

W.

Oxman, Riva, Missouri

BEST TWIN N190CM - Beechcraft E18

Twin - Barrels of Fun, Lebanon, Missouri

OUTSTANDING IN TYPE N6817T - Cessna

BEST FABRIC AMPHIBIAN NC19498

Cessna C-165 Airmaster - Glen Lar

son, Sarasota, Florida

BEST METAL AMPHIBIAN N6240K -

Re

public RC-3 Seabee - Jim Poel, Spruce

Creek, Florida

BEST FABRIC FLOATPLANE

N43459

Taylorcraft BGS 12D-4-85 - Stan

Sweikar, Dameron, Maryland

L S S I 9/1 /45 T

12/31 /55)

BEST RESTORED CLASSIC 0-100

-

N43545 - Taylorcraft - Raymond Cook,

Spring Grove, Illinois

BEST RESTORED CLASSIC 101-165 -

N2311P - Piper Tripacer PA-22 - Mike

Steele, Walnut Cove, North Carolina

BEST RESTORED CLASSIC over 165 -

N2151C - Cessna 195B - Sam Jones,

Conroe, Texas

BEST CUSTOM CLASSIC

0-100

-

NC43686 - Taylorcraft BC-12D - Paul

Hoffmeyer, Streamwood, Illinois

BEST CUSTOM CLASSIC 101-165 -

N8553C - Piper

PA18A

- Andy



VAA s "Friends

of

The Red Barn"

VAA

2003

Convention Fund

Raising Program

The

Vintage Aircraft Association

is

a

major

partici

ilplanemagazine, and

on

a special display

at the

VAA

pant

in the World's Largest Annual Sport Aviation

Red

Barn.

You will also

be

presented

with a special

Event -

EAA

AirVenture

Oshkosh The

Vintage

Divi

name badge

recognizing

your

level

of participation.

sion hosts and parks over 2,000 vintage airplanes each

During AirVenture, you'l l have access to the Red Barn

year from the Red Barn area

of

Wittman Field south to

Volunteer Center, a nice place to cool off.

the perimeter of

the

airport.

Gold Level contributors will also receive a pair of

The financial support for

the

various activities

in

certificates each good for a flight on their choice of

connection with the weeklong event in the

VAA

Red

EAA's Ford Trimotor or New Standard Biplane, re

Barn area

has

been

principally

derived from

the

Vin

deemable

during

AirVenture or

during the summer

tage

Aircraft

Association

' s

general

income

fund.

flying season at Pioneer Airport . Silver Level

contribu-

Starting

in

2002,

the Vintage

Board elected

to more

tors will

receive

one

certificate

for a flight on

their

properly underwrite

the

annual Vintage Red Barn area

choice of one of the two planes.

Convention

activities

from a yearly special conven-

This is a grand opportunity for all Vintage members

tion

support fund. This effort

is the VAA s

Friends of

to join together as key financial supporters of the Vin

the Red Barn program.

tage Division. It will

be

a truly rewarding experience

This fundraising program

is

an annual affair, begin

for

each of

us as individuals

to

be

part

of

supporting

ning

each

year

on

July

1

and

ending

June 30 of the

the

finest

gathering

of

Antique, Classic,

and

Contem-

following year. This year's

campaign

is well underway,

porary airplanes in the world .

with contributions

already

arriving here at VAA HQ

.

Won't

you please join those of us who recognize

the

Our thanks to those

of

you who have already sent in

tremendously valuable key role

the

Vintage Aircraft Asso-

your

2003 contributions.

ciation has played in preserving the great grass roots and

You can join

in

as well. There will be three levels of

general aviation

airplanes of the last 100 years? Your

gifts and gift recognition:

partiCipation in EAA's Vintage Aircraft Association

Vintage Gold Level - $600.00 and above gift Friends of

the

VAA

Red

Barn will help

insure the

very

Vintage Silver Level - $300.00 gift finest in AirVenture Oshkosh Vintage

Red

Barn programs.

Vintage Bronze Level - $100.00 gift

For

those of you

who

wish to contribute, we've

Each contribution

at one

of

these

levels

entitles

included

a copy of

the contribution

form. Feel free

you to a Certificate

of

Appreciation from the Division.

to copy it and mail it to VAA headquarters with

Your

name

will be listed as a

contributor in Vintage

your donation. Thank you.

2003

VAA

Friends

of

the

Red

Barn

N

am

e

EAA #

_ _ VAA # _

Address _ _ _ _ __

City tate Z p

_ _

Pho ne_ _ _ E-Mail _ _

Pl ease cho ose your level of participation :



BY H

FR U TS C HY

T

he

February Mystery Plane was

known

to

many

of

you. It was one

of

the many aircraft

built prior

to

World War that saw relatively

short service lives due to the rapidly advancing state of

aviation

in

the

1930s.

This

last version

of the Martin

T4M-1, actually built by Great Lakes, served with Naval

Reserve units until 1937.

Here's

our

first letter:

Cowling detail and landing

gear

strut

vertical

cuffs

iden

tify

the

revised Martin T4M-1

as

a 620-hp Wright R-1820-86

Cyclone,

radial-powered Great

Lakes TG-2 on wheels. Excel

lent

coverage

in The

Great Lakes Story by Gerry Beauchamp

includes TG-1 and TG-2 photos in the eve r-inspiring Sky

ways,

January

2003. Skyways is

the

Civil Aviation Journal

o the

Airp

l

ane

1920-1940. Skyways is available for a $35

minimum donation per

year

from

World War

I Aeroplane at

15 Crescent

Road,

Poughkeepsie, NY 12601. Their phone

is

845/473-3679.

Further detail on the Great Lakes TG-2

is

in the book

United States Navy Aircraft Since 1911 by

Gordon Swan

borough

and

Peter M. Bowers.

Russ Brown

Lyndhurst, Ohio

Charles F Schultz, 910 Broadfields Drive, Louisville,

FEBRUARY'S MYSTERY PLANE

MARTIN T4M-1

KY 40207 adds this:

t

was one

o

the last

o

the Navy biplane

torp edo

bombers, with lots o struts, wires, and a counterbalanced

rudder that had no

appearance

continuity with

the airplane's

vertical

fin.

In 1935 the Comet Mod el Airplane and Supply Co. added

a

model

o

the T4M-1

to their

lin

e that does a

nice

job

o

cap

turing the character

o

the plane in a fairly simple

rubber-powe r

ed

model. I have enclosed a

copy

o the plan. t

is one

o

about 400 plans I have available

for

model air

planes

from

the 1930s and 1940

s.

Cop i

es o

the list

are

available at the address above-please enclose a business

size

SASE

and 1. I thoroughly enjoy the Mys

tery

Plan

e

selies

and

hope

it continues

for

many years

to come.

