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MARKER/Dutch Redfield
10 MYSTERY PLANE/H.G. Frautschy
12 PASS IT TO BUCKlE.B. "Buck" Hilbert
Budd Davisson
H. G. Frautschy
Editor-in-Chief scon SPANGLER
Executive Editor MIKE DIFRISCO
COIl tributillg Editor JOHN UNDERWOOD
Art Director BETH BLANCK
Photography Staff JIM KOEPNICK
AdvertisillglEditorial Assistallt ISABELLE WISKE
Welcome to the year 2000! We're all being inundated by
all the various media about the highlights of the past thou-
sand years and what we might expect to happen during the
next century. While looking back and recalling the past, it
became clear to me that the good friendships, relationships,
activities, and adventures I've enjoyed have totally drowned
out the not-so-pleasant memories. It always seems that be-
cause of the good people I have known, whatever bad times I
have had were short-lived because of their help. I have had
relationships go sour, but the new relationships are much
stronger because I had learned what I did wrong in the past.
I'll bet you've had the same experience.
I have had some very good friends "go west," but I still en-
joy their friendship. All I have to do is recall the times I spent
with them whenever I want, and feel their friendship still
with me. It's also great that as time goes on, I continue to
meet and gain new friends both in and outside of aviation.
You can never have too many friends!
There are activities I have enjoyed that will, for whatever
reason, never be repeated, but there will be new adventures
better suited for today's environment, all of them waiting for
us in the new century. Now, the adventure part is not so easy
to put your finger on. This is the stuff that is purely an indi-
vidual sport; there are really no rules that I have ever found.
The adventure is the thing that keeps you young, and puts
that gleam in your eye. It gives you that smirky smile when
your friends ask and you can't tell them about the deed. It's
the stuff that keeps you enthusiastic, and I will wager you
that when you see some of the older pilots walking the air-
plane rows at a fly-in, they have some adventures that they
can not tell you about, but would really like to do so.
I look forward to all of these things in this new century,
especially the adventure parts. Everyone loves Indiana Jones,
right? The secret is when you climb out on that limb, just
don't be too far above the ground!
On page four of this issue of Vintage Airplane, please take
a moment and read about the passing of Bob Lickteig. Bob
will be greatly missed by the Vintage Aircraft Association and
the EAA; he was a driving force as a director and was able to
make ideas become reality. I personally will miss his friend-
ship and guidance, as we talked to each other once or twice a
week for many years. I always valued his opinion. Bob was
the president of the then Antique/Classic Division prior to
my election in 1988, and he passed along a healthy, growing
organization when he handed the baton my way. I'll always
be grateful.
As to the state of the EAA Vintage Aircraft Association,
Inc. I'm pleased to report we are doing well. Our bank ac-
count is in the black; membership is holding steady, and
your publication Vintage Airplane continues to improve un-
der the guidance of H.G. Frautschy, your editor.
All of that said, it doesn't mean we're going to sit on our
empennages and enjoy the view! We can all add to our con-
tinued success. Vintage Airplane is a member-supported
magazine. Sure, it's great that we have the EAA Headquarters
staff to lean on for certain things, but they can't do it all.
Since this is a members-for-members association, I'd really
like to see more member input into the magazine, particu-
larly when it comes to technical articles. Send them to H.G.
and he'll get in contact with you to get your ideas in print.
We'd also like to see the membership ranks continue to
grow as more and more folks see how enjoyable vintage avia-
tion can be. Some time in the next 12 months, please talk
one person and invite them to join the Vintage Airplane As-
sociation as a member. All of us need to do this so the
Association can continue to be strong and growing.
I'll keep you up to date on how the membership as a group
is doing by publishing a short report each quarter. The first
one will be in the April issue of Vintage Airplane. Asking each
of us to bring new member into the fold is a very simple ap-
proach and will not require a great deal of effort by anyone.
Flip over your V AA membership card. All of the information
you'll need to tell someone how to join up is on the backside
of that card. Don't have a card like that yet? Then call EAA
Membership Services at 800-843-3612 in Oshkosh, WI.
They'll be sure and get one in the mail to you if you're a cur-
rent member or are renewing your membership.
Winter's in full swing now. I know it's cold out there, but
please take moment to check your hangar's structure. Each
year we have a number of planes damaged by an old struc-
ture giving away and falling on a beautiful airplane. Can you
imagine how that would break your heart? Don't let it hap-
pen to you!
I've been talking about putting a new instrument panel in
the Luscombe, but the weather has been too good for flying
here. Not any more - even here in the South the weather can
be pretty poor in the winter. It's time to get the drill out and
start working. I guess a new windshield and interior would be
a good idea, along with the panel. Hmm, how about the side
windows and the ?? Well, you know how it goes! I've start-
ing to work on the airplane and I can't stop! Sound familiar?
We're just starting on a new Century. Let's all pull in the
same direction for the good of aviation. Remember we are
better together. Join us and have it all! .....
( fill inti '., illl ':i r: \..\ !
I !! ~ J l
Gene has often been involved in the building of a number of EAA aircraft. Here he's work-
ing of the aileron of EAA's Travel Air E-4000, which is now one of the airplanes flown at
EAA's Pioneer Airport. Gene worked on the Travel Air with a number of other EAA staff
members and volunteers, including his good friend, the late Jim Barton.
For fifteen years Gene gave introductory
flights to students at EAA's Air Academy.
1 7 6 6 l U ! s p u a ! J } A U e W } O d l a 4 a 4 l 4 l l M I I 6 u ! l a l d w Q ) ' S ! A e O a 4 l
a J O l S a J o l l n o l a s a 4 ' ' r j ' r j 3 W O J } l u a w a J l l a J S ! 4 J a l } ' r j ' S a l ! J ) a l e o J a n b l l U e
p a w e } a 4 l W O J } M l - O S ! A e O E E 6 l S I 4 n 4 6 n o q A 4 l 0 J O O p u e a u a 9 ( l } a l )
a u e l d a 4 l p a u M O e l u J O } ' 1 e ) ' a s o r u e s
} O ' 0 ) u O l l e ) I } ! p o l . I \ J J a 4 l e a M a 4 1 ' e > i s e J q a N U J a l s a M U ! p a [ o J d u o ! s s a J d
- d n s l ' e 4 e J O } N O I 7 - d S S I l J n ) s l 4 l 4 l l M s p n o p p a p a a s a 4 9 5 6 l } O J a w w n s
a 4 l U I ' S U O I S S I W 6 u ! l S a J a l u l a w o s A I } O l p a > i s e a q P l n o M A l l e u o ! s e ) ) o p u e
' l o l l d a l e J o d J o ) p u e J a a u l 6 u a W n a l O J l a d s e q o [ A e p S ! 4 l e p a > i J O M a u a 9
" AANEWS fighter group, and his 2-1/2 year
compiled by H.G. Frautschy
Vintage Aircraft
Association Director
Robert j. "Dobby"
Lickteig of Albert
Lea, Minnesota
passed away De-
cember 13, 1999
after a brief illness.
Dobby was a native of Minnesota,
and had his first airplane ride at the
age of 13 in a Velie Monocoupe. He
soloed in a J-2 Cub at the age of 16
while working at the local airport for
flying time, and had been flying ever
since then. After completing college
in Minnesota, he entered Air Force
pilot training and graduated in Class
42]. He was assigned to a new P-47
FRONT COVER ... Piper's savior air-
plane when it was on the verge of going
under after the personal airplane market
coll apsed in 194 7, the PA-15/ 17
Vagabond was no frills, but it continues
to be a favorite "Short Wing Piper." Gale
Perkins brought home the Reserve
Grand Champ ion Class ic award from
EAA AirVentu re '99 with this example.
EM photo by Mark Schaible, shot with a
Canon EOS1 nequipped with an 80-220
mm lens on 1OOASA Fuji Provia slide
film. EM Cessna 210 photo plane flown
by Bruce Moore.
BACK COVER ... "German Air Ser-
vice " is the title of this watercolor by
EAA Master Artist Bill Marsalko, 3717
Addington Ct. , Fairview Park , Ohio
44126. Bill has apair of limited edition
prints for sale , done in the same style.
