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VOL. 3 t, No. 7

JULY 2003

VAA NEWSIH.G. Frautschy



BIG ONE/John Miller

OF THE SIX ENGINE B-36lRichard c. Hill

THE "BIG BLOW"/H.G. Frautschy
DEAD/Budd Davisson



FRONT COVER: You don't see them very often, so make sure you
Executive Editor
News Editor
Photography Staff
Advertising Coordinator
Advertising/Editorial Assistant
Copy Editing



Executive Director, Editor

VAA Administrative Assistant
Contributing Editors
Graphic Designer


spend a few moments when you see a Rearwin Skyranger on the flight
line . Doug Clukey and Karl Johnson, both of Winter Haven, Florida, re
stored this nice example . EAA photo by LeeAnn Abrams, EAA photo
plane flown by Walt Dorlac.

BACK COVER: Jonathan Franks' oil painting entitled First Impressions

won an Excellence ribbon from the jury during the 2003 EAA Sport Avi
ation Art Competition. He created the painting after recalling a
conversation with an old friend who mentioned that he had rebuilt a
Waco 10, learned to fly it, and then barnstormed around the country
side giving people their first impressions of flight. Jonathan felt an
impressionistic style would lend itself well to the subject. We agree!
Jonathan can be reached at 11803 Oakcroft Dr., Houston, TX 77070,
281-655-5685, e-mail: Gub709@aol.Gom.


EAA AirVenture 2003

It's July, and that means in just a
few short weeks we'll be enjoying the
sights and sounds of the Vintage area
during EAA AirVenture 2003. For
many of you, it will be "old hat," a
great event you've enjoyed for many
years. For others, it may be their first
time. In either case, we're here to
help. Experienced attendees to our
annual pilgrimage to the EAA con
vention know the lay of the land
pretty well, and are more than willing
to help new visitors learn where they
can attend a forum, try their hand at
welding, and see various types of air
No matter what your convention
experience level is, you can always
find something of interest at the VAA
Red Barn, which is located at the
north end of the Vintage parking
area. In one-half of this great old
building is the VAA Red Barn store,
where you can buy VAA logo mer
chandise, including jackets, T-shirts,
sweaters, and other apparel. We also
have great aviation and fly-in related
items. As a VAA member, you're enti
tled to a 10 percent discount on your
purchase-just show your VAA card
when you bring your purchases to
the cash register.
The north half of the VAA Red Barn
is filled with volunteers willing to
help you with information about the
convention site and various vintage
activities during the week. We also
have a DTN weather computer sys
tem in place for the latest on the
weather conditions in the area. If you
flew your airplane into EAA AirVen
ture, you can pick up your EAA
AirVenture participant's mug, and
also your VAA participation plaque.
VAA members get their plaques free
otherwise, there's a $10 charge.
Now that you've got all that done,
how about taking a rest in the shade

on the porch of the VAA Red Barn?

You can enjoy some lemonade and
fresh popcorn for a donation, and
then people and plane watch until
you get the urge to check out the
flight line, or head off to the type
club or workshop tent.
This will be my 30th year as a vol
unteer in the Vintage area. I've seen a
lot of changes in the area that have
benefited the membership. Before the
VAA Red Barn had its porch added,
we used to watch the air show sitting
on a log that had been rolled up
against the east wall of the barn. You
can still see those logs arranged under
the trees on the corner in front of the
VAA Red Barn. And that's the work of
a band of dedicated vo lunteers who
often show up to start working on
the convention grounds in the VAA
area not too long after the last
snowflake melts (there's no truth to
the rumor that happens during the
month of June in Wisconsin!).
They're working both before, during,
and after the convention to give the
membership and general public an
experience they'll enjoy. Why not
join in on the fun? Add your name to
our list of volunteers by stopping at
the Volunteer Booth in front of the
VAA Red Barn.
The projects and services that you
enjoy are also the product of those of
you who are kind enough to support
the VAA Friends of the Red Barn cam
paign. In an effort to offset the
expenses of convention outside of
the regu lar membership dues, we've
been using the funding from the VAA
Friends of the Red Barn campaign to
refurbish and maintain the VAA Red
Barn and other structures we use dur
ing the convention, and to support
the programs and services we offer
during the event. I'd personally like
to thank each of you who partici

pated in the campaign this year. You

can see the list of those generous con
tributors on page 4.
It seems like it was just a few years
ago that we ran the Vintage area
with about 25 volunteers. Of course,
that was back in the early 1970s, and
now, with nearly 2 miles of flight
line to adm inister plus the other pro
grams and services that members
have requested , we have some 60
chairmen and 450 volunteers to
thank for their efforts to put on our
part of what has become the world's
largest sport aviation gathering. We
en joy great support from EAA Con
vention Headquarters, and without
its help, we couldn 't do the total job
of flight line safety and host the vari
ous groups like the type clubs, OX-5
Pioneers, and others.
Sometimes we get an inkling of
airplanes that are planning to fly in
if you're still on the fence about
attending, would a pair of Sikorsky
amphibians tempt you? We've been
told we may indeed have both an S
38 and a newly restored S-39 on
display, along with a dozen other air
craft that will take part in the
National Air Tour, sponsored by the
Aviation Foundation of America.
Coupled with the 100th anniversary
of powered flight, how could you not
come to EAA AirVenture?
Many of you who have overnight
accommodations off the EAA grounds
have asked for a procedure that would
allow you to depart with your air
plane from EAA AirVenture in the
continued on the page 26




The VAA Tall Pines Cafe will be

in operation again this year, pro
viding a fly-in style pancake
breakfast during EAA AirVenture.
With the cooperation of the folks
in the Ultralight area, we've relo
cated the cafe just a few hundred
feet to the north of the old loca
tion, on the north side of the
ultralight runway along the main
north/south convention road. An
added bonus this year will be the
addition of an FAA Flight Service
Station (FSS) trailer. At the trailer,
which will be north of the VAA
Tall Pines Cafe, you'll be able to
check the weather for your flight
and obtain a full briefing from
FSS specialists without having to
trek up to the FAA Building near
the control tower. We'll see you
there each morning for "breakfast
and a briefing. "

The printed notice to airmen

(NOTAM) for EAA AirVenture
Oshkosh 2003 is now available
from EAA Membership Services
at 800-JOIN EAA (800-564-6322) .
The NOTAM describes arrival
and departure flight procedures
in effect from July 26 through
August 5, including procedures
for the many types of aircraft
that fly to Oshkosh for the event,
as well as aircraft that land at
nearby airports. NOTAM book
lets are also available online

The EAA Library will hold its an

nual book and magazine sale during
EAA AirVenture. A fine collection
of early aviation magazines from
the 1920s through the 1940s is
available along with an excellent
selection of hardcover and paper2

JULY 2003

back books, including some Jane's

and Aircraft Yearbook s. There are
also vintage photographs, aircraft
manuals, and other miscellaneous
items, as well as original manufac
turer brochures for a wide variety of
aircraft. The library is on the lower
level of th e EAA AirVenture Mu
seum and will be open during EAA
AirVenture from 8 a.m. to 6 p.m.
If so, be sure to check in at the

information desk at the VAA Red

Barn. There, we'll issue you a spe
cial name badge. We can also point
out the location for the Ford Tri
Motor rides. If you have any
questions, feel free to ask for
Theresa Books, the VAA adminis
trative assistant. If you need to
reach her in advance of your ar
rival, you can call her at EAA
headquarters, 920-426-6110.
If you would like to leave a mes

sage for people you know who

frequent the VAA Red Barn, stop by
the information desk. You can write
them a message in our "notebook
on a string," and we'll post their
name on the marker board so
they'll know there's a message wait
ing for them . Sure, cellular phones
and walkie-talkies are great, but
sometimes nothing works better
than a hand-scribbled note!

Tickets for the Wednesday, July

30, annual VAA picnic held at the
Nature Center will be availab le for
sale at the VAA Red Barn for $8.
Tickets must be purchased in ad
vance so we know how much food
to order. Tickets will be on sale at
the VAA Red Barn prior to the start
of EAA AirVenture. The delicious
home-cooked meal, including both

Smoking on the
flight line at EAA Air
Venture is prohibited
because it's a hazard
to all aircraft. "One of
the most persistent complaints
among our volunteers is dealing with
smokers who, unthinking, smoke
around aircraft," said Operation P.O.P.
Chairperson Noel Marshall. To allevi
ate this, Operation Protect Our Planes
(p.O.P.) has created several desig
nated smoking areas with butt cans
along the flight line, but away from air
craft and refueling operations.
Designated smoking areas will be
south of the ultralight runway; near
the Hangar Cafe ; near the Warbird
area (northeast corner of Audrey
Lane and Eide Avenue); the Wear
house flag pole area; the shade
pavilion north of the control tower;
and near the Ultralight Barn. Loca
tions will be indicated on EM's free
convention ground map. The admis
sion wristband will also instruct
visitors that smoking is allowed only
in designated smoking areas.

beef and chicken, will be served af

ter 5:30 p.m. Trams will begin
leaving the VAA Red Barn around 5
p.m. and will make return trips af
ter the picnic. Type clubs may hold
their annual banquets during the
picnic. Call Jeannie Hill (815/943
7205), and she will reserve seating
so your type club can sit together.

The annual fly-out to Shawano

is Saturday, August 2. The sign-up
sheet will be at the desk at the VAA
Red Barn, and the briefing will be
at 7 a.m. the morning of the fly
out. This year the meal will be
provided at the Shawano airport,
so we won 't need to leave the air

n a spectacularly bright, blue Tuesday morning, EAA Founder

and Chairman of the Board Paul Poberezny relived a bit of his
youth on June 17, 2003, when he flew a reproduction of his
first airplane, a Waco Primary Glider. The glider was built over the past
couple of years, and was one of the projects seen in the EAA work
shops during EAA AirVenture. Paul's first flight in the glider was
shorter than he would have liked, but his pleasure in flying the glider
was apparent. Congratulations, Paul.

field. We're hoping to have a good

turnout this year to make up for
the weather cancellation last year.
The community of Shawano is a
big supporter of VAA and puts
forth a lot of effort to sponsor this
event. It does a great job, and we
hope you'll help us thank Shawano
by joining us.
The VAA Red Barn Store, chock
full of VAA logo merchandise and
other great gear, will be open all
week long. Show your VAA mem
bership card (or your receipt
showing you joined VAA at the
convention), and you'll receive a
10 percent discount.
On Thursday, July 31, from 7
p.m. to 9 p.m. there will be a spe
cial VAA Members-Only Sale. Bring
your VAA card, and you'll receive
an additional discount on spe
cially priced merchandise. See you


As more of us use digital pho
tography to capture our memories
of special events, we're caught by
one fact of life-those little Com
pact Flash or Smart Media cards
don't always hold all the pictures
we'd like to take. We're going to

help you with this dilemma byof

fering to download your images
and burn them to a compact disc
(CD), all for a nominal fee. Bring
your digital camera to the VAA Red
Barn, and see how easy it is to sa
vor your stay in Oshkosh.
Tony's Red Carpet Express will
be coordinated through the VAA
Red Barn. To schedule your trans
portation needs, simply contact us
at the desk.
VAA Red Barn headquarters is
also the VAA media headquarters.
If you have any questions con
cerning special displays or events,
ask at the desk.
The Pioneer Airport video pro
grams will be available for viewing
at the VAA Red Barn throughout
the convention. Come and enjoy
the history we've captured in those
early videos.
The DTN weather system will be
available throughout the day.
For pilots who register their air
craft, your complimentary VAA
participation plaque and mug will
be distributed at the VAA Red Barn.
The new computer system that
allows us to distribute the plaques
and mugs more effiCiently also af

fords us a convenient method of

locating members who have regis
tered with us during EAA
AirVenture. So, if you need to find
someone, chances are we can help
you do so in record time.
The VAA Red Barn is also the
VAA Hospitality-Information Cen
ter. Please stop in to say hello,
enjoy a cup of coffee or a lemon
ade, and "set a spell" on the porch.
We look forward to seeing all of
you and value your input. Let us
know how we can make your con
vention stay more pleasant and
Membership & Chapter

Information Booth

Volunteer Booth
Metal Shaping Tent
Type Club Tent


The following committees will
use volunteer help:
Steve Krog


Geoff Robison
Roger Gomoll
George Daubner
Teresa Lautenschlager,
Operation Protect Our Planes

Anna Osborn, Volunteer Center
Butch Joyce, President
H.G. Frautschy, Executive Director

Our thanks to those listed for your generous support of the Vintage Aircraft Association's activities and programs during
EM AirVenture Oshkosh. Any contributions received after June 17 for the 2003 campaign will be listed in the August issue.