Space

doesn t

allow us to print the model

plan,

but

Charles' list

is

quite extensive. Other correct answers were

received from: Wayne Muxlow, Minneapolis, Minnesota;

Tom Lymburn, Princeton, Minnesota; Wayne Van Valken

burgh, Jasper, Georgia; Paul Ennis, Salisbury, Maryland;

Earl Swaney, Fresno, California; Walt Albert

and John

Bishop, Ocala, Florida; Jim Stothers, Rancho Palos Verdes,

California;

and

Ralph Riedesel, Paton, Iowa.

THIS

MONTH'S MYSTERY PLANE COMES

FROM

BOARDMAN C . REED OF

BROWNSVILLE, CALIFORNIA.

SEND YOUR ANSWER TO:

EAA

,

VIN

TAGE AIRPLANE

,

P.O.

Box

3086

,

OSHKOSH

,

WI 54903-3086.

YOUR



I think it is appropriate for me

write about the historic flight Glenn

Hammond Curtiss completed

on

May

29, 1910,

from

Albany, New York,

to

New York City, New

York,

entirely over

the water of the Hudson River. This

year we will celebrate the 93rd anniver-

sary of the event.

Also,

I am quite sure

that I am the only member of UFO who

can write about it firsthand, for I was

there

and

witnessed part of it. In

this

day of advanced aviation

we

must re-

member that in 1910 fewer than a

dozen primitive flying machines in the

United States were capable of controlled

flight, and few people

in

the popula-

tion had ever witnessed one fly.

A newspaper,

the ew York

World

had offered a prize of $10,000 for the

first flight between New York City and

Albany, the state capital. The type of

aircraft was not specified, so

either

a

heavier-than-air flying machine or a

dirigible balloon could qualify. The

flight did not have to be nonstop, for

two stops were allowed, but

the

flight

had to be made in one

day,

I believe be-

tween sunrise and sunset. The prize of

10,000 gold dollars was generous

and

tempting in 1910, equivalent to at least

$200,000 in purchasing power of our

devalued paper dollars today.

plane for emergency floatation

if

forced

down

in the

river

on

the 152-mile

flight, and he actually made a test land-

ing in the water

of

Keuka Lake at

Hammondsport. The

machine had

bamboo outriggers

in

the rear, support-

ing a stabilizer surface and a rudder,

and

more bamboo outriggers in front

supporting

an elevator. That arrange-

ment made

the

aircraft rather unstable

and

difficult to fly,

but

that was the

level of technology of the time, though

extremely flimsy by today's standards.

t was a very primitive flying machine,

but

already far ahead of the Wright

brothers' airplane, which they

had

im-

proved very little.

Curtiss would also be trusting his life

on the engine, which

he

and his em-

ployee, Mr. Kleckler, had designed and

built in his motorcycle factory. In prepa-

ration for the risky attempt, Curtiss set

up the plane in a

tent

on an island in

the Hudson in the city limits of Albany

and waited for fair weather. A special

steam railroad

train

was charte red by

the

ew York

World to follow the plane

down the river, carrying press reporters

and "dignitaries." Good weather

was

a

long time coming, and competing news-

king

me

With

him.

As we left

town

on

the electric trolley

car, we heard

numerous

factory whis-

tles

blowing

frantically so

my dad

surmised that the fIying machine was

already passing the city

out

over the

river, not visible to us.

When we arrived at the field (the site

of the

main IBM plant today),

the

fIy-

ing machine was already on the ground,

waiting for the man who was supposed

to

have carried cans of gasoline

on the

streetcar previous to ours (imagine car-

rying gasoline on a public bus today ).

The man

had

made

the

trip for several

days before, but he had

been

disap

pointed each time

and had

become

skeptical of the plan. Apparently, when

he heard the whistles blOwing, he took

the next streetcar behind the one carry-

ing my dad and me. When we arrived

some men were

draining

gasoline out

of

the tank of

an automobile

into an

old-fashioned

white

ceramic pitcher

and pouring

it

into

the

tank of the

plane. I asked my dad

why

they were

pouring water into the plane. That

was

the first time I had heard of gasoline,

for my dad did not have an automobile



ugo

Junkers,

~

eer

Although the plane may appear antique to some, it proba-



rom

certain angles,

the little F

13

might

even

be

called attrac-

tive. The plane might

look good here because

the corrugations are not

visible. I suspect that

this photo, like many

others, has been air-

brushed. Note the long

tapered wings, with

plenty

of

area.

this great mission. These

words

may sound strange coming

from

the head

of the firm that not only

produced

warplanes for WWI,

but

also

provided

bombers

for

the

coming war.

Yet

in

many ways he was a man

of

peace.

After the end of WWI,

he designed the Junkers F

13,

a

energies into building better, safer,

passenger-carrying aircraft.

Seeing Junkers as a

company

head

that could

not be trusted to

toe

the party line," the Nazi gov

ernment gladly

took

over his vast

holdings, turning his design

team

to full-time work

on warplanes

such as the Ju

87

Stuka and

the

Someone s bright idea

for a publicity stunt.

Inside this fuselage re-

side 3 pigeons,

which will

be

released

when those little slat-

ted doors are opened.

Other F 13s were mod-

ified as crop dusters,

even flying ambu-

lances.

the

sidebar

story

for

more

on

his

unique

construction

method.

And

how

about his 1909 patent?

In it

he

envisioned an aircraft with

wings so huge that

most

every

thing-passengers, crew, engines,

baggage, and fuel-could be car

ried in the wing itse lf But

unlike

Jack

Northrop,

his idea was not to



The

plane, despite

its great

weight flew at a respectable speed.

But it had its negative qua li ties: It

had

a lousy

climb

ra te and low

service ceiling not surprising with

that all-iron construction.

When

it came time

to

bu ild a

more

advanced

model,

the

gov

ernment

very po

li

tely

asked him

to

consider

switc

h ing to a lu

minum, which he

did

probably

reluctantly

Apparently

his on ly model

seeing service in WWI was a heavy

duty ground

strafer,

which had

one unique feature: a huge thick

alu

minum

tub covering

the bot

tom of the fuselage starting at

the

engine

and

extending rearward

to

protect

the

crew. Apparently

the

plane was successful.

Another innovation

on

this and

all his other aircraft was the airfoil

shapes.

They were

always thick.

Junkers had made use of his wind

tunnel to

determine

that

at the

flying speeds he was able to obtain

with

the power available

at

the

time thick airfoils

had

little extra

drag when compared to

highly

under-cambered ones.

This

great

camber a

ll owed

his

spars to be more lightweight

than

they otherwise would have been.

The end of WWI on Novem

ber

11, 1918, fo u

nd

J u

nkers

a

part-time

pacifist

. POSSibly his

reflections on Germany s losing

role helped form this opinion.

At any rate his usual

preference

for the remainder of his life was

for

the civilian

fie ld

of aircraft

Structurally,

the

F 13 owed much to Junkers' earlier

efforts.

First

he

designed

the

super-healthy

tubular framework of the craft. As

far

as the fuselage went, the framework was fairly conventional.