The fi rst depicts Eddie Rickenbacker's
Spad in action , and the other shows a
Siemens Schukert 0111 in combat. Sized
at 16x20", they are priced at $25, $50 if
you wish to have Bill sign and number
the print. Bill also offers his originals
for sale at prices ranging from $500 to
$3,500. For information on the various
details in "German Air Service," please
see the key on the oppOSite page.
combat tour of duty during WW-JI
was spent in the European Theater of
Operations. Dobby owned a varied
coll ection of aircraft, including a
Stinson V77, Stearman, L-2M, Aztec,
Citabria, BT-13A and AT-6G. In 1985
he completed the restoration of a KR-
21 Kinner-powered biplane and
donated it to the EAA Aviation Mu-
seum. It can currently be seen on
display at the Heritage Halls museum
in Owatonna, Minnesota where it
currently on loan. His airplanes were
frequent visitors to all upper Midwest
He had been active in EAA An-
tique/Classic and Warbird activities
since the EAA Convention was
moved to Oshkosh. Dobby served
the membership as Vice-President of
the Division in 1984 and then Presi-
dent from 1984 until mid-1988. He
also served on the Board of Directors
from 1990 until his death.
VAA Directors and advisors come
from all walks of life. A few are pro-
fessional pilots, but most are from the
broad spectrum of everyday life. Man-
ufacturing, engineering, computer
programming, and businessmen all
are represented, linked by the com-
mon bond of aviation. Dobby
brought a successful businessman's
acumen to our table, and shared his
expertise and enthusiasm unselfishly.
We'll certainly miss him!
Time's running out to register for
t h e first session of t h e Wright
School of Building and Restora-
tion. Six separate sessions, two each
in t he winter, spring and fa ll , will
present an overview of necessary
building and restoration techniques
or emphasize the construction of a
specific model of aircraft. Winter ses-
sions are Feb. 7-11 (bas ic ski ll s of
aircraft building and restoration) and
Feb. 14-18 (building the RV series air-
craft). Spring sessions are May 8-12
(basic skills) and May 15-19 (kit air-
craft to be determined). Fall sessions
are Nov. 6-10 (basic skill s) and Nov.
13-17 (to be determined kit aircraft).
Rates vary according to the pro-
gram. Accommodations for all Air
Academy programs are available in
the new Air Academy Lodge, a spe-
cially built facility that provides Air
Academy groups the opportunity to
share time together in an aviation at-
mosphere on the EAA grounds.
For more information or registra-
tion materials for the Foundation's
education programs, call toll free
888-EAA-EAA9 (888-322-3229) or
920-426-6815. or contact EAA's
World Wide Web site at www. eaa.arg.
You may also e-mail the Education
Office directly at educatian@eaa.arg.
Don't delay!
EAA has added another tool to its
sources of information and hands-
on education for homebuilders-
SportAir Workshops. EAA has co-
sponsored the Alexander SportAir
sessions that have been held around
the nation since 1993, and it offi-
cially brought them under the EAA
banner in January.
Popular with EAA members and
other aviation enthusiasts, at one-
and two-day weekend sessions experi-
enced instructors teach homebuilding
skills to people building or restoring
their own aircraft, or planning to do
so. Topics taught include Introduc-
tion to Aircraft Building; Basic Fabric
Covering; Composite Construction;
Basic Sheet Metal Construction; and
Electrical Wiring and Avionics . All
sessions include extensive "hands-
on" experiences that enhance an
individual's confidence to begin or
complete their project.
EAA SportAir Workshops also in-
clude three-day kit-specific sessions
for several of t he most freq uently
built models, and a one-day Intro-
ductory Aircraft Buil ding Workshop
and an Owner's Maintenance course.
The latter course offers aircraft own-
ers of all types-homebuilt or
production models-training on basic
maintenance procedures that aircraft
owners can perform t hemselves. The
4 JANUARY 2000
hands-on session includes safety
wiring, maintenance items such as
spark plugs, filters and tires, as well
as proper pre-flight techniques.
Participants in this year's sessions
will see a lot of continuity with the
well-respected Workshops. SportAir
creator Ron Alexander will continue
his leadership in the Workshops. He
will oversee course development and
instructor selection and training. In
addition, Poly-Fiber Aircraft Coat-
ings and Aircraft Spruce & Specialty
Company will continue their sup-
port of EAA's educational mission.
In all, 24 EAA SportAir Workshops
are scheduled at locations around
the nation during 2000, starting with
session in Oshkosh on January 22-
23. Other locations scheduled for
this year include Arlington, Wash-
ington; Corona, California;
Greensboro, North Carolina;
Shawnee, Oklahoma; Columbus,
Ohio; Lansing, Michigan; Griffin,
Georgia; and Lakeland, Florida.
The EAA SportAir Workshops will
continue to use existing facilities
around the nation, including
Alexander's new facility in Griffin,
Georgia. In addition, the weekend
series will complement the improve-
ments planned for Workshops at
EAA AirVenture Oshkosh, the Sun In
Fun EAA Fly-in, and the Northwest
Regional Fly-in at Arlington, Wash-
ington. Alexander will administrate
the sessions for 2000. For more in-
formation or to register for any EAA
SportAir Workshop, call 800/967-
5746 or visit the SportAir website at
If it's January, it must be time for
our annual Type Club List! Starting
on page 21, you'll find all just about
every type of airplane has a special
group who want to "Keep 'em Fly-
ing." As the age of the computer
continues to reach us in all sorts of
ways, we've added listings for E-mail
and Web Site addresses. As of the
end of 1999, about a third of all the
Type Clubs have some form of elec-
tronic information available, and
the number is increasing each
We're doing it too, at www.vin-
tageaircraft.org. Drop in and read
about Type Clubs, and peruse the
same list you see here, updated on
a regular basis all year long.
While you're there, you'll notice
that our Type Club list contains
Hyperlinks to each of the Type
Clubs who have web sites, making
it easy for you to find out more
about your favorite airplane.
Check it out at www.vintageair-
craft.org, or start your EAA web site
visit by exploring at www.eaa.org.
The recurring annual cost and
paperwork of registering collector
aircraft in Minnesota will disap-
pear for many owners under a new
Law passed by the Legislature and
becomes effective August I, 1999.
The new law replaces the "Pio-
neer" classification which was only
for aircraft manufactured through
December 31,1939 with two new
categories: "Antique" and "Classic".
Antique covers aircraft manufac-
tured prior to December 31,1945
and Classic applies to aircraft manu-
factured after December 31, 1945
and are at least 50 years old at the
time of registration. If registered un-
der either of these categories and the
owner operates the aircraft as a col-
lector's item, the owner only need to
complete an application and pay the
one time fee of $25.00.
According to the Department of
Transportation this will be effective
only for aircraft after August I, 1999.
The Department is also beginning
the design and procurement of spe-
cial decals for these new categories.
This expanded recognition of
collector aircraft was initiated by
Ken Hengler of Hanover and Tom
Render of Eden Prairie, both collec-
tors of antique aircraft and guided
through the Legislature by State
Senator Gen. Olson (R Minnestria).
1. Albatros flown by Werner Voss of
Jagdstaffel 5.
2. Jasta 18, flown by StaffelfOhrer Raden ,
GuntherVon Buren and Ltn. KOstner.
3. Obit. Kurt Student-JagstaffeI9.
4. Manfred Von Richthofen.
5. Medal: Knight 1st class with swords of the
Albert order.
6. The Knights cross of the military Max-
Joseph order.
7. lVG C.V. reconnaissance aircraft.
8. Pfalz DXII-Jasta 35b.
Our congratulations to the 1999
"Win Me" Luscombe winner, Keith
Smith of Minnesota. Sponsored by
the Luscombe Foundation as a
fundraiser to support the Founda-
tion's non-profit programs,
including the development of a Lus-
combe museum and preservation of
Luscombe historical information,
the annual airplane raffle has be-
come quite popular. All of the 2,800
tickets available were sold, and Keith
bought only three of them to win
his airplane, which was awarded at
the Copperstate EAA Regional Fly-In
held in Chandler, Arizona.