Gold Level
Ted Beckwith, Jr. - - - - - - - - - - - - - - - - - - - - Tullahoma, TN

Brent Blue/, LLC - - - - - - - - - - Jackson, WY

John W. Cronin - - - - - - - - - - - - - - - - - - - - - - - Denver, CO

Jesus Delgado - - - - - - - - - - - - - - - - - - - - - - - - - Austin, TX

Richard G. Giannotti - - - - - - - - - - - - - - - Brookhaven, NY

Charles W. Harris - - - - - - - - - - - - - - - - - - - - - - - Tulsa, OK

Espie "Butch" Joyce - - - - - - - - - - - - - - - - - Greensboro, NC

Norma Joyce - - - - - - - - - - - - - - - - - - - - - - Greensboro, NC

Robert D. Lumley - - - - - - - - - - - - - - - - - - - Brookfield, WI

Helen A. Mahurin - - - - - - - - - - - - - - - - - - Kansas City, MO

William T. McSwain - - - - - - - - - - - - - - - - - - Randolph, NJ

Richard and Sue Packer - - - - - - - - - - - - - - - - - Radnor, OH

Steve H. Parker - - - - - - - - - - - - - - - - - - - - - - - - Odessa, TX

John "Skip" Rawson - - - - - - - - - - - - - - - - - - Rocky Hill, NJ

Ray Scholler - - - - - - - - - - - - - - - - - - - - - Random Lake, WI

W. Ben Scott - - - - - - - - - - - - - - - - - - - - - - - - - - - Reno, NV

John R. Turgyan- - - - - - - - - - - - - - - - - - - - - New Egypt, NJ
Thomas W. Wathen - - - - - - - - - - - - - - - Santa Barbara, CA
D. Russell Williams, Jr.- - - - - - - - - - - - - - - - - Issaquah , WA
Capt. James B. Zazas - - - - - - - - - - - - - - - - - - Carthage, NC
VAA Chapter 10 - - - - - - - - - - - - - - - - - - - - Claremore, OK
Microsoft Matching Gift Program

Silver Level
Raymond B. Bottom, Jr.- - - - - - - - - - - - - - - - Hampton, VA
Robert W. Colston - - - - - - - - - - - - - - - - - - - Piedmont, OK
Doug Ferguson - - - - - - - - - - - - - - - - - - - - New Market, NH
James c. Gorman - - - - - - - - - - - - - - - - - - - Mansfield, OH
Joe A. Koller - - - - - - - - - - - - - - - - - - - - - - - North Lake, WI
Robert R. May - - - - - - - - - - - - - - - - - - - - - Uniontown, OH
John B. Morrison - - - - - - - - - - - - - - - - - - - Collierville, TN

Bronze Level
Jaime P. Alexander - - - - - - - - - - - - - - - - Council Bluffs, IA

Lt. Col. C. H. Armstrong - - - - - - - - - - - - - - - Rawlings, MD

Noble L. Bair - - - - - - - - - - - - - - - - - - - - - - - - - Wichita, KS

Tom Baker - - - - - - - - - - - - - - - - - - - - - - - - - Effingham, IL

Lawrence A. Bartell - - - - - - - - - - - - - - - - - - Waukesha, WI

Gerald T. Bean- - - - - - - - - - - - - - - - - - - - - - Springfield, VA

David A. Belcher - - - - - - - - - - - - - - - - - - - - Abington, MA

Raymond G. Bertles - - - - - - - - - - - - - - - - - - - - Yardley, PA

Kent Blankenburg - - - - - - - - - - - - - - - - - - - Groveland, CA

Sandy Blankenburg - - - - - - - - - - - - - - - - - - Groveland, CA

Chris R. Bron - - - - - - - - - - - - - - - - - - - - - - - Springfield, IL

Steve Buss - - - - - - - - - - - - - - - - - - - - - - - - - - Oshkosh, WI

Hubert R. Cates - - - - - - - - - - - - - - - - - - - - - - - - Tullula, IL

George]. Ceshker - - - - - - - - - - - - - - - - - - - Fort Worth, TX

John W. Chapman- - - - - - - - - - - - - - - - - - Washington, PA

David A. Clark - - - - - - - - - - - - - - - - - - - - - - - Plainfield, IN

Geoffrey E. Clark - - - - - - - - - - - - - - - - - - Portsmouth , NH

John D. Cooke - - - - - - - - - - - - - - - - - - - - - - - - - Galena, IL

John S. "Jack" Copeland - - - - - - - - - - - Northborough, MA

John M. Corradi - - - - - - - - - - - - - - - - - - - - - Rixeyville, VA

Don M. Curtes - - - - - - - - - - - - - - - - Menomonee Falls, WI

Max and Rene Davis - - - - - - - - - - - - - - - - - - Waconia, MN

Martin A. Ditmore - - - - - - - - - - - - - - - - - - Las Cruces, NM

Harvey L. Dodson - - - - - - - - - - - - - - - - - - San Gabriel, CA

Bruce W. Fall - - - - - - - - - - - - - - - - - - - - - - - - Lompoc, CA

C.A. Fielding - - - - - - - - - - - - - - - - - - - - Oliver, BC Canada

David G. Flinn - - - - - - - - - - - - - - - - - - - - - - - Lansing, NY
Henry P. Fodor - - - - - - - - - - - - - - - - - - - - - - - Norton, OH
Kenneth E. Fosdick - - - - - - - - - - - - - - - - - - Plymouth, MA
H.G. Frautschy- - - - - - - - - - - - - - - - - - - - - - - Oshkosh, WI
Bruce E. Graham - - - - - - - - - - - - - - - - - - - - Cashmere, WA
Malvern J. Gross, Jr.- - - - - - - - - - - - - - - - - - Eastsound, WA

JULY 2003

William W. Halverson - - - - - - - - - - - - - - - Henderson, NV

Jack Harrington - - - - - - - - - - - - - - - - - - - - - - Placitas, NM
Barry Holtz - - - - - - - - - - - - - - - - - - - - - - - - - - Fairport, NJ
Daniel Hooven - - - - - - - - - - - - - - - - - - - - - - Calistoga, CA
James W. Huff - - - - - - - - - - - - - - - - - - - - - - - - Denton, TX
J.D . Huss - - - - - - - - - - - - - - - - - - - - - - - Albuquerque, NM
Randal G. Hytry - - - - - - - - - - - - - - - - - - - - - - Wausau, WI
Peter N. Jansen, Jr. - - - - - - - - - - - - - - - - - - - - - Seattle, WA
Fred C. Kagel - - - - - - - - - - - - - - - - - - - - - - - - - - Fraser, MI
Jack]. Kopf - - - - - - - - - - - - - - - - - - - - - - - - - Alameda, CA
Richard H. Korber - - - - - - - - - - - - - - - - - - - - Jacksboro, TN
Dr. Thomas E. Lester - - - - - - - - - - - - - - - - - - Knoxville, TN
Stan D. Lindholm - - - - - - - - - - - - - - - - - - - - Westlake, OH
Mark Liptrap - - - - - - - - - - - - - - - - - - - - - - - - Spokane, WA
Warren F. Love - - - - - - - - - - - - - - - - - - - - - - Linesville, PA
C. R. Luigs - - - - - - - - - - - - - - - - - - - - - - - - - - Bandera, TX
Thomas H. Lymburn - - - - - - - - - - - - - - - - - Princeton, MN
Roy A. McGalliard - - - - - - - - - - - - - - - - - - Morganton, NC
Paul E. Morse - - - - - - - - - - - - - - - - - - - - - - Zephyrhills, FL
Roscoe Morton - - - - - - - - - - - - - - - - - - - - - - Frostproof, FL
Jim S. Moss - - - - - - - - - - - - - - - - - - - - - - - - - - Buckley, WA
Earl H. Nicholas - - - - - - - - - - - - - - - - - - - - - Barrington, IL
George A. Northam- - - - - - - - - - - - - - - - - - - - Elmhurst, IL
Roger Orr - - - - - - - - - - - - - - - - - - - - - - - - Santa Paula, CA
Anna and John Osborn- - - - - - - - - - - - - - - - - Kerrville, TX
Steven W. Oxman - - - - - - - - - - - - - - - - - - - - - - - Riva, MD
Preston S. Parish - - - - - - - - - - - - - - - - - - - - Kalamazoo, MI
John M. Patterson - - - - - - - - - - - - - - - - - - - Lexington, KY
Guido F. Perla - - - - - - - - - - - - - - - - - - - - - - - - Vashon, WA
Dwain Pittenger- - - - - - - - - - - - - - - - - - - - - - Hereford, TX
Tim and Liz Popp - - - - - - - - - - - - - - - - - - - - - - Lawton, MI
Lloyd J. Probst - - - - - - - - - - - - - - - - - - - - Montgomery, AL
Michael K. Pulaski - - - - - - - - - - - - - - - - - - - - Houston, PA
Robert M. Puryear - - - - - - - - - - - - - - - - Trinity Center, CA
Roy R. Reed - - - - - - - - - - - - - - - - - - - - - - - - - - - Pontiac, IL
Milton Ruesch - - - - - - - - - - - - - - - - - - - - - - - Medford, WI
John E. Schneider - - - - - - - - - - - - - - - - - - Lincolnwood, IL
Colin A. Smith - - - - - - - - - - - - - - - - - - - - - Henderson, NV
Seymour Subitzky - - - - - - - - - - - - - - - - - - - - - - Reston, VA
Don Toeppen - - - - - - - - - - - - - - - - - - - - Sun City West, AZ
Barry Triplett - - - - - - - - - - - - - - - - - - - - - - - - - - - Hope, RI
Harris C. True- - - - - - - - - - - - - - - - - - - - - - Cincinnati, OH
Robert O. Tyler - - - - - - - - - - - - - - - - - - - - - Great Falls, VA
Kelly and Edna Viets- - - - - - - - - - - - - - - - - - - Scranton, KS
Tom P. Vukonich - - - - - - - - - - - - - - - - - - - - Southfield, MI
Bob and Pat Wagner- - - - - - - - - - - - - - - - West Milton, OH
Raymond S. Wagner - - - - - - - - - - - - - - - - - Cincinnati, OH
Donald L. Weaver - - - - - - - - - - - - - - - - - - - - El Centro, CA
Alan Williams - - - - - - - - - - - - - - - - - - - - - Bossier City, LA
Howard G. Wilson- - - - - - - - - - - - - - - - - - Los Angeles, CA
James A. Young- - - - - - - - - - - - - - - - - - - - - Santa Cruz, CA

Other Contributors
Richard B. Anderson - - - - - - - - - - - - - - - - - - - - - Hailey, ID

Jesse W. Black, III - - - - - - - - - - - - - - - - - - Maplewood, MN

Larry N. Collins- - - - - - - - - - - - - - - - - - - - - - Lake City, MI

Jack R. Dugan - - - - - - - - - - - - - - - - - - - - - - Ellensburg, WA

JosephJ. Gmitter- - - - - - - - - - - - - - - - - - - Forest Lake, MN

Brian Knock - - - - - - - - - - - - - - - - - Ashford, Kent, England

Louis Paul Solomos, Jr. - - - - - - - - - - - - - - - Saint Helen, MI

Charles and Cynthia Starr - - - - - - - - - - - - - - - Niceville, FL

George J. Suter - - - - - - - - - - - - - - - - - - - San Francisco, CA

Fred W. Walatka - - - - - - - - - - - - - - - - - - - - Anchorage, AK

Duane Wething - - - - - - - - - - - - - - - - - - Detroit Lakes, MN

Bruce and Pamela Wolfe - - - - - - - - - - - Downers Grove, IL

One evening as the
sun was setting at
the end of a pleas
ant, sunny day, we
were tying down
ou r planes for the
night. A strange air
plane appeared,
one of the new
Travelair Model
6000 cabin monoplanes, a six
place airplane of the very latest
type. Another one like it was al
ready based on the field, but all
the others were open-cockpit bi
planes, so we open-cockpit pilots
were all surprised to see another
duplicate Model 6000 arrive.
The plane then circled the field
and made an approach to land
southwest over the high locust
trees; the plane was too high and
too fast. Just before touching down
in the swampy area at the end of
the grass field, the pilot finally
added power and pulled up to go
around, and I really mean he pulled
up! Our hearts were in our throats
as the plane made a steep, mush
ing climb-out turn to the left with
the wings waving in a near stall.
It was frightening to watch. The
plane finally got around for an
other approach and proceeded to
make an exact repeat performance .
We wanted to call the fire depart-

The pilot said

that he had just
bought the plane
at Wichita and was
not familiar with it.
one was at home. The pilot made a
third attempt, almost as bad but
showing signs of improvement.
The sun had set. On the fourth at
tempt the plane touched down tail
high and braked to a stop barely
short of the marsh.
It taxied back to the tie-down

'. ,,...,....... If';tnlnSiportation was avail

able; the pilot was
going to a hotel,
and the lady was
going to her home
a few miles away.
The pilot said that
he had just bought
the plane at Wi
chita and was not
familiar with it,
which was abun
dantly obvious. He
had picked up the
lady passenger
along the way, at St. Louis I think,
to give her a ride home.
I volunteered to take the lady
home in my Model T Ford . On
the way she told me all about
what a wonderful flight she had
in the wonderful plane with that
wonderful pilot and how she was
so enthusiastic about flying, this
being, I believe, her first experi
ence. I did not think it wise to
mention to her that it might well
have been her last one, too.
The next day the pilot took off
alone for a destination in Vir
ginia. A day later we read in the
paper that he had crashed and
burned in an attempt to land at
his destination-no accurate de
tails. Now for the rest of the story
... I took the lady passenger,
whose name was Eleanor, to her
home in Hyde Park.
She was the wife of the gover
nor of New York, Franklin Delano


H .G .











WI 54 90 3-3086. YOUR AN







First, a bit of housekeeping. Wayne VanValkenburgh asked

if we have a policy regarding the origin of Mystery Plane
subjects. While the vast majority of VAA Mystery Planes do
come from the United States, we occasionally use some
foreign subjects, particularly it they were imported into the

United States . We agree with Wayne that it would be fairer

to all concerned if we let the membership know when a for
eign aircraft is bei ng used, so we'll do so in the future. If
no mention is made as to the Mystery Plane's nationality,
you can safely assume it comes from the United States.