Take a look at this shot of

the

fuselage, from

the

nose aft. First

comes the bulkhead (firewall)

to

which the motor mount will be at

tached. Right behind that is the crew compartment, with room for

two

men. (The

seats

are not in place in this picture.) Note that

the

wing spars pass

underneath the crew

area.

Moving rearward, we

spot a large bulkhead with sheet metal in place, against which the

crew seat backs will be placed.

Note

also the door opening to the

passenger area.

Just behind this

bulkhead

is

a

large

open area,

destined

to

be the place where four passengers

will

reside in con

siderable comfort (check the photos). There is adequate space for

two

comfortable,

separate

seats,

and behind

them

a bench for two

more

paying passengers. The entire interior will be nicely trimmed,

like an expensive car. It's hard to make

out

in this figure, but if you

look at other

supplied

graphics,

you will see

that the

passenger

doors are tapered to a point at the bottom.



The passenger cabin

was fitted out like a

fine car. But with

th t

all-metal construction

the noise must have

been terrific. The cock

pit was not nearly

s

sumptuous.



on

the inner wings of Boeing's

B-17, and

on

some Lockheed

planes of

the

1930s.

I call this type of

construction

two

airframes

for

the price of

one

.

Junkers

was so

generous

that he sold two planes

for

the

price of one:

the inner

tubular

network and

the outer

corru

gated

skin.

Either would go

a

considerable way in

providing

a

complete airframe.

How's

that

for a bargain?

On

the other

hand,

I've

al

ways felt

that

the

way

Junkers

built was

unnecessarily

heavy,

and

I

suspected

that his aircraft

would

be

sluggish performers

with low climb rates and low

service ceilings.

But I was certainly

wrong, at

least with

the

F 13. For just a few

months

after

its

maiden flight,

the

little airliner carried eight

souls to new record heights. In

fact, it carried

nine

souls,

but one

belonged to a

very

small girl, so

her presence

was

ignored

in

the

official record books. In addition

to this,

the

airliner captured

many

other records,

so I guess

Junkers

knew his business.

Another

amazing fact

about

this little cantilevered wonder:

perhaps 1,000 were

built between

1919 and 1932.

We do know

that

more

than

700 came off

the home

factory's assembly lines.

One

thousand

may not seem like

much

when

compared

to

the number

of

Boeing 737s

being

built.

But

in

the

F 13's time, there was little de

Series production of the F 13 (be

low to above), Adler, Sprosser,

Elster, nd the Falke.

The Trans-Europa Union featured

n

F 13

in

a poster circa

1923

German influence

in South

Amer

F 3 MODIFIC TIONS

Perhaps Junkers was

against

war, but there was l i t t le

he

could do

about the F 13s

being

sold (and built) in America. A

gentleman named

John

Larsen

decided to turn

one

into

a

ground

attack plane. When

I

describe

how h e accomplished

this,

you

may think

(as I

do)

that he went

a l i t t le

over

board.

The man mounted

a

total of

28

machine

guns

(ac

tually,

Tommy gun s ) pointing down

ward through the

floor, which

were to be used in strafing

trenches.

I believe he did allow

that two other machine guns

should

be pointed

in

other di

rections.

The

U.S.

government

did

not

bite.

Turning

from the Tommy

gun

model to more

peaceful

themes,

we find

that

one

European F 13

was

modified to

be

an

aerial bird

cage. To

be more

specific,

300

carrier pigeons were carried

in the

passenger

area,

while

the plane 's

sides

contained multiple doors.

When

opened,

the 300 beat

a

quick exit.

t must

have

been

quite

a

sight,

particularly if

the

birds

were released

over

an

area

where

Adolf Hitler was giving

one

of his

peaceful speeches.

Some

F

13s were turned into

crop dusters,

using a

dispenser

designed

by the

Junkers people.

Other

planes

were

equipped with

headphones, so passengers

could

be

entertained with

Beethoven.



The

100th anniversary of

pow

ered, heavier-than-air

flight is a

fitting time to introduce some of the

lesser

heroes of aviation

history.

Come with me while I present seem

ingly minor events

from

seven

aviation disciplines

and

link them

to the art form

we

practice today.

AERODYNAMICS

Over breakfast one wintry day in

1902,

so

the

story goes,

Orville

turned to Wilbur and said, Let's put

a vertical fin near

the

tail and see if

that

will stop the glider from spiral

ing

out

of control whenever we try

to turn. The prototype tail fin and

rudder allowed Wilbur to make

the

first intentional 180-degree turn.

At

the

time it was a bold

and

counter

intuitive

stroke.

Until

then, the

design standard for an airplane was

a bird, and birds do

not

have vertical

stabilizers. Gutsy move, Orville.

AIRFRAMES

Late

in

World

War I,

Anthony

Fokker

of

the Netherlands intro

duced

a

fighter with no external

bracing. Emile Bockle

thought him

mad. Fortunately, Hermann Goering

all

the

moving parts of

The Spirit of

t Louis engine. Until

then,

rocker

arms

and

pushrods were lubricated

before flight. The hope

was

that

they would not wear out before

landing. The Curtiss)-5 foretold the

1,500 hours or more we expect from

modern aircraft engines.

What

can I

tell you, Chuck?

Second, during the early stages of

World War

II,

the

Hamilton Co. be

gan mass-producing a version of its

hugely successful constant-speed all

metal propeller that would feather.

Most

people

who

fly

multis

today

cannot imagine what it must be like

having a propeller

that will not

feather,

but

prior to variable-pitch,

full-feathering Hamilton Standards

being readily available, losing an en

gine was a

deadly

serious

thing.

Having caged

my

share of R-2800s

with Hamilton Standards, I

want

to

be first in line to

say,

Thanks, guys.

FLIGHT INSTRUMENTS

During World War

I,

the wretched

flying weather over the western front

sparked

interest in

gyro-stabilized

turn detectors, compasses, and artifi

cial pitch and bank indicators. Both

NAVIGATION

Between World War I

and II,

Lt.

Philip Van Horn Weems, U.S. Navy,

realized

that although the

funda

mentals

of

marine

dead reckoning

could be applied to aircraft, the tech

niques could not . Weems'

efforts

produced

the

prototypical aviation

dead reckoning plotter

and

graphiC

navigation

computer

that bear the

generic name Weems.

What

most

of

us

do not know

is

that

he

also

combined the

Dreisonstok

and

St.

Hillaire sight reduction techniques

into

a system

that

allows an aviator

to

compute the

celestial arguments

for several bodies

in

less than five

minutes, as opposed to the one hour

plus required with previous systems.

This

U.S. Air Force Academy grad

salutes Phil Weems, USNA '12.