You can lend your support to the
Luscombe Foundation by purchas-
ing a chance to win a Luscombe in
2000. Tickets for the Millennium
Luscombe drawing are now available
by calling 480/917-0969. Again,
only 2,800 tickets will be sold, $40
each or three for $100. Donations
are tax deductible. Visit their web
site at www.luscombe.org and E-
Mail at: silvaire@luscombe.org

IfTV-rIve rears
Flying Fingerlings andAerialLumber Yards
n subsequent years, Cranberry
Lake in the upper Adirondacks
became our spring and fall base
of operations, continuing ' till the
late season iced over ponds would
force us to quit. While at Cranberry
we operated from behind Given's
Grocery Store at Cranberry Village,
tying up alongside a long, quite of-
ten awash, low floating dock used by
lakeside camp owners who came by
small boats from down the lake to
the village for supplies.
Many a fall morning, Barb and I
would come down from our room-
ing house quarters to the airplane
only to find it covered with several
inches of new wet snow. To make
her flyable, one of us would perch
on the upper wing center section
throwing buckets of warmer lake wa-
ter onto the wings to slosh the snow
off. And sometimes on a cold morn-
ing, the start air storage tank would
be depleted while trying to get the
Continental running. When this
happened, we'd have to paddle her
to a nearby sandy, snowy beach,
nose her in, and then swing the pro-
peller by hand, while standing with
rubber boots in several inches of
chilly water.
Following a cold morning liftoff
in quick freezing spray, only by
greatly exaggerated actuation of the
stick and rudder could the freedom
of vital flight controls and water
rudders be assured, with the plane's
resultant aimless gyrations remind-
ful of a wounded duck flopping
through the sky.
During the fall season while work-
ing at Cranberry, we contracted with
the State of New York to plant fin-
gerling trout in several backwoods
ponds. We rendezvoused with an
aerated state tank truck at the settle-
ment of Stillwater on Beaver River
Flow where the baby fish were trans-
ferred into ten-gallon milk pails
which were lashed to wooden racks
bolted to the Waco's float support
struts. As the day wore on, the loads
were gradually increased and by
mid-afternoon we were carrying four
ten-gallon cans on each of the float
racks, and two in the front cockpit.
When she was pushed off the beach
and taxied out in the lake for take-
off, the back third of the floats would
be awash by several inches. Yes, she
was overloaded, but the Waco's per-
formance appeared to suffer little.
However, during approach, unless
considerable power was used to
maintain an acceptable sink, she
didn't glide in for landing at our des-
tination pond, she kind of fell in.
I flew these planting flights alone,
stopping the engine after landing so
I could get down to the floats to un-
cover, then dump the cans one at a
time. It was late afternoon when the
last load had been flown and I re-
turned for Barb. Now lightly loaded,
we took off and banked low and
headed north across the hills for
Cranberry. Low clouds had been
forming since noontime, gradually
obscuring the November sky, and
they were now gray and cold and
by Holland "Dutch" Redfield
6 JANUARY 2000
spitting light snow. The route home
would have to be from lake to lake
using the large-scale topographical
charts and I steered without the ben-
efit of familiar streambeds like those
I knew so well in the lower Adiron-
dacks. The fall light was fading fast
and the heavying snowfall was fast
reducing visibility to little better
than straight down. In the drafty
cockpits we were cold and shivering
in our wet clothes and wet boots.
We passed low over Witchopple
Lake where I had planted some fish
earlier and as it slid beneath, I saw
friendly smoke drifting from the
stone chimney of the hunting lodge
located there. I quickly banked and
circled back, and hunters in red plaid
shirts waved to us through the dusk
and now steadily falling snow. It
didn't take long to make a decision
as the wings were brought level and
the end of the long, narrow lake we
had just passed over could barely be
seen ahead through the snow. A
short glide and we were down.
We tied the seaplane to a tiny ca-
noe dock, covered the engine and
the cockpits, then trudged up a short
trail through the woods to the lodge
where hot coffee and a crackling fire
soon warmed us. We were now
warm and secure and the seaplane
was in a safe protected spot. Some
while later when the hearth fire was
getting low, Barb and I were shown
to a bunk shack situated near the
main building.
Heavy, warm blankets covered
our assigned bunks . Barb first
crawled into his and fully clothed he
quickly covered up with chattering
teeth. I, too, then kicked off my
boots and made a running dive over
the end of my bunk where to my
great surprise I landed with a crash.
Barb, although snug, hadn't in-
formed me that there were no
mattresses and that the blanketed
boards were only there to keep a
person in a sleeping bag off the
cold floor.
The next day was nice and we
flew home to Cranberry in the sun-
shine, but with me nursing a bruised
Some day perhaps, I
will understand why
nurses and aviators
are attracted to each
other. An awful lot
of them are.
Deep in the Adirondacks near
Cranberry a hillbilly named Rudy
had camped for many years. Every
few weeks he would visit the village
for supplies, rowing his leaking boat
six miles up the lake from where the
trail ended on the far south shore.
The Waco was tied alongside
Given's dock one day as Rudy was
getting out of his tippy boat along-
side the half sunken, slippery dock.
He hobbled over to our seaplane, his
long whiskers dripping tobacco juice
on his boots and pants, and a large
chaw bulged his cheek beneath his
matted, stringy hair and small round
metal framed spectacles.
Despite the beard and exterior ap-
pearance, Rudy seemed an educated
man and he spoke well. Perhaps he
hibernated in the solitude of the
woods to get away from it all. Rudy
asked me if we might be able to help
him. He explained that his tent
badly needed some new flooring,
and because the woods were so wet
and soggy from recent rains, he had
been unable to get to his campsite
with a team and wagon. Rudy in-
quired if we could possibly deliver
some lumber to him with the sea-
plane, leaving it on the shore of a
nearby pond.
I leaned into the cockpit and
pulled out the large-scale topograph-
ical chart that showed the Cranberry
area of the Adirondacks in the small-
est detail. Careful measurement
showed the pond to be too small
and I believed the matter dismissed,
but Rudy bit off a new chaw and
asked, "Well, why don't you drop
the boards in to me?" Initial con-
templation showed this to be a
somewhat ridiculous suggestion, un-
til at Barb's suggestion he and I put
our heads together to talk things
over. It was Barb's proposal that we
could easily make up some bundles
of about a dozen boards each, to be
held together with bailing wire.
With a bundle lashed to the deck of
each float, we could complete the
job with only a couple of flights
down over Rudy's camp, dropping
two on each trip. Arrangements were
made to complete the task a few
days hence.
Rudy's tent was deep in the woods
among dense and high trees. So we
could locate his campsite, it had
been previously agreed that he was
to climb a nearby tree and tie a white
flag to the top.
With two of Rudy's bundles
lashed to the floats, we took off, flew
south, and after much searching fi-
nally located our prearranged target.
As we circled to keep the tiny white
marker in Sight, Barb eased himself
out of the forward cockpit and out
onto the lower wing walk. He then
very carefully lowered himself over
the lower wing leading edge, an inch
at a time, until he was standing on
the deck of the left float. In the
meantime, I had begun a long, slow
approach toward Rudy's campsite.
As we got closer, and lower, Barb
loosened the lashings, then upon a
prearranged signal the boards were
released and Barb pushed the bundle
free with his foot. The first load
plunged toward the forest far below,
tumbling over and over. As I gently
banked the Waco for another pass,
Barb clambered back up to the lower
wing, into the cockpit, and now fu ll
of confidence, out the other side and
down onto the deck of the other
float where our lumber dropping
procedure was repeated. Another trip
back to Cranberry for a second load
and we were done. On our way
home, there was much shouting and
laughing between cockpits.
I must say now that during this
process there were plenty of things
for Barb to hang onto: struts, wing
and float brace wires, etc., and once
down there, the floats did provide a
wide, stable platform upon which to
stand, even in the strong propeller
stream. But, would I do it?
On Rudy's next journey to Cran-
berry Village, we were paid with
soggy bills and also complimented
on our bombing accuracy. It was ex-
plained that even though each of the
bundles had burst on impact, and
one had landed butt end first on a
large stump, only one of the boards
was unusable, and for this he was
most pleased. But he also told us ,
when he had first seen us circling, in
order for him to be certain where the
tumbling boards were landing, he
had positioned himself very close to
the targeted tree, but then soon
found h imself dashing about t he
woods in all directions as he franti-
cally endeavored to st ay out from
under the plummeting lumberyard.
