VA Vol 27 No 4 April 1999 - Members Only

April is here, and almost everyone has gotten out their
dust rags and polish to get their birds up to speed and
ready for the flying season.
I don't want to sound like a broken record, but permit
me to once again say, "Let's be careful out there!"
We need to be very cautious at all times, but the during
the flight hours right after a long layoff, you should take
extra care. It seems that the ground is involved with about
95% of the accident reports I see. You know the old saying,
"It isn ' t the speed that kills, but it is the sudden stop at
the end." Keep thinking about it - you will live longer.
There will be a great many of you at Sun 'n Fun this
year, and so will I. It's remarkable how this fly-in has
grown over the past two and a half decades to become an
internationally recognized gathering ofaviation individuals.
It is a direct result of the dedication and great leadership of
the management team, Officers, Directors, and Volunteers,
past and present, that have made this success possible.
I have heard some people talk about the location of a
fly-in from time to time. In my humble opinion, that is of
a lesser concern, except from a weather standpoint. We
can use our aircraft to go to almost any locality with ease.
Think about it - who would have ever thought that a
town in mid-eastern Wisconsin would be visited by so
many, just to look at an airplane or two? Congratulations
to the Sun 'n Fun EAA Fly-In on your 25th anniversary.
May you continue to be successful in the years to come!
Here are some of the things you can look forward to
during your visit at the 25th Sun 'n Fun EAA Fly-In at
Lakeland, FL:
• The Seaplane Splash-In on Thursday, not Friday as in
years past.
• 451 Antique, Classic and Contemporary aircraft
parked in the Vintage Aircraft area last year - will
yours be one of them this year?
• Check the forums schedule, too - how about Henry
Holden's "The Fabulous Ford Trimotor" (Sunday, I
p.m., Tent 8) or Robert Czego's "Bellanca-Champion
Club" Forum (Sunday at 11 a.m ., Tent 7). There's
plenty more to take in. Check your program when you
arrive and register.
Be sure and visit with the folks at the Vintage Aircraft
Headquarters building, located in the northeast corner of
the Vintage Aircraft area. This building, complete with a
ST AIGHT & LEVEL
by ESPIE "BUTCH" JOYCE
PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION
great front porch, is hosted by Chapter I of the Vintage
Aircraft Association. During the balance of the year this
building is home base for the Chapter. During the fly-in
you can relax there, drink some lemonade or iced tea and
munch on some popcorn. It's also the place to go to register
your aircraft. These folks also are a great source for
information about almost anything you need to know
about the fly-in. Just writing about Sun 'n Fun gets me
more excited about going to the fly-in for the week! I hope
to see you there as well.
It was with great interest that I read this past month ' s
article written by Buck. I can relate to his experience with
a computer, but don't count him out because it won't be a
year before he will be putting floats on his one-eyed box!
Hang in there, Buck.
After Sun ' n Fun almost everyone will be enjoying
quite a few local fly-ins. Some of the type clubs will also
be holding their fly-ins at different locations in different
areas of the U. S. You can check the dates for many of
these activities by reviewing the Calendar section of
your Vintage Airplane.
Joe Dickey, Vintage Aircraft Association Director and
Type Club Chairman for your area, has written to inform
me that he is stepping down as a Director and also is giving
up the Chairmanship of the Type Club Headquarters.
If Joe was there to help you, you'll also recall that his
wife, Julia, was right there too. They make a powerful
team and I never had to worry about any project they
agreed to complete! It would be completed on time and
with a high quality level. The type club headquarters located
just to the south of the V AA Red Barn on the EAA
AirVenture grounds is one of the more important areas of
service to your membership that we offer, and they helped
bring it up to the next level of participation and organization.
On behalf of the membership and the Officers,
Directors, and Advisors of the VAA, I'd like to say:
"Joe and Julia, thank you for giving your time and talents
to be of service to the membership. You have been a great
help to me personally, and I thank you for that time and
friendship. Best wishes in your future endeavors!"
Ask your friends to join up with the Vintage Airplane
Association. Let's all pull in the same direction for the
good of aviation. Remember we are better together. Join
us and have it all! .......

WHAT OUR MEMBERS ARE RESTORING
ALASKANTAYLORCRAFT
Nestled in the tall grass of an Alaskan waterway, Robert
E. Taylor of Kenai, AK uses his 1946 Taylorcraft BC12D to
visit pristine spots like this all over the USA's 49th state.
Based in Texas after being produced in the Alliance, OH factory,
it later was moved to the Fairbanks, AK area. Robert
purchased the "basket case" project in 1987, and spent the
next two years rebuilding it into a all season flyer. It has a
Lycoming 125 hp 0290D engine with a custom Piper-like
cowl, new seats, extended baggage compartment, and a skylight.
Of course, shoulder harnesses were installed, as well as
removable seat flotation cushions and lower door windows.
Fitted for Federal 2000 skis, and 8.5x6 in. tires and tubes, it is
shown here on its Edo 1400 floats with dual water rudders,
splash rails and compartment pump outs. A nice medium
blue and yellow color scheme tops off the job. The Taylorcraft
has become an old friend over the decade Bob has
owned it, and he welcomes notes concerning flying in Alaska
or questions about his restoration . You can reach him at:
Robert E. Taylor, 2745 Set Net Ct., Kenai, AK 99611 or rtaylor@ptialaska.net
by H.G. Frautschy
RON PARKER'S
STINSON 108
Restored by Dennis McCormack of Yelm, W A, Ron
Parker is tickled to own and fly this 1947 Stinson 108-2,
powered by a Franklin 6A4165. Covered with Ceconite in
the mid-1980s, Ron bases the airplane at Harvey Field in
Snohomish, WA. He's looking forward to flying it extensively
this summer, and spending a little time detailing the
little items that still need to be done.
THE GOLDEN
BUZZARDS
Based in Old Bridge, NJ at the local airport,
these nine handsome gents are the "Golden
Buzzards," who bought a 1940 J-3 Cub to "really
learn how to fly." So far they've put over
70 hours on the Cub. In front, (L-R) we have:
Dick Webb, Lew Levison, Jack Kurtz and
Tony Schiano. In back, (L-R) are: Jack Marin,
Tom Goeddel, Rich Bielak, Marty May and
Philippe Marchal.
VINTAGE AIRPLANE 3

A Classic
Trip in
Classic Airplanes
By W D. "Dip" Davis
Pen and Ink Artwork by Jim Newman
October, 1998
This story probably should begin with
the International Cessna 1201140 Association
convention of 1996 in Faribault,
Minnesota. Larry, Marc and I had planned
to fly our respective little Cessnas to the
event. Marc had recently completed the repairs
and restoration on his 140 and it was
in pristine condition to compete for best
original 140. Larry had acquired what
may be the lowest time 140 in existence
with less than 500 logged hours, and had
polished it carefully to the point that my
slightly ratty 120 would have to trail a
ways behind so as not to be associated
with them.
The night before we had planned to depart,
Larry phoned with the news that the
weather prognostication was not conducive
to a VFR round - trip so he proposed that
we all pile in his Suburban and drive up.
As is so often the case, the weatherman
was overly pessimistic and we could have
flown without much strain. However, we
had a nice trip and, of course, a great time
at the convention.
The 1997 convention in Ona, West Virginia
was our next target. This time Larry
had unbreakable commitments and Marc
had just sold rus shlny little 140 to liberate
funds for the completion of his even more
comprehensive rebuilding project, a 120.
My 120 was airworthy, although stHI laoking
an interior, so Marc condescended to
ride with me. His GPS navigation kept me
from deviating more than a few feet off of
a straight line all the way and we again enjoyed
the marvelous hospitality that this
.4 APRil 1999
group always affords.
All of which brings us to plans for the
1998 convention to be held in Chino, California.
California is a considemble distance
in a little 100 mph airplane and a great deal
ofplanning took place among the diehard
Midwesterners who gave thought to making
the trip. I was pleased to see the turnout
at a July session held at Cottonwood Airport
in Rockford. Several of the members
had made the trip (in larger, faster aircraft)
and had interesting observations as
to routes and favorite stopovers. Marc
had done such a great job on the 120 that
someone came along before he was quite
done and made him an offer he couldn't
refuse. Larry convinced him that it was
too lake to back out ofthe journey though,
so Marc made tentative plans to borrow
another 140.
Exactly three weeks before our planned
departure, Larry taxied out ofhis hangar at
Campbell Airport in Grayslake to attend
another planning session at Poplar Grove.
As he descended the winding strip down to
the runway, the airplane slowly diverted
toward the gas pit and lightly struck a
pole. People in the operations office ran
out to see what the problem was and
found Larry unconscious at the controls.
They summoned an ambulance but he
died of a massive coronary before reaching
the hospital.
Two or three days after the funeral,
Marc and I received a conference call at
our homes from Larry's partner who informed
us that Larry's family would like us
to take rus airplane to the convention anyhow,
since that had been such a fond dream.
They also asked if we would be willing to
take Larry's ashes with us and scatter them
over the Pacific Ocean.
What can you say?
Saturday, September 19 - Marc had
made the arrangements with his Dad to attend
a concert in Peoria, so he flew Larry's
140 loaded with enough gear to last a couple
of weeks down there, and I met him at
Mt. Hawley on Sunday morning. I visited
with his parents for a few minutes and we
departed for Pittsfield, Illinois sometime
before noon . Pittsfield has a new, high
tech, credit card operated self fueling system
with reasonable prices. Good thing,
too, as the field was otherwise unattended
on a Sunday. We checked weather on the
phone and found that we must hustle a little
to beat a rapidly approaching front. It
looked kind of dark for just a short while
but got better as we motored southwest.
Two and half hours later we landed at Pt.
Lookout, near Branson, Missouri, a brand
new facility with an imposing terminal
building where we gassed up and gmbbed a
quick snack before we headed out for
McAlister, Oklahoma where we arrived
about 6:00 p.m .. Seven and half hours in
the air was plenty for one day for these old
bones, even though I was able to stick my
feet over onto the right rudder pedals for
half the trip. I was really glad I didn't have
a passenger. We had kept up a running
conversation on 123.4 mhz the entire time,
so it never seemed lonel y. The folks at
McAlister provided a courtesy car to a
nearby motel where we got a decent meal
and a good nights rest.
We decided we were on vacation so we