RADIO NAVIGATION

COMMUNICATION

In mid-April 1915, a commander

in the Imperial German

Navy,

whose

name

I

am ashamed to

admit

has

eluded my

research,

opened

radio

direction finding stations at Borkum

and

Nordholz. The idea was to con

vert

signals into lines

of position,



THE

OLD

RHINEBECK

AERODROME

GOES

DOWN

UNDER

DAN

TAYLOR

t

the

Old Rhinebeck Aerodrome

in up

state New

York,

we were very

honored

to

have the

opportunity to

fly some of

our unique

vintage aircraft

at the

Aus

tralian International Air Show this past

February

in celebration

of

the lOath

anniversary of powered flight.

The air

show

the largest in the

southern

hemi-

sphere played host to

a

variety of

aircraft

and

was

he ld

at

Avalon Airport just south

of Melbourne

an

address that is

not exactly

down the

road

from

up

state

New York But it

turned

out to be a

wonderful

experience not to mention it was summer in Aus

tralia and we were in the

middle

of one of the worst



Old Rhinebeck's

191

French Hanrlot monoplane replica, piloted by Bill King,

makes a pass down the runway. It was another big favori

te

t the show.

el

-

:i

unteers on a

very cold weekend,

the

aircraft were carefully secured

for

the

trip halfway

around the

world. After three weeks of sailing

on

the high seas, they all arrived

in good

shape. Gene

DeMarco

with

a

group

of Australian

volun-

teers handled

the

reassembly till

we arrived.

The four aircraft shipped

in -

cluded

two

World War

I

types

powered by original rotary

en-

gines, a Sopwith

Camel

that flies

in

our weekend shows, and

a

Fokker DR.I

Triplane

owned pri-

vately by Fred Murrin. Fred is

Getting ready to fly Glenn Guillfoyle pulls the prop

through

on

a beautiful Australian summer

evening. You

can see how confining

the space is to start

the engine

rope in the early part of the

century.

Big, open,

flat, and

no

trees t

looked

like

Rheims

in

1909 Before a total attendance of

nearly 400,000 (mostly

on

the

weekend, as

the

weekdays

were

trade

show days),

our displays

were a stark

contrast to

the gleam-

known worldwide as

the

guru

of

these won-

derful

engines. Also

traveling to the air

show were

two of

the

Aerodrome's

"pioneer

era"

machines, a

1910

French Hanriot replica

and

a

1911 Curtiss

Model D Pusher pow-

ered

by a 1911 Hall

Scott

motor

of

80

hp.

The terrain was ab-

solutely

ideal for

these

early

machines.

t

re

minded me of those

marvelous

fields in Eu



ing World War

fighters

and the

thunderous F-18

Super Hornet.

The

spec

tacular dogfight routine

with

Gene

in the

Camel

and

Fred

in the

Triplane

was

complemented well

by Rich's

Incredible

Pyro

display,

which

included

huge exploding

observa

tion balloons

that

changed from German

to

British

depending on who

was to be victorious

that

day ).

The pioneers,

both

built

by

the

late

Cole

Palen,

opened

the flying portion

of the air show each day.

Two additional pioneer air

craft from

Australia

were

also there

and

taxied down

the flight

line-a

beautiful

Anzani-powered Bleriot

from Tasmania

and

a

Wright lyer replica.

Normally, with our air

Dan Taylor pilots the Curtiss Model 0 Pusher for its first ever circuit He's flying at

200

feet with the 80-hp Hall Scott V-8 chugging away. The original Curtiss controls

are unusual. The pilot operates the rudder

by

turning the wheel, with fore and aft

mo-

tion of the control column for pitch. His right foot operates the throttle, and leaning

side to side

in

the seat operates the ailerons.

The poles supporting the front and tail of the aircraft are made of bamboo The black

marks you see are tape; it's wrapped around the bamboo to keep it from splitting. It

was a common method used in 1911.



craft

we

do

only straight "hops"

down our

short,

narrow runway at

Old Rhinebeck.

But in

Australia

,

the Hanriot made brief

circuits.

With a

more modern motor

(1939

is

pretty

accurately built,

with

out

riggers made

of

bamboo,

original-style

Curtiss controls us

ing

the shoulder

yoke system,

and

a

front elevator, plus

a 1911

mo

One of only two rotary

powered triplanes flying

in

the world today. Fred

Murrin s magnificent

LeRhone-powered

Fokker DR.1 Triplane.

Fred built this aircraft,

nd is presently putting

the finishing touches on

a very accurate Sopwith

Camel, to be powered by

a

16

Gnome.

great interest in

our

early

machines, and we all

spent time speaking

at

the fence

and answering

the many questions from

enthusiastic visitors. It's

really wonderful

to

see,

as the

late

Cole

Palen

would call

them,

the

"young

types"

taking

such

an

interest

in this spe

cial era

of aviation history.

It's

something the

EAA s

Young Eagles

program has expanded upon today.

We owe a great deal of thanks

to

Ian Honnery and Les

Dunn

of Air

Shows Down Under,

to

the volun

teers

at

Old Rhinebeck

who

braved

the cold,

and

to

the

many hard

working members of the Australian

ground

crew

who

helped

catch our

brakeless

and

tailskid-equipped air

planes

in

the hot Australian sun. It

was a job well done

by

all, and we

were proud to

do

our part

in

the

celebration

of

the 100th anniver

sary

of powered

flight. We

can't

wait

to do

it again

The Old

Rhinebeck Aerodrome

in upstate New York

opens

in May





ob s version of the standard

Cessna

140

overlay panel evenly

The straight, unwrinkled tail sur

faces were completely unriveted

and

reassembl

ed

after some of the

sheet metal was replaced. Each

The ori

ginal

wheel pants

needed

some sheet metal handiwork, some

thing Bob

seems to relish

The

plastic window panels

in

each door

are one of the two major changes to

distributes the panel lighting

through a 3/ 16-inch thick sheet

of milled plastic.

stored

in

the

hangar

of

the

fellow

he bought it from until 1988, when

he moved it

to

his

garage. A few

more years of

sitting

in

the

garage

ensued before

he

started disassem

/) bling and stripping the airframe. As

it

turned

out, this was

no

repaint

I

and

fly" restoration.

Some of the airframe

showed

a

Cl

o

bit of corrosion,

so

he actively

'

a:

'

cleaned up

those

areas,

and didn't

::;;

hesitate to replace any suspect sheet

metal.

A

section

of the

wing

skin

had

an

ugly

patch left

over

from

the install

ation

of a Grimes motor

driven

landing

light, so

that

entire

section

was rep laced, as well as a

piece of leading edge

that

was dam

aged during restoration.

The tail sur

faces

also got plenty of

attenti

on

. While looking at them on

the

flight

line they look very

straight, like a

new

set

of factory

pieces.

They're

anything but

un

touched. In his quest to be sure the

tail structure was

so

und,

Bob

drilled

out all the rivets

on the

vertical sta

bilizer, and inspected the skins. A bit

of

light

corrosion

was dea lt

with,

and

t

hen

everything was reprimed,

inside and out, and

reassembled

.