Thus far in this narration nothing
has been said about any possible ro-
mance, but one began to bl ossom
about the time we brought the
Waco F-2 back from Buffalo. My
love was Peggy Barkley, a student
nurse in training at the University
of Syracuse.
Onjul y 2, 1937, we eloped and
we re marri ed. At thi s writing 44
year s lat er, we have two sons, a
wonderful daughter-in-l aw and a
beautiful granddaughter to show for
a great marriage.
It must be said, however, that al-
though the justice of the Peace, Guy
Pickering, across the stat e line in
Great Bend, Pennsylvani a, pro-
nounced us man and wife on the
8 JANUARY 2000
second of july-it really wasn' t until
two days later on july 4th, when I
was busy hopping passengers at
Owasco Lake, that it all suddenly
sank in.
The seaplane, with me at the con-
trols, was on a right descending turn
toward the lake and passing low over
the roller-coaster at an amusement
park near where we were flying ,
when my mind suddenly ceased
working as a total realization of my
very recent marriage dawned on me-
"My God, what have I done?"
As I contemplated the enormity of
it all, the Waco continued its de-
scent, its pilot now an unseeing
zombie, and we hit the water, and
bounced in a cloud of spray, and
bounced again. Finally, we were
down and I had done nothing to as-
sist. The seaplane dropped off the
steps and for several minutes wan-
dered aimless ly over the lake's
surface as the prop slowly ticked
over and over, and Barb on shore
wondered what was going on. Then
suddenly I came to, shook myself,
smiled at my puzzled passengers,
swung her around and taxied for
Some day, perhaps, I will under-
stand why nurses and aviators are
attracted to each other. An awful lot
of them are.
Much as I loved fl ying in t he
Adirondacks, our business in t hi s
lovely area, even during the summer
season, was just t oo slim. Besides
this, in order for us to do any busi-
n ess, it was necess ar y t o do
considerable non-revenue flying be-
tween mountain lakes looking for it.
What I looked for was a new base
of operations where people would
come t o me, a base where the air-
plane would only be flown when it
was producing revenue. The colorful
village of Al exandria Bay, situated
amidst the magnificent Thousand Is-
lands on the St. Lawr ence Ri ve r,
seemed an ideal spot. We operat ed
just the F-2 there during the summer
of 1937, giving up our operations in
the Adirondacks except for the still
lucrative fall hunting season. But fly-
ing a seaplane from the St. Lawrence
quickly revealed itself as far more dif-
ficult than I had anticipated. Dozens
and dozens of large 100-passenger
tour boats cruising between the 1900
closely packed islands, plus the
countless boats of the island resi -
dents themselves , and large
ocean-going tankers and freight ers,
resulted in heavy and very congested
conditions, as well as a troublesome,
seldom-abating surface dead swell
which caused me many delays, air-
frame punishing takeoffs and
landings, and severe problems from
the boat swells when lying dockside.
The business potential proved ex-
cellent, but I was very discouraged
and frustrated with the conditions
under which I was forced to operate.
Gradually, however, I became more
and more familiar with, and able to
recognize from the air, the many
tour boats operating from Alexan-
dria Bay, as well as the boats of the
Islanders, where on the riverfront
they were normally apt to go, and
where they were most apt to be com-
ing from . I memorized the tour boat
schedules, and those that threw large
wakes and those that did not.
Most of the landing approaches to
the river on busy days were from a
270 degree descending pattern
started from directly overhead my
planned, but ever changing, touch-
down area, this permitting a view of
the river throughout t he approach.
From above, it seemed a turmoil of
cri sscrossi ng boat s and confused
crisscrossing wakes, but by studying
the boats and their wave patterns, r
was almost always abl e at the last
minute to pre-select a comparatively
smooth spot for touchdown and still
close to our dock. As we neared the
surface, I would loosen my seat belt
and stand on the rudder pedals with
head and shoulders high above the
small windshield, this so in the last
few seconds of the approach I could
see over the airpl ane's long nose.
Hundreds of touchdowns were made
in this manner.
When it was necessary to bash
through big waves, the softest pene-
trati on would result with the fl oat
bows high, just before going onto, or
just after coming off the planing
steps. And the retreating sides of
wakes undulating across the river's
surface in the same direction as a
takeoff or landing run would pro-
duce a softer impact than crashing
into a wake's advancing edges. Prob-
ably the softest ride of all would
result when taking off or landing
parallel to the swells. But on takeoff
the rhythmic wing rocking that re-
sulted greatly interfered with
essential smooth air flows over the
lifting airfoils which was certain to
produce a much longer takeoff run.
In the case of landings, however, it
made little difference as the quicker
lift was lost, the better.
The summer tourist was the prin-
cipal source of income for the
natives of Alexandria Bay. The ex-
cursion boat tours in this
magnificent area were, and continue
to be, a big business, and there was
considerable local concern that my
scenic seaplane flights over the Is-
lands might cut into the business of
the tour boats. This was made clear
to me in various ways on several oc-
casions. But I tried to be a good
neighbor, and as it turned out we
were not hurting anyone's business
at all. On the contrary, it was soon
agreed we were probably actually
helping everyone's business in the
form of another village attraction.
Over the ensuing years, I made
many good and lasting friends at the
1000 Islands. The tour boat captains,
as they became aware of my operat-
ing problems, did much to help me
by keeping an eye out and not cut-
ting in front of me, turning so as to
parallel my runs for better wave pat-
terns, and not objecting when I
landed close alongSide. Often I
would receive a friendly horn blast,
when under tight conditions it
would be necessary to make a low
flat skidding turn, plunking down
right in front of their bow.
In the late fall the F-2 was rein-
stalled on her landing gear. We
hauled her out of the water along-
side a tiny grass field bordering the
west shore of Onondaga Lake and
then hoisted her up on a chain fall
rigged between two trees. The bolts
were knocked in place and soon she
was sitting on her landing gear and
tail wheel. A very short run across
the postage stamp field and she was
airborne with her still spinning
wheels skimming the lake, then an-
other few minutes and she was back
under a hangar roof for the first time
in many months.
The tour boat captains,
as they became aware
of my operating
problems, did much to
help me by keeping an
eye out and not cuffing
in front of me.
During the ensuing winter I did
some heavy thinking about the
1,000 Islands operation. Very often
on busy days we lost an awful lot of
business because I was able to carry
but two passengers at a time, and
prospective Sightseers, facing a long
wait for a flight, would just walk
away. Also, the seaplane operating
season was only, at best, about six
months long; the rest of the year the
airplane was not very productive. If I
had a seaplane that could carry four
passengers, and an airplane that
could also be operated in the south
over the winter months, a far better
operation would certainly result.
But, besides this, I now had the up-
coming responsibilities of a
father -to-be.
The only four-place airplane that
even came close to my performance
and capacity requirements was the
Waco cabin biplane. I was fortunate
to find one, a Standard Model, YKS-
7. It was only a year old and it was
mine for $3,000. I was able to locate
a set of used floats for $1,100.
But now, the F-2 had to be sold
and on a cold blue skied February
day I flew her south across the snow-
covered hills, delivering her to her
new owner in Philadelphia. Al-
though very proud of the new Waco
cabin, and full of hope for the suc-
cess of a new type of operation, I
was also torn and hated myself for
now turning my back on this lovely,
lovely airplane that I loved so much
and that had served me so well. As
the hills and valleys passed below, I
was tempted several times to turn
back with her and I winced. Tears of
frustration came, and I was angry at
the way I was coping with a situa-
tion of my own doing.
The air was smooth and stable
and the Continental's song was crisp
and sweet in the cold winter air. I
wouldn't let myself toss her around
and play with her a bit because she
knew where to nip me and tease for
more. So I let her doze and hoped
she wouldn't realize where I was
taking her.
This beautiful thing.
With my lap belt tight, I was
joined to her and I was part of her.
With the gentle pressures of her con-
trols she allowed me to feel her, and
feel her element, the sky. And when
I responded to her pressures with
guiding pressures for her to feel, we
were one, and totally dependent
upon each other.
She was vibrant and quick to
sense my moods, perhaps reflected
back to me in joyful, frivolous flight,
or, at times there were worrisome,
distracted flight where her plaCid na-
ture would do most of the work for
me, times when I had many other
things on my mind. Sometimes she
was kittenish and without much
teasing could be coaxed to stand on
her tail, or do a back flip, or even
roll over.