now, all the way back to the edge of the
city. We got a comfortable room and adequate
dinner. Really dawdled in the
morning and got back in the air at 10:30 our
time. We pretty much followed Interstate
10 up towards Phoenix, cutting corners in
places where the mountains didn't look too
formidable, but stayed south of the control
zone til we were well west of it. Next stop,
across the Colorado River to Blythe, California,
an airport I was quite familiar with
though it had been several years.
We caught up with another 140 there,
Ken Liggett from Colorado, with whom we
had a nice visit while the only unpleasant
line person we encountered on the whole
trip fueled our airplanes. We ate machine
dispensed sandwiches (not bad!) in the airconditioned
flight office before departing
on our last leg of the outbound trip.
Banning pass was as its usual sootiness,
though VFR. Marc contacted Palm Springs
approach and they were very helpful in getting
us pointed in the right direction,
picking up SoCal approach just beyond
Banning and they vectored us towards
Chino. We got a landing clearance as a
flight of two and as we got within a half
mile, the tower apologized for leaving us at
3,000 feet so close to the field and asked if
we needed to circle once. Marc informed
them that we were 140s and "could come
down like sewer lids" if required. Landing
in tandem, we were cheerfully welcomed to
Chino by ground control and directed to the
growing flight line at the base of the tower.
The excessive oil consumption I had encountered
at the start of the trip seemed to
have been alleviated somewhat by a steady
diet of 100 LL with TCP added each time
and perhaps by a small amount of Marvel
Mystery Oil that Marc had loaned me. My
recording tach showed 24.9 hours for the
westbound portion of our journey.
After registering and being welcomed
6 APRIL 1999
by all our old and new
friends, we were shuttled
off to the Ontario
Hilton, headquarters
for the convention.
The two hour time lag
was most welcome in
the morning!
Convention activities
officially started
Thursday morning and
after a somewhat
pricey breakfast we
hopped a shuttle van
back to the airport
where we were
briefed for the fly-out
to Gillespie Field in San Diego. 1 climbed
in 95V with Marc since he had been able
to unload all the baggage, and we joined a
five aircraft formation - to use the term
very loosely.
The flight leader, Lloyd Sorensen, was
familiar with the area and did a good job of
threading through the hills, but the following
gaggle spread out so far that ATC called
with a warning that one of the group was
about to encroach on Miramar's Class B
airspace "and that would not be a good
thing!" That 140 got so far afield that the
pilot lost contact with the rest of us and obtained
an individual clearance into
Gillespie. The rest of us were cleared en
masse and landed without incident after a
really strange approach around the hills.
We were greeted cordially by the ground
controller and directed to the museum
hangar which houses the overflow from the
downtown S.D. Aerospace collection. John
Klien, a museum volunteer and aviation enthusiast
from way back, gave us a very
entertaining lowdown on all the aircraft on
display. We then walked a few rows down
to the Confederate Air Force hangar where
those friendly folks prepared a barbecue
lunch for us, including all the trimmings.
They also had an interesting display of
airplanes and memorabilia which we had
adequate time to enjoy. I failed to mention
that there had been three or four other gaggles
of 140s besides ours, so that the ramp
was filed with the little beauties. The return
trip broke down to smaller groups so that
we left as only a flight of three and the result
was much less traumatic. We landed
tandem at Chino and headed back to the hotel
and an excellent dinner at Tony Roma's
Rib Joint just a block away.
Friday morning started off as nicely as
the previous day. Our convention host,
John Westra, had arranged with a Ford
dealer friend for the loan of two large ca­
pacity vans and we never had to wait more
than a few minutes for a ride back and forth
the entire time. Breakfast was scheduled for
Flo's Airport Cafe, a local institution, great
fun and good food at reasonable prices ­
the adjoining pilot's supply shop is labeled
"Over Flo's." We then shuttled our full bellies
to the tower area where we were briefed
on today's fly-out to Catalina Island and issued
life vests, being assured that the US
Coast Guard was alerted and that we would
be in the water for only a few minutes in
case of a ditching. Again I accompanied
Marc in 95V - no sense getting both airplanes
wet, and, besides, he would need a
little assistance with the task before us.
We embarked as a formation of six, Ken
Morris and Don Alisi in Don's 120 in the
lead. Again the formation deteriorated into
a gaggle and one member turned back in
horror. He showed up at the island later, either
alone or with a following group. The
trip was a delight, smooth air and somehow
less daunting than a flight across Lake
Michigan. The approach to the "Airport in
the sky" as it is billed, is a little hairy at first
glance. The runway was scraped off the top
of a mountain and looks like a carrier deck.
It's also quite wide which gives the illusion
of being shorter than it really is. The landing
was anti-climatic.
We explored the terminal area, which
has a restaurant and gift shop and gardens
with nicely done local history displays. An
hourly bus down to the town of Avalon is
available and most of us elected to do the
tourist routine. The road to Avalon is just
ten miles but requires nearly 30 minutes to
cover. It's a rough, narrow winding road
with a number of switch-backs so tight that
mirrors have been installed to view any oncoming
traffic - there is not room for two
vehicles to pass in the turns. I sat near the
back of the bus and the rocking motion plus
gnawing acrophobia from the view to the
side had my stomach in no mood for lunch
when we got to our destination.
I walked around for 45 minutes or so,
enjoying the holiday atmosphere of a somewhat
typical tourist trap. It reminded me a
little of Mackinac Island. The bus tickets
are sold on a scheduled basis and Marc had
arranged for an earlier departure than I, so,
my queasiness gone, I was able to enjoy a
snack on the pier while being amused at the
antics of a couple of seals and flocks of
gulls conning diners into tossing them
scraps. The Avalon harbor is loaded with
lovely little sailboats and you could spend
all day without being bored.
I got a seat farther forward on the bus
for the ride back and it was much less un­

settling. Marc had had an hour to prepare
for the return flight and was all ready
when I got back to the airport. We left by
ourselves and swung around the cliffs to
get a view of Avalon from the air, then
headed back over the channel where I
held the airplane steady in slow flight
while Marc neatly spread Larry's ashes
over the blue Pacific.
We headed back to Chino with guidance
from SoCal approach and fell in behind
Jack Hooker in his 120 for the landing. Our
hosts had arranged an elaborate cookout at
one of the hangars and the annual business
meeting was conducted with the enticing
smell of beef roasting over hot coals assailing
our noses. New officers duly elected,
we settled down to the really serious business
of eating. A champagne cork shooting
contest was also in order with two winners
managing to hit the hangar wall 110 feet
across the ramp.
A full size bus got us back to the hotel
without delay and festivities continued at
the hospitality room a lot longer than I was
inclined to be up.
Saturday morning. The shuttle van service,
which was beginning to spoil us, ran
us back to the Chino airport where we had
planned again to breakfast at Flo's. We inadvertently
(honest!) walked into the
hangar where the club officers and new
members were having a breakfast buffet.
The bacon smelled so good I couldn't get
past it so we sat and ate with the newcomers
just as though we had been invited. A
short walk down the ramp brought us to the
Planes of Fame museum complex where
our convention member status earned us a
discounted admission price.
They have an impressive collection of
warbirds, including the only flyable original
engine powered Japanese Zero in the
world. We got to see it fly, along with an
early model P-40 and several more mundane
WW II era aircraft. Since I had been
up close and personal with the warbirds, the
earlier and scarcer airplanes of my youth
were ofeven greater interest.
The restoration of the Northrop N9M
flying wing was really impressive. Those
dedicated volunteers had converted a pile
of moldy sticks into a flying aircraft that
looks as though it had been carved from a
solid block ofbright yellow plastic.
An area devoted to racing also turned
me on. There stood a Supermarine
Schnieder Cup racer which held the absolute
speed record for many years, a Curtis
R-I racer on floats from the same contests.
(Remember the picture of a young Jimmy
Doolittle in helmet and goggles, standing
on one of those floats?) Also in the same
collection is Benny Howard's DGA-5,
"Ike," and a long nosed Rider Special with
Tony LeVier's name on it that I remember
best as the Schoenfeldt Firecracker. There
were three or four others who are almost as
historic, but we didn't have all day. Outside,
I was surprised to see, with wings
removed, the B-50 which was the first aircraft
to fly around the world nonstop. I
had all but forgotten the excitement of
that time.
We flagged down Carlos, the cheerful
line attendant who had kept our tanks
topped off each day (100 LL at 1.45 per
gallon!) and he ran us the considerable distance
back to the tower area where we
sucked up some lemonade and allowed our
feet to cool. We had intended to ride the
shuttle van back to Ontario for the final
night's banquet but were surprised by the
appearance of a friend of a mutual friend
from home. Our buddy Greg had phoned
his buddy Sam and told him to look us up.
He drove his big Lincoln right out to the
tiedowns and introduced himself. After admiring
our airplanes and swapping a few
stories, he took us back to Ontario in high
style and made arrangements to take us to
breakfast Sunday morning.
The banquet was presented in a huge
dining room at the Hilton, decorated with
balloons and flowers. I felt slightly underdressed
for the affair but this was Southern
California and everyone was casual, with
maybe a dozen neckties in evidence in the
whole place. After the umpteen course
meal and a few brief speeches, the awards
were presented. Marc was called up to accept
the plaque for the "Best Original 140"
for 1695V. As he told Larry's story I noted
several people having a little trouble with
their eyeglasses. There were so many donated
door prizes to be awarded that folks
began to get a little restless and when the
festivities finally adjourned there was a
rush to the hospitality suite to imbibe a bit
more and swap even more lies.
Sunday morning and a painless checkout
from the hotel (the pain doesn't start 'til
the credit card bill arrives). Sam was at the
door five minutes early and took us to a delightful
home style restaurant where it
appeared half of the people in Southern
California liked to have Sunday breakfast.
He then delivered us right to our airplanes
where we said out good-byes and loaded
our bags for the return trip. Don and Maureen
Alisi had asked to accompany us on
the way home so we cleared out of Chino
as a flight ofthree.
Several of our friends had lauded the
beauties of central and northern Arizona
over the flat desert that we had crossed on
the way out, and said we shouldn't miss
seeing Sedona. We all agreed on that route
and after clearing Banning pass we angled
northeastward to Parker Dam and the airport
on the Arizona side of the Colorado
River. There was a strip mall within easy
walking distance of the runway which
housed not only a McDonalds and Taco
Bell, but a gambling casino. We resisted
the slot machines in favor of tacos and
burritos. It was quite comfortable when
walking in the shade of the mall's overhanging
canopy, but when you stepped
out into the direct sun you immediately
knew the temperature was crowding the
century mark.
The airport is less than 1,000 feet ASL
and the runway is plenty long so we had no
trouble getting back into the air after refueling.
Next stop - Sedona and its renowned
red rocks. The scenery is, indeed, spectacular
and I silently thanked our friends for
convincing us to come this way. The runway
has been scraped off the top ofa mesa,
similar to that on Catalina, but even longer.
Of course the wind seldom blows in the direction
the runway is aimed and we had to
demonstrate our proficiency somewhat.
We had the airplanes serviced and tied
down, then walked to the Sky Ranch Lodge
at the edge of the airport. After checking in,
Marc grabbed his camera and departed for
scenic photo ops. I adjourned to the patio
with a libation, put my feet up and watched
the sun go down. After an appropriate adjustment
time, I walked the couple ofblocks
back to the airport cafe which is good
enough to draw even a non-flying crowd
from town and had dinner with Don and
Maureen, Carol and Mat Rybarczyk and
Doug Corrigan. The latter group had landed
at Flagstaff and brought a rental car to Sedona
rather than miss the sights.
Marc had encountered some interesting
tourists and was having dinner with them. I
left the key under the doormat and Marc
showed up before I dozed off. In the morning
I scarcely had one eye open when the
phone rang. The Alisis' wanted to know if
we were about ready to go! When Marc informed
them that he had promised a couple
of young ladies airplane rides at nine o'clock,
they decided to depart by themselves
as they were more anxious to get home that
we were. Something about having to report
for work...
We had a leisurely breakfast at the airport
cafe and got to the ramp at the same
- Continued on page 28­
VINTAGE AIRPLANE 7