The

horizontal

stab

and

elevators

proved to be more of a challenge. In

a heated 12-by-20 shed

behind

his

house, he took apart

the

horizontal

stab to find

a

huge

rat

nest

about

two

feet

in

diameter. The etching



cated. He ordered the sections from

Univair, but asked that they not be

trimmed

to

final size. To

accom

modate a

vacuum pump he

installed on the 0-200, the cowl

is

actually 1/2-inch longer

than the

stock 140 cowl. That way, he did

n t

have to

put

a bulge in

the

cowl

nose bowl to clear

the pump

. There

was

plenty of trimming and

fit

ting,

and

building a

new set of

cowl louvers for each of

the

cool

inal, but again, to

accommodate

a

modern set of avionics, and to put

a more

consistent

level of panel

lighting

on the instruments, he

made a new overlay from scratch.

Behind

the

overlay

is a

piece of

3/16-inch

plastiC,

with the

lights

mounted

inside so

the

glow from

th

e lamps is cast over each instru

m en t. An Apollo 360 GPS is

installed in the center, topmost in

strument

hol

e, and a Bendix/King

transponder and comm radio round

out

the

avionics.

While equipped with basic

IFR

capability, without a heated pitot

tube, Bob won t

regularly

fly the

airplane IFR. He might file for spe

cial circumstances, but in general

he doesn t want

to

do it.

If

I had

to descend

through a

layer of

clouds

where there

was

no

icing, I

might do that if I had about a 1,000

foot ceiling

underneath.

But as far

as bumming around just using

the

instruments, I just don t do

that

in

a little plane.

The rest of the

interior

was re

upholstered by Ron Christianson in

Sandy,

Utah, including the

STC'd

installation of a set of Cessna 150

seats, which are still

comfortable

on those seven-hour flights.

Did Bob feel he made any mis

tak

es

while r

es

toring the Patroller?

Just

one he moved the battery

box

location

to

th

e firewall, and

found he had

to

add

2

pounds

of

ballast

to the

tail. While it makes it

much easier to service

the

battery,

you could

t ell that

adding dead

weight to the airframe was galling



THE

few

days

ago, a

Piper

Cherokee Six crashed

into

a

mountainside

about 6 miles east of

the

Great

Bar-

rington Airport (GBR), which is my

home

base. This particular accident

made it into

the

national news for

the next two days. The accident was

newsworthy

because

a

family of

seven

had

been on board the air-

craft. The crash

occurred at

night,

and the temperatures had dropped

to below

zero, while the winds

gusted more

than 25

knots . Miracu-

lously, four of the seven on

board

survived the crash. The pilot (father

of all five children) and three chil-

dren

were

still

alive when a New

York state police

helicopter

finally

found

the

wreckage about 17 hours

after the airplane crashed.

For the next few days

reporters

called

the

airport seeking answers

to

numerous

questions. Everyone

of them wanted

to

know what had

led to this tragic accident. Most of

the questions

were

of

a

technical

nature. What

is the difference be-

tween

IFR and

VFR?

What

does ice

do to aircraft performance? How

does

a pilot turn on the runway

I.

M.

S.A.F.E.

DOUG

STEWART

NAFI

MASTER INSTRUCTOR

The

flight originated in Lakeland,

Florida, shortly after midday. The

family

had

been in Florida for a va-

cation,

and

was

now returning to

its home near Keene, New Hamp

shire.

Predicated

on

the

forecast

weather,

the pilot originally filed

for Utica, New York , where his wife

had

family. The

plane

made a fuel

stop in Silver City,

North

Carolina.

At

some

point

after

departing

Sil-

ver

City the pilot amended the

flight plan, making Keene

the new

destination.

On and on the

questions

came

bu

t few if any

of

the reporters

looked at the

real issues.

About 40 miles

north

of

the

Stew-

art

International Airport, in

Newburgh, New York, the pilot re-

Bradley TRACON (Terminal Radar

Approach

Control) was at

about

6:30 p.m. A credible witness

(a

pilot

of more

than

30 years experience),

who

lives about 1 mile east of the

threshold to Runway 29 at GBR, re-

ported

to us that

she had

heard a

plane do what sounded like either a

go-around

or

a

missed

approach

somewhere between 6:30 p.m. and

7:00 p.m. Another airport neighbor

to

the

west

of the airport

reported

that

she too had heard

an

aircraft in

the pattern

at

about the

same time

period. Sometime shortly after that,

the airplane crashed on the heavily

wooded flank of Mt.

Wilcox

at

1,700

feet MSL

(mean

sea level).

The

summit

of Mt. Wilcox is 2,100

feet . The crash site lies 3 degrees

to

the

east of

the direct course line

from GBR to the Chester VOR (om-

nidirectional

radio

range) and 6

miles to

the

east

of

Great Barring-

ton

Airport.

What was

the

weather like in

the

Berkshires

that

evening?

A

very

strong arctic

cold front

had

passed through

the area

earlier

that

afternoon, pushing

a coastal

low-pressure

area out

into the



pilots treat the weather, at all times

of

the

year, with cautious respect.

The airplane was a Piper Chero

kee Six, which is well

known

as a

load hauler. In addition to the seven

people

on

board, there was

the

req

uisite luggage that a family of that

size would take for a vacation, in

cluding

a television. The aircraft

was filled

with

fuel in Florida, and

then

took on

48 gallons in North

Carolina. Even with full fuel it still

could have weighed less

than

maxi

mum

gross

weight, since

most

of

the

children were small. The

youngest of the children was 2 years

old (found alive outside

the

wreck

age sitting in a

creek),

with the

oldest being 12. The others were 5,

7 and

10.

f the

aircraft

had been

laden with ice, however, it

might

not

have been capable of climbing.

What I

know

of

the pilot

is

sketchy. He was a relatively low

time pilot, with less

than

400 hours

of total time; however, he had made

the New

Hampshire-to-Florida

roundtrip dozens of times since

1997. He had acquired

the

plane

in a business deal

and

then

learned

to fly.

As

of

this

writing there

is

no

evidence that he participated in

the

FAA's

Pilot Proficiency Award

(Wings) Program, but he did have a

current biennial

flight review.

Whether he was instrument current

or not

is

not currently known.

That

is

what

I

know of

the

facts

surrounding

this accident.

I

have

many more questions that might

give

insight

into what led to

this

crash.

As many

of us pilots know,

turned all night worrying about the

weather? When did he make his

first call to flight service to get a

weather briefing and file his flight

plan? The

accident

occurred some

time

around

7:00 p.m.

The

Florida

departure

was between 12:00 p.m.

and 1 p.m. But when did this pilot

first start working

on

this flight?

When we think of the I'M SAFE (ill

ness, medication, stress, alcohol,

fatigue,

emotion) checklist, how

much

of a

part did

fatigue

play

in

this accident?

F could also symbolize food . I

can't help but wonder when this pi

lot last had a square meal.