When I left her at Philadelphia I
believe she thought I'd be back. I
didn't go back to pat her. Maybe
someday I'll find her again and I am
certain we'll know each other.
Continued Next Month in Vin-
tage Airplane. ......
Curtiss "Oriole"
by H.G. Frautschy
Pete Bowers Collection
Many of you wrote in to iden-
tify the October Mystery Plane.
Pete Bowers, Seattle, WA sent in a
nice collection of photos, and this
"The October Mystery Plane is the
1919 Curtiss "Oriole" an optimistic
effort by the giant Curtiss Aeroplane
& Motor Co. to provide a new post
WW-J design for the commercial mar-
ket. Unfortunately, it faced an
unpleasant fact of life. Competition
from cheap war-surplus models like
Curtiss' own IN-4D Jenny and the
Standard J-1, many of which Cur-
tiss had bought from the government
for refurbishment and resale.
"Structurally, the Oriole was a
step ahead of the Jenny in that it
was a three-seater with a lami -
nated wood semi-monocoque
fuselage. The wing was essentially
shortened Jenny, and the engine
was the same 90 hp Curtiss OX-5,
a water-cooled V-So
"The Oriole was initially priced at
$9,S50 but with refurbished Jennies
being sold by Curtiss for $2,000, the
price of the Oriole was slashed to
$3,000. A further blow came when
the government began selling war
surplus directly to the public instead
of to manufacturers for refurbish-
ment and resale.
"Curtiss then aimed for a higher
market. It put the new 160 hp Cur-
tiss C-6 engine, an in-line six, into a
larger and heavier Oriole with a
four-foot greater wingspan. The longer
wings and canted inboard struts were
normally a recognition feature of the
C-6 Oriole, but some "Short Wing Ori-
oles" were retrofitted with the C-6
"The improved perfornwnce didn 't
help sales, and Curtiss soon ended Ori-
ole production. Undelivered airplanes
were dismantled and stored. Supris-
ingly, some of these were sold to other
January Mystery Plane, .
Pete Bowers sent in this month's Mystery Plane, a handsome biplane
from the 1920s. We've not touched the photograph, so any markings are
still visible.
Send your answers to: EAA, Vintage Airplane, PO Box 3086, Oshkosh, WI
54903-3086. Your answers need to be in no later than February 25,2000 for
inclusion in the April issue of Vintage Airplane.
You can also send your response via e-mail. Send your answer to vin-
Be sure to include both your name and address in the body of your not e,
and put "(Month) Mystery Plane" in the subject line.
manufacturers and 1924 and 1925,
one of whom used the wings on a new
steel tube fuselage while another fitted
new wings to the Oriole fuselage. "
Larry Beidleman of Granada Hills,
California wrote:
" ... As you commented, the Oriole
fuselage was constructed of molded
plywood providing a very strong,
streamlined shape.
"While today we imagine racing
10 JANUARY 2000
(TOP) The improved Oriole with longer wings and 160 hp
Curtiss C-6 engine. Note the canted inboard struts, rounded
wingtips, and larger rudder.
(RIGHn A close-up of the 160 hp Curtiss C-6 engine installa-
tion in an Oriole, the 1918 150 hp K-6 model. Note the
unique vertical radiator used by both the OX-5 and C-6 ver-
sions of the Oriole.
planes as sleek, low wing monoplanes,
the Curtiss Orioles were popular in their
day as racers. One Oriole, fitted with a set
of wings with the lower span shorter than
the top, and braced with struts instead
of wires, set several speed records in the
Retired American Airlines pilot John
Kidd of Garden Grove, California re-
called a personal encounter with an
"In the early 1920s a barnstormer
brought a Curtiss Oriole in my home town,
Bristow, Oklahoma. I was 10 years old,
and lived a couple of blocks from the cot-
ton field where many barnstormers found
"l was lucky to be so close; I was the
-conitnued on page 26
Wing Span
Wing Area
Empty Weight
Gross Weight
High Speed
Cru ise Speed
36 ft. 40ft.
25 ft. 26 ft, 1 In.
326 sq. ft. 399 sq. ft.
1,4281bs 1,732 Ibs
2,0361bs 2,5451bs
86.3 mph 97 mph
69 mph 72.6 mph
EAA #21VAA #5
H.G., your friendly editor, came
down last weekend to immerse him-
self in airplanes. One of the "BIG"
disadvantages he has as your editor
is that he is so far into Vintage Air-
plane, he's out of it!
Now that may seem like a foolish
statement, but in reality, he very sel-
dom gets a chance to just fly for fun.
Once in a while this leads to his
showing up at my hangar door for
an afternoon of revitalization. This
was one of those times.
H.G. is going for his Commercial,
Instrument, and maybe his Instruc-
tor's ratings. I have the airplanes,
and an old simulator, so he's gravi-
tated to the "Funny Farm" strip to
sharpen up for the flight test.
Preflighting the Cessna, he found
my spoiler installation of sufficient
interest to ask me to do an article on
them, so here it is.
Here at the "Funny Farm Airfield"
we have some pretty strong south-
westerly winds. I was watching the
airplanes bucking their tiedowns one
afternoon in 30 plus gusts, and I de-
cided there must be a way to
minimize this, so out to the Aero
Shop and here are the results in
words and pictures:
I found two eight-foot lengths of
1 x 3" furring strips, whacked them
in half and made a "T." Next came
attachments of one-inch aluminum
bar stock formed in the shape of the
leading edge. I screwed them to the
"T, " and padded them with some hi-
density foam, and put some padding
on the bottom of the "T" as well.
On the backside of the "T" I made
a couple of loops to hook on some
12 JANUARY 2000
byE.E."Buck" Hilbert
P.O. Box 424, Union, IL60180
cheapie bungee cords.
Now to prove my theory, I went
out and installed them on the air-
plane. I slipped them
over the leading edge,
pulled the bungees back
to the trailing edge, stood
back and 10 and behold,
they WORKED! The
bucking all but stopped.
They are now standard
equipment on several of
the airplanes parked out-
side here at the "Funny
Farm Airfield."
Take a look at the pic-
tures and if you want to
reproduce t hem, got to
it. The whole shebang
came to about $20, and
that sure is minimal
when you're protecting
an airplane investment.
Oh yeah, I painted them
with leftovers that were
just laying around.
Another neat litt le
"field" expedient: for a
pilot cover, a plastic film
cartridge can worked out
just fine. So well, in fact,
that it's now standard
equipment in the
tiedown kit. You may
want to add a length of
red ribbon to it (just put
the tail in the bottle and
then snap the top down)
as a "Remove Before
Flight" reminder.
Over to you,
q ~ t c k ~
agabond! Out-
side of aviation, the name
conjures up images of a free
spirit who spends his life moving
from one happy experience to an-
other without a care in the world.
Say the word within aviation circles,
however, and the image is of a
stubby-cute little airplane that today
is seldom thought of as floating
across the landscape like thistle in
the wind. Today, it's thought of as a
long-ago airplane ideally suited for
hamburger runs and local hops.
And then there is Gale Perkins'
Vagabond. Now we're back to the
original definition of the word. And
how do we know that? Because a
quick review of Perkin's long shelf of
awards will show a preponderance of
"longest distance" plaques and tro-
phies. This particular Vagabond
actually is a free spirit that enjoys
the open road and doesn't consider
distance to be an obstacle.
Gale, who calls Richwood, Ohio
home, can walk down his trophy
row and proudly point out his Clyde
Smith Award earned at Sentimental
Journey in Lock Haven, Pennsylva-
nia. That's not too far from his
Longest Distance awards from places
like south Texas and Colorado.
Flight planning a meager 90
mph, Gale is flying for the
right reason. He's flying be-
cause he enjoys being in the
air. So, the longer the trip, the
better. As a true vagabond
knows, the joy is in the jour-
ney, not in the arrival.