The month is August, the year
1911 . A train has pulled into the
Soo depot in Minot, North Dakota
where it has discharged passengers
and goods of all sorts. The depot
itself, a two-story clapboard building with
four windows on its northwest fayade, is to
the right of the great locomotive and its
cars, the engine spewing steam which
lends a slightly surreal quality to the scene.
In an upper window of the depot can be
seen small children looking out over an assemblage
which, while it may appear
B APRIL 1999
unremarkable, presages an event in aviation
history which has gone unremarked in
many quarters for nearly 90 years.
There is a horse-drawn ambulance
parked at the platform, its driver sitting on
his seat making some adjustments. Its
back doors are open, whether waiting to
receive or to discharge is unknown. On
the left-hand side of the ambulance is
parked a black hearse. It, too, has open
doors around which are standing several
men in hats, all looking in the same direction.
Next to the ambulance is parked a
horse-drawn dray-wagon belonging to J.
B. Reed Storage, a family known to my
family in Minot long ago. The horse patiently
stands waiting, perhaps for more
cartage to be loaded, or possibly to unload
the same box seen on the wagon.
On the platform there is an odd-shaped
crate mounted on a wheeled conveyance.
Having six sides and maybe ten to twelve
feet in length, the box seems to be an ob-
By Bill Truax

ject of curiosity to some small boys
nearby, one of whom holds the wagon's
tongue and looks directly into the camera
which is capturing this event and which I
surmise has been placed atop a freight car
on the siding.
Mostly it is men who are gathered on
the dock of the depot. An occasional
woman can be seen, but it appears that it
is men's work which is being done on
this day.
Slightly to the left and several feet
from the odd-shaped crate a young man
stands, his white shirt front standing
out from the dark-suited men, a soft
cap on his head, unlike the fairly formal
headwear of most of the men on
the platform with him.
On the crate are stenciled words.
"Curtiss Aeroplane," the word 'Curtiss'
spelled out in the recognizable
logo script of the day. Below that are
the words, "Dixon's Humming Bird"
and "world's youngest aviator."
The first time r saw this photograph
was almost 20 years ago where
it hung in the law offices of Ella Van­
Berkom in my home town of Minot,
North Dakota. For two years I found
myself returning to the scene in my
mind, and I decided to explore a
means to acquire the photograph. After
having done so, I submitted it to
the editor of my local Montana An- The young, dapper Cromwell Dixon, in a portique
Aircraft Association newsletter trait taken In 1911 by "Pach, New York, NY"
for publication in my mystery plane
column. Two replies came back iden­ training from the Curtiss school, and obtifying
the young man in the white shirt tained the Federation Aeronautique
and soft checkered cap as Cromwell Internationale sporting license number
Dixon, a 19-year-old youth from the 43 which was issued to him August 31,
Midwest who was the flrst person to fly 1911,just a month before his record-setacross
the Continental Divide. ting flight from Helena, Montana.
I've never been certain why the pho­ The photograph which has so piqued
tograph of Cromwell Dixon's passage my curiosity over these years was unthrough
Minot has meant so much to doubtedly made on Dixon's trek from the
me. Our aviation careers were certainly Midwest to Williston, North Dakota,
vastly different, but something about the where he made nine flights at the Williams
young man's experience has spoken to County fair. From Williston, Dixon
me over the years. Where Cromwell shipped his airplane by rail to Helena,
Dixon's aviation career began in Colum­ Montana where he set out to cross the
bus, Ohio in 1906 with his construction Continental Divide, a feat which was reof
a flying bicycle, mine began in markable, not only for his youth, but for
Minot, North Dakota when I was 17 the fact that so many had tried and so
flying a J-3 Cub. And where Cromwell many had failed.
Dixon made the first flight across the As a pilot for Frontier Airlines and
Continental Divide at the age of 19, r later for Continental, I spent many years
continue to fly over the Divide as a re­ flying the "high line," a series of cities
tired captain who now pursues the joys on the great northern plains which inand
frustrations of building and flying cluded many of those Dixon came to
my own airplanes.
Cromwell's
mother and sister
helped him to build a
flying bicycle which
he flew at the Columbus,
Ohio fair and later
in 1907 at the St. Louis
Exhibition. It would
be just five years until
his historic flight over
the Divide, and during
the intervening years,
Dixon made many exhibition
flights, balloon
flights, received flight
Montana Historical Society
VINTAGE AIRPLANE 9

Cromwell Dixon, aviator, at the Montana
State Fair, September 30, 1911 .
know. I've wondered if, like me,
Cromwell Dixon came to appreciate the
rugged, often unforgiving beauties of the
Dakotas and Montana, where he made
his historic flight. It is hard to imagine
on an early morning still air arrival from
the west crossing Mullan Pass with a
737, flaps 30 and the gear down and on
bug speed, that we were three minutes
from the end of the runway at Helena,
and Dixon's trip took 40 more minutes.
Coming only eight years after the
Wright brothers' feat, Dixon's achievement
was as great in its way as was theirs.
Dixon flew his bamboo and fabric Curtiss
10 APRIL 1999
D-III biplane to an altitude of7,000 feet,
higher than man had flown previously.
Dixon's airplane appears to be a D-III version
of the Curtiss D model, the primary
difference being that the ailerons pivoted
from the rear interplane strut. The other
significant difference was the fabric covering
on both top and bottom surfaces of the
wing. The engine on the D-III was a V-8
of 60 to 70 horsepower, and the wingspan
was 26 feet 3 inches. Taking off from Helena's
fairgrounds on September 30, 1911
in the early afternoon, Dixon headed for
Blossberg, Montana, a 17 mile flight
through Mullan Pass where at 5,092 feet
above sea level, headwinds and turbulence
were the order of the day. Kind folks in
Blossberg set a large bonfire ablaze to signal
to Dixon his point of arrival which he
reached at 2:34 p.m. He left the deep valley
location of Blossberg at 3: 16 p.m. and
after struggling for altitude, reached 7,000
feet and landed at Helena at 3:59 p.m.,
claiming the $10,000 prize offered for the
first successful flight across the Continental
Divide. Cromwell had hoped that this
money would help him to support his
mother and sister who had given him so
much moral support in his search for aviation
fame. An account ofDixon's feat was
recorded in the Montana Daily Record. "It
was one of the most dangerous feats ever
attempted by man . Death was pitted
against daring and daring won. Treacherous
winds above, jagged peaks and
declivitous slopes below. It was a gamble.
Had for one instant fear crept into the heart
of the bird-boy- -the wind and rocks
would have claimed another victim."
It was not to be so. Two days later,
Cromwell Dixon's life came to an end as
his airplane crashed in Spokane during an
exhibition flight. He was just 19 years old
and lived scarcely long enough to enjoy
the fame and fortune he so richly deserved
for his achievements.
The State of Montana has chosen to
honor Cromwell Dixon through granite
memorials and murals at the Helena airport
terminal, plus a historic marker high
above MacDonald Pass where highway 12
crosses the Divide near Blossberg. One
day, several years ago, I drove to Helena
from my home in Big Fork to attend a dinner
meeting of the Cromwell Dixon
Society, a group founded here in
Montana whose members gather
each September 30 to commemorate
Cromwell Dixon's deeds and
keep alive the memory of the young
many who billed himself as the
"world's youngest aviator." I was
early and decided to try to find the
area where Dixon might have landed
on his historic flight. Blossberg as a
town no longer exists, and the railroad
which Dixon landed near has
been relocated to accommodate today's
powerful locomotives. As I
looked at the scene, three small aircraft
flew over, Society members
paying homage to the young birdboy
we were joining together to
celebrate that evening. ......

FROM THE ARCHIVES
by H.G. Frautschy
The next few editions of"From the Archives" will focus on the Flaglor collection, a donation of
negatives ofGolden Age aircraft donated by Ken Flaglor ofKansasville, WI.
Last month we took a look at the Curtiss P-6E, a favorite of many a
boy in the 1930s. Here's another longtime favorite, based at the
same field and with the same Squadron - the 17th Pursuit
Squadron at Selfridge Field near Detroit, MI. This is the Boeing P­
26C, built in a group of 23 produced in February and early March
of 1936. Flaps were later added to all the P-26 models in service.
Powered by a Pratt & Whitney SR-1340-27 or -33, it could reach a
maximum speed of 235 mph and climb as high as 28,000 ft.
The Lockheed 10 Electra was one ofthe
fastest transports in existence when it was
constructed, and many feeder airlines used
it to haul passengers and mail. In production
from 1934 until 1941, its launch customer
was Northwest, who flew their fast
Lockheeds allover the Midwest.
Popular w ith Pan American Airlines, a
number of Central American operators
who were Pan Am affiliates also bought
Electras. This Mexican registered example
was operated by Aerovias ReformaslCMA.
SIN 1007 Lockheed 10C, it was delivered on
November 30, 1934. It crashed 30 miles
southeast of Playa Vicente, Veracruz,
Mexico on November 1, 1937.
VINTAGE AIRPLANE 11

WHEN I FIRST SAW 74 ECHO CHARLIE, or should I say ZS­
AOA, she was resting quietly with both white wings tucked back and nestled in
close to her bright blue fuselage. Yes, her wings do fold neatly back. She was in
the Western Museum ofFlight hangar located on Hawthorne Airport in California.
As a Tiger Moth owner of many years, I was visiting my friend, Ed Clark,
owner of the Moth Works, located a few blocks from the airport. Several
times over the past years, Ed had taken me over to the Museum to look at his
Hornet Moth and other aircraft on display in the Museum. Ed displayed his
Hornet at the front of the museum for easy access to the hangar door and
Hawthorne's one paved runway.
Although in a museum, he flew his Hornet Moth regularly ... one trip as far
away as Seattle, Washington. He and his wife, Connie, loved the Hornet.
Connie, as a matter of fact, picked out the colors when they restored it. By the
way, 74 EC stands for the year Ed and Connie Clark were married and EC for
Ed and Connie.
Ed has specialized in the restoration of deHavilland aircraft and engines for
over thirty years. For many years, he has been building five Gipsy Moths, the
predecessor of the Tiger Moth, and two have since been sold. Like many vin­
tage aircraft restorers, Ed had a lot of irons in the fire and he reluctantly decided
to sell his Hornet Moth.
Pleasant to Fly . . .
Without the Sting!
America s Only Flying Hornet Moth
The upper landing gear fairings
By Walt Kessler also serve as air brakes, giving
the D.H.87's pilot enhanced
speed and decent control.
Ted Koston Photography
12 APRIL 1999