April's Mystery Plane came to us via e

mail from Lynn Sheren:
"I came across this old photo in
some photographs that belonged to
my uncle. I am guessing that he was
on a fishing trip in Canada, year un
known. I was wondering if you could
identify the type of plane this is in the
We were able to quickly answer the
e-mail, thanks to the documentation of
the DH.61 in a number of books. Many
of you recognized it as well. Here are
some of the notes we received.
liThe April Mystery Plane is a British

JULY 2003

de Havilland DH.61 Giant Moth. Specifi

cally, it is one of two examples fitted
with a 525-hp Pratt & Whitney Hornet
engine. All-wood construction, fabric
covered, span 52 feet, length 38 feet 10
inches, All Up Weight 7,000 pounds, ac
commodation for six to eight passengers
in the enclosed cabin, single-place open
cockpit at the rear, offset to port side for
improved view around the nose.
liThe DH.61 was designed and first
flew in 1927 from the de Havilland Air
craft Co. aerodrome at Stag Lane,
Edgeware-at that time open country
side north of London but now part of

the subtopian (sic) urban sprawl

against an Australian requirement to
service various air routes, initially be
tween Adelaide and Broken Hill.
"Nine-examples were built, powered
by 500-hp Bristol Jupiter or Armstrong
Siddeley Jaguar engines. Two examples,
G-CAJT (constructor's #328) and G
CAPG (#329) were fitted with floats and
exported to Canada to transport fire
fighters and equipment to the vicinity
of forest fires. A third example for the
Canadian market, G-CARD (#336)-the
final DH.61 built-was never certifi
cated, and some parts may have been



Another view of one of the Giant Moths, courtesy of the Canada

Aviation Museum, Ottawa.

used in the construction, in 1932, of a 10th locally built ex

ample, #DHC.141 (CFOAK), fitted with the Hornet, that
came to grief in 1936.
"Subsequently, CAPG was also re-engined with a Hornet,
continuing until withdrawn from use in 1941./1
Mike Vaisey
Hemel Hempstead, Hertfordshire, England
"Three of these aircraft operated in Canada starting in the
late 1920s. Two were operated on floats by the Ontario
Provincial Air Service (OPAS) out of their main base at Sault
Ste. Marie, Ontario, at the east end of Lake Superior. CF-OAK,
Serial No. 141, was supplied with a P&W R1690 Hornet. It
crashed in 1935. I know where the wreck is. I believe that the
subject photo is of G-CAPG, Serial No. 329. It was operated
by the OPAS from 1928 to 1941 and originally came with a
Bristol Jupiter XI engine. It was later re-engined with the
P&W Hornet in 1934. I am of the opinion that the photo
shows the Bristol]upiter engine./I
Gerry Norberg
Winnipeg, Manitoba, Canada
Other details came from Thomas Lymburn, including the
fact that the Canadian Giant Moths were mounted on a pair
of Fairchild floats . Thomas also wrote: "One of the [British]
Jaguar-engined Giant Moths (G-AAEV) was used by Sir Alan
Cobham as 'Youth of Britain' for giving school children air
plane rides. According to A.J. Jackson's DeHavilland Aircraft
since 1909, about 10,000 school kids were given rides. Sounds
like an early version of the Young Eagles program!/I
We'd also like to acknowledge the editorial contribu
tion made by Renald Fortier, of the Canada Aviation
Museum in Ottawa, for the use of the photo he forwarded
on behalf of the museum.
Other correct answers were received from the following:
Jim Strothers, Rancho Palos Verdes, California; Wayne Van-

Lynn Sheren sent us this photo of the Canadian

DH.S1 Giant Moth as it rested on a Canadian
lake. Built in 1928 in the United Kingdom, it was
brought to Canada , originally with a pair of
Shorts brothers floats. Once here , and while
serving with the Ontario Provincial Air Service, it
was refitted with a Pratt & Whitney Hornet en
gine and remounted on a pair of Fairchild floats.
It was withdrawn from use in February 1941.

Valkenburgh, Jasper, Georgia; Ralph Riedesel, Paton, Iowa;

Cody Mccormick, Phoenix, Arizona; Theodore Wales, West
wood, Massachusetts; Charles Schultz, Louisville, Kentucky;
Dan Cullman, Jent, Washington; Russ Brown, Lyndhurst,
Ohio; Wayne Muxlow, Minneapolis, Minnesota; Tom Balden
hofer, Waveland, Mississippi; and Milt Voigt.

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website :
Fax: 800/394-1247


The Goliath of the


way s

The Consolidated XC-99, double deck version of the six engine B-36
n the early stages of World War
II, the U.S. Air Corps was inter
ested in procuring monster-sized
transport aircraft to move sup
plies all over the world. The
Consolidated Vultee Aircraft Com
pany was involved with plans for
building an intercontinental
bomber. It would be a simple con
version to make a transport from
the bomber by doubling its capac
ity. Pan American World Airways
was concerned with extending
civilian air service after the war
and was seeking a similar version
for airline service.
Consolidated was given a con
tract to build a prototype. That plane
was put into extended experimental
service with the Strategic Air Com
mand (SAC). It had been retired for
many years when we made a trip to
San Antonio, Texas, in 1984. We
met with friends Mike and Julie Elle
good, of Phoenix, Arizona, and
joined them on a visit with the XC
99 . Here is what we found, along
with some photos that were taken
during our exploration of the plane.
At the time of our visit the plane
was under the care of the Veterans
of Foreign Wars and parked within a

JULY 2003



fenced area outside the confines of

Kelly Air Force Base (AFB). We drove
to the northwest corner of the base
to find the plane. A man with a
pickup truck was in attendance, and
a small donation was requested for
visiting it.
The big transport had been flown
by the SAC while owned by the Air
Force, but it had been declared sur
plus for military needs. It seemed
quite lonely as it was off by itself,
away from all the air base activity.
The huge wingtip extended almost
to the fence line and loomed over us
as we approached.
It had spent its entire life Sitting
outside, so it was not a pristine show
plane. An accumulation of dirt and
grime covered the surfaces. To make
stands for it, huge holes, the size of a
pickup truck standing on end, had
been dug. Then forms were built for
pads to hold the giant plane. They
were buried so that only a few inches
protruded above the sod.
The plane was pushed into place
with the landing gear on the pads
and then secured to the ground by
several heavy cables. To protect the
tires, stee l blocks had been placed
under the struts and the under-in

flated tires were just barely resting

on the concrete.
That almost forsaken fenced lot
was its home for many years and
where uncounted numbers of inter
ested people visited it.
The development of the plane be
gan during World War II while the
United States was involved in a
world wide military exercise that de
manded long haul transportation.
At that time there was no real esti
mate of the tim e span that the
hostilities would encompass. The Air
Corps needed many large transport
aircraft capable of hauling heavy
loads over extended routes. This in
dividually huge transport was one of
several designs that were under con
sideration by the military. Some of
the other designs were the Lockheed
Constitution, the Douglas C-124,
the Martin Mars, and the Hughes
Flying Boat.
The XC-99 was based on the de
sign for the Consolidated B-36, a six
engine intercontinental bomber; only
this was to be a double-deck example.
At that time the airlines were
looking forward to doing civilian
business after the cessation of hostil
ities. Pan Am was an established flag

(Left) Based on the huge B-36

bomber, the only example built of
the XC-99 transport sits on the edge
of Kelly AFB in San Antonio, Texas .

carrier for the United States and flew

extended airline routes all over the
world. They also were searching for
such a plane.
Neither the bomber nor the trans
port version was completed or flown
before the end of the big war, but
the bomber version was to become
known as the Peacemaker and it
presided over the Cold War.
The first flight of a B-36 was made
on August 8, 1946. The design was
to hold court all over the free world
during that time and was used to
keep a close eye on the Communist
nations. The several squadrons of B
36s were an impressive presence,
one that was noted and envied by
every other nation. And inciden
tally, the Peacemaker never fired a
shot or dropped a bomb in anger.
As the Jet Age arrived, one of the
B-36 frames was converted to use
eight of the]-5 7 jet engines. Known
as the XB-60, it was commissioned
by Convair in March 1951. The XB
60 did not pass beyond the
prototype stage because the Boeing
B-52 was chosen to fill the strategic
bomber position.
The XC-99 was first flown on
April 18, 1952. The design was also
halted at the prototype stage. After
being superseded by the all-jet air
craft, it, along with the remaining
B-36s, was decommissioned. The B
36s were ferried for storage at
Davis-Monthan AFB near Tucson,
Arizona, while the XC-99 was to sit
alone in Texas.
Before the retirement program
had begun, an early model of the B
36 was relegated to the United States
Air Force Museum at Wright Field
near Dayton, Ohio. All of the im
provements, including the addition
of the four jet engines and other up
dates to the original design had been
installed on this plane. The proto
type had first been flown with huge
tires, 9 feet in diameter. They were
set aside, and one remains on dis-

Equally impressive in the air, the XC-99 Goliath hauled mammoth cargos
that included as many as 42 of the Wright R-2000 engines used to power
the Douglas C-S4. The airplane was flown in support of Air Force operations
from the Canadian DEW line to cargo and troop transport all over the world.

play inside the museum.

After the large single tires
and the original landing gear
were removed, the series was
converted and flown with
the four-wheel, "truck-type"
landing gear. The purpose of
the conversion was to spread
the landing gear's footprint,
to lower the impact weight
on the early runways and
The four-wheel truck was
to become the standard for
heavy transport aircraft. (At
least it was the standard un
til the Boeing 777 came
along with a three-axle, six
wheel articulated landing
gear truck. That thing is
even equipped for steering
along with the nose wheel
of the plane!)
The original prototype B
36 had a bullet-shaped
cockpi t section, similar to
the B-29 . It was replaced on
this B-36, and the first of the
well-known globe type en
closures was installed.
Several other updates and
changes were made during
its operating career.
While the new United
States Air Force Museum
building was being built,

Each airplane had two "Scanner" crewmem

bers responsibile for monitoring the engine's
performance and advising the pilots of the
airplane's position on taxiways and ramps ,
since they could not see the wingtips or land
ing gear from the cockpit. This is the view
out the left-side cabin scanner position. Re
member, those big propellers are pushers!

Mike Ellegood gives us some perspective as

to the size of the Goliath-that door on the
side of the fuselage looks like at small hatch
compared to the rest of the airframe.

Congress demanded that the proto

type B-36 be destroyed because, lilt
could carry an atomic bomb./I By
that time, almost any plane cou ld
carry an A-bomb.
It was not that the p lane was
unwanted, almost every museum
petitioned for it. But the answer
At any rate the plane was scrapped,
but the United States Air Force Mu
seum had already planned to get rid
of it. A production version of the 8-36
was ferried in from the bone yard and
hidden while making plans for t he
new museum. That plane was in
stalled in the museum while the
building was erected around it and
the prototype was demolished.
Jeannie and I just happened to be
at the museum while the destruction
was taking place, and we were as
tounded that such a thing would
The sight was one to bring tears to
your eyes, much like having to watch
buzzards destroy a beached whale.
Two large Caterpillar tractors were
used to render it into piles of scrap. A
steel cable was wrapped around the
fuselage or a wing and tied into a sim
ple knot. The ends of the cable were
each hooked to a Caterpillar tractor.
As they moved apart, the noose was
tightened, and the section was
crimped and sheared off, falling to the
ground and looking like a huge
sausage link.
The parts were still held to the
main frame by its entrails. A few
flashes from the cutting torch sliced
the remaining wires and control ca
bles, separating the pieces.
During the span of years that it had
been on outside display, it had deteri
orated a lot. The accumulation of
debris and guano was about a foot
deep all through the plane.
While watching it being destroyed,
I leaned over and picked up a length
of control cable that was hooked to a
section of bicycle chain. It now hangs
on our barn wall.
When the B-36 was replaced by the
jet-powered B-47s and B-52s, the
Peacemakers were parked to be

JULY 2003

Very few have survived and most

of the few that still exist are in muse
ums scattered around the nation.
(They are located in the United States
Air Force Museum and at the Stratigic

Pan American planned an initial pur

chase of 15 Goliaths when first
proposed , but none were ever built
for the civilian airline. This illustra
tion from a brochure shows what
Pan Am had planned in 1942.

Air & Space Museum in Omaha, Ne

braska.) One B-36 was disp layed for
many years at Chanute Field, Rantoul,
Illinois. It was disassembled and
moved for display at March Field Air
Museum in Riverside, California.
The last production example was
disassembled and stored near the
Consolidated factory site near Dallas,
Texas, where they were built. It has
been reported to be partially reassem
bled for display near there once again.
When the factory at the airport
closed, the 8-36 was still in one piece
and volunteers had prepared some of
the engines for a ferry flight. But once
again clearance could not be obtained
and the field closed before the flight
could be made. Including that plane
and the XC-99, five airframes still exist.
But what of the double-deck ver
sion, the XC-99? Only one was built,
at a cost of almost $11 million.
The plane was the equivalent of a B
36 with another fuselage stacked on top.
A cargo deck separated it into two floors
and slab sides filled out the shape.
Six Pratt Whitney R-4360, four
bank, radial engines (3,500 hp)

powered the XC-99, the same as the

B-36. Each of the engines turned a 19
foot diameter Curtiss Electric
propeller. With the engines of the se
ries mounted backwards on the wing,
the propellers were pushers. They
were also reversible to aid in stopping
this huge aircraft. Most of the equip
ment was identical to the B-36 and
made a simple but expensive conver
sion from a bomber to a formidable
transport. The inception and utiliza
tion of the B-36 and the XC-99
encompassed the era from the begin
ning of World War II until they were
declared surplus from military needs
in 1957.
Their engines developed power
that was the equivalent of 353 average
automobiles of the day. The blue
prints for these planes would cover an
area of sixteen acres. The electrical
system was equal to that in a city of
five thousand people. Its heating/air
conditioning unit would take care of a
40-room apartment house. (It was ca
pable of operating with outside air
temperature range of higher than
100F to minus 60F.)
It was computed that installing jet
pods on the XC-99, similar to those
on the late model B-36s, would im
prove the performance enough to
permit an increase of payload from
70,000 pounds to 100,000 pounds.
But it was never taken out of serv
ice for that conversion due to the
necessity of servicing the world domi
nating B-36 fleet.
The XC-99 was flown as a freighter
throughout the Korean War, hauling en
gines and cargo all over the world. The
Goliath's first flight was made on No
vember 24, 1947, with the basic crew of
pilot, co-pilot, two engineers, navigator,
radioman, and two scanners.
The scanners rode in hatches on
the top and sides of the fuselage be
cause the flight crew could not see
the wing tips or accurately tell where
the nose wheel was during tight
turns on the narrow taxiways of the
day. Another important task for
them was the monitoring of the en
gines and the operation of the
landing gear and flaps.
It could fly with 60 to 100 percent

more cargo than contemporary trans

ports and was able to haul 400 combat
equipped troops or 300 litter patients,
but it was principally used for express
cargo. It was built at the Consolidated
factory in Fort Worth, along with the
line of B-36s, and operated there for
the first 15 months after it became op
erational. It first landed at Kelly on
July 8, 1949, for a modification of the
engine nacelles. The first cargo opera
tion into Kelly was on July 14, 1950.
It was flown during this time by one
of two command pilots, Col. Fredrick
Bell and Col. c.w. Tucker. Most of the
flying of the XC-99 was done from
Kelly Field at San AntoniO, Texas.
The primary schedule for it was
two trips weekly from Kelly to
McAllen AFB in California. Other
flights were made to McChord AFB
in Washington, Ramey AFB in
Puerto Rico, and Rhein Main AFB in
Germany, by way of Bermuda and
the Azores.
It was flown to Keflavik, Iceland,
from Dover, Delaware, in support of
the DEW line (a Distant Early Warn
ing radar network that was built across
northern Canada for detecting Russ
ian missiles launched during the Cold
War.) Pilots for that operation were
Major Claire Potter and Capt. Jim
Douglas. The XC-99 was also present
for military events at Wright-Patter
son AFB at Dayton, Ohio, Tinker AFB,
at Oklahoma City, and Boling AFB
near Washington, D.C.
In all, the XC-99 logged landings at
27 different airports, none with spe
cial preparations. It could operate
from any field that was capable of
servicing a Douglas C-54. (Note that
the Douglas C-54 was the prime sup
ply aircraft for the Berlin and the
Korean War airlifts. In October 1950
the XC-99 carried 42 of the Wright R
2000 engines to the Douglas C-54
overhaul depot at McChord AFB in
Washington. Twenty-seven were on
the lower deck and fifteen on the up
per deck. The pilot was Col. Tucker.)
The plane had sleeping quarters for
eleven crewmen, a galley with two
hot plates, dining table, and chairs.
There was ample food storage, hot
and cold running water and an elec

tric incinerator type toilet.