It's obvious the little PA-
15/17 series, both called
Vagabond, has outgrown its
original image as an econo-
plane to become a well liked
little classic. The original de-
sign was Piper's desperate
attempt to survive the crash of
the much heralded, and to-
tally non-existent, aviation
boom market of 1946. At a
time when it looked as if few
manufacturers were going to
survive, the money man
William Shriver came through
Piper and laid down one law: Gale Perkins and his EAA AirVenture '99
build the cheapest airplane Reserve Grand Champion Classic trophy.
you can build and use as much
in-stock, already paid for ma-
terial as you can. That meant using
the cheapest motor (Lycoming 65 hp
in the PA-15 because freight was
cheaper than for Continentals), with
as few luxuries and use as few mate-
Gale loves to fly his Vagabond long distances, and prefers to use this thumb on the
map and a good stopwatch. He's added a few more items to the instrument panel,
including an a-day clock, turn and bank, directional gyro and cylinder head temp-
erature gauge.
rials as possible. This automatically
meant the airplane had to be small.
And the wings could be shorter, if
the airplane was lighter. This meant
fewer ribs, less spar material, shorter
struts, etc., etc.. In the original PA-
ISs, the gear was simplified by the
removal of any shock absorbing
system. After all, they rationalized,
that's what tires were for. The
panel featured the absolute mini-
mum of instruments and military
surplus mag switches were used.
Simplify, simplify.
A year later the design was subtly
modified into the PA-17, still called
Vagabond, with the most important
changes being the installation of a
bungee landing gear and an A-65
Continental engine. At some point
in its early history before he bought
it, Gale's airplane received several
additional modifications that made
it even better. Chief among the
changes were a C-85 Continental, a
wing tank, the side "D" windows
which eliminated a serious blind
spot, and a normal sized tail whee I.
Gale came into aviation as a farm
14 JANUARY 2000
kid who wanted wings. In fact, the
family farm on which he now has
his house, has been in the family for
three generations. However, Gale
had no taste for farming, choosing
instead to go into education while
his brother ran the family farm. For
30 years, he was an occupational
teacher who " ...helped kids continue
their education who might other-
wise drop out." He would tutor them
in English, History and Government
for half a day and they would then
get on-the-job training for hands-on
occupations for the rest of the day.
He learned to fly while he was
still in college as part of Ohio State's
well-known aviation program. He
laughs when he talks about getting
his PPL in a Cessna 140 for the grand
sum of eight bucks an hour, wet.
Oh, for the old days!
Gale moved onto the farm in 1965
and bought a J-3 shortly there after
to utilize the grass strip he and his
brother had carved out of a pasture.
The Vagabond came to live with him
in 1973 and it was love at first flight.
"I don't know why, I just love the
way it handles and the way it looks,"
he says.
At one point, he thought he
might like a clipped
so he sold the
Vagabond to a
neighbor. Then, he
felt so bad seeing
the airplane sit out-
side and missed
flying it so much,
he talked the neigh-
bor into selling it
back to him.
He had been
thinking about
restoring the air-
plane for a long
time when Ma Na-
ture made the
The aileron horns should look familiar to anyone who's
flown a Cub and dinged his scalp on a turnbuckle!
decision for him. As he puts it, "I
called home from the Rocky Moun-
tain Fly-In in 1991 to tell my wife I
had good news and I had bad news.
The good news was I won a trophy.
The bad news was, just after the air-
plane was judged, it got hailed on
and was full of holes."
The hail was bad enough that it
punched over 60 nice clean holes in
his airplane. "I got out the duct tape
and sealed each one of them up.
Then I flew home being very careful
to keep my speed down. I was a little
nervous, although I probably didn't
need to be."
The airplane had been rebuilt in
1971 by a previous owner, so the cot-
ton cover was 20 years old and ready
for replacement anyway.
Gale didn't feel as if he could do
an adequate job of restoring the air-
plane to his own satisfaction so he
talked to a friend who lived over in
Chatfield, Ohio, Tom Schulze. Gale
had seen a PA-22/20 Tom had done
and II .1 knew he could do exactly
the kind of job I wanted."
Gale credits Tom, who has a full
time job as an auto mechanic, with
If the Vagabond were judged as art (and many of us might be tempted!) it would
have to classified as "Minimalist," since the airframe includes just a little more than
is absolutely needed for flight.
doing the lion' s share of the work,
although Gale was right there on
weekends helping out.
The airplane was dismantled in-
cluding taking the wings completely
apart. The aluminum spars were
cleaned and Scotchbrited and any
rib that wasn't perfect were replaced
with a new-old-stock part. Then the
parts were epoxy primed, new lead-
ing edges fabricated and the wings
The fuselage was stripped and sand
blasted and, "...we were lucky in that
we could find very little rust any-
where. Only one small piece around
the doors needed some work."
Although the old expander tube
brakes have gotten ridiculously ex-
pensive to overhaul, Gale decided
to stick with the originals rather
than going for a Cleveland conver-
sion. Besides, as many who have
made the conversion have found
out, Clevelands are often too much
brake for such little airplanes.
From the door forward, the
Vagabond's sheet metal was typical
of the breed: it had nearly a half-
century's worth of small dents and
dings. There was nothing major
wrong; it just had enough minor
There's no doubt about where the vent is for the fuse-
lage mounted fuel tank. Gale runs his Continental C-85
on auto fuel, as the EAA Auto Fuel STC sticker attests.
imperfections that it
would drive anyone
restoring an airplane
nuts. The cure? Replace
all the sheet metal. This
part of the project
started with locating a
new, old-stock nose
bowl, which a California
Piper dealer still had on
his shelves. Fortunately,
PA-17's and PA-ll's
share the same nose
bowl and Gale lucked
onto one. Then they,
" ... spent a huge amount
of time getting a really
good fit. Even the fac-
tory sheet metal had
little puckers and we
worked to make sure
ours fit tight."
The entire airplane, including the
metal, was shot with Randolph dope,
rather than using enamel on the
metal. This guaranteed a perfect color
match. Gale says, "We attended some
Randolph workshops that showed us
how to shoot dope on metal, but we
still wound up redoing some cowling
pieces several times. The only enamel
is on the struts."
The airplane was covered with Ce-
conite with the two of them dividing
the labor. Tom did the outside and
Gale did the interior. To guarantee
that the envelopes fit , they had a
woman come to the airport with her
sewing machine and stitch them
right on site.
While he was doing the interior,
Gale put sound deadening material
in the walls in an effort to cut down
noise and keep heat in. He says, "I
really wouldn't recommend doing
the same thing to anyone as I can
hardly tell the difference."
They decided to do the engine
themselves with Tom doing the as-
sembly work and farming out the
machine work. The hardest part of
the project was finding a good crank
for the engine. Then a new
Sensenich 72/44 prop was fitted
which Gale says, II .falls somewhere
between a climb and cruise prop."
Gale doesn't believe in fancy any-
thing and his airplane shows it. The
only electricity in the airplane is in
the ELT battery and there isn't even
a telltale mark where a GPS clamp
might have been placed. When Gale
goes somewhere, it is with chart in
hand and his eye on the lubber line.
He doesn't know for sure how many
miles he's traveled in the airplane,
but everyone of them has been by
pure pilotage.
So, now that he has the Reserve
Grand Champion-Classic trophy to
add to his collection, was the six-
year effort worth it? II Absolutely,"
he says, "but not because of the tro-
phy. It's just nice to do something
right without cutting corners and
be satisfied with the result."
Apparently the judges were satis-
fied too.
16 JANUARY 2000
by H.G. frautschy
e recreational aviation
renaissance is in great
evidence all over the
country. A great place to see it
in action is a wonderful small
airport on the western out-
skirts of st. Louis, Missouri.
Dauster Field in Creve Coeur
is a wonderful mix of regular
general aviation activity and
good old fashioned fun. At
any given moment you might
see a Stearman in the pattern
with a Cessna Conquest, or if
you're really lucky and pick
the right day, you might even
get to hear, smell and taste the
castor oil in the air as a Le-
Rhone rotary engine powered
Sopwith Pup is flown, or per-
haps a OX-S powered Jenny.
It's quite a place, and later this
year we'll tell you more about
the airport and it's amazing
collection of airplanes and
people. But this time, we'll
concentrate on one activity -
the hosting of the National
Monocoupe Fly-In by Al Stix,
proprietor of Dauster Field,
and the Monocoupe Club.
The weekend event drew
Monocoupes from all over the
United States, including the
110 Special flown from Vir-
ginia by Bob Coolbaugh,
Monocoupe Club president,
and Andrew King, who com-
pleted the restoration of the
airplane with Bob.