74 Echo Charlie was built
in Hatfield, England, in 1938
and first flew on July 9 of that
year. It was the third to the
last one built by the deHavilland
Aircraft Company. That
same month, it was crated and
packed for export to South
Africa. Arriving in August, it
was reassembled and flown
on August 23 at Johannesburg.
It was registered as
ZS-AOA to John R. Paget.
Several years later, in
1940, it was impressed into
the SAAF (South African Air
Force) as #1584. It was used
for communications work and
during its five years in the
SAAF service, clocking about
600 hours.
In April 1959, she was reg­
Roland Schable of Janesville, WI flies Walt Kessler's DH.87 Hornet Moth over the shore of Lake Geneva, WI
istered with C. F. Strecker at during a glorious Wisconsin fall season. This shot by Ted Koston was taken from a Stearman flown by Tom
Rand . Then it was sold to Foreys of Woodale, IL.
several other owners (here it
gets a little sketchy): a Mr.
Malherbe, then J. D. Haupt and W. C.
Whitfield at Benoni in 1968.
The original Gipsy Major 130 hp engine
was replaced with a Gipsy Major IC
engine rated at 145 hp. The newer engine
had been in storage for some time and then
installed in the Hornet in April of 1968.
During April of 1973, the engine had 312
hours since a major overhaul. On October
5, 1978, the registration was canceled as
ZS-AOA and the Hornet Moth was exported
to the United States. She spent
considerable time in storage in California
after purchase by her new owner. Robert
McJohnston, who subsequently sold her to
Ed Clark of Hawthorne, California, in Au­
14 APRIL 1999
gust of 1985. Clark completely overhauled
the engine in September of 1986.
New guides, sodium filled valves, cylinders,
rods, pistons and rings were installed,
plus accessories and many other parts.
Sixty weight, straight mineral oil is
used in the Gipsy engine during the summer
months. The airframe has 1,600 hours
and is covered with linen. Paint is Delstar
blue acrylic enamel and Fleet white with
Midnight blue for the striping. The linen
was put on about 12 years ago and the fabric
still passes the punch test. Although
I've had lots of experience in taildragger
aircraft, including 17 years in the Tiger
Moth, flying the Hornet Moth proved to be
a real challenge for me. When I first got in
the left seat, taxiing proved to be a chore.
I was not familiar with the full castering
tailwheel or the Bendix mechanical brakes
and their idiosyncrasies.
Needless to say, my first few takeoffs
and landings on Hawthorne's hard surface
runway reminded me of some of my first
flight lessons years ago. They weren't that
great! I also heard all these wild stories
about the Hornet being tail heavy, which
she isn't, and how bad she is in a crosswind,
which she is. Several years before I
bought the aeroplane, Ed had wiped the
right gear out at Mojave Airport in a strong
crosswind that caught him off guard . I
was prepared for the worst.
After all, this was a 56-year-old beautiful
antique airplane. To make
matters worse - and to my knowledge
- it is the only Hornet Moth
flying in North America, so it is a very
rare airplane, indeed, and I didn't want
to bend it. Plus, I was to fly it back
from California to Illinois.
In addition to the normal pre-flight
and walk around, there is one very important
check we make. The wings on
the Hornet Moth fold back for storage.
Both sets of wings are hinged to the
fuselage. The hinges are located three-
With its left wing folded for storage, ZS­
ADA rests on the airport at Lake Geneva,
WI. That's not an extra pair of wings
behind the Hornet Moth - Walt enjoys
British aircraft, and his Tiger Moth sits
awaiting a flight.

The cabin of the Hornet Moth has a handy dual
grip stick, and a pair of large toggle switches for
the magnetos mounted near the center of the
instrument panel. The horizontal trim across the
middle separates two panels. The instrument
board can fold down for easy maintenance, and
the lower board folds up for access to a small
storage area . The sliding panel on the left,
when opened, reveals a transponder and other
modern electronics.
quarters of the way back from the wing
leading edge. When the wings are in flying
position, we make sure that four
spring-loaded pins, located at each leading
edge, are securely locked into the
fuselage. After the pins are inserted,
leather straps extend over the pins and
snap ftrmly into place.
A jury strut is hinged to each top wing
spar near both sides ofthe fuselage. When
flying, both jury struts are held in place by
a metal bracket beneath each top wing.
Before the wings are folded back, the
jury struts are swung down and the lower
ends are positioned and attached to the
lower wing spar. They are locked in place
by turning them with your hand . This
gives added support to the wings before
folding them back.
At the top wing trailing edge, located at
both wing roots, a 32" by 18" section ofthe
trailing edge is hinged to the wing. This
section will fold up and forward to lie flat
on the upper surface of the wing. This
must be done before the wings can be
folded back. With the 32" section of the
trailing edge folded forward, the void created
allows the upper wings to fold back
partially over the top of the fuselage.
The lower wings, when folded back,
Ted Koston Photography
Capetown, South Africa, Youngs Field Aerodrome, November 1966. Frank Wilson, who
took the photo, met Walt at EAA Oshkosh and send him photographs of the Hornet
Moth, when it was painted in a style obviously influenced by the Hollywood movie
released around the same time.
are designed to allow the trailing edge to
slide beneath the fuselage. In the flying
mode, we make sure that both hinged
sections of the trailing edges of the upper
wings are down in their normal
position and locked in place.
It is fairly easy to get in or out of the
Hornet. Once up on the left wing walk,
while crouching between the wings, you
swing your right leg in over the seat, then
you pull yourself across, putting all your
weight on your right leg. It helps to grab
the steel wing-bracing bar in the cabin
overhead as you climb aboard.
The leather seats do not adjust but are
quite comfortable. The rudder pedals can
be adjusted to one of three positions, depending
on your height.
The cabin is simple and very elegant.
You are surrounded with brass, a walnut
wood instrument panel and bright, shiny
aluminum. The cabin roof overhead is all
clear window, which makes for great visibility.
When it does get too hot, one
merely reaches back and pulls a neat sun
shade forward that locks into place overhead.
There is even a rear view mirror that
makes it possible to see behind you while
taxiing or flying.
The art and the quality of the early
craftsmanship is evident throughout the
cabin's interior. Both walnut and leather
upholstered doors actually bow outward,
which gives both occupants plenty of elbow
room. The left door holds the large
brake handle and the throttle and mixture
VINTAGE AIRPLANE 15

At Kessler Field, Walt's private airport west of Chicago, the Hornet Moth strikes a pretty
pose as it waits for Walt to start the Gipsy Major engine and take off to enJoy the smooth
evening air.
controls. Above the left door pillar is the
elevator trim adjustment.
At the left side of the instrument panel
is a large aluminum lever called an air
brake. When pushed down, both landing
gear struts turn flat against the slipstream,
thus reducing the airspeed considerably.
The lower half of the walnut wood instrument
panel is also on a brass hinge.
Lifting the panel toward you and upward,
reveals a large storage area. Also cleverly
hidden inside is a Mode C Transponder,
altimeter, amp gauge, intercom and Escort
II radio.
A sliding door at the left of the panel
lets you access the radio for communicating
and navigating, and viewing the
altimeter. The panel of instruments is authentic
1938 and yet when you lift the
hinged panel, there are all the modem day
electronics hidden away from view.
I might add that Hawthorne Airport,
where the Hornet was based, is only a little
more than three miles away from
LAX. It's in Class B airspace, so all
these "modern electronics" were necessary
and convenient.
In between the seats is a velY comfortable
leather armrest that also flips open for
an additional storage area for sunglasses,
plotters, pencils, or whatever will fit.
The "Y" stick, or control column, is positioned
at the center of the cabin floor. It
is spring loaded to move forward to allow
easier entry and exit. The stick does take
some getting used to, as it does not sit directly
in front of you.
It's a little difficult to pick the right position
for the elevators before takeoff, but
after a while you do get the feel of it. You
have to sort of guess at a position before
the speed builds up to tell you if the nose
is too high or too low. Also, because of
16 APRIL 1999
the very wide cabin, the fuselage sides,
starting from the instrument panel forward,
angle sharply in toward the nose and
are not parallel with your direction of takeoff
or landing.
The P 11 compass, which is five inches
in diameter, sits at the center of the cabin
just in front of the control column. It has
a neat little light that is positioned just
above it.
The fuel gauge is located between the
two leather seat back, at your right elbow.
The onlofffuel selector is a vertical lever
that slides up and down, and is located
next to the fuel gauge. 74 Echo Charlie
does have a complete electrical system,
shielded ignition, nav lights and a strobe at
the bottom of the fuselage.
Starting the Gipsy Major engine is different.
First you must "tickle" the
carburetor; that is, hold down a small but­
ton to flood it. At the
same time, you reach
around the front of
the engine with your
right hand, to the left
side of the engine. A
lever attached to the
fuel pump is wobbled
up and down until
you hear the fuel start
to trickle and flow.
After buttoning both
cowl doors, we turn
the wooden prop
(made in Australia)
over about six or
eight times (all
switches off) . Remember,
the British
engine turns the opposite
from the
American - to the
left. A push of the starter button on the
panel and it belches to life. The Gipsy
Major settles down and idles with that familiar
sound that reminds one of a Model
A Ford engine. Recommended procedure
is to idle the engine at about 800 rpm for
about four minutes. Oil pressure should
be between 30 and 40 Ibs. when cold.
Within the cabin, it is a little noisy but
not too bad. You can still hear and conversation
can be carried on, however,
headphones are the order of the day.
The Bendix differential brakes, once
you get used to them, are easy to use .
Full rudder pedal is demanded in either
direction, or when the ratcheted hand
brake lever is pulled, both wheel brakes
function together.
The Hornet's angular nose does sit high
while taxiing, which doesn't help with forward
visibility. Lined up into the wind,
we do our engine check and go through
our pre-takeoff checklist. There is no temperature
gauge, so after about four minutes
we run the engine up to 1800 rpm for a
mag check, then full throttle for max
power check. The brakes hold well!
After checking the trim, throttle, brakes,
mixture, oil pressure, fuel selector lever,
compass, air brakes, doors and belts, and
we clear our area, we give her full power
for takeoff. Today, the wind is right down
our favorite grassy runway.
We set the stick position for neutral
while we build up our airspeed. We bring
the tail up as soon as we have elevator
control and hold the stick forward. Now
our view is much better. The takeoff run
- Continued on page 25­
SPECIFICATIONS
DEHAVILLAND HORNET MOTH
130 horsepower Gipsy Major
Weight (including standard equipment) .. 1,255 Ibs.
Useful Load695 Ibs.
Length Overall .................... 24 ft. 11.5 in.
Span .......................... 31 ft. 11.4 in.
Span (with wings folded) ............ 9 ft. 0.5 in.
Height ......................... 6 ft. 7.0 in.
Maximum speed at sea level ......... 121-124 mph
Cruising speed at 1,000 ft./2,050 rpm .. 103-105 mph
Endurance (with normal tanks) ........ 6 hours
Stalling Speed ................... 40 mph
Takeoff run in 5 mph wind ........... 135-175 yds.
Climb to 5,000 ft.................. 8.75 min.
Service Ceiling ................... 14,800 ft.
Gliding angle (air brakes on) .......... 1 in 8
Price .......................... L875

Built when a compass still cost
extra, the 1938 Piper Cub
Sport could be had with all
sorts ofoptions.
ne look at the front half of John Meyer's 1938 Cub
Oand you know something different has been restored.
Certainly the Piper Cub has long been the
darling of the Vintage Airplane world, sought after
by thousands hoping to enjoy the simple ways of
the airplane so many used to learn about aviating. But even Cubs
come in different varieties, and with each year's model subtle
changes were made. Most obvious on the exterior of early J-3
Cubs were the "barbed hook" fuselage stripe and three-piece
windshield. Built up with three pieces of plastic held together by
a pair of metal strips, it would be a couple of years before a one
piece molded unit was installed. Even though the J-3C had much
in common with the J-2, the biggest difference was the new Continental
A-50 engine, a new, more powerful engine meant to
replace the ground-breaking A-40.
John Meyer, of Hudsonville, MI, and his
1938 J-3C Cub Sport.
By R.G. Frautschy
VINTAGE AIRPLANE 17