We

all

joke

about the pilot

food

that

is

typically found in those

honor

sys

tem

boxes

at

many

airports, and

I

have yet to find

anything

in those

boxes

that

could

be

termed nutri

tious. But when the chips are down,

and the proverbial yogurt has crept

up above the eyeballs

the

ability to

We have to

ask

ourselves if we can

pass the I M SAFE

checklist

make proper, rational decisions be

comes more and

more

difficult.

f

we

haven

' t sufficient fuel in the

body,

that

ability to make

the

right

decision might become impOSSible.

So

I ask, when did

the

pilot last eat

a nutritious meal?

The effects of stress could

have

the next morning, a

pilot can

feel

tremendous pressure to get home.

Even

though the weather

is going

down

the

tubes,

many

pilots have

killed themselves and

others

with

them

as

they

press

on

into

deterio

rating weather, suffering from that

dread get-home-itis. There is no

doubt in my mind

that

this played

a very large

part

in

the

pilot mak

ing the

decision to continue into

poorer weather, rather

than

making

a 180-degree

turn

and retreating

to

an

airport

with

better

weather

where

the whole family

could

spend the night.

The

human

factor issues known

as

hazardous attitudes also

need

to

be addressed. These attitudes are

anti-authority,

macho, invulnera

bility, impulsivity,

and

resignation.

None of us will ever know

if

any of

these played a part in this accident,

but

again I have to ask these ques

tions. The forecast was for a chance

of icing in precipitation and clouds.

The FARs dictate that the IFR pilot

cannot fly into those areas where

icing is forecast. Was

the

pilot ex

hibiting an anti

-

authority

attitude,

if he indeed

had

obtained a forecast

of possible ice? The macho attitude

is

best described

as one that

makes

pilots think they are capable of any

thing. Traditionally, pilots with 300

to 500 hours fall into this category.

They have logged just enough time

to

think

that

they are capable of

fly-

ing

in any condition,

but nowhere

near

enough

time to understand

that

they really can't. Is it quite pos

sible that the macho attitude played



P SS

IT

TO UCK

BY

E.E. BUCK

HILBERT,

EAA 21 VAA 5

I'm

sitting

here

reminiscing

and

digesting

all

the hype

on

the

lOath

anniversary

of the Wright

brothers.

We've

come

a long

way

in

100

years.

Even before powered fixed-wing

flight, there were the

balloons.

Then man

carrying kites,

and

then

after

a

lot

of trial

and

error

(read

research ),

dreaming, busted

heads

and

necks,

and

money spent

by a

lot

of daring

pioneers, the

Wrights hang a powerplant on one

of

their kites and

begin

the era

of

powered flight.

A lot

of

names come to mind,

those who

were

hopped up about

trying

to fly. They designed their

own airplanes, and made their

mark

in the aviation

world. Re

search organ

i

zations

sprang

up

thanks to

the

industrialists of

the

day; men like

Henry

Ford, Harvey

Firestone,

Walter

Chrysler,

Alexander Graham

Bell,

and

Thomas Edison

all

foresaw

a fu

ture

in

aviation.

t

was their

money

and

influence

that started

the Aero Club

of

America, which

joined

the

Federation Aeronau

P O Box

424,

UNION, IL

60180

1 years?

once their wounds healed

and

they

recouped their finances.

The

era

prior to

World War 1

was

mostly explored

by just a few

hardy souls. European efforts

got

way ahead of the United States.

The

French,

the

Italians,

the

Ger

mans, and the

British

were

experimenting

with airmail, air

transport, and the military while

we were still

playing with under

powered "kites."

Comparison

to the

automobiles

of

that day was

much the

same.

To own a motorcar you

also had

to

own

a machine

shop,

and have

a

technician on

hand

who could

run

the machine shop and rebuild

everyone of the

hand-built parts

that made

up the machine.

Same

for

the aeroplanes-the

technicians were usually recruited

from the local

automobile

garage.

Since both aeroplanes and auto

mobiles

were

usually

one-off

and

hand-built,

the

mechanic had to

be able to

do anything.

Think about it for a minute.

Those mechanics could fix your

watch (instruments),

splice

your

and

this collection of mismatched

paraphernalia had

to

stay in

one

piece long enough

for

the

daring

aviator

to

get it

into

the air and

crash

it. Then

the mechanics had

to start all over again.

Not only

did

he

have

to do

all

of

these

things; he

had

to get it

running

.

Walter

Chrysler

hadn't

invented the self-starter yet, so it

was the old

Armstrong

starter

process. And since there

were no

brakes yet, he

had

to hang onto

the contraption until

the

dare

devil pilot was ready.

I wonder if maybe

the

EMTs

of

today might

owe

their

origin

to

those

early mechanics who some

times

had to

pick

up

the pieces.

The luxuries we have today

could hardly be visualized.

The

self-starter, brakes, reliable en

gines,

and

all

the

gadgets we

have

on the panel and in the cabin

came

along

, a little at a

time

, both

in

automobiles

and aeroplanes.

Today, after counting the wings

and wheels, we seat ourselves in



as

Jackie Gleason used to say.

And the mechanic of today is

no longer a grease monkey. He 's a

highly skilled technician. A spe

cialist in radio and

electronics,

powerplant, airframe,

sheet

metal,

air conditioning, instruments,

pressurization, or hydraulics.

No

longer does one man

do

it all; this

is the world tOday. The gadgets

we now take for granted dictate

this. The

pilots have

a working

knowledge

of

the systems, but

keeping

them operational

is

the

technician's problem.

Imagine for a moment what it

must

have

been like

to

fly one of

those early machines. Personal

comfort? Wind chill was

invented

by open cockpits

The

only noise

limiters were the

early

helmets

and

cotton

stuffed

in

the

ears.

Goggles , scarves,

and

50-button

flying suits (zippers or Velcro was a

long way

into the

future) and fur

lined flying boots

and

mittens.

There

had

to be helpers just to

get out of the

hangar with

a tail

skid dolly and to

do

the preflight.

Then getting

the

engine

going.

How cold

is

it? Do we

need to

pre

heat

the oil? Fuel? Is it

white

gas,

and

where's the

chamois

so

we

can

strain it for debris and water?

Did you drain

the

wells

in the

car

buretor? (Some other

time

ask

me

what

"WELLS"

are.)

After

the mechanic

gets

the

en

gine

running, no

small

task

in

itself, you sit there at low

rpm

un

til the

engine

oil warms up. You

do

ot exceed the rpm limitations

No runway, just a pasture. Line

up into the

wind

and let fly Now

if the motor keeps going you're in

the air. Monitor the oil pressure,

temperature,

and the tachometer

closely; we

need everything

that

motor has to keep us aloft. Wow

I forgot

about

that tree

at the

edge

of the field

Whew

We just

missed it

Once

above the immediate ob

stacles we

begin

our

turns

and

channel

our

thoughts to return

ing to

the

field we

started from.