Let's take a look at what
went on:
Andrew King and Bob Coolbaugh tend to the needs of the 110 hp Warner engine. Still a
bit tight after its overhaul, it was still depositing quite a bit of oil on the fuselage of the
110 Special.
Bud Dake's Mullicoupe got plenty of
use over the weekend, as the master
builder himself demonstrated the
exceptional abilities of the R-985
powered speedster to many first-
timers. Bud's masterful touch
extends to his flying as well - the
Mullicoupe is flown by very smooth,
capable hands.
These are the bare bones of the very first Monosport,
built by Mono Aircraft of Moline, IL. This Monosport 1,
SIN 200, was registered when first built as NC-89S7. A
"souped-up" airplane for its day, the Monosport was
powered by a 110 hp Warner, and coupled with smaller
wing area than the Monocoupe 113, it had plenty of
speed, often w inning closed-course racing events. Glen
Peck is working on the Monosport for the Historic Aircraft
restoration Museum, based there at Creve Coeur.
Jim Harvey is one of the local Monocoupe afi-
cionados who loves to fly at Creve Coeur, and
"Snappy", his Monocoupe 90AL is no hangar
queen. Jim is out flying it as often as he can.
18 JANUARY 2000
Curtis Whitehead of Sanborn, NY owns this Lambert-pow-
ered 90A Monocoupe.
Jim Harvey put these history boards together so we could all learn more
about the history of Mono Aircraft and its successors. The Monocoupe's
mystique and performance potential have kept it in pilot's minds for over six
Monocoupe Club president Bob Coolbaugh grins as
he adds throttle to the Warner on his 110 Special as
we climb out after a "high speed" pass down the
grass runway at Dauster Field.
'-"_. _ ".. .. ..
(LEFT) Bill Symmes zipped up to St. Louis from his Miami, FL base in his
running 185 Warner mounted inside
(ABOVE) Also from Miami, John McCulloch's Warner 185 powered 110
Special was first built in 1938, and rebuilt as a Clipwing by the Kimballs
in Zellwood, Florida. It made its Clipwing debut at Sun 'n Fun '92.
(LEFT)Monocoupe color schemes are among the most rec-
ognized from the Golden Age of Aviation. From Minot,
NO, this is Warren Pietsch's 110 Monocoupe.
(BELOW)Master builders Bud Oake and Jim Younkin pause
for a moment under the wing of Jim's Mullicoupe. Bud was
busy during the weekend flying his 90AL. Jim, as usual, is
also busy on a number of fronts. One of his many current
projects is a new autopilot for homebuilts that promises to
be quite an advanced system for a reasonable cost.
The highlight of the weekend was the surprise roast of soon-
to-be EAA retirees Jack and Golda Cox, seen here with Bob
Coolbaugh. Jack and Golda were honored for their work at
EAA and their years of dedication to Monocoupes. Indeed,
some have accused the Monocoupe Club of hiring them as
"Monocoupe Operatives" within the walls of EAA! While not
exactly true, between John Underwood, Jack Cox and Jim
Zazas, a major portion of Monocoupe history over the years
has been documented in print.
Ted Oilse of Scranton, NO flies by in his Monocoupe,
which is the prototype 90A, and was featured in the
center spread of the May 1996 issue of Vintage
Airplane. This airplane was once flown by Charles
Lindbergh and Amelia Earhart, among other notable
pilots of the 1930s. It is SIN 662.
20 JANUARY 2000
This list of Type Clubs should be
the most accurate compilation we've
ever publi shed. For the past four
years, we have sent each Type Club a
postage paid postcard confirming
their listing.
If you have changes related to
your Type Club list, drop a note in
the mail detailing with your listing
exactly as it will appear in the maga-
zine (use the format you see on these
pages). Send your note to: An-
tique/Classic Type Clubs, P.O. Box
3086, Oshkosh, WI 54903-3086, or
E-mail it to vintage@ eaa.org.
The Type Club list is also available
in the Division's web page at V AA's
Web site, which you can find at:
http:// www.vintageaircraft.org
Aeronca Aviators Club
Julie and Joe Dickey
55 Oakey Ave.
Lawrenceburg, IN 47025-1538
Phone/Fax: 812.537.9354
E-mail : jdickeY@seidata .com
Newsletter: 4 issues per subscription
Dues: None $16 subscription
International Aeronca Association
Aeronca Lover' s Club
Buzz Wagner
Box 3, 401 1 st St. EAST
Clark, SD 57225
605.532.3862 Fax 605.532. 1305
Newsletter: Quarterly
Dues: $20 per year
National Aeronca Association
Jim Thompson, President
806 Lockport Road
P. O. Box 2219
Terre Haute, IN 47802-0219
812.232. 1491
Magazine: 4 per year
Dues: $25 U.S. , $35 Canada, $45 Foreign
World Beechcraft Society
Alden C. Barrios, President
1436 Muirlands Dr.
La Jolla, CA 92037
E-mail: worldbeech@aol.com
Dues: $25 per year
American Bonanza Society
Nancy Johnson, Exec. Dir.
P. O . Box 12888
Wichita, KS 67277
316.945-1700 Fax 316.945.1710
E-mail: bonanza 1@ix.netcom.com
Magazine: Monthly
Dues: $45 per year
Web Site: www.bonanza.org
Twin Beech 18 Society
c/o Staggerwing Museum Foundation, Inc.
P. O. Box 550
Tullahoma, TN 37388
931.455 . 1974
Newsletter: 4 per year
Dues: $40 per year
Staggerwing Club (Beechcraft)
Jim Gorman, President
P. O. Box 2599
Mansfield, OH 44906
419.529.3822 (HI, 755. 1011 (W)
Newsletter: Quarterly
Dues: $20 per year
Twin Bonanza Association
Richard I. Ward, Director
19684 Lakeshore Drive
Three Rivers, MI 49093
Phone/Fax 616.279.2540
E-mail: forward@net-li nk.net
Newsletter: Quarterly
Dues: $30 per year U.S. and Canada, $40
Web Page: http://www.twinbonanza.com
Bellanca-Champion Club
Robert Szego - President
P.O. Box 100
Coxsackie, NY 12051-0100
E-mail : szegorbellanca-championclub.com
Newsletter: Quarterly "B-C Contact"
Dues: $33 per year; (2 yrs./$59L Foreign $41 (2
yrs./$68 US Funds)
Website: www.bellanca-championclub.com
Bird Airplane Club
Jeannie Hill
P. O. Box 328
Harvard, IL 60033-0328
Dues: Postage Donation
Bucker Club
Chris G. Arvanites
16204 Rosemarie Ln.
Lockport, IL 60441
815.436. 1011 Fax 815.436. 1011
Newsletter: 6 per year
Dues: $22 per year U.S. & Canada, $27 Foreign
Natonal Bucker Jungmiester Club
& American Tiger Club, Inc.
Mrs. Frank Price, President
Rt. 1, Box419
Moody, TX 76557
International Bird Dog Association
(Cessna L-19/0-1 ) Mitch Leland - President
406 N. Av. R
Clifton, TX 76634-1252
Newsletter: Quarterly "Observer"
Dues: $25 per year
Website: www.L-19BowWow.com
Cessna T-SO "Bamboo Bomber"
Jim Anderson, Secretary/Treasurer
Box 269 Sunwood
Marine on St. Croix, MN 55047
612.433.3024 Fax 612.433.5691
E-Mail : jja@Wrmed.com
Newsletter: Quarterly
Dues: Contact Club for Info
Web Site: www.cessnat50.org
Cessna Owner Organization
P.O . Box 5000
lola, WI 54945
715.445.5000 or 800.331.0038
Fax: 715.445.4053
E-Mail: cessna@cessnaowner.org
Magazine: Monthly
Dues: $39/year
Web Site: www.cessnaowner.org
Cessna Pilots Association
John Frank, Executive Director
P.O. Box5817
Santa Maria, CA 93456
Magazine: Monthly
Dues: $45 annually
Web Site: www.cessna.org
International Cessna 120/ 140
Stacey Greenhill
3 1 3 Partridge Lane
Wheeling, IL 60090
847.541 .7793
Newsletter: Monthly
Dues: $15 U.S. per year
West Coast Cessna 120/140 Club
c/o Don and Linda Brand
9087 Madrone Way
Redding, CA 96002
530.221 .3732
Newsletter: Bimonthly
Dues: $20 per yea r
Cessna 150/1 52 Club
Skip Carden, Executive Director
P. O. Box 15388
Durham, NC 27704
919.471 .9492 Fax 919.477.2194
E-Mail : membership@cessna150-152c1ub.com
Newsletter: Monthly Dues: $25 per year
Web Site: www.cessna150-152c1ub.com
International Cessna 170 Association, Inc.