The original steerable, non-swivel tailwheel was
tough to find. Originally an option on the Cub
Sport, one was finally tracked down, with a rare
tire found by Clyde.
The similarities were most apparent
in the wing structure. Basically
the same, except for the curved root
rib, the wing has built-up metal ribs
and wood spars. The ribs proved to
be quite a challenge for John (EAA
144458) of Hudsonville, MI and his
fellow restorers, his cousin Sam
Beach (EAA 550081) and the "Cub
Doctor," Clyde Smith, Jr. (EAA
48316, V AA 20765).
Sam hails from Greenville, MI
and had some extra time on his hands
one summer while he was between
engineering jobs. Sam's two-week
trip down to Hudsonville, MI would
help solidify one more restoration
team member's hero status - John's
wife, Lois. During the time the Cub
was being restored, Clyde Smith
would spend extended periods living
with the Meyers, so the maximum
amount of time could be spent on the
project. Lois kept the restorers fed
and took care of so many other
chores that John says he really came
to appreciate his wife's patience with
all the extra traffic in the house, extra
cleaning, etc. Certainly, her work
contributed to the success of the
restoration project as much as the
work done by the other folks. From
18 APRIL 1999
Leslie Hilbert
The cockpit of the J-3C Cub Sport was also different from the trainer model. The upholstered
side panels and varnished floorboards were unique to the model. The pre-war black
face instruments with the Cub logo were expertly rebuilt and refaced by Keystone
Instruments, Lock Haven, PA. The magneto switches are the pushbutton variety, changed
a year later after complaints about the switches came to Piper's attention.
John, Sam and Clyde, they all say:
"Thanks, Lois!"
When Sam arrived with his suitcase,
he sat down to build ajig so the
ribs that were so badly damaged
while the Cub sat in a chicken coop
could be rebuilt. None of the ribs
were usable, so a new set had to be
constructed using the thin corrugated
aluminum and small rivets. For two
weeks Sam was "the rib man." Proving
his prowess with the lightweight
structure earned him the right to rebuild
the ailerons, which were in
poor shape as well. He also spent a
lot of time with a bead blaster nozzle
in his hand, cleaning off the many
small parts so Clyde and John could
evaluate them for airworthiness.
John Meyer came to own the Cub
in a way that would not be one he
would choose, but it all worked out
fine in the end. A wayward grandson
of the owner sold the airplane without
his grandfather'S knowledge, but
thanks to a forgiving grandfather,
John was able to obtain clear title to
the airplane and the paperwork for it
as well, including the logs. Once it
was at his home shop, his check of
the airplane made him realize it was
a project he felt was beyond his level

of expertise. That's when he called
in the "Cub Doctor."
Clyde Smith, Jr., has been mentioned
before in the pages of Vintage
Airplane, for a very sound reason.
Clyde's been around Piper airplanes
ever since he was born. His father,
Clyde Smith, Sr., worked in the Piper
plant in Lock Haven, P A for most of
the time the plant was open. Starting
in 1941, Clyde, Sr. was Piper's chief
test pilot during WW-II, and was the
head of the experimental test flying
department through the 1950s. He
retired from Piper in 1975. His son
was born in December of 1947 during
the heady days of the post-war
lightplane boom.
Dad didn't push junior into aviation,
preferring to allow the young
man to choose his own path. Still, as
he matured, he did enter aviation,
earning his A&P and an engineering
degree, and just a couple of weeks
after graduating from college, young
Clyde went to work in the drafting
department of Piper Aircraft.
In the early 1970s, his interest in
homebuilt aircraft led him to the annual
EAA member's Convention in
Oshkosh, WI, and as things turned
out, as Antique/Classic Division
members discovered Clyde worked
at Piper, they began questioning him
about the correct configuration about
their various projects. He'd head
back to Lock Haven with a notebook
full of questions, and before he knew
it, he became "the man." He'd be the
first to tell you, however,
that "the man"
is really his father,
especially in the beginning,
when he'd
ask his father to fill
in the missing details.
These days, Clyde
Smith, Jr. is kept
busy putting on Piper
restoration clinics,
where he shares his
20-plus years of Piper
experience with fellow
restorers, and
each year at EAA
AirVenture, he puts
on the Cub Forum, one that has interested
Piper fans spilling out of the
tent straining to hear each word.
The father and son team of Smith
and Smith have restored a number of
Pipers, including a Vagabond, a Clipper
and a J-3, the same one formerly
owned by the Piper employees flying
club. For many, the crowning
restoration will long be the PA-12
Super Cruiser which earned a Grand
The J-3C also came with a set of snazzy aileron cable exit fairings,
and you can also see the very necessary aileron gap seals.
VINTAGE AIRPLANE 19

All of the side glass is thin Plexiglas®, replacing the original but delicate 0.60 in. acetate windows.
The "peanut shell" wheel pants are reproductions of original metal pants available as
an option on the Cub Sport, as are the metal shock cord covers on the landing gear. Both
were installed on the airplane when it was delivered, but brakes, another option, were not.
John and Clyde opted to install an original set of brakes.
Champion Classic trophy at EAA
Oshkosh '86, and previously at the
Sun 'n Fun EAA Fly-In. It seemed to
pick up the hardware everywhere it
went, and deservedly so.
With such a resume, it wasn't too
hard for John to know who to ask,
but would he come? Happily, they
were able to come to an agreement,
and for the next three years, Clyde
would spend an extended period of
time working side-by-side with John
and Sam as they rebuilt an airplane
said to be in deplorable shape.
There was plenty to do! Once the
fuselage was cleaned up and ready
for paint, Clyde applied Randolph
Rand-O-Plate primer, followed by a
coat of white Fuller O'Brien epoxy
paint. "The white color," Clyde explained,
"makes it look newer and
al so it's easier to inspect in the tail
where it is dark. You can see rust immediately,
and you can detect cracks.
It also gives me a good white base
coat for the tubes in the cabin which
are painted yellow."
Cub yellow is not the densest
color, but has poor hiding qualities.
Later, when it came time to paint the
Ceconite 104 fabric and the sheet
metal, a base coat of white was used
again to make certain the yellow
would have the proper hue.
All sorts of little details put Clyde
20 APRIL 1999
to the test, including the engine oil
tank. Not your regular "kidney" tank,
this tank was a rolled piece of galvanized
steel, soldered together and
then painted. The boot cowl had to
be replicated, as did the three-piece
windshield. A set of cast aluminum
engine valve covers had to be found
to replace the badly corroded parts
found in the chicken coop, and Cub
restorer Dave Henderson was able to
come up with those.
Each visit with the Meyers would
result in a little bit more of the Cub
being complete, and finally, nearly
three years after beginning with a
pile of parts that had been walked on
by chickens, John Meyer's J-3C was
ready to take to the air, restored to
exacting standards as it was the day
it rolled out into to sunshine in the
valley of the west branch of the
Susquehanna river. It first flew again
after its restoration on September 5,
1995. John Meyer was thrilled with
the final product of their labor, and
of his new friend, Clyde Smith, Jr.
"I can't say enough about his
workmanship," enthused John, "He
is an interesting guy to work with ­
we have a lot in common . . . it was a
fun project for me."
The following summer, a trip to
Oshkosh was made, and the judges
and spectators got a gl impse of the
past. The week was spent answering
questions (when Dan Knutson wasn't
out looking at other Pipers with
Clyde Smith!) and when it was time
for the awards ceremony at the EAA
Theater in the Woods, the announced
winner of the Bronze Age (1933­
1941) Champion of EAA Oshkosh
'96 was Piper J-3C Cub Sport
NC21646, restored by John Meyer,
Clyde Smith and Sam Beach. Sticking
to the original script was the best
way to get just what John wanted,
and pretty Cub just like it was, almost
60 years ago. ......
Sitting behind a Continental A-50 swinging a Flottorp prop (made just a few miles down the
road from John's boyhood home), John Meyer enjoys flying his Cub Sport from the back seat,
where thousands of new pilots first soloed.

Aeronca retiree and SIN 2 Chief restorer
Bob Hollenbaugh of Middletown,
OH sent in this month's Mystery Plane.
The photo was taken while he was a
student at Parks Air College in Cahokia,
IL, just south of East St. Louis, IL. In
1940, the large amphibian was flown in
to be serviced, then it hopped over
town to Curtiss-Steinberg field. April Mystery Plane
Our January Mystery Plane from
George Townson created a little stir of
interest from those who remember the
project, including Harry C. Luecke, of
Lexington, NC:
Dear Sir,
It is good to know that George
in the early thirties at the Boulevard
Airport in Philadelphia. I never saw it
fly, but it had to get there!
It looks like someone 's noble experiment.
Harry Luecke
(EAA 322834, V AA 24214)
Now we can answer Harry's
decades long question - who's "noble
experiment" is this?
The January "Mystery Plane " is
the Hall-Aluminum "Monoped. "
The Monoped was the personal air­
by H.G. Frautschy craft ofCharles Ward Hall, who was
dedicated to the use ofaluminum in aircraft
structures at a time when wood
Townson is still active. I remember him and steel tubing were the accepted ma­
back in the early thirties when he was terials. He also pioneered the concepts
working at the Northeast Philadelphia ofweight control and ofusing aerody­
Airport when I was learning to fly. He namic forces for stress relief or transfer.
must be in his eighties, since I am 84. Perhaps this plane can be described
1 have enclosed two photos (one be­
as looking like a porcine Rearwin
low and on the next page) of the Speedster. It derives its name from the
January Mystery Plane that were taken unusual landing gear, a single central
retractable Goodyear 22 x 10.4 wheel,
supplemented by small outriggers located
in a sesqui-wing lifting strut
combination. By all accounts the airplane
was easy to fly. Hall used to
joke about reading the newspaper
while flying down to Washington, DC
from his Bristol, Pennsylvania factory.
The cockpit ofthe little private
transport was well instrumented and
had a Lear radio . The control stick
was suspended from an overhead
mounting in the cockpit, thus reducing
the number ofcontrol cable pulleys
and length ofcable run required. The
aircraft structure was all aluminum.
Powered by a 120 hp Ranger six
cylinder model 390 engine swinging a
steel Hamilton-Standard prop, the lit-
VINTAGE AIRPLANE 21

tle Monoped had a top speed of 130
mph. Wingspan was 32 feet; length
25 feet.
Hall lost his life in the Monoped on
21 August 1936, when th e airplane
struck a tree in heavy fog at Hopwell,
New Jersey. At the time ofthe crash
th e plane had logged more than 530
hours. The Monoped was his next to
last design and probably his favorite of
the 31 aircraft ofseven different types
he created in his lifetime.
Hal/ 's concepts did not die with
him, however, and his pioneering use
ofaluminum was adopted by many
other firms. He was an engineering
genius whose advanced ideas on metal
working eased the transition from
wood andfabric to all metal aircraft
for the u.s. Navy.
Starting his career as a building
contractor, Hall 's radical search for
improved methods got him into so
much trouble with the building trade
unions that he was forced to seek anotherfield.
He had his first airplane
ride with the famous Ruth Law in 1909
and in 1916 learned to fly Curtiss MF
flying boats at the Rodman Wanamaker
school in Washington, Long
Island, New York. By 1922 he had
built his first aircraft, a tiny 25 foot
wingspan biplane flying boat, constructed
entirely ofaluminum except
22 APRIL 1999
for a wood spar upper wing.
The experience gave him sufficient
confidence in his skills to set up his
own engineering firm, and begin bidding
on Navy contracts. It was a move
that would keep him prosperous during
the Great Depression ofthe 1930s.
With good judgment and efficient
management Hall kept his firm small
and prosperous during this p eriod
when one major company after another
went bankrupt.
Charles Ward Hall's greatest legacy
was th e pursuit ofweight control, an
idea more important now than when he
was blazing new trails in structure.
Unfortunately no example ofHall's
• Hany Luecke_
handiwork survives today.
Ref: Airpower, Sept. 72 , Now
There's a rare Bird-Walt Boyne
Wings, June, 75, Th e Flying Hallmarks-Walt
Boyne
Keep 'Em Flying and Keep Us
Guessing, H.G,!
Cheers,
Larry Knechtel
EAA 391208, VAA 17648)
Seattle, WA
Correct answers were also received
from: Doug Rounds, Zebulon, GA ;
Harry O. Barker, Jr., West Milford, NJ;
Pete Bowers, Seattle, W A and Joseph J.
Tarafas, Bethlehem, P A. ......