Gosh

This is

fun But is

that en

gine (motor) going to keep going?

Will I make it back?

After a couple turns and some

flight in a straight

line

we are in

position to put

her back

down.

Into the

wind

and controlling

the

descent with

power,

more or

less

as required, we get close to the

ground, close

the throttle,

and

hang on.

This is where

the

old saying,

"Any landing

you

can walk away

from is a good landing," came from.

Most of the time

the

operator was a

passenger at this point. The "crate"

contacts the

ground,

the switch

is

cut, and

the

flight is over.

Your mechanic

comes running

with his

helpers,

and

if

the ma

chine is still

somewhat

in one

piece, they muscle it back to the

barn and begin inspecting it for

damage,

and maybe even

prepar

ing it for

the next

flight.

Meanwhile, you

head

for

the

water barrel, wash

the

oil and

the

bugs off

your

face and goggles ,

elive tfte

Golden ge

ofAir acingl

rr

.

Omaha ir Races

93 .

934

It w

as

a 5-mile

course with eig

ht

to

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anes--speeds up to 200 mph

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ying

only 100 feet off the ground Each

pilot had

to

race around the pylo

ns---

th

e tall poles

th

at marked the course

in O maha, Nebraska.

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-

.

..

•

•

•

Workshop Schedule

May16-18. 2003

Oshkosh

.

WI

RV ASSEMBLY

lr

c

r ft o _ U n o

www

.

polyfi

ber.com

www.aircraftspruce.com

May

16-18

. 2003 Griffin(Atlanta). GA

TIG

WELDING

June

6-8

.

2003 Corona

.

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RV

ASSEMBLY

June21-22.2003 Frederick .MD

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Whose Idea

Was That

continued from page 2

After the

war,

th

is

effort was app

li

ed

to heavier-than-air operations and,

ove r t ime, grew in to the European

air traffic control n etwork. To that

bright German commander, Danke

WEATHER

Bet

wee

n May 5

and

May 31,

1919,

Lts. Roswell

F

Barratt

and

Willis R. Gregg aboard USS Aroost

ook

en

route from Newfoun d l

and

to Pl

ymo

uth, En gl

and,

an al

yzed

weathe

r d a t a s

up

p li ed by U.S .

Navy des t

roye

rs s t

ationed

at 50

n au

tica

l-mi le in terva ls b

etween

Trepassey Bay in Newfoundland

a

nd

San Miguel in the Azores. This

weath er in telligence" was

trans

m

itte

d to fo u r C urtiss NC flying

boa t s a

tt emp

ti ng th e firs t aerial

cross ing

of

the Atlant ic. In 1919,

meteorology was n

ot

accepted as a

predictive science. The noti

on

that

data from reporting stations cover

ing

a

lm

os t

2,000

miles

of ocean

co

ul d prod uce a u

sef

u l forecast

was me t with skept icism . Never

t

heless, Barra

tt a n d Gregg's

co ll ection ,

ana

lys is,

pre

di

ction,

and d is t ribution scheme saw NC-4

under th e

comma

nd

of

Lt.

Cmdr.

Albert C. Ree d, U.S. Navy, with Lt.

El

mer

F.

St

one,

U.S. Coast Guard,

at

the

cont rols across the

At

lantic.

Th is proved to be th e great-grand

father of today's

wo

rldwide

avia t ion meteoro l

ogica

l system.

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ichard weet

Ventura

CA

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ichard weet



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website:www.airtexinteriors.com

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outDUAlS

• ChecksNOlAMs, lFRsand

decision to divert and descend well

thought

out, or

was the pilot just doing something .. anything to try to

address the ever-increasing problems?

I also

wonder

if

at

some pOint, late in the

chain

of

events,

resignation

came

into

play. I have seen stu

dents

of

mine give up when the workload

of

flying

became

too

great.

Is

it possible

that

this

pilot, after

trying to

make

an approach

into

Great

Barrington

and not being able to complete it, either because he

couldn t find the airport, couldn t

turn

on

the

run-

way lights because he didn t have the correct

frequency, or couldn t see the runway well enough to

land because the windshield of the airplane was com

pletely covered with ice, is it possible that he stopped

flying

the

airplane?

Is

it possible

that

he

gave up, re

signed to his fate?

None of these questions will ever be answered.

Al-

though the pilot did

finally

make

i t to

the

Great

Barrington ramp, he was

on

a gurney being transferred

from the ambulance to a helicopter, and then he went

into cardiac arrest. He died a few hours later, after ef

forts to save him at the local hospital failed. His wife

and

two sons were already dead.

As

of this writing, his

three sons are in serious condition at a hospital in Al-

bany, New York

but

they

won t

be able to answer my

questions. Only the pilot can explain his decision to

continue into deteriorating weather, with his entire

family on board, to the point that escape from

the

weather and

the opportunity

to break

the

accident

chain that had been forged

throughout

the day be

came impossible.

I certainly don t have the answers, but in presenting

my

questions

I

hope

that it makes you

question

whether you would have done differently in the same

situation.

Everyone

of us, as pilots, has

to

ask our

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FLY-IN CALENDAR

The following

list

of coming eve

nts

is

furnished to

our

readers as a

matter

of in-

formation

only and

does

not constitute

approval,

s

pon

sors

hip

involv

ement

con-

trol

or

direction

of

any eve nt

f

ly-in

se

minar

s

f

y

market,

et

c. li

ste

d.

To

sub

mit an

event

please log

on

to

www.eaa.org/events/events.asp. Only i

Internet access is unavailable should

yo

u send the

information

via

mail

to: ,

Att: Vintage Airplan

e, P.O

.

Box

3086

Oshkosh, WI

54903-3086. Information

should

be received four

months

prior

to

the

eve

nt

date.

M Y 100Kenn ewick, WA-EAA Ch. 39 1

Fly-In Breakfast at Vista Field. Info:

509-735-1664.

M

Y16-18--Kewa nee, IL-Midwes t

Aeronca Fest (and old fashioned tail

dragger) Fly-In, Kewanee Municipal

Airport KEZI. Inf

o:

309-852-2594,

e

mail:

jodydeb

@nw.net.

M Y 17

S

1aton, TX-South Plains

Airshow, Texas Air Muse

um

, Caprock

C

hapt

er. In fo: 806-632-0063 or

www.texasairmuseum.net.

M Y

18--Romeov ille,

L EAA

Ch .

15

32

nd

A

nnu

al

Fly-

In Breakfast, Lew

is

University Airport (LOT), 7am-Noon .

Info: George 630-243-8213.

M Y 18--Troy, OH-VAA

Ch. 36 Old

Fashioned Barbeque Fly-In,

WA

CO

Field (1WF), 11am-4pm,Young Eag le

Flights. (

Rain

date

for

Young

Eagle

flights,

Jun

e 22,

Ipm-4pm

)

Info: 937-335-1444, e-ma

il

:

dickandpatti@

ao l.

com

or

937-294

JUNE

I -St . Ignace,

MI

EAA Ch. 560

Annual Fly/Driv

e-

In Steak Out. Public

Welcome. Info: 231-627-6409.