It was also equipped with an elec
tric hoist that was rail mounted in the
top deck. There were two hatches in
the belly that were used for loading
cargo. Both were similar to a set of
bomb bay doors; one was located aft
of the nose wheel compartment and
the other in front of the tailskid. The
winch could be moved to either end
of the plane and lift cargo to either
deck through these openings.
Records show that the plane flew
7,434 .5 hours with minimum ex
pense for maintanence. This equals
59 trips to the moon or 1,486,000
miles. It established records proving
that it could easily carry 60 to 80
tons on long haul routes. It operated
at rate of 13 .12 cents per ton mile,
direct maintanence was 2.32 cents
per ton mile, and the operational
cost was 26 cents per ton mile. Those
records would have been hard for
trucks or trains to meet. (And inci
dentally, for the trucking enthusiasts,
the truck uses 11 times more fuel per
ton-mile than the train.)
With the exception of routine
maintenance and IRAN operations
(Inspection Repair As Necessary), the
plane was in continuous service
throughout its operational life from
its first flight in 1947 until its last
flight on March 19, 1957, soon after
the grounding of the B-36s.
After the retirement of the XC-99,
the fenced lot that was located off the
base at the Northwest corner of Kelley
Field, was to be its home for all those
many years. It had originally been do
nated to the Veterans of Foreign Wars
as a museum but they had the usual
problems with fundraising and volun
teers. Several claims to ownership were
made, but the United States Air Force
Museum eventually reclaimed it.
The Goliath still stands as a monu
ment to American engineering. We
were told that the United States Air
Force Museum has started a fundrais
ing program for the restoration of the
XC-99 to its former pristene condition.
In the event that you are visiting
the San Antonio area, stop at Kelly to
see the plane. Access can be gained
from the maintenance operation 10

cated on the eastern side of the base.

An update on Goliath
Another trip was made to San An
tonio in April 2002, and we were able
to view the XC-99 through the cy
clone fence that surrounds Kelley
Field. The plane has deteriorated con
Siderably in the last few years and is
currently making a lonely vigil on an
otherwise abandoned ramp . We had
insufficient time to obtain clearance
to get inside the fence, but the wors-'
ening condition of the plane was
obvious even from a distance. Had we
been able to get to the plane, it would
not have been possible to enter it be
cause no provisions have currently
been made for visiting.
During our visit in 1994, the cock
pit window area was covered with
aluminum sheeting. Currently, the
covers have been removed and the
cockpit exposed to the elements. The
exterior seems to have the remains of
its original paint scheme. It had been
sprayed with some sort of primer or
brassy looking finish that has been
partially washed off by the rain and
sands of time. Portions of the old
SAC markings are still visible near
the cockpit.
Some time after having been relo
cated to the airbase and during this
period of neglect, it was parked near a
maintenance area on the field where a
careless machine operator smashed
the nose radar dome. The ragged re
mains of the fiberglass still adorn the
airplane's nose.
The combination of rain and bird
activity through all of the open
hatches and windows must have the
floors in quite a condition.
All this and there is no way to esti
mate the overall effects of corrosion.
The propellers are rusted in place and
one can figure that the engines have
rusted and also have become seized .
The rudder has suffered damage to its
cover and a servo tab has been torn
from it. A tow bar was left in place on
the nose wheel, possibly with the in
tention of some future relocation.
It will take a Herculean effort to
make Goliath a proper item for mu
seum viewing. We await further


Keeping Your Restora

n in One Piece During the "Big Blow."


After reading last month's arti

cle on portable tied owns, you've
got your new set made up and
ready to go. Before you pound the
pins into the ground at your next
fly-in, do you know what knot
works the best? How about the
rope? What kind? How thick
should it be?
Knots have been around for cen
turies, holding the lines fast on
Roman royal barges and the many
frigates and sloops plying the
oceans, and securing countless
booms and derricks used in con
struction since the Egyptians were
raising obelisks and pyramids . We
can distill the knowledge gained
from the trial and error of knot
making over the past few millen
nia, and we can learn a lot from
our sailing brethren . Let's start
with rope.
Until the 1950s, rope was made
up of natural fiber, usually hemp
or cotton. It worked well, but was
prone to rot and deterioration
when exposed to the elements. Al
most all rope in use today for
aircraft tiedowns is made of syn
thetic fibers. Dacron, nylon, and
polypropylene are common syn
thetics in use today.
A quick word about polypropy
lene. First off, it's cheap, and that's
why you see it used on the ramps
of FBOs for their transient
tiedowns. It's pretty easy to spot
it's often a sun-faded yellow color,
and the fuzzy, frayed appearance
from laying on a sun baked ramp
for a few years tells you it's not
very strong at that pOint. There are
a few problems with this particular
rope. First, its strength deteriorates
quickly when exposed to the sun.

JULY 2003

It frays easily, and because its sur

face is so slippery, it can be difficult

to get a knot to hold well once
tied. Because of its inflexibility, it's
hard to tie a good knot with
polypropylene. About the only
time it does hold a knot well is
when it becomes so frayed and
fuzzy that its strength is just about
nil. In boating catalogs its use is
not recommended for anchor,
dock mooring, or towlines. In gen
eral, it's best to avoid using
inexpensive polypropylene rope
for aircraft tiedowns.

Almost all
rope In
today for
tiedowns is
made of
So what rope should you use for
tiedowns? Double-braided, low
stretch Dacron polyester rope
works very well. Double braid is
not as stretchy as three-strand
rope, a desirable characteristic for
tying an airplane to a secure
tiedown. Keeping the amount of
give in tiedown rope to a mini
mum will help prevent unintended
damage to the airframe. If the air
plane is tied down tightly to the
ground, the possibility of damage

due to jerking at the ropes by an

airplane being buffeted by high
winds will be minimized.
The only downside to double
braided rope made from nylon or
polyester is its slipperiness . You'll
need more loops in an adjustable
knot to provide enough friction to
keep the knot from slipping if the
airplane should start to jerk the
lines in a windstorm. Even though
it's made from the same material, a
three-strand polyester line will
sometimes hold a friction knot a
bit tighter. Its knobby texture has
more gripping power. If you
choose to use a three-strand line,
be sure to check its stretch rating.
To prevent the rope from jerking
the airplane during a windstorm,
buy rope that is rated for low or
moderate stretch. Anything over 3
percent is too high.
How thick should your rope be?
In general, I buy rope with a rated
tensile strength of at least three
times the maximum gross weight
of the airplane. FAA Advisory Cir
cular AC20-35 C states that the
tiedown rope for a single engine
airplane should be rated at no less
than 3,000 pounds. For twins, the
weight quoted in the Advisory Cir
cular is at least 4,000 pounds and
higher for larger aircraft.
For instance, the 7/16-inch dou
ble-braided Dacron polyester rope I
use for the tiedowns for a 2,050
pound airplane is rated with a
tensile breaking strength of 7,400
pounds. (A similarly sized three
strand twisted polypropylene rope
is rated at only 3,000 pounds when
new.) Even a 3/8-inch double
braided rope is rated at between
4,200 and 5,500 pounds (depend

ing on the manufacturer); plenty

for a properly tied down 1,200
pound Cub, Taylorcraft, or Champ.
Some folks prefer a thicker line sim
ply because it can be easier to undo
a knot in lI2-inch or I-inch line.
When you buy your rope, have
the retailer cut it to length. They
often have heat-sealing machines
on hand that will fuse the rope's
end fibers, preventing the annoy
ing unraveled ends that look so
untidy. A one-inch long piece of
heat-shrink tubing over the end
also goes a long way to keep a set
of tiedown ropes in good shape. If
you're really getting into this rope
thing, buy a book on nautical knot
tying, and learn how to finish the
ends of the rope with whipping.
You can use waxed rib lacing cord
for this process.
An excellent reference book on
nautical rope tying is the Brion
Toss' book Knots for Boaters, pub
lished by Hearst Books. It's one of
the books in the "Chapman Nauti
cal" series. I've come to rely on my
copy for just about every knot
need. Most of what you read here
is based on Brion's excellent de
scriptions of knots and their uses.
Now that you've gone out and
bought a few feet of good quality
rope, what knots do you use?
Try these old standards for air
plane tiedowns. Because of the
slickness of the synthetic fibers,
some knots that held well in
manila rope have been modified
in recent times to bind the knot
and make it hold fast.
Let's start with the end of the
rope secured to the tiedown plate.
If you go with the hole in the
plate, a simple overhand knot on
the backside will secure it. It
should work well, as long as the
hole in the plate is a snug fit, with
no burrs that could cut the line.
Tightly wrap a short length of tape
around the end of the rope to
thread it through the properly
sized hole. Be sure the end of the
rope has a solid knot. It's okay to
have a little extra rope on the free
end of the knot. It sure would be

embarrassing to spend all this time

securing the upper end, only to
have the lower end pu ll ed u p
through the tiedown plate!
If you go with the U-bo lt , or
your tiedown set has a loop to se
cure each tiedown rope, then a
fancier knot is in order. If you plan
on always keeping your rope se
cured to your tied own se t , then
you need not worry about a knot
that binds so tightly that it cannot
easily be undone.
First, a couple of quick definitions:
In our case, the standing line
is the piece of rope that will go up
to the airplane's tiedown ring.
The free end of the rope is the
shorter piece you'll use to tie to knot.

Take the free end of the rope and

wrap it around the two other sec
tions of rope. Two or three wraps are
adequate. It doesn't matter which di
rection the wraps lay. Add more
wraps if you 're looking to intimidate
those who don't take "Please Do
Not Touch " signs seriously.


Since we're learning about

knots, why not use something that
is good looking as well as func
tional? A short hangman's noose
works very we ll in this situation.
It's a clean looking, sec u re kno t
that doesn't let go when jostled .
Remember how to do it? Here's a
quick refresher:

Just before you come to the end of the

rope, pass it through the loop opposite
the tiedown ring. Then hold the knot in
the palm of one hand and keep the free
end in the loop with your thumb, while
gently pulling on the loop on the oppo
site end (the end with the tiedown
ring) to draw the opposite loop tight
around the free end of the rope.

First, loop the rope through the ground

mounted tiedown ring, and lay it out in
an exaggerated "N" shape.

Then grasp the three sections of

rope just below the loop around the
tiedown .

The noose is now free to slide down

the rope and make the adjustable
loop tight around the tiedown ring.


One of the easiest knots to remember Is a half hitch. Variations on the half hitch can be used to make more secure
adjustable knots. Because modern Dacron polyester rope Is slicker than Its natural fiber predecessors, a midshipman's
hitch (Boy Scouts call this one a Tautllne hitch) works well. Here's how you tie It:

First, pass the line

through the tiedown set's
ring; the free end wraps
around the standing line
inside the loop twice.

Then wrap
the free
around the
line out
side of the
loop once
passed it
between the beginning loop and
the loop you just made on the sec
tion of rope outside of the loop
(that's a half-hitch, by the way).
Pull the free end of the rope to
snug up the half hitch to the loop.

Pull the standing line light, so

the loop tightens on the tiedown
ring. Make it as tight as possible,
so when the upper line is secured
the entire tiedown remains tight,
with very little or no slack. Since
synthetic rope doesn't shrink when
wet, there is no need to add an
inch or so of slack, as some older
manuals suggest.
For a camel hitch, just pass
the free end inside the loop three
times instead of two, and after pulling the half-hitch tight
on the tiedown loop, add one more half hitch with the
free end of the rope . It's a tad more secure. The bowline
hitch works well in this application as well.

Now for the upper end of the rope. Before securing rope to the wing tledown fittings, a couple of fitting notes
are In order. If your wing has a tledown ring or hoop welded to the wing strut fitting, use the ring to guide the
tledown rope around the upper end of the wing strut, Instead of relying on the ring to take the entire load. Take
a look at the illustration In last month's article on tiedowns to refresh your memory.
If you have wing tledowns that are screwed Into the wing or are part of a metal strap wrapped around the
strut, like the F. Atlee Dodge ( 907-344-1755) PMA'd Installation for the Piper Super Cub,
then attaching the rope to the ring will work fine.
The hitch knot works well here. A double half hitch Is great In this application, since It allows you to slip the
knot along the standing line to make the line tight, and It can then be secured with a pair of half hitches.
Here's how: Pass the free end of the line through the ring. If it passes around the strut, loop it around the strut
and then pass it back through the ring. It you're tying directly to the ring, pass the free end through the ring twice.
This will add more friction, so the line will resist coming loose .