The exquisite woodwork done by Joe Araldi on the Little Rocket No.2 can be seen in these two views of the aft fuselage. The lightweight but
strong design by Albert Vollmecke is evident in the light bulkheads and veneer turtledeck.
The unique wheels are a testament to the genius of Albert Vollmecke, who did all he could
to get every bit of speed out of the Little Rocket. Each of the wheels also incorporates the
only shock absorbing in the landing gear. The skinny wheels and tires didn't help any on
the bump soaking-up department! Joe Araldi and his friend Harry Stenger built them up,
machining the castings and recreating the remarkable units.
in the shadow of the Gee Bees, the
Howards and the Big Iron growlers of
that era. But here was an airplane designed
and built from scratch in just
about four months for the sole purpose
of winning that race!
The four cylinder in-line engine
with supercharger put out about 110
hp. Installed in this super-light little
airframe it went like a streak! Eighteen
airplanes started the race, but
only ten finished. The Cirrus engines
had problems that were eventually
conquered, but their reliability in
those days was tongue-in-cheek.
Serial No.2 came about in an unusual
way. Joe Araldi had to go and
open his big mouth to the original de­
24 APRIL 1999
signer, Albert Vollmecke during a
Cognac frontal passage they were imbibing,
and Albert game him the prints
for the original aircraft on the promise
that Joe would build one.
Well, seven years, upteen trillion
dollars, a zillion phone calls to Albert,
and the labor of half of the Florida
aviation community, and there stands
Little rocket number two!
The story has been well told several
times - Skyways, Vol. 23, July
1992, and Vol. 26, April '93 feature
the No.2 airplane and the trials and
tribulations of its building. From its
start with Joe's admiration of his
Command Aire biplane and his desire
to meet its designer, to the
passing Cognac front, the revelation
of the Little Rocket plans, the germ
of an idea, and the culmination of
that first flight.
Aero Digest, Sept. 1930 had the
whole American Air race in great detail,
including the original National
Aeronautic Association record
sheets. Joe was born sixty two years
too late to be part of it, but believe
me, he's flown that race many times
in his mind after test flying serial
number two. His admiration for the
designer and the pilot, Lee Gehlbach
who flew it to victory are soon evident
when you read or listen to his
story.
Little Rocket ushered in a number
of super-light racing planes in the
next few years. Howard's Mike and
Ike, Chester's Goon and Jeep, Folkerts'
SK series, and The Miles &
Atwood racer were built after the Little
Rocket proved it could be done.
Still, the big growlers like the Laird­
Turner and the Marcoux-Bromberg
Special and their ilk were the big
crowd pleasers.
After flying this "built to win" airplane,
Joe decided the best place for it
was in a museum, so it rests in a place
of honor in Lakeland, a tribute to the
man who designed it and the pilot
who flew it to victory.
When you come down for the Sun
'n Fun EAA Fly-In this year, drop
into the International Sport Aviation
Museum and join with other race
plane fans as they admire this beautiful
airplane. Reflect for a minute or
two on the pioneering victory it made,
back in 1930. f( Bc

-Continued from page 16­
is short and the Hornet gets off in less
than 200 yards. We are lightly loaded
and are underway.
Aileron control is pretty good. At 70
mph we climb out at about 600 feet per
minute rate ofclimb.
The Hornet Moth cruises as nice as
my Cessna 182. It is a very stable platform,
easy to trim and we even have a
rudder trim . .. a ratcheted horizontal
bracket beneath the instrument panel that
is easy to adjust.
The Hornet Moth's nose really slants
downward below the horizon - more
nose down than other aircraft, which gives
it excellent forward visibility while in
cruise. There is a tendency at fITst to takeoff
and climb too steeply. As a result
attention should be paid to the airspeed indicator
rather than the feel or aspect ofthe
Hornet. At 2,050 rpm, we do about 105
mph in cruise.
The Hornet handles beautifully for long
cross country trips. The stall, which occurs
at about 40 mph, is quite gentle.
Coming into the pattern, speed is easy
to dissipate as we can push down the air
brake lever at any speed, either for slowing
down or decreasing the float on landing.
The air brake reduces top speed about 35
mph. Without the air brake, the Hornet
tends to float and the glide is very flat.
On downwind we bring the power back
to about 1,700 rpm and about 80 mph.
Our pre-landing check is simple: brakes,
mixture, fuel, doors, belts on, look for traffic
. On final, at about 400 feet, I pull
down the air brake lever with my left hand
and the Hornet settles back to about 65
mph. Rudder and elevator control are fme
but aileron control is a little slow.
It takes a while to get used to the control
column, especially in turbulent
conditions and not having it directly in
front of you. Over the fence we come in at
55-60 mph and do a wheel landing. Most
pilots land the Hornet using the wheel
landing technique.
The Hornet has a springy but very
strong gear that sometimes gives you
some excitement when you least want or
expect it. Landing run in a 5 mph headwind
is supposed to be about 125 yards.
With wheel landings, however, the landing
roll is much longer.
Ninety degree crosswinds are as bad
with the Hornet as they are with most taildraggers.
Anything over 8 to 10 mph
makes your landing or takeoff a No-Go
situation. As we taxi, the wings are very
close to the ground, so we must be in full
control all the way to shut down. At 1,000
rpm I close the throttle, switch off the
mags and then open the throttle. When the
engine stops, I close the throttle. Mag, ignition
switch and radio are turned off.
One thing I have learned flying the old
antiques, including the Hornet Moth . ..
they are all different. Each one has its
own moods and characteristics and most
handle differently from each other. Knowing
how to fly one taildragger doesn't
make you an expert on all taildraggers. As
THE HORNET FLIES HOME ____
To help with the flying chores I enlisted a good friend of With blue skies all around us at Albuquerque, a stationary
mine - Roland Schable from Janesville, Wisconsin. Flying front had settled in just over the Sandia Mountains to the
out of the L.A. basin can be a zoo, especially flying an unfa­ east ... this held us up for two days. Finally, early the
miliar 56-year-old airplane. As we departed Hawthome, our morning of the third day, we were ready to depart Coronado
intent was to follow a highway east with Blythe as our first Airport. During the runup, the engine started missing again.
fuel stop. This time it was the back cylinder's plugs that went bad. For­
The L.A. area had the usual haze and what seemed like a tunately, we had along six spare Lodge plugs (British) and we
hundred freeways all going in different directions. replaced both fouled plugs.
When we landed at Blythe, the temperature was 110° With fuel stops at Tucumcari and Dodge City, we finally aron
the runway. After refueling and doing our runup, the rived about 8:30 p.m. at Topeka Airport, where we stayed
rpm indicator needle got tired and started to oscillate and the night. We did almost 800 miles this one day.
then the cable snapped. It really didn't affect the flight any Next morning we were off at 8:15 and made a fuel stop at
because, in anticipation of this happening, I had put a Ottumwa. What a wind! Roland got out and as I taxied in for
pencil mark on the throttle quadrant, indicating where fuel, he held the wings as best he could. (Our charts also
cruise power should be. blew out the open door.)
Upon reaching Phoenix's Deer Valley Airport, all of a sud­ We launched from Ottumwa's 1,100 foot taxiway, instead
den our 4-cylinder engine started to sputter and lose power. of the runway. The winds were blowing about 25 mph, gust­
We found out later it was fouled plugs in the front cylinder. ing to 35. Several hours later we arrived over my strip near
Temperature was about 105°, so with 25% of our engine Marengo, Illinois with a 90° crosswind blowing right out of
power lost, we made a "porpoise" type landing. My friends, the west at 25 mph. So, we landed at my neighbor's strip
Bob and Carol Curtin of Scottsdale, Al, took plenty of pic­ which is an east/west runway. After the winds diminished,
tures and can prove it. we flew Echo Charlie back to my place, a short hop away.
Another friend, Mike Kelley also of Scottsdale, graciously She sure loves grass runways.
let us use his hangar for the night. Before leaving the next The total distance of the journey was about 1,840 miles,
morning, we changed both fouled plugs and the engine was and flying time took about 21 hours. Over the mountains
fine again. and passes and through the valleys, we followed highways
Over Flagstaff (elevation 7,011 ft.), we were at 9,200 feet and other check points until we got to the flat lands. There
following a highway and on both sides of us mountain peaks we used a Trimble handheld GPS I had borrowed from good
jutted upward to almost 12,000 feet. I wondered if 74EC friends, Don and Maureen Alesi. What a neat tool!
had ever flown this high before. With a fuel stop at Hol­ It was a great and exciting trip and one we shall always
brook, we went on to Coronado Airport at Albuquerque, NM. remember.
VINTAGE AIRPLANE 25