JUNE

6-7-Bartiesville OK-17th

Annual Biplane Ex po . Info: Cha rlie

Harris 918-665-0

75S, Fax

918-665-0039,

www.biplaneexpo.com.

JUNE

6-8--Alliance, OH-Mid-Eastern

FUNK

Aircraft

O.A.

Fly-In, Alliance

Barber Airport, 2

01.

Inf

o:

216-382-482l.

JUNE 14-1S oledo,

OH-EAA Ch. 582

Fly-In,

Metcalf Field (T

DZ

). Pull-A-Plane

contest,

Youn

g

Eagles,

food,

ai

rcraft and

auto display

s.

9am-Spm. Inf

o:

John 419

666-0S03 or

www

.eaa582.org.

JUNE

18-

21

-Lock Haven,

PA

Sentimental Jo

urn

ey '03, William

T

Piper Memorial -Airport.

Info: S70-893-4200

or

www.sentime

nt

aljoumeyf/y-i

n.

com.

JUNE 21

-22-Howell MI-4th Annual

Great Lakes Fly-In , Livings

ton

Co

un t

y Airport (OXW).

Hand

s-on

workshops, seminars,

and mor

e. Info:

517-223-3233, grea tlakesf/yin.org.

JUNE

2

8--Pro

sser, WA -EAA Ch. 391

fly-In Breakfast. Info: 509-735-1664.

JUNE

2

8--Quincy, CA-6

th

Annual

Antique Wings Wheels, Pre 1950

aircraft automobiles, 8am-3pm

Gansner Field (201). Info: 530-283

4312 or [email protected].

J

ULY 12- Toughkenamon PA-EAA

Ch . 240 Fly-In/Drive-In Pancake

Breakfast & Lunch, New Ga rden

Airport (N57).

8a.m

.

-2p.m

. Young

Eag

les Flights. Info: 215- 761-319 1 or

EAA240.org.

JULY

17 -20

D a

yton , OH-Vectren

Dayton Air Show, Dayton

Infl

ai

r

port. Info: 937-898-5901 or

www.daytonairshow.com.

AUGUST I O

s

hkosh

,

WI-Bellan

ca

C

hampi

on Club Banquet, 6

pm at

Hilton Gardens. Tickets available

in late April, $27 in c

luding

dinn

er.

Info: 5 18-731-6800

or

www.bellanca-championclub.com.

AUGUST

9 Toughkena

mon

, PA-EAA

Ch . 240 Fly-In/Drive-In Pancake

Breakfast Lunch, New Garden

SEPTEMBER

19 -20-Bartlesville,

OK

47th Annual Tulsa Regional Fly-In.

Info: Charlie Harris 918-665-0755,

Fax

918 6

6

-0039 www.tulsaf/yin.com.

SE

PT

EM

BER 26

-28--Pottstown, PA

Bellanca-Champion Club East Coast

Fly-In at Potts

town

Municipal Airport

(N47). Inf

o: 518-731-6800 or

www.bellanca-championclub.com.

SE

PT

EMBER

27 Han ove r,

IN-Annual

Wood,

Fa

bri

c,

Tailwheels Fly-In, Lee

Bottom Flying Field. Re[axed

atm

os

phere, lege

nd

ary "Ca

jun

Avgas" (15

Bean Chili) . May arrive

the night

before

to

share fireside flyi

ng

stories

a

nd enjoy

Dawn Patrol. Rain

da t

e 9

28-03. Info: 812-866-3211

or

IfTt

sO ldliIFlyl tLiVrns

n.

com.

SEPT

EM

BER 27

-28--Midland, TX-Fina

CAF AIRSHO 2003, Midland Int'l Airport.

Info: 91 S-563-1000, www.

airsho.org.

EAA

FLY·IN SCHEDULE

2003

o E Southwest Regional Fly-In

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

www

.

swrfi·o

rg

o Golden West EAA

Regional

Fly

In

Jun

e 20-22, Marysville,

CA (MYV)

www.go

ldenwes

tf/y

in.org

o EAA Rocky Mountain

Regional Fly-In

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

www.nnrfi·org

o

Northwest

EAA Fly-In

July 9-13, Arlington, WA (AWOl

www.nweaa.org

o EAA

AirYenture Oshkosh

July 29-August 4, Oshkosh,

WI

(

OSH

)

www.airventure.org

o EAA Mid-Eastern FIy"n

August 22-24, Marion, OH (MNN)

440-352-1781

oVirginia

Slate EAA

Fly-In

September 20-21, Petersburg,

VA (PTBl

www.vaeaa.org

o EAA

East

Coast

Fly-In

September 13-14, Toughkenamon,

PA (NS7)

www.eastcoastf/yin.org

o

EAA

Southeast Regional Fly-In

October 3-S, Evergreen, AL (GZH)

www.serfi

·org

o

Copperstate EAA Fly-In

October 9-12, Phoenix, AZ (A39)

www.copperstate.org

JOHN

http://www.eaa.org/events/events.asp

mailto:[email protected]



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President Vice·Preside

nt

Espie "Butch" Joyce George Daubner

P.O. Box 35584 2448 Lough Lane

Greensboro, NC 27425 Hartford, WI 53027

336-668·3650 262-673·5885

[email protected]

[email protected]

Secre tary

Treasurer

Steve

Nesse

Charles W. Harris

2009 Highland Ave.

7215

East 46th

St.

Albert

Lea,

MN

56007

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74147

507-373-

1674

918-622-8400

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Steve Bender

815

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rt

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sst 1()()@worldnet.att.net

David Benne tt

P.O.

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John Berendt

7645

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507-263-2414

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Robert C. "Bob" Brauer

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635

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414-771-1545

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DIRECTORS

EMERITUS

Gene Chase

E.E. "Buck" Hilbert

Membership Services Directory-

ENJOY THE MANY BENEFITS OF EAA AND

THE EAA

VINTAGE AIRCRAFT

ASSOCIATION

AA

Aviation

Center,

PO Bo

x

3086,

Oshkosh WI

54903-3086

Phone

920)

426-4800

Fax 920)

426-4873

Web Site: http://www,eaa .org and http://www,a irYen

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EAA

an

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800-843-3612 . . . . , FAX 920-426-6761

(8:00 AM-7:00

PM

Monda

y-

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Programs and Activities

EAA

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, , , , , , 732-885-6711

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Flight Advisors

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Flight Instructor information . 920-426-6801

Flying Start Program .. . . , , , . . . 920-426-6847

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Medical Questions , 920-426-4821

Technical Counselors . . . . , . 920-426-4821

Young Eagles . .. , . . . 920-426-4831

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Membership in the Experimental

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ll

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Documents

Vintage Airplane - May 2003