Make a simple
loop, with the free
end of the rope
passing in front of
the standing line.

Pass the end of the

rope through the
loop twice, and
then let it drop
while keeping a bit
of tension on it so
the loops don't get
too loose.

Take the free end and

wrap it around the
standing line, below
the double loop you
made in the previous
step. Pass the free
end through the loop,
and draw it tight.

Do it one more time

(again, that's a half
hitch) and pull it tight.
If you find the knot will
not remain tight, add a
few more half hitches
below the knot to add
some friction. Add one
more wrap within the
loop (see photo 10) for
added friction in the

While pulling on the

standing line, pull
down on the entire
knot to tighten the

There are plenty of websites with knotty subjects. Here's one I found particularly interesting: and its subsequent
You may choose to use the adjustable grip knot described on the site for the upper end of the tiedown. I like it because when the line is
loaded up, it imparts a solid dogleg kink in the line, but only if the knot is properly drawn (tightened) up after it is made. Abit of experimentation
will demonstrate how to make it work well for you.
I'm sure there are Rlen~ of other knots people prefer to use so if you've got a favorite knot that works well, Rlease share it with us.

JULY 2003

oug Clukey and Karl John

son, both of Winter Haven,
Florida, a suburb of Sun 'n
Fun, are enjoying their re
tirement. Both of them,
however, wonder how they ever
found time to work. Individually,
they 've restored or rebuilt some
thing like a dozen airplanes between
them. They both have their horror
stories, so they knew, or thought
they knew, what they were getting
into with their Rearwin Skyranger.
Doug says, "I once rebuilt a Tay
lorcraft that had been on floats since
it came out of the factory. Someone
had crashed it, and naturally, th e
floats were the first things to hit the
ground. I rebuilt the airplane fairly
quickly, but the floats took forever.
I'll never rebuild another set of
floats . Never! They take too much
out of you."


JULY 2003

Karl doesn't have quite the same

terrible tale, but he certainly can
tell his own I-wish-I-hadn't-built
that story.
"When the Quicky II came out, I
built one with a Revmaster VW and
actually flew it for quite a while.
Unfortunately, my wife had heard
all the wild stories everyone was
telling about the Quicky, but I
somehow convinced her to ignore
them . Then she went for a ride with
me, and that was the end of that.
She put her foot down; I sold the
engine and still have the airframe,
which would make an interesting
looking beer cooler."
When the two joined forces in
Winter Haven, they started looking
around for little airplanes to rebuild.
They didn't have to look long before
they found some projects, which in
cluded a Cessna 120 and a Super

Cub. These airplanes, along with

several others that came into their
workshop, were diligently worked
on and, in a reasonable length of
time, took to the air. Then they
found the Rearwin.
"The airplane hadn't flown since
1970 and had been tied down at an
airport just south of Lakeland since
then. A few years back someone
bought it, took its wings off, then
apparently had an attack of com
mon sense. Something that we
didn't have, because we bought it.
He gave us a hell of a price, but
knowing what we know now, if he'd
given it to us , it would still have
been too much," Doug says.
Karl says, "On the hour trip to
our shop, the wings simply fell apart.
What wasn't already broken was rot
ten. What wasn't rotten had come
unglued, and what couldn't rot had

much of his professional life build was a Model 180F. There were also
ing power plants. At home, however,
175 and 180 model Skyrangers, both
he was rebuilding airplanes, includ Continental powered, and a 190F.
ing a LeBlond-powered Porterfield After the war, Commonwealth went
and the Taylorcraft on floats.
on to build quite a number of its
Karl Johnson was born in Penn 185 models, which depended on the
sylvania and started learning to fly Continental C-85 for power.
in 1948. He was a machine shop su
Even though the duo 's Rearwin
pervisor and in his 4,200-hour flying was built in 1941, it didn't take ad
career has owned a number of air vantage of the stamped aluminum
planes, including three Bonanzas.
rib technology, which so many of its
Neither Clukey nor Johnson peer group featured. With the excep
were amateurs when it came to re tion of the fittings and compression
bui lding airplanes, but with the struts and tip bows, the wings were
Rearwin, it looked as if they had all wood. In this case, most of the
met their match.
wood was in the process of return
"The more we looked at it, the ing to its primary elements, taking
more we found wrong," Doug says. many of the steel parts with it.
"Of course, we shouldn't have ex
Doug says, "We didn't even have
pected anything else of an airplane a good wing to use for a pattern, al
that had sat outdoors in Florida though we did have one pair of
without moving for nearly 30 years." spars that were good enough to lo
The object of what they realized cate the bolt holes. For the ribs,
might be misplaced affection was however, we had an accurate draw
the 52nd Skyranger built by Rearwin ing from Commonwealth.
Aircraft and Engines Inc. in 1941.
"The ribs are sort of unusual be
This made it one of the last of the cause they are all the same until
type to be built by Rearwin before you get out to the tip ribs, but you
:r the company was taken over by
make them all full length and then
~ Commonwealth Aircraft in October
cut the back off, where applicable,
~ of the next year. It's interesting that
and use the cutoffs to build the