I said, they are all different. The key is to know your airplane inside
and out. Know its good habits and especially its bad ones, if
it has any.
Of 165 Hornet Moths manufactured by deHaviliand from
1934 to 1938, less than 40 remain. The original D.H.87A models
with the tapered wings are almost extinct; only one in Australia,
one in a museum in Edmonton, Canada and, I believe, several in
Great Britain.
Presently there are only about 12 Hornets flying in the world
with 74 Echo Charlie being the only one in North America. She
is registered in the U.S. as 74 EC Experimental-Exhibition and in
South Africa as ZS-AOA.
She has been featured in several Hollywood movies. In 1989
74EC was in a five hour miniseries on NBC called "'Til We
Meet Again," based on the novel by Judith Krantz. She was also
in one segment ofthe "Designing Women" television series.
The Hornet Moth is one neat airplane, but, like some women I
know, does demand your undivided attention.
It's also an endangered species. Like other antique aircraft,
there aren't too many ofthem left. We need to preserve them all.
In order to do this, we need to get more tricycle gear pilots
and new pilots into tailwheel type airplanes or, in the future, the
only antiques around will be the modem Spam-cans oftoday.
Let's fly! ....
1 wrote to six names and addresses found in the Hornet
Moth's logbooks, all ofthem at least 50 years old. 1 put a $1
bill in each envelope with a short letter seeking information
on the Hornet.
Most thought I'd never hear from anyone. Four weeks
later, Jack Spencer sent me a letter with about 20 documents,
pictures, schematics, etc. on the Hornetl
Would you believe it, his father owned it and his family
had not lived at the address 1 mailed the letter to in 30
years I His father passed away 18 years ago. Jack was joyous
and overwhelmed to hear from the owner ofhis father's
beloved Hornet Moth. This air-to-air shot was taken by Jack
riding in a Fairchild and shooting with a "Baby Brownie"
Kodak camera when he was 12 years old.
He sent me the history ofhis father's aviation career and
was quite enthused. He also sent me copies ofhis father's
logbook.
1 sent him several 8xl0 pictures ofthe Hornet as she
looks today, and he wrote back and said the pictures now
hand in his pub.
He told me there were two Hornets in South Africa, and
the other one is now in the South African Air Force Museum.
What a small world we really live in! - Walt Kessler
26 APRIL 1999
DEHAVILLAND HORNET
MOTH HISTORY
The Homet Moth D.H.87A was touted as a magnificent two
place cabin biplane. "Gone forever are the days of draughty
cockpits - helmets - goggles - long distance conversations
through voice tubes. The modem air tourist flies in the
comfort and quietude of the Homet Moth Cabin" ... so the
British ads expounded.
The year was 1936 and although introduced on May 9,
1934, many Homet Moth owners and pilots were not very
happy with its long tapered wings. Also, instead of a touring
ship, many were being used as trainers and low time pilots were
having problems with the sharp stall characteristics.
So, Geoffrey deHaviliand decided to change things. he
added more wing area and made the wing tips sort of square.
Thus, the D.H.87B was bom.
The Homet Moth was the 87th in a long line of deHaviliand
aircraft. A pilot report in 1935 stated that, "The center of gravity
was arranged so that, once the aircraft was in the air, there is
no necessity to use the rudders at all.
"Ordinary flying maneuvers can be carried out perfectly by
the use of elevators and ailerons only. On a cross-country
flight, the pilot can take his feet off the rudder pedals and control
the machine entirely by the stick."
The fuselage of the Homet is all wood with longerons and
struts covered with plywood. On the outside of the plywood
are additional longeron stringers which support the fabric
covering. Inspection plates are located in the floor of the
fuselage - one large enough to put your head into, which
makes for easier inspections.
The biplane wings have two spars of solid spruce and, of
course, interplane struts are located on each side, joining the
top and the bottom wings. Ailerons are on the lower wings only.
The wings fold back for easy storage. Overall width when folded
back is only 9 ft. 10 in. In 1934, deHaviliand introduced the
trim tab to the Homet Moth, instead of the trimming gear for
the tail plane. The Homet is also equipped with a castering tailwheel.
Beneath the two seats is plenty of storage area for
tools, extra oil and other flight gear. The battery is located
beneath the right seat.
Luggage area for 130 Ibs. is also provided right behind the
seats and over the fuel tank, which holds 35 Imperial gallons.
The instrument panel is finished in walnut veneer and houses
the standard instruments of the thirties: airspeed indicator, rpm
indicator, altimeter, tum and slip indicator, vertical climb indicator,
magneto switches and oil pressure gauge. The upper half
of the panel that houses the instruments is hinged. By unsnapping
a leather strap at the top of the panel, the entire instrument
panel folds toward you for easy access to the instruments,
wires and cables. The bottom half of the panel lifts toward you
and storage space is provided all the way to the firewall.
A one-piece windscreen closes the front of the cabin and
both side door windows are of the sliding type for ventilation.
Walnut wood trim surrounds both side windows.
The control column is "Y" shaped so that each occupant can
use the controls.
Dunlop wheels and Bendix mechanical brakes are standard
equipment. Both brakes are applied by pulling a single ratchet
bar located on the left door.
Dual fuel pumps are also standard equipment, as the fuel
tank is such that it will not gravity feed. The Homet Moth was
originally equipped with a 130 hp Gipsy Major engine. In 1935
you could buy one for L875 or about $1,300.

Fly-In Calendar
The following list ofcoming events is furnished to
our readers as a matter ofiriformation only and does
not constitute approval, sponsorship, involvement,
control or direction ofany event (fly-in, seminars, fly
market, etc.) listed. Please send the information to
EAA, Au: Golda Cox, P.D. Box 3086, Oshkosh, WI
54903-3086. Information should be received four
months prior to the event date.
APRIL 25 - HALF MOON BAY, CALIFORNIA ­
9th annual Pacific Coast Dream Machines fly-in at
HalfMoon Bay Airport, 10 a.m. - 4 p.m. Antiques,
classics, warbirds. vintage autos, tnlcks. Contact:
650/726-2328.
MAY 1-ABiLENE KS - Abilene Aviation Association
Annual Fly-1n '99 and Pancake Feed. Info:
785/263-3970.
MA Y 7-9 - PINEHURST/SOUTHERN PINES, NC ­
Moore County Airport (SOP). EAA Chapter 3 Spring
Fly-In. Trophies, EAAfellowship, Friday golftournament,
Sat. banquet/guest speaker, Sunday poker
nm, YE.flights, vintageaviationfilms, HQ: Holiday
Inn, Southern Pines, 910/692-3212. Info: 910/947­
6896, -1853 (Fax) or the web: www.southern ­
aviator.com/ad/
MAY 8 - ALPENA, MI (APN) EAA Chapter 1021
"Spring Bust Out" Pancake breakfast, 8:00 AM to
12:00 noon. Aerobatics demonstration by a local
Yak 55 and Glider Towing Demonstration by
Alpena Soaring Club. For information phone
517-354-5465 or 517-354-2907 or email
rbock@northland.lib.mi.us
MAY 15 -ALLIANCE, OH -Alliance-Barber Airport
(2DI). Taylorcrafl Foundation and Taylorcrafl
Owners Club welcomes all to the Armed Forces Day
Military Vehicle showJeaturing reenactments and
military displays. Food being served all day. Sod
field - use caution. Info: Forrest Barber 330/823­
1168, jbarber@alliancelink.com; or check
www.taylorcrafl·org
MAY 15 - COOPERSTOWN, NY - (NY54) EAA
Chapter 1070 Pancake breakfast and old Aeroplane
Fly-In. 7a.m. - noon. Info: 607/547-2526.
MAY 16 - WARWICK, NY - EAA Chapter 501 Annual
Fly-In at Warwick Aerodrome (N72). 10 a.m.-4 p.m.
Food available, trophies. Judging closes at 2 p.m.
Unicom 123.0 Info: Harry Barker, 973/838-7485.
MAY 16 - ROMEOVILLE, IL - Lewis Romeoville airport
(LOT) . EAA Chapter 15 Fly-In breakfast. 7
a.m.-Noon. Contact; Frank Goebel , 815/436-6153.
MAY 28-30 - ATCHISON, KS - Ameilia Earhart
Memorial Airport. KC Chapter ofAAA 33rd Annual
Fly-In. Potluck dinner for registered guests
Fri. night, Awards banquet Sat. night. On field
camping, hotels, other accomodations available.
Info: Gerry Gippner, 913/764-8512 or Stephen
Lawlor, 816/238-2161.
MA Y29 - OGDEN, UT - Memorial day weekend Fly-
In, Open House and Air Show pancake breakfast.
Competitions. Free shuttle to Hill Aerospace museum.
lnfo: Jerry Taylor, 801/629-8251.
MAY 30 - ZANESVILLE, OH - Riverside Airport.
EAA Chapter 425 Fly-in, drive-in breakfast 8
a.m. - 2p.m. 1nfo: Darrell Todd, 740/450-8633.
JUNE 4-5 - BARTLESViLLE, OK - Frank
Phillips Field. 13th Annual National Biplane Convention
and Exposition. Biplane Expo '99. Static
Displays, forums, seminars, workshops, exhibits.
Biplanes and NBA membersfree, all others pay
admission. Info: Charles Harris, Chairman,
918/622-8400 or Virgil Gaede, Expo Director,
918/336-3976.
JUNE 4-5 - MERCED, CA - 42nd Merced West
Coast Antique Fly-In. Info: Virginia or Ed Morford,
209/383-4632.
JUNE 5-6 - ELKHART, IN - EAA Chapter 132
Fly-In Breakfast and Elkhart Airshow. Info:
616/699-5237.
JUNE 11-13 - MATTOON, iL - 3rd Annual
MTO Luscombe Fly- In. Luscombe judging and
awardsJonims and banquet. $50 cash to Luscombe
that flies the fartest to attend. Contacts: Jerry Cox,
217/234-8720 or Shannon Yoakim, 217/234-7120.
JUNE 13 - ROCK FALLS, iL - Whiteside County
Airport (SQI). 17th Annual EAA Chapter 410 Fly­
In/Drive-In. Pancake Breakfast, 7 a.m.-noon. Info:
Bill Havener, 815/626-0910.
JUNE 16 - COOPERSTOWN, NY - (NY54) EAA
Chapter 1070 Pancake breakfast and old Aeroplane
Fly-In. 7a.m. - noon. Info: 607/547-2526.
JUNE 17-20 - CREVE COEUR, MO - American
Waco C1l1b Fly-In. Info: Phil Coulson, 616/624-6490
or Jerry Brown, 317/535-8882.
JUNE 19 - MOOSE LAKE, MN - Lake Air Flying
Club Annual Fly-In Breakfast. 7:30-11:00 a.m. Info:
Larry Peterson, 218/485-4441.
JUNE 20-25 - DURANGO, CO - Animas Air Park.
31st annllal lnternational Cessna 170 Association
convention. Bassed at the Doubletree Inn, 970/259­
6580. Info: David or Judy Mason, 409/369-4362.
JUNE 26-27 - WALWORTH, WI- Bigfoot Field (W105).
Pancake breakfast/brunch. Aerobatic demo at 10
a.m., Stearman rides and displays ofvintage aircrafl,
warbirds and experimentals. 7a.m.-I p.m. Info: John
Anderson, 4/4/248-8748.
JUNE 26-27 - PETERSBURG-DINWIDDIE, VIR­
GINIA - 3rd Annual State EAA Fly-In. Contact:
Ron VanSickle, 832/932-4709, www.vaeaa.org.
JUNE 26-27 - LONGMONT, CO - Vance Brand Airport
(2V2,ji-eq. 122.975). Rocky Mountain Regional
Fly-In. Pancake breakfast and IlInch served on both
days. For more info. see the RMRFI web page at
wwwgreeleynet.com/eaaregional/index.htm
JUNE 27 - HAMMONTON, NJ - (N81) EAA Chapter
216 Red, White and Blueberry Festival Fly-In
Pancake Breakfast. Info: George Bigge, Jr., 609/582­
5630.
JUNE 27 - NILES, MI - Jerry Tyler Memorial Airport.
EAA Chapter 865 Pancake Breakfast. 7a.m.-1 p.m.
Info: Ralph Ballard, 616/684-0972 or Dick Haigh,
616/695-2057.
JUNE 27 - ZANESViLLE, OH - Municipal Airport.
EAA Chapter 425 Airport Awareness Day. Fly-in,
drive-in breakfast 8 a.m. - 2p.m. Info: Darrell Todd,
740/450-8633.
JULY 3-5 - WELLSViLLE, PA - Footlight Ranch.
10th annual Fourth ofJuly Taildragger Fly-In. Info:
John Shreve, 7/7/432-4441 or Email
ShreveprtN@aol.com
JULY 5-8 - DENVER, CO - Centennial Airport. Short
Wing Piper Club annual convention. This year's
theme: "Rocky MOllntain Rendezvous." Info: Kent
O'Kelly, 303/979-3012, (Headwinds@msn.com)or
visit the SWPC web site at htlp:wlVw.shortwing.com
JULY 7-11 - ARLINGTON, WA - Northwest EAA Regional
Fly-in at Arlington Airport. Contact: Barbara
Lawrence-Tolbert, 360/435-5857, or wlVwnweaa.
org/nweaa/.
JULY 9 -II - LOMPOC, CA -15th annual West Coast
Piper Cub Fly-In. Info: Bruce Fall, 805/733-1914.
JULY 10-12 - ALLIANCE, OH - Alliance-Barber
Airport (2DJ). 27th Annual Taylorcrafl Owners Club
Fly-In and Old Timer's Reunion. DisplaysJorums,
workshops, Sat. evening prog.ram. Breakfast Sat. and
Sun. served by EAA Chapter 82. Sunday worship service.
Info: Bruce Bixler, 330/823-9748, Forrest
Barber 330/823-1168,jbarber@alliancelinkcom;or
check www.taylorcrafl.org
JULY 16-18 WEST YELLOWSTONE, MT - /3th an­
IlUal Northwest Mountain Region Family Fly-In,
Safety Conference and Trade Show at the Holiday
Inn Conference Center. Sponsored by local EAA
Chapters and the FAA Flight Standards District Of
fice. Kit plane exhibitors and seminars. Contact: Jim
Cooney, FAA FSDO, 1-800/457-9917, wwwjaa.
govlfsdolhln.
JULY 17 - COOPERSTOWN, NY - (NY54) EAA
Chapter 1070 Pancake breakfast and old Aeroplane
Fly-In. 7a.m. - noon. Info: 607/547-2526.
JULY 25 - ZANESViLLE, OH - Parr Airport. EAA
Chapter 425 Airport. Fly-in, drive-in breakfast 8
a.m. - 2 p.m. Injo: Darrell Todd, 740/450-8633.
JULY 28-AUGUST 3 - OSHKOSH, W1- 47th Annual
EAA AirVenture Oshkosh '99. Willman Regional
Airport. Contact John Bur/on, EAA, P. O.Box 3086,
WI 54903-3086 or see the web site at: www.airventure.org
AUGUST 8- QUEEN CITY, MO -12th annual Fly-In
at Applegate, Airport. Info: 660/766-2644.
AUGUST 21- COOPERSTOWN, NY - (NY54) EAA
Chapter 1070 Pancake breakfast and old Aeroplane
Fly-In. 7a.m. - noon. Info: 607/547-2526.
SEPTEMBER 3-6 - WELLSVILLE, PA - Footlight
Ranch. 10th annual Labor Day Fly-In. Info: Johll
Shreve, 717/432-4441 or Email
ShreveprtN@aol.com
SEPTEMBER 4 - STEAMBOAT SPRINGS, CO ­
EAA Chapter 649 Vintage Fly-In.
SEPTEMBER 5 - ZANESVILLE, OH - Riverside Airport.
EAA Chapter 425 Airport. Fly-in , drive-in
breakfast 8 a.m. - 2 p.m. Info: Darrell Todd,
740/450-8633.
SEPTEMBER 1O-12-ATWATER, CALIFORNIA ­
Golden West EAA Fly-In at Castle Airport. Contact:
Wltw.gwjly-in.org.
SEPTEMBER II-12 -MARION, OHIO - MERFI
Mid-Eastern Regional Fly-In. Contact: Lou Lindemall,937/849-9455.
SEPTEMBER 17-19 - JACKSONVILLE, IL - (IJX)
15th Annual Bvron Smith Memorial Midwest Stinson
Reunion. Info:eSuzette Selig, 630/904-6964.
SEPTEMBER 17-18 - BARTLESVILLE, OK ­
Frank Phillips Field. 42nd Annual Tulsa Regional
Fly-In, sponsored by EAA chapter 10, VAA Chapter
10, IA C Chapter /0, AAA Chapter 2, and the Green
County Ultralight Flyers. All types ofaircraft and
airplane enthusiasts are encouraged to attend. Admission
is by donation. Info: Charles W. Harris,
918/622-8400.
OCTOBER 7- 10 - MESA, ARIZONA - Copperstate
EAA Regional Fly-In at Williams Gateway Airport.
Contact: Bob Hasson, 302/770/6420.
VINTAGE AIRPLANE 27

Greg 1. Stevenson.................. ............. Bob A. Smith ............ Tallapoosa, GA David G. Diedrichs ........Morrow, OR
.......Ashrnore, Queensland, Australia
Kevin E. Kipper.. ... .. .. New Lenox, IL Steven Stultz .... ..... .....Columbus, OH
Tom Schweiger ............ ....... .. ........... ..
..... .. ......... .. .. .. ...PettnauiTelfs, Austria Gary Kozak .........Downers Grove, IL Mark McPeek ... ...........Coos Bay, OR
Brent A. Burford .... ......... ..... ..............
...... .. ... ...............Calgary, AB, Canada
Ryan Mueller.. .............. Belvidere, IL Richard A. Sewell... .. Terrebonne, OR
Atli Thorottsen ... ..Reykjavik, Iceland
Glen M. Abrahamson .......Pfeifer, KS Paul D. Dougherty, Jr ........ Bethel, PA
Frank 1. Rosato, Jr. ... Mandeville, LA David A. Mankamyer.. ........ ... ........... .
Anthony Gerard Charlton ...... ...... ...... ...................... .. .. .. ...... Davidsville, PA
... ... .... ... .. .. .... ..... . Riyad, Saudi Arabia Mike Demattia ........ Bellingham, MA
Greg Otterson .. .. Chester Springs, PA
Clas Bergstrand ........Malmo, Sweden George T. Foster...... . Somerville, MA
Scott young .. .................. .... Butler, PA
Paul G. Shultz ..... .. ......Fairbanks, AK Ross H. Phipps .... .. Framingham, MA
A. James Anderson ........... .................
Robert E. Taylor. ........ .......Kenai, AK Dana N. Griffin ....... .. ... ...... ............... .
.. .. .. ................ ........Silver Spring, MD
............. ................. Shady Shores, TX
W. H. Pierce USN (Ret) .................. .. . Alan S. Bradford .............. Euless, TX
........................... .... Montgomery, AL George L. Fox ... Sterling Heights, MI
Michael Graham .... ....... Houston, TX
George W. Clarke III. ........ ..... .. .......... Walker Hill... ................. Flushing, MI
..... .................... ..... .. . Sierra Vista, AZ
James G. Knight.. ........ Waterford, MI
Robert May ........ ..... .... .. Houston, TX
Edwin A. Davis ...... Green Valley, AZ Richard A. Turner ...... .. .. .................. ..
Larry D. Rallens ................. Mesa, AZ
David A. Symanow .... ..Plymouth, MI ...... .......................... Friendswood, TX
Michael D. Bell .......... Elk Grove, CA
A. Hans Friedebach ...... Victoria, MN Frank R. C. Bacon .... ...Park City, UT
John Lampe ............San Lorenzo, CA
Melvin 1. Huber ......... Perryville, MO Reg A. Hubley .......... Free Union, VA
Max Norris .......... .. ..Sacramento, CA
Dr. John W. Nelson, Jr.. ..Liberty, MO Mark A. Miller .. ...... .. .. Yorktown, VA
Greg Vaughn...... . .Independence, MO G. Harper Beal... ........ Hyde Park, VT
David Nye .. .. .. .... .. Santa Barbara, CA
Ryan C. Saul ...... ......... Lancaster, CA
Edwin A. Moore ...... .. .... ..Nesbit, MS Lee F. Morelli ........ .................... .. .... ..
........ ........... Middletown Springs, VT
Robert D. Ashman ............Tampa, FL
Donald A. Dodge ......... Dupuyer, MT
Chip W. Davidson .. .. ... Kenmore, WA
Wesley Bacon.... ...... ........Tavares, FL
Bo Gamble ................Goldsboro, NC
Warren R. Baier .....Fond Du Lac, WI
Steven R. Smith ........w. Millford, NJ Stephen Betzler.. .... .. ....Delafield, WI
Christopher 1. Burklund .................. .. .
............ .. ...... .. .. .... .. Safety Harbor, FL Steve T. Cawthon .... .. Henderson, NV Thomas J. Kretschman ....Verona, WI
Joseph H. Hughes .Milledgeville, GA Walter Thorne .......... ...New York, NY Jeffrey N. Rinka .... .. .. .. Waukesha, WI
Robert L. Lanier .... .. Cartersville, GA Julius J. Thurn ............... Dunkirk, NY Dale Williams ........... Whitewater, WI
VINTAGE AIRPLANE 29

Gr
G. Leslie Sweetnam
Woodstock, CT
Began flying
July 1997
Joined VAA
March 1998
AHends fAA chapter
fly-ins - Favorite fly-in :
Tail Wheel Fly-In
at Robertson Farm,
Connecticut
AUAis
approved.
To become a
member of the
Vintage Aircraft
Association call
800-843-3612
G. Leslie Sweetnam rolls out his '52 Cessna 1708 for another flight.
"My wife gave me an introductory
flying lesson for my fiftieth birthday and
I passed my Private Pilot checkride 10
months later. During my training, the
aircraft that always caught my attention
were the older, conventional-gear
classics. I knew I needed an insurance
company that understood the special
problems and costs of keeping the older
birds flying."
The best is affordable.
- G. Leslie Sweetnam
Give AUA a call - it's FREE!
800-727-3823
Fly with the pros.. .fly with AUA Inc.
AUA's Exclusive EAA
Antique & Classic Division
Insurance Program
Lower liability and hull premiums
Medical payments included
Fleet discounts for multiple aircraft
carrying all risk coverages
No hand-propping exclusion
No age penalty
No component parts endorsements
Discounts for claim-free renewals
carrying all risk coverages
Remember,
We're Better Togetherl
AVIATION UNUMITED AGENCY

VINTAGE MERCHANDISE
NEW STYLES! ALL CLOTHING FEATURES NEW THREE-COLOR EMBROIDERED VINTAGE LOGO.
Twill Six-Panel Caps with Braiding
Feature adjustable leather closure strap. One size fits most.
White V41260 $10.99 *
Khaki V41261 $10.99*
Navy V41262 $10.99 *
Clubhouse Jackets
High quality jackets feature two-button adjustable cuffs, elastic waistband,
inside coat hook loop, inside pocket with velcro closure and
more! Contrasting color trim pieces and adjustable lanyard cord on
collar make this jacket very distinctive. Shell and lining are both 100%
nylon.
Natural/Navy Trim SM-XL V41250 $63.99 *
2X V41254 $66.99*
Navy/Forest Green Trim SM-XL V41250 $63.99 *
2X V41254 $66.99 *
Denim Short-sleeved Shirts with Button-down collar by
Three Rivers. Features button-closure on pocket. Double stitching on
sleeves for durability. 100% cotton .
SM-XL
2X
V41263 $36.99 *
V41267 $39.99*
Denim Long-sleeved Shirts with Button-down Collar.
Similar to above shirt but in long-sleeved design. The shirts feature twobutton
adjustable cuffs. Available in light-blue denim or natural colors.
Natural MD-XL V41268 $39.99 *
2X V41271 $43.99 *
Light Blue MD-XL V41272 $39.99 *
2X V41276 $43.99 *
Cotton Pique Shirts
100% combed cotton. Knit collar and cuffs. Two-button placket.
Drop-tail with side vents.
White SM-XL V41294 $32.99 *
2X V41298 $34.99 *
Khaki SM-XL V41299 $32.99 *
2X V41303 $34.99 *
Navy SM-XL V41289 $32.99 *
2X V41293 $34.99*
Jacuard Golf Shirts
100% combed cotton. Knit collar and cuffs with beige trim . Fivebutton
placket. Drop tail with side vents.
Wine MD-XL V41281 $34.99*
2X V41284 $37.99*
Navy MD-XL V41285 $34.99*
2X V41288 $37.99*
Black MD-XL V41277 $34.99*
2X V41280 $37.99*