j' of the 82 Skyrangers Rearwin built,

ailerons. The last couple of ribs are
~ 25 were shipped to Iran. Not too
a different size, so we had to do
~~~~--~~----------------~ ~
many lightplanes were shipped from what we could to get patterns off
rusted. When we peeled the fabric the states to the Middle East. Techni the pieces of the originals along
off, we realized that we should have cally, because their airplane was with a little eyeballing."
used the wings to roast marshmal powered by an 80-hp Franklin, it
Karl says, "The ribs took forever,
lows. They were a mess,
but the metal parts in
and the rest of the air
the wing weren't far be
plane wasn't much
hind. We were able to
use about half of them,
The Cl u key/Johnson
but had to make the rest.
partnership isn't a couple
The aileron hinges, for
of guys who discovered
instance, were barely
aviation after they re
good for patterns, so we
tired . All retirement did
welded up new ones. The
was give them more time
tip bows are also steel
to do what they'd been
and were rusted through
doing their entire lives.
in a few spots, but we
Doug Clukey, a na tive of
welded up the holes and
Maine, started learning
bent the tubes back to
to fly in the '60s and has
the right curve and used
logged more than 5,000
the originals."
hours in little airplanes
"When it came time
since then. A project
to cover the airplane,"
manager for a large en
Doug says, "we knew we
ergy company, he spent The resurrectors of the Rearwin , Doug Clukey and Karl Johnson. were in the home stretch



with all the nasty stuff behind us.

We used 102 Ceconite to cover it
and finished that with Superflite's
System II topped with urethane.
The paint scheme and colors are as
original as we could get them from
brochures and pictures."
The wing struts were also trash.
They weren't sealed struts, so nature
did what nature does and kept run
ning water through them long
enough so that their only value was
in giving the right length measure
"When we welded up the new
ones we made sure they were tightly
sealed. We don't want to have to go
through this again," says Karl.
"Most of the sheet metal was re
ally beat up," Doug explains. "We
didn't want to replace any more
than was absolutely necessary, how
ever, so Karl spent weeks pressing
the cowling parts back into shape.
We were able to use the original grill
parts, which amazingly enough
were not only there but not in bad
shape. We just cleaned them up and
~ painted them with chrome paint,

il: rather than having them plated .

~ You have to look closely to tell it is


The multifunction tachometer dominates the left side of the instrument

panel in the Rearwin. All engine conditions are indicated within the dial of
the tachometer. Oil temperature and pressure, fuel quantity and pressure,
and an ammeter to monitor the electrical system.

JULY 2003

n't chrome."
As with all airplanes of its age,
the cockpit and interior had been
badly treated by not only the
weather and generations of field
mice but also past owners, and it re
quired many weeks to rectify their
liThe panel was one big series of
extra holes and patches. There just
wasn't anything there to save,"
Doug says. "SO we made up a wood
pattern and formed a new one out
of soft alu
minum. The
airplane was
pretty ad
vanced for
its time as it
had a radio
and electri
cal system,
so we made the panel to mount the
right instruments and switches. We
really lucked out with that big
tachometer because we have a guy

right on the field at

Winter Haven who
works on them and
made ours run beau
One of the features
that people often
comment on is the
wood-grained panel,
which is a treatment
that was correct to
the airplane.
Doug says, "We
have done that on a
number of other air
planes, and it's really
pretty easy once you
figure it out. We use
an antique wood
graining kit that's Rearwin 's Skyranger was one of the last of the prewar cabin monoplanes built. Quite ad
commonly available. vanced for its day, it featured a full electrical system , with this one equipped with a radio.
The first time or two,
Oddly enough the original Shinn engine, Doug chimes in, "We make
however, you have to be willing to
strip the part and start over if it isn't 6C5 wheels weren't corro ded so it sound as if there wasn't a single
right because it's easy to mak e it badly that they couldn't be saved, good part with this airplane when
although the matching mechanical we bought it. That's not entirely
look wrong."
The interior fabric had either brakes required many hours of true. We got one good part. The
disappeared or turned into some cleaning and refitting to make them prop. It's not only the original type
thing organic neither was anxious work right.
that was used on the airplane, but it
to touch, so everything had to be
Quite often, when an airplane was in beautiful shape."
uses a less-than-common engine,
He looked at the prop, and some
Doug continued: "We purchased like the 80-hp Franklin in the Rear one asked how many laminations it
the headliner from Aircraft Spruce, win, it turns into a scavenger hunt has because it is obvious it has more
and it fit fine. We weren't looking trying to find enough parts to get than the average. He walked over
forward to making that. The rest of it running. The Winter Haven duo, and painstakingly walked his
the interior came from Airtex. They however, found that lady luck had thumbnail across the hub and anfabricated the baggage compartment decided she'd given them enough nounced, "It has 34 laminations
panels to our dimensions, which heartburn and would let the en- about an eighth of an inch thick,
also saved a lot of work.
gine be one of the easier parts of and there isn't a sign of delamina
"We would have liked to stay with the project.
tion anywhere."
the original fabric, but it wasn't
"Two engines came with the air
The prop is 70 inches in diameter,
available in a flame-retardant mate frame," says Karl, "but neither one and its 54-inch pitch lets the little
rial, but Airtex came close, and they of them was rebuildable. Between Franklin turn up 2150 rpm static.
stitched the door and sidewall pan the two of them, however, not only
So, now that they have the ragged
els exactly to the original design. did we get enough parts to build one Rearwin back in the air and looking
The seat back and bottom, however, good engine, but it really only took good, what's ahead for the now
are probably not original, as we did minor new parts, like rings and tired dynamic duo?
n't have anything to copy.
valves, to get it ready to fly. The ex
Doug says, "Well, one thing is
"The windshield came from L.P.
haust system, however, was a sure, we won't be doing another
Aero Plastics, and they had both the different story. Both of them were a Rearwin if it's in that kind of condi
one- and two-piece versions," Karl mess, but we were able to stick tion. Right now we have a Fairchild
says. "Commonwealth [Aircraft] enough parts together to make a 24R that just needs covering and re
used the single piece, and most Rear pattern. Then we took it down to assembly. I love covering airplanes,
wins have been converted, but we AeroSpace Welding in Fort Laud so we're going to look at this one as
wanted the two-piece unit because erdale, who made us a completely if it's a vacation, after the Rearwin."
that's what this airplane had when it new system."
Like we said, free is sometimes
came out of the factory."
While Karl was talking about the still too expensive.


Tailwheel Training for Newbies

(Tailwheel transition training-

Part 1)


The reasons for pursuing
a tailwheel endorsement
can vary widely. Some
valid reasons might be
plans for the restoration or
purchase of a classic air
plane, the building of a
homebuilt sport plane, or
maybe to just take on a
new challenge. Whatever
the reason, the proper edu
cation and preparation will
go a long way in protecting
that all-too precious classic
or homebuilt airplane. The
topic of tail wheel flying is
far too extensive to be dealt with in
a short article such as this. So, the
focus here will be to touch on a
very brief overview of taildragger
basics as well as to highlight some
of the things to look for in this type
of training.
The tricycle airplane has been
very successful in relegating the
taildragger to the fringe of our
aviation-oriented universe.
Nonetheless, the tricycle airplane
can probably be given the credit
for making the modern fixed base
operator (FBO) feasible because of
the aircraft's tolerance to a broad
range of piloting experience and
proficiency. The tailwheel airplane,
on the other hand, is less tolerant
of the occasional, inexperienced,
or inadequately trained pilot. The
scarcity of tailwheel airplanes at
our FBOs may be some of the
strongest evidence of this fact. The
sometimes-maligned taildragger
has acquired a reputation that is
not entirely undeserved, but si
multaneously, it has been overly
demonized as well. It is easy for
the active and properly trained pi
lot to develop a strong and

JULY 2003

long-lasting love affair with the


The tailwheel

airplane, on the

other hand, is less

tolerant of

the occasional,

inexperienced, or


trained pilot.

Tailwheel Basics
The main difference between
taildraggers and their tricycle
brethren can be distilled down to
the position of the main landing
gear. A tailwheel airplane pushes
its main gear out ahead of the cen
ter of gravity (CG). On the other
hand, the tricycle airplane drags its
main gear behind the CG.
The dynamics about the vertical

(yaw) axis will be discussed

first. Consider the mental
image of an airplane during
landing that travels along a
centerline directed north
(that is, 360 degrees). By def
inition, both the centerline
of travel and the yaw axis
pass through the airplane's
CG. Now visualize that the
airplane is not aligned with
the centerline of travel in
that its nose is pOinted 10
degrees to the left (that is,
350 degrees) . (see left) Upon
touchdown in this situation,
the main gear will not be
aligned with the direction of travel
and will want to roll in a direction
10 degrees left of the centerline.
For the tail dragger, the main gear
will be ahead of the CG and to the
left of the centerline of travel. The
main gear will want to go to the
left while momentum carries the
airplane's CG along the centerline
of travel. This pulls the front half
of the airplane to the left and ro
tates the airplane counterclockwise
away from the direction of travel.
Now the main gear is even more
unaligned, and the rotational
forces are even greater. If left
unchecked in the early stages, this
action will cause loss of directional
control and can potentially degen
erate into a ground loop. Of
course, the best technique is to
land with the airplane properly
aligned with the direction of travel
in the first place. When a tricycle
airplane is placed in the situation
above , at touchdown, its main
gear will be behind the CG and to
the right of the centerline of travel.
As before, the main gear wants to
go to the left while momentum
carries the airplane's CG along the

centerline of travel. However, this

time around it is the back half of
the airplane that is pulled to the
left, and it is now pulled toward
the centerline. This action rotates
the airplane clockwise and brings
it back into alignment with the di
rection of travel. Directional
control is maintained automati
cally by the design of the tricycle
landing gear and in spite of the pi
lot's inattentiveness to alignment.
This is a good time to switch the
discussion to the dynamics associ
ated with the pitch axis. Consider
what happens during a landing as
an airplane descends toward the
runway. As an airplane of either
configuration contacts the runway,
the main gear's vertical descent
is halted, but momentum
causes the rest of the airplane
to continue its downward mo
tion. This results in the main
gear pushing up on the fuse
lage at its mounting point.
For the case of the tricycle
gear airplane, this mounting
point is behind the CG, and at
the moment of contact, when the
motion at the CG is still down
ward, the fuselage just above the
main gear remains relatively fixed.
This creates a rotation that lowers
the nose of the airplane, which de
creases the wing's angle of attack.
This in turn decreases the lift pro
duced by the wing and reinforces
the downward motion to help hold
the airplane on the ground.
This is considered a stable con
dition and makes the pilot look
good. On the other hand, what
happens to the taildragger is quite
the opposite. The main gear on
the taildragger is mounted ahead
of the CG; therefore, as the main
gear contacts the runway, it pushes
the nose up. (see illustration at
right) This action increases the
wing's angle of attack, resulting in
increased lift that tends to oppose
the desired motion and can actu
ally send the airplane back into
the air. The later situation is
known as a bounce-although this
term is somewhat misleading-

and it does little to enhance the

pilot's image.
In summary, we have described
the two banes of taildraggers,
which are the loss of directional
control and the bounce. But, be
fore I conclude this section, I
should point out that some things
will counter the instabilities of the
taildragger's landing gear configu
ration. The horizontal and vertical
stabilizers certainly offer some
help as long as sufficient airspeed
exists. That little wheel in the
back, which gives the tailwheel
airplane its descriptive name, also
provides a means to maintain di
rectional control. Ultimately,
however, it is the pilot and the use

of proper technique that tames
the taildragger. The tailwheel pilot
must pay strict attention to con
trol of airspeed, attitude, flare, and
alignment. Additionally, the tail
wheel pilot must also plan ahead
on each landing to consider any
potential problems and then pre
determine the appropriate escape
plan if something does go wrong.
I am not implying that these pi
loting techniques do not apply
to tricycle airplanes, because
they most emphatically do. But
unfortunately, the favorable char
acteristics of the tricycle gear have
left many pilots blissfully ignorant
and complacent toward landing
hazards. Too often a successful
landing in a tricycle airplane is
more due to the design and
ruggedness of the landing gear
than to the training and technique
of the pilot.

Flight Training
The first step to take toward the
tailwheel transition is selecting an

instructor and a training program.

Too often tailwheel training is
treated as simply an airplane
checkout. Perhaps, in reality tail
resemblance to flying gliders or,
say, floatplanes than to flying that
"Wichita Ironclad./I Certainly one
would expect glider and floatplane
transition courses to have some
substance to them. Why should
the tailwheel transition be any dif
The ideal flight instructor
should have significant experience
in tailwheel airplanes and should
fly taildraggers on a regular basis.
Also, the instructor should be able
to present a detailed syllabus. This
indicates to the student that
the certificated flight instruc
tor (CFI) has a good
understanding of the training
issues and will ensure that all
topic areas are covered prop
erly. Be sure that the training
process includes some ground
instruction. The airplane
makes a poor classroom, and a
CFI that skips ground instruction
denies the student the critical
knowledge-based fundamentals
that are needed. Finally, select a
good textbook because it offers a
rich source of information and can
be cheaper than paying an instruc
tor to cover the same material.
An example of a tailwheel tran
sition syllabus might look like the
following. It is a modified version
of one proposed by Harvey
Plourde, the author of a time
proven text entitled The Complete
Taildragger Pilot. The syllabus not
only covers the obvious subject ar
eas, but also makes an effort to
emphasize some topics that may
be incorrectly perceived as trivial,
such as brake usage or taxiing.
The flight instruction portion is
divided into five blocks:
(1) Aircraft familiarization, taxiing
basics, basic air work, demon
stration of takeoffs and
three-point landings.
(2) Normal takeoffs, normal three
continued on the page 32





Precision landings every time



and Cream Tail

dragger, turn right.
Now. Cleared to land
unway one eight
right, cross two seven at 1,800
feet." Rolling into the turn I looked
forward to getting on the ground.
It had been 12 flight hours ago
that my son and I had left Massa
chusetts bound for Oshkosh.
Holding outside of Ripon for close
to an hour in temperatures higher
than 9S D F, while a humongous gag
gle of Mooneys landed, had not
done much for increasing my
sharpness. I was limper than the
wet dishrag I'd left hanging on the
kitchen sink so many hours ago in
the pre-dawn darkness before leav
ing for EAA AirVenture 2002.
But I couldn ' t relax yet. As I
rolled out of the turn I noticed a
blue Cessna 140 passing inside and
below me. "First taildragger land at
the second intersection; second
taildragger land at the first inter
section," the tower controller said.
Oshkosh arrivals always hold some
excitement, and this certainly was
living up to expectations, and then
some. "Dad, look out! On your
right! At 2:30, same altitude," my
son shouted over the intercom.
There on my right, passing me at
my altitude, was a Cessna Cardi
nal. Its maroon and white might
have been mistaken for red and
cream, but the little wheel was in
the wrong place for a taildragger.
If ever a precision spot landing
would count, this was it. I knew

JULY 2003


that the Cardinal would be unable

to land at the first intersection
based on its speed and altitude. For
a moment my concern was for the
poor soul in the Cessna 140. If the
140 pilot put it on the second in
ters ection, the Cardinal might
easily nail it from behind before all
was said and done . That was not
my immediate p roblem; landing
on the first intersection was.
Kicking my PA-12 into a forward
slip, I was on target and on speed.
All that was left to do now was to
keep my aim point from moving
up or down in the front window,
keep the airspeed where it should
be, kick out of the slip at the right
time, and nail the spot landing. I
don 't think my hands were sweat
ing just from the intense heat. I
had had to wipe them numerous
times during that interminable
hold back at Ripon. No time to
wipe them now. I had to keep one
hand on the throttle and one on
the stick.
We touched down right at the
intersection, and quickly cleared
the runway. Who knew what
might be on our tail? As we turned
into our parking space close to
Vintage headquarters, the Cessna
140 and Cardinal had yet to show
up from the southern reaches of
Runway 18.
There are many times that a pre
cision landing might be required,
not just for a famous Oshkosh ar
rival. Certainly they are needed
when landing on a short runway.
And if the only landing area in a
powe r failure happens to be a
1,000-foot-wid e parking lot
bounded on one side by a building
and by a busy highway on the
other, then the spot has to be
where we land, not what is left af
ter all the debris has been removed.
How can we obtain this kind of
precision? Only by practice, prac
tice , and more practice . I
remember seeing a sign in my son's
school music practice room. It
said: "Practice makes better!" Sage
advice. If we seek perfection, we
might be frustrated if it is not

acti.ity a! or bel

1.300' MSL

If ever a
precision spot
landing would
count, this was it.
I knew that the
Cardinal would
be unable to
land at the first
based on its speed
and altitude.
achieved, and then lapse into com
placency, accepting a landing
anywhere in the first half of the
runway as good enough. It would
be better if we made every landing
an opportunity to practice spot
landing skills. Strive to improve
your skills at every opportunity.
For those of us who fly from

short fields, spot landings are of

ten imperative for the good health
of plane and pilot alike. But if you
operate from an airport with long
runways, it is easy to fall into the
trap of accepting less than spot
landings. This should be unac
ceptable. Make it a personal rule
that every landing be a spot land
ing. If the runway is 9,000 feet
long, do not accept any landing
in the first 4,000 feet as good . It
isn't! If you wish to land long, let
the tower know, and then land at
the spot that you have chosen.
Make that spot landing your per
sonal minimum.
Some of you might be asking
yourselves, "How does one achieve
this type of precision?" The answer
is simple. Be on target. Be on
speed. It has worked for me in
every type of aircraft I have flown .
Whether a )-3 Cub, a Malibu Mi
rage, or a Navajo, if I am on target
and on speed I will touch down
just beyond my aim point. What
do I mean by on target? Choose an
aim point just short of your cho
sen touchdown point . If the aim
point is not moving in the win
dow, then you are on targ et (on
the glideslope leading to your
touchdown point) . Now be sure
that your airspeed is proper, re
membering that wind, weight, and
density altitude all have an effect
in determining the proper speed. It
will work every time. Guaranteed!
Practice this at every opportu
nity, which means every landing
you do . Then when you hear the
tower controller say, "Red, Blue,
and White Skyhawk cleared to
land runway two seven, land on
the orange dot! " you can rock your
wings in affirmation, knowing
that you have the skill to land
with precision. As you touch down
on that orange dot you are allowed
to smile, knowing that you are
more than a good pilot ... you're
a great pilot.
By the way, if you are at EAA Air
Venture 2003, pleas e stop at the
NAFI tent and say hello. I'll be there
all week. I hope to see you !





P.O. Box 424, UNION, IL 60180

Spring has sprung

fter a long winter, the Fleet

emerged from the hangar,
started on the first blade,
and renewed my fervor for
flying a vintage airplane.
Feeling the wind in my face
(windchill notwithstanding) was a
distinct pleasure. I did some air
work, freshened up my coordina
tion, and then shot four landings.
I bounced the first one, so that
counted for two.
Then I hopped out (yes, I can
still hop, even at my age) and
turned it over to son number
three, Lee. It was a pleasure to lis
ten to the Warner engine as he
took off and climbed out. It actu
ally sounds like a big radial. It's
amazing how something as basic
as the sound of a radial can renew
one's joy to be alive.
Then as I was lying in bed this
morning, I began to ponder this
thought: the advances in technol
ogy and the demands of everyday
living have somehow bypassed the
fun flying that is so enjoyable.
There are two homebuilts in
progress in my area; there are
more, but these two are close at
hand, and each of these builders
seems bent upon destroying the
fun of flight.
One is tinkering with an au
topilot that goes with his full
panel and the rest of his electronic
marvels for navigation and instru
ment flying, while the other,
already flying, is cursing out his


JULY 2003

.. . some 15
miles southwest of
here, a powered
parachute group
seems to have
all the fun in
the world.
electric trim because he can't seem
to keep it working. This guy is
also having trouble with his con
stant-speed prop governor, and
has experienced some fuel injec
tion problems.
On the other hand, some 15

miles southwest of here, a powered

parachute group seems to have all
the fun in the world.
I feel our vintage airplanes are
the best solution. They were
equipped with wings and an en
gine, and were meant to fly. They
weren't built to carry a ton of air
borne electronics that require
constant attention and distract
from the fun of flying.
Sure, vintage airplanes require
constant attention; they aren't
flown by push buttons and need to
be constantly nourished, petted,
and loved, but that's what it's all
about. It's fun to pull the prop
through while you savor the
thought of getting into the air. Do
ing the dawn patrol, or just boring
holes in the blue. "Terrorizing" the
neighbors from 400 feet, waving at
the girl sunbathing in her yard, or
just looking at the scenery with no
destination or pressure to get
No radio, no radar advisories
just sheer pleasure and enjoyment.
The thrill of a perfectly coordi
nated turn, the grass kissing the
tires as you grease it on, the burst
of power as you do a bounce and
go. It all adds up to the kind of fly
ing I've enjoyed since my first
flight, and I'm going to keep it
that way! How about you?
Over to you,


The following list of coming events is fur

nished to our readers as a matter ofinformation
only and does not constitute approval, sponsor
ship, involvement, control or direction of any
event (fly-in, seminars, fly market, etc.) listed.
To submit an event, please lo g on to Only if Inter
net access is unavailable should you send
the information via mail to:, Att: Vintage

Airplane, P.O. Box 3086, Oshkosh, WI 54903

3086. Information should be received four
months prior to the event date.
JULY 12-Toughkenamon, PA-EAA Ch.
240 Fly-In/Drive-In Pancake Breakfast
& Lunch, New Garden Airport (N57).
8a.m.-2p.m. Young Eagles Flights. Info:
215-761-3191 or
JULY 12-Gainesville, GA-EAA Ch. 611
35th Annual Cracker Fly-In (GVL), 7:30
Pancake Breakfast. Judging in 9 cate
gories, awards, rides, food & drinks. All
day fun for the family. Info: 770-531
0291 or
JULY l7-20-Dayton, OH-Vectren Day
ton Air Show, Dayton Int'l airport. Info:
937-898-5901 or
JULY 19-Zanesville, OH-EAA Ch. 425
Pancake Breakfast Fly-In/Drive-In, Parr
Airport, 8am-2pm. Lunch also avail
able. Info: 740-454-0003
AUGUST I-Oshkosh, WI-Bellanca
Champion Club Banquet, 6 pm at Hilton
Gardens. Tickets available in late April,
$27 including dinner. Info: 518-731-6800
AUGUST I -Oshkosh, WI-Annual
Moth Club Dinner at Pioneer Inn. Bar
opens at 6:30 pm, dinner at 7:30 pm.
All enthusiasts welcome! Directions
distributed during the Forum or via
email on request. Moth Forum in
Pavilion #3, 8:30-9:45 am, Friday, Aug.
1. RSVP to: Steve Betzler, sbetzler@em or fax: 262-538-0715 .
AUGUST S-IO-Alliance, OH-5th An
nual Ohio Aeronca Aviators Fly-In,
Alliance Barber Airport (2D1) Info: Brian
AUGUST 9-Toughkenamon, PA-EAA
Ch. 240 Fly-ln!Drive-ln Pancake Break
fast & Lunch, New Garden Airport
(N57) . 8a.m.-2p.m. Young Eagles
Flights. Info: 215-761-3191 or
AUGUST IO-Queen City, MO-15th
Annual Watermelon Fly-In & BBQ Ap
plegate Airport, 2pm-dark. Info:
AUGUST 16-Cadillac, MI-EAA Ch.

678 Fly-ln!Drive-ln Breakfast, Wex

ford Cty Airport. 7:30-11 a.m. Info:


AUGUST 17-Brookfield, WI-VAA Ch.

11, 19th Annual Vintage Aircraft Dis
play and Ice Cream Social, Capitol
Airport. Noon-5. Info: George 414-962
2428 or Capitol Airport 262-781-8132
AUGUST 22-23-Coffeyvil\e, KS-Funk
Aircraft Owners Association 26th Annual
Fly-In and Reunion. Info: 302-674-5350
AUGUST 22-24-Sussex, NJ-Sussex
Airshow. Experimentals, ultralights,
classics, warbirds, top performers,
celebrate the history of flight. Info: 973
875-0783 or
AUGUST 29-3I-Saranac Lake, NY-Cen
tennial of Flight Celebration Air Show.
AUGUST 30-Zanesville, OH-EAA Ch.
425 Pancake Breakfast Fly-In/Drive-In,
Riverside Airport, 8am-2pm. Lunch
also available. Info: 740-454-0003
AUGUST 30-Prosser, WA-EAA Ch. 391
20th Annual Labor Day Weekend
Prosser Fly-In. Info: 509-735-1664
AUGUST 30--Marion, IN--13th Annual
Fly/In Cruise/In Pancake Breakfast.
Marion Municipal Airport (MZZ).
Features Antique, ClassiC, Homebuilt,
and Warbird aircraft, as well as vin
tage vehicles. Info: Ray 765-664-2588
or www.FlyIn Cnliseln. com
land, OH-Cleveland Nat'l Air
Show. Info: 216-781-0747 or
SEPTEMBER 13-14-Rock Falls, IL
North Central EAA "Old Fashioned"
Fly-In, Whiteside County Airport
(SQI). Forums, workshops, fly-market,
camping, air rally, awards, food & ex
hibitors, Sunday pancake breakfast.
Info: 630-543-6743 or
SEPTEMBER 13-14-Bayport, NY-40th
Annual Fly-In of the Antique Airplane
Club of Greater New York, Brookhaven
Calabro Airport. Display of vintage and
homebuilt aircraft, awards, flea market,
hangar party. Info: 631-589-0374
SEPTEMBER 19-20-BartlesvilIe, OK
47th Annual Tulsa Regional Fly-In.
Info: Charlie Harris 918-665-0755,
Fax 918-665-0039,
SEPTEMBER 2I-Simsbury, CT-An
nual Simsbury Connecticut Fly-In. We
especially welcome antique and vintage
a/c, along w/ homebuilts and Warbirds.
Trophies awarded for best of type. Event
also features flybys by Navy F-18 jets, a
Canadair business jet, parachute jump
ing, over 125 beautiful antique cars, and
more. No advance registration, no admis
sion fee for aircraft flying to the event.
Info: Bill Thomas 860-693-4550 or
SEPTEMBER 26-28-Pottstown, PA
Bellanca-Champion Club East Coast
Fly-In at Pottstown Municipal Airport
(N47). Info: 518-731-6800 or
SEPTEMBER 27-Hanover, IN-Annual
Wood, Fabric, & Tailwheels Fly-In, Lee
Bottom Flying Field. Relaxed atmos
phere, legendary "Cajun Avgas" (15 Bean
Chili). May arrive the night before to
share fireside flying stories and enjoy
Dawn Patrol. Rain date 9/28/03. Info:
812-866-3211 or If/


Nortbwest EM Fly-/n

July 9-13, Arlington, WA (AWO)
EM AlrVenture Oshkosh
July 29-August 4, Oshkosh, WI (OSH)
EM Mld-Eastem FIy-ln
August 22-24, Marion, OH (MNN)

Virginia State EM Fly-In

September 20-21, Petersburg, VA (PTB)
EM Southeast RegIonal FIy-ln
October 3-5, Evergreen, AL (GZH)

EM FIy-ln
October 9-12, Phoenix, AZ (A39)


tmt l TlI11


EAA's Countdown to
Kitty Hawk Touring
Pavilion presented by
Ford Motor Company

Key Venues in 2003

July 4-20 - Inventing Flight Celebration,
July 29-Aug. 4 - EAA AirVenture Oshkosh,
Oshkosh, WI
August 23-September 2 - Museum of
Flight, Seattle, WA
December 13-17 - First Flight Centennial
Celebration, Kitty Hawk, NC
SEPTEMBER 27-Richmond, VA-8th
Annual Wings and Wheels, Hummel
Air Field (W-7S), Topping, VA. An
tique, ClassiC, Ultralight, and
Experimental Aircraft fly-in, and a
British, European, American and Ex
otic car show. 8:00 am-4:00 pm.
Spectator parking fee of $5 per auto
will go to the Hartfield Volunteer Fire
Department. General admission is
free. Arts and Crafts vendors, Stear
man rides, food, and much, much
more. Info: 804-758-2753 or

SEPTEMBER 27-28-Midland, TX
Fina-CAF AIRSHO 2003, Midland
Int'l Airport. Info: 915-563-1000,
Ch. 146 Fall Fly-In Pancake Breakfast,
Klinekill Airport (NY1), Route 21B.
8:30-noon. (Gas available at Colum
bia County Airport, IB1.)
518-758-6355, web:
OCTOBER 4-S-Rutland, VT-13th An
nual Leafpeepers Fly-In Breakfast,
Rutland State Airport. Info: 802-235

2808, vt(
OCTOBER IS-I9-Tullahoma, TN
Beech Party 2003 "A Celebration"
Tullahoma Regional Airport. Safety &
Formation Flying School 10/17/03.
Awards, BBQ, kids hayride, ladies
fashion show, pilots
maintenance/safety seminars and
much more. Info: 931-455-1974 or
OCTOBER 2S-26-Royal Newcastle
Aero Club, Maitland, New South
Wales-The Great Tiger Moth Air
Race 2003. Info: 02-9328-2480 e
mail: (iona.c.



continued from page 1

morning, without having to pay ad

mission for the entire day. There is a
procedure in place to accomplish
this. Here's all you have to do:
On the day yo u 're goi n g to de
part, check in at any admissions
gate and explain to the person there
that you are departin g and need to
get to your ai rcraft t o do so. They
then will fill out a slip to get you on
to the flight line without any
charge. Then you'll be able to get to
your airplane, get a pre-flight brief
ing, and depart. Later, if you decide
to stay the day, you'll be asked to
purchase a daily wristband.
For a complete rundown on the
highlights and changes in the Vin
tage area, be sure to read this
month's "News" colu mn, starting
on page 2. Be su re to note the
change regarding the VAA Tall Pines
Cafe, and we'll see you there in the
morning! Remember, we are better
together. Join us and have it all. .......

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Aug 23. 2003

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and Prestretched for Stability

Aug 23-24. 2003 Arlington. WA


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Sept 5-7. 2003

*Cercified Bulk Cable and

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Aviation Products

696 E . 1700 Road

Baldwin City, KS 66006

800-544- 8594

Fax 785-594-3922 m


JULY 2003

Griffin (Atlanta). GA

Sept 12-14. 2003 Corona. CA


McFarlane Aviation, Inc.

Arlington. WA


Sept 20-21 .2003 Denver. CO



Sept 26-2B. 2003 Griffin (Atlanta). GA

for a complete listing of workshops.



Larry D. Strilchuk ........... Clyde, AB, Canada

Ross H. Banner ... North Vancouver, BC, Canada

Arthur T. Culver ........ Vancouver, BC, Canada

Bill Johnson .... ..... ..... Ripley, ON, Canada

Ron Miller. ............ North Bay, Or , Canada

Lloyd Richards ....... ... Timmins, ON, Canada

Tony Ellis...... ... Fareham Hampshire, England

Michele Delso!. ... . . Jouars-Pontchartrain, France

Geoffrey Lloyd ..... Worcestershire, Great Britain

Warren Denholm Beachlands, Auckland, New Zealand

Imeh Charles .............. Lagos State, Nigeria

Geoffrey M. New ..... Richmond North Yorks, UK

Gregory L. Garrett ............... Daleville, AL

Tim Huffaker. ...... . .......... Huntsville, AL

Thomas H. McGatha ........... . ... Centre, AL

James L. Ray ...... .... .. . . . ... Huntsville, AL

William R. Otto, Jr. ............... Conway, AR

Thomas Morris ..... ... . ......... Coming, AR

David Prussner. .. . . .. . ... .... .. Maumelle, AR

Darren J. Adams ... ..... .. . ....... Amado, AZ

Gary Moseley ................. . Chandler, AZ

Ben Recker. ...... . .... . . . ... Queen Creek, AZ

Mike Wyatt ..................... Pinetop, AZ

Brad K. Baum ........ ......... Escondido, CA

Gerald Bradley .............. Santa Barbara, CA

John P. Brown. . . . . . . . .
. . San Gabriel, CA

Howard Buck. .
. ... Apple Valley, CA

Stephen Dukker . . . . ......... San FranCisco, CA

Bart Gray . .... ........... Mountain View, CA

Van Ingle................... .. . Ca rlsbad, CA

Edward Johnson .... ... .......... . Ukiah, CA

William K. Knight ........ ... .. Santa Rosa, CA

Mark Lightsey ................... . Hemet, CA

Erik Nielsen .................... Torrence, CA

Alex Soffici. ..... . . ... ...... Santa Barbara, CA

Dean Stoker ................ Walnut Creek, CA

Barry Q. Weber ................ Livermore, CA

Fred J. Willert . ... .... ......... San Diego, CA

Gregory Cox ............ Colorado Springs, CO

Steve Wyman ... . ..... . .......... Aurora, CO

Richard B. Arnold .......... Fort Lauderdale, FL

John F. Bennett ............... Jacksonville, FL

Charles M. Burke.... ... .......... Sarasota, FL

Paul F. Claerbout. .............. Wellington, FL

C. A. Ekblad ... ........ .. . New Port Richey, FL

Anthony Ferri ... . ...... ... ... Lake Worth, FL

joseph A. Flora .............. Winter Haven, FL

Elizabeth S. Flower. .. ....... .... Bradenton, FL

Kevin T. Hanna ................ Gainesville, FL

john Hascard ................... Wabasso, FL

Tom Hurley ...................... St Pete, FL

Christopher A. Kelley ... ... ... N. Fort Myers, FL

Frank E. Little ................. Fort Myers, FL

Tim Preston ................ ... Tangerine, FL

Barry Victor Royer .... .. . ... ... Center Hill, FL

Lucian D. Smith, jr. ... ... ... ...... Deltona, FL

William F. Stinson ...... ......... Pensacola, FL

Tom B. Waid ...... ........ Cape Canaveral, FL

Rick Wasserman ........... .... ... Parrish, FL

Tim Baily ................. Peachtree City, GA
Abdu l Waajid Luqman ......... . Ellenwood, GA
Jimmy D. Payne ................. Newnan, GA
Guy C. Steele........ . . ... Stone Mountain, GA
jack Threlkeld, jr. ................. Senoia, GA
john Poulter ... .... .. . . . ... .... . . Senoia, GA
Elmer L. Marting ..... . .. ... . .. .. . Monona, IA
Richard M. Mascari .... .. . .... .. . Iowa City, IA
Nick W. McIntyre ................ Waukon, IA
Brett Alan Willie ...... .. ... ... ... Decorah, IA
jon C. Hall .... .. ............ Soda Springs, ID
Gregory Farley. . . . . . . . .
. .. Coal Valley, IL
joseph R. Forbes . . . . . . . . . . . . Plato Center, IL
james Michael Heidebrink .... . Bloomington, IL
Frank Iacovelli ........... Arlington Heights, IL
john E. Marsh .......... .. ... Wonder Lake, IL
j. Michael Loomis ............. Fort Wayne, IN
David Seest .... ...... .. ... .... Columbus, IN
Robert W. Thaxton .. .. ..... ........ SCipiO, IN
Ronald D. Simmons .. .. . .... . Prairie Village, KS
Randall K. Smith .. ................ Ingalls, KS
Kenneth Oder, MD ... .... .. ... Taylorsville, KY
William Poynter .. .... .... ...... Louisville, KY
Ken neth S. Rice .... .... ....... Henderson, KY
H. E. Brodnax .......... ... ...... Monroe, LA
Bert Moore .... .. .. .... . . . .... Shreveport, LA
Stephen Stewart ....... .. . . .. .. Hammond, LA
Stephen M. Chapman ............. Boston, MA
Richa rd S. Hogan ............. . LeXington, MA
Dennis PuIs .......... .. .. . .. . Forest Hill, MD
Oscar Azevedo .. ... . .. . ..... ... Dowagiac, MI
Thomas H. Cook .......... . Harbor Springs, MI
Harold "Dutch" Duringer. . .... .. .. Paw Paw, MI
james Laing ................ ... Vicksburg, MI
james D. McDaniel . ... . ... . .... Ortonville, MI
Louis Paul Solomos, jr. ..... .. ... . . St Helen, MI
David A. Symanow. . . . .
. ... Plymouth, MI
Larry Cincoski ....... .. ..... Apple Valley, MN
Donald B. Eide. . . . . . . . . . . .
. Webster, MN
Kevin Graham .......... ...... Prior Lake, M
Barbara Howell ............. . ... Webster, MN
Kathryn Howell .......... .. ..... Webster, MN
Meaghan I. Howell ... .. ......... Webster, MN
Dennis Hoyne. . . . . . . . . . .
. . St FranCiS, MN
Timothy P. Lynch . .. ...... .. . Coon Rapids MN
B. Michael Manthei .... ... .. North St. Paul, MN
john P. Mertesdorf ... .... ..... . .. Nicollet, MN
Robert F. Meyer. ....... ... ... ... Brainerd, MN
john Overton ............... Minnetonka, MN
Hans Donald Rosacker ....... New Brighton, MN
Chris S. Williams . .
. .. . .. Apple Valley, MN
james A. Blackwell ............. Tylertown, MS
Paul S. Fritts ............. . . ... LeXington, NC
Keith Lineback ....... .. . ... . .... Hickory, NC
Gil Long.
. .... .. . .... . ... . . . Raleigh, NC
Donald Trivette ......... . . ..... LeXington, NC
Thomas A. Whisnant ......... Gra nite Falls, NC

Dennis Mee...................... Exeter, NH

Dean D. Betz ....... ....... .... jersey City, Nj
Lorenz P. Moore... .. ...... .. .... Belvidere, Nj
Louis H. Okrent . ... . ..... .. ..... Flanders, NJ
joyce A. Hanmer ..... . ... . ... ... Santa Fe, NM
Steve Hill .... . .............. . ... Tijeras, NM
Robert E. McGuire ... . ............. Arrey, NM
Walter Denvin...... .. . . ... ..... . Sayville, NY
George E. Mitchell ............ . . . Bayport, NY
William F. Natale ..... . .. .. Saratoga Springs, NY
Mitchell Cary. .. .... ....... Yellow Springs, OH
Wilbur C. Graff. ... ........... Wadsworth, OH
Donald H. Cowdrey . .... ... ...... .. Tulsa, OK
Robert S. Sherman .. ... ..... . . . .. Edmond, OK
james Schwarz . .. .. .... ...... ... Portland, OR
james A. Smith . . . ...... ....... Pendleton, OR
jake W. Haupt .. .. ..... .... . .. . Lehighton, PA
Thomas Johnston .. .... ........ Camp Hill, PA
Dale Suiters ........ ..... . . . ...... Wood, PA
Dennis J. Hedden .... .. .. ..... ... johnston, RI
William E. O'Neel ..... ... . ... . W Kingston, RI
Lee jamison ........ . .. ... .... Charleston, SC
William N. Rowzee.. .... ... .... .. Brandon, SD
Gary Baglien . .... ... .. . . ... ..... Loudon, TN
Ronald K. Pickett ............... Nashville, TN
jack M. Bailey ............... New Waverly, TX
jim Belcher ......... . . ... .... . Greenville, TX
George W. Denby.... . . . ...... .. Arlington, TX
Lionel E. Fram . . . . . . . .
. .... Kerrville, TX
Vernon L. Hatch... . .. ....... .... Kerrville, TX
Floyd Holder .. .. ..... . .. .. . .... . Boerne, TX
Floyd Holder .. .... .. .... . . .. .... Boerne, TX
Daniel johnson .. . . ......... .... Houston, TX
Gene Kasson .. ...... .... .... ... Ft Worth, TX
R. Scott Kucel. .... . ... ...... .. . . . Rhome, TX

Marshall Reece ... . . .. .. ....... Fort Worth, TX

james L. Riggs . .... . .......... Fort Worth, TX

Rich Schwartz .................... Spring, TX

Beth Schneider .. ... ...... .. .... Park City, UT

Richard L. Conn .... .... .. .. ..... . Fairfax, VA

David Conn .......... .. ........ Bumpuss, VA

David U. Fretwell . . ..... . . ..... Great Falls, VA

Martyn King ......... ..... ...... Purcille, VA

S. H. Preston, 1II .... .. .. .. . . .... . Tazewell, VA

Robert Seymour .. ..... ..... .... Randolph, VT
Marvin E. Besch, jr. ............. Redmond, WA
Erik Kvam . .... ........... Camano Island, WA
Stephen McBee ......... ...... Bellingham, WA
Loyd L. Pierson ...... .. .. ..... ..... Brier, WA
Wade M. Roberts .... ....... . .. Steilacoom, WA
john A. Cahoon .... . . .. ...... . .. Hudson, WI
Ronald D. Gerdes .. . ... . ... Black River Falls, WI
Robert J. Gross . ... ........... Fond du Lac, WI
Frederick J. Keip . ..... ...... .. . Franksville, WI
joel M. Tastad ....... .... . . .... Hager City, WI
Bud Waspi ............ ....... Twin Lakes, WI
Bob Yokley........ .. ............ Baxter, WV




Radial Exhaust Systems Inc.

Jumping Branch, WV 25969

27 Years Experience

15 different engines for fitting

FAA Certified Repair Station XHYR068L

Antiques, Warbirds, Cropdusters

304-466-1752 Fax 304-466-0802


Ohio Aircraft Interior

is a future piece of

aviation history.

Award Winning Vintage I'!teriors

Paul Workman


Parr Airport (421)

Zanesville, Ohio 43701


-TIle use of Docron or similar modern moterials os asubstilu1e for (oHon is a

dead giveaway 10 Ihe knowing eye.They simply do nOllook righl on vinlage
oirero": from Robert Mikesh, former rurolor of Ihe Nolionol Air ond Spore
Museum, in his book RestOring Museum Aircraff.


Don't compromise your restoration with modem coverings
... finish the job correctly with authentic fabrics.
(erlifkaled Grade Acallan

Early aircraft collon

Imporled aircraft Unen (beige and Ian)

German WWI Lozenge prinl labric

Fabric lOpes: frayed, slraighl, pinked and early American pinked

Waxed linen lacing cord



Something to buy, sell or trade?


JULY 2003

Exclusive Southern Estate - Beautiful (circa

1930) private airport where history and
quality combine in a wide, 3,000 foot put
ting green runway with good approaches,
an architecturally detailed, 80x60 foot,
best quality, executive hangar with 1200
feet of attached offices, two additional alu
minum hangars and a modern 10,000
gallon fuel farm, all set on 39 manicured ,
very private, acres. The home, 4500 plus
square feet, situated on 18 landscaped
acres, is complemented by a tennis court,
accented by towering pines, all overlook
ing a well stocked 18 acre lake. This estate
is unsurpassed in its class and unique at
tributes that include an early nineteenth
century log cabin. Combine these qualities
located near Cambrian Ridge, a world
class Robert Trent golf course south of
Montgomery, Alabama, and you have a
periect setting for the aircraft owner who
demands the best. For information con
tact: George Turnipseed, Broker, email :
turnipseed@bel/ Phone: 334
221-1555, Fax:334-358-2322

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P.O. Box 3086, Oshkosh, WI 54903-3086.
ing Tom Cassutt-built Formula One ,
raced 1959 by Tom, 1960 by undersigned.
Modified 1964. Dismantled, complete, has
main bearings , bushings, master rods ,
C-85. Offers? 2. Percival EP.9, 1958, one
valves, piston rings Call us Toll Free
of two remaining, was British warbird
1/800/233-6934, e-mail
1958-61. High-wing STOl, 6 seats, Ly
Web site VINTAGE
coming GO-480, 270 hp, Hartzell CS .
Experimental/Exhibition . Sport Aviation
ST., SPOKANE, WA 99202.
article Dec. 2002. Awarded "Most
Unique" Contemporary 2002 Oshkosh.
Airplane T-Shirts

See 2003 Oshkosh. $82,000.3. Wittman

Tailwind W-8 project, two-thirds com
150 Different Airplanes Available


plete, many components welded by Steve,
has C-90. Offers? In WI. Jan Christie, 608
526-6171 or 920-563-4659.

A Web Site With The Pilot In Mind
(and those who love airplanes)
For sale, reluctantly: Warner 145 & 165 en
gines. 1 each, new OH and low time. No
tire kickers , please. Two Curtiss Reed
props to go with above engines. 1966 Hel
ton lark 95 , Serial #8. Very rare, PQ-8
certified Target Drone derivative. Tri-gear
Culver Cadet. See Juptner's Vol. 8-170.
Total time A&E 845 hrs. I just have too
many toys and I'm not getting any younger.
Find my name in the Officers & Directors
listing of Vintage and e-mail or call
evenings. E. E. "Buck" Hilbert
Flying wires available. 1994 pricing. Visit or call 800-517-9278.
For Sale -1939 Spartan Executive, 3500TT,
10SMOH. 214-354-6418.

Pure cotton machine and hand sewing thread

Vintage Aero Fobrics, Ltd. 316 Creekwood Dr., Bardstown, KY 40004

tel: 5023491429 fax: 5023491428 website:
' Originol Nieuport 28 restored by Vintage Avionon Services

crate in a barn for over 80 years. Pictures

are available via e-mail. Best Reasonable
offer will be accepted! Call 610-861-4406,
ask for Chuck.

For Sale-One pair of ORIGINAL Curtiss

Jenny (IN-4) wheels. Nice original condi
tion. These wheels were stored in wooden


merle has recently completed a major
overhaul of a Szekely for a Curtiss Wright
Jr. and has created many custom tools
and techniques to overhaul this unique en
gine. All new valves, value guides, pistons,
rings and re-machining of the case to ac
cept a thrust bearing for pusher designs
are available. Hourly service @ $60/hr. or
total overhaul for $10,000+- cash only.
Contact Ed Hammerle at 315-858-1492 or
POBox 91, Schuyuler lake, NY 13457

Your Fuel Stop




Fuel Discounts to Flyers Oshkosh Bound

Mechanic on Duty & Aircraft Washing
Aviation Museum on Field
Restaurants & Hotels Nearby
EAA Breakfast on Saturdays
Free Refreshments

IMAGE AIR 800-232-4360

KBMI Bloomington Illinois
Freq 122.95
N40 28.7' W8855.0'
211 nautical miles to KOSH

Membership Services



EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086

Espie ' Butch' j oyce
704 N. Regional Rd.
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Albert Lea, MN 56007
507373 1674


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2448 Lough Lane
Hartford, WI 53027
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7215 East 46th SI.
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85 Brush Hill Road

Sherborn, MA 01 770


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Indianapolis, IN 46278

sst I ()()


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P.O. Box 11 88

Roseville, CA 95678


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P.O. Box 328

Harvard, lL 60033-0328


john Berendt

7645 Echo Point Rd.

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9345 S. Hoyne

Chicago, Ii 60620

77 3 7792105

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1265 South 124th 5t.
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635 Vestal Lane

Plainfield, IN 46168


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5936 Steve Court
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81 749 19 110

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Northborough, MA 01532


copeland l

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1429 Kings Lyn n Rd
Stoughton, WI 53589

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28415 Springbrook Dr.

Lawton, MI 49065

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8891 AIrpOrt Rd, Box C2

Blaine, MN 55449



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2604934 724

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Wauwatosa, W1 53213


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P.O. Box 424
Union, IL 60180
81 5923459 1

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Lee Lakey
Wichita Falls, TX

Single engine land
Single engine sea
Multi engine land

/II have been very satisfied with my dealings with AUA since
1987 on my T-34 and 1993 on my L-4. My premiums
have always been below any other insurance company
with the same coverage./I

- L.akey

The best is affordable. Give AUA a call - it's FREE!

Fly with the pros... fly with AUA Inc.


Sandi's "Pride and joy"

19-1-1 Taylarcrc!Ji BC - Il

Sandi Lynn Shimpa

October 17, 1947 - March 25 , 2003

Our Friend and a Friend to Al'iation

Licensed Pilot

Flight attendant for 30 years

Past President - Shiloh Pilots Association

Member - EAA

Volunteer - Vintage Aircraft Association

Member - First Baptist Church of Mayodan

Board Member - Rockingham County American Cancer Societ y

Team Captain - Relay for Life

Volunteer - Hands of God Ministry

Volunteer - The Salvation Army

We will miss YOU ..

The staff of AUA, Inc.

Tailwheel Training

continued from page 20

pOint landings, bounce avoid

(3) Light wind crosswind takeoffs

and three-point landings.

(4) Wheel landings and more

bounce avoidance/recovery.

(5) Moderate wind crosswind take

offs and landings (both
three-point and wheel landings).
The ground school portion is di
vided into the following 10
(1) Aircraft familiarization.
(2) Left turn "torque" sources and
their control.
(3) Taxiing techniques.
(4) Use of, and considerations for,
wheel brakes.

(5) Normal takeoffs and landings.

(6) Wheel landings.
(7) Crosswind takeoffs and land
(8) Cause and recovery from
bounce (jounce).
(9) Different types of tailwheels
(for example, free-castering,
steerable, locking, etc.)
(10) Guidelines to predicting air
craft behavior based on
configuration characteristics.
I have covered a lot of ground
here, an adequate dosage for a first
exposure. It is my hope that I have
given aspiring taildragger pilots
something to think about as well
as a starting point to launch their

new endeavor.

Don Hammer
503-627-4666 (day)
503-692-3471 (night)

Don Hammer provides tail

wheel training through the FBO at
McMinnville, Oregon. If you're in
terested in tailwheel training and
this syllabus, he invites you to
contact him by phone or e-mail.
Don has authored additional ar
ticles amplifying on wheel
landings and crosswind technique.
These will appear in the comiJ?

Check out all the VAA
available merchandise
by shopping the
Vintage section of
EAA Aeronautica.


3-D VAA Patch



This 3-dimensional patch is well tailored and

will look great on your clothing and accessories.

JULY 2003



Vehicle Discount