Velvet Fackeldey,Exec. Secty.
P.o. Box 1667
E-mail :cI70hq@.lIion.org
Newsletter:Fly Paper(12 perYr.)170News
Dues:$35 peryear
International Cessna 180/185 Club
(Cessna 180-185Ownership Required)
ScottWhite - President
PO Box639
Castlewood,VA 24224
Dues: $20peryear
Eastern 190/195 Association
Cliff Crabs
25575ButternutRidge Rd.
North Olmsted,OH 44070-4505
440.777. 4025after6PM Eastern
E-mai l:ccrabs@aol.comorclassic I95@aol.com
Newsletter:Irregular;Approx. 4 PerYr.
Dues: $15 initiation andas required.
Citabria Owners Group
Carl Petersen,President
636lona lane
Roseville MN 55113
E-Mail: champ@citabria.com
$25 US / $40International (US Funds)
Corben Club
Robert l. Taylor,Editor
P. O.Box127
Blakesburg, IA 52536
Newsletter:3- 16 pg.Newsletters
Dues:$15 for 3issues
Culver Aircraft Assoc.
c/oDon Nicholson
723 BokerDr.
Tomball ,TX 77375
For newsletteranddues info,contactthe club.
Culver Club
Woodside,CA 94062
Culver PQ-14 Assoc.
Ted Heineman
29621 Kensington Drive
lagunaNiguel ,CA 92677
Dart Club (Culver)
Uoyd Washburn
2656E.Sand Rd.
Pt.Clinton,OH 43452-2741
deHavilland Moth Club
Michael Maniatis - Chairman
48West 22St
NewYork,NY 10010
212/620-0398 Fox:212-620-4281
22 JANUARY 2000
Dues: $15US andCanada,$15Overseas
Ercoupe Owners Club
Carolyn T.Carden,Membership
Ocean Isle Beach,NC 28469-5644
E-Mail :coupecaper@aol.com
Fairchild Club
7645Echo Point Road
Connon Falls,MN 55009
E-mail :mjbfchld@rconnect.com
Dues: $12peryear
Fairchild Fan Club
Robert l. Taylor,Editor
P.O.Box 127
Blakesburg,IA 52536
Newsletter:3- 16pg.Newsletters
Dues:$15for 3issues
International Fleet Club
SandyBrown,Newsletter Publisher
P.o. Box 511
E-mail :AyboY@ntplx.net
Newsletter: Approx.3-4peryear
Dues: Contributions
Funk Aircraft Owners Association
Thad Shelnutt
Great Lakes Club
Brent l. Taylor,Editor
P.O.Box 127
Blakesburg,IA 52536
Newsletter:3- 16pg.Newsletters
Dues:$15for 3issues
The American Yankee Association (Grumman)
3232Western Drive
Cameron Pork,CA 95682
Dues: $30peryearU.S., $30Foreign (Initiation
$7.501 styear/Foreign $10.00)
Han Club
Robertl. Taylor, Editor
P.O.Box 127
Blakesburg, IA 52536
Newsletter:3- 16pg.Newsletters
Dues:$15for 3issues
American Han Association, Inc.
lorin l. Wilkinson,President
221 SauthridgeDr.
E-Mail :dservers@ameritech.net
Dues:$15 U.S.,Canada,$20Foreign
Heath Parasol Club
William Schlapman
6431 Paulson Rood
Winneconne,WI 54986
Continental Luscombe Association
GordyandConnie Birse,Treasurerand
29604 1 79th PlaceSE
E-Mail :wizard8E@msn.com
Newsletter:Bimonthly(6 peryear)
Dues: U.S.$15,Canada$17.50U.S.Funds,
Foreign $25U.S.Funds
Luscombe Association
John Bergeson,Chairman
6438W.Millbrook Rood
Remus,MI 49340
Dues:$25peryear U.S. ,$25Canada,$30
Meyers Aircraft Owners Association
William E.Goffney,Secretory
24Rt. 17K
Newburgh,NY 12550
Dues:Postage fund donation
Monocoupe Club
Bob Coolbaugh,Editor
6154River ForestDrive
Manassas,VA 20112-3076
E-Mail :monocoupe@earthlink.net
Dues:$15 peryear
N3N Restorers Association
Gerold Miller
3320Northridge Drive
GrandJunction,CO 81506
Dues: $12 peryear
American Navion Society
Jerry Feather,President& Editor
P.O.Box 148
Nav Air/Navion Skies
Raleigh Morrow
P.O.Box 2678
lcdi, CA 95241-2678
209.367.93908a.m.-12noon M-FFox
E-Mail :Navionl@inreach.com
Navion Skies Dues: $39peryeor
Buckeye Pietenpol Association
http://users.aol .com/BPANews
International Pietenpol Association
P. O.Box127
Newsletter:3- 16pg.Newsletters
Dues:$15for 3issues
Short Wing Piper Club, Inc.
Eleonorand BobMills, Editors
Halsteod, KS 67056
E-mail: swpn@southwind.net
Flying Apache Assoc. (piper)
JohnJ. Lumley
DelrayBeoch, FL 33446
Phone 561.499.1115,Fax561.495.7311
E-mail :jckllum@cs.com
Piper Owner Society
E-Mail :piperpiperowner.org
Cherokee Pilots Assoc.
P.O.Box 1996
Lutz,FL 33548
Magazine:11 issuesperyeor
Dues:$32.00(US) $36.00Canada &Mexico
Cub Club
John Bergeson,Chairman
Remus,MI 49340
517.561.2393 Fax 517.561.5101
Dues: $25peryeorU.S., $25Canada,$30
L-4 Grasshopper Wing
Bill Collins,Editor/Publisher
RR 2,Box619
Gould,AR 71643-9714
Dues:$10peryeorU.S., $15Canada $20
Foreign-All US Funds
International Comanche Society
Dues: $35peryeor
Super Cub Pilots Association
Jim Richmond, Founder/Director
P. O.Box9823
Dues:$25peryeorU.S., $35Canada,$40
www.cubcrofters. com
Porterfield Airplane Club
Chuck Lebrecht
91 HickoryLoop
Ocala,FL 34472
Dues:$5 peryeor
Rearwin Club
P.O. Box 127
Newsletter:3- 16pg.Newsletters
Dues:$15 for 3issues
National Ryan Club
Bill Hodges,Editorand Historian
Seorcy,AR 72143-6129
E-mail :recruit@csw.net
Dues: $20peryeor$25overseosAirmailand
The Stampe Collector
Don Peterson,Editors
2940Falcon Way
Midlothian,TX 76065
Dues: $40peryeor,$45U.S.Overseos
Stearman Restorers Association
Jack Davis,President
1209San MarinoAve.
San Marino,CA91108
National Stinson Club (108 Section)
Bill and DebbieSnavely
Lake Placid,FL33852-8137
Quarterlymagazine:Stinson PlaneTalk
Dues:$25US,$30Canadaand Foreign
International Stinson Club
811 EDennettAve
E-Mail :stinson@aeromar.com
Newsletter:Stinson Skywriter(11 peryeor)
1-26 Association (Schweizer)
c/oBob Hurni ,Sec./Treos.
ADivision ofthe SSA
Newsletter:6peryeor (plusadirectory)
Dues: $15($25/$35foreign)
Swift Association, International
Athens,TN 37371
E-mail :swiftlychs@aol.com
West Coast Swift Wing
c/oGerryandCarol Hampton
3195Bonanza Dr.
Cameron Park,CA95682
E-mail: annie@calweb.com
Newsletter: Monthly
http://www.naponet.net/- arbeou/swift/
Taylorcraft Owner's Club
Bruce BixlerII,President
Alliance,OH 44601
Newsletter: Quarterly
Dues:$12 peryeor
Virginia/Carolinas Taylorcroft Owner's Club
Tom Pittman,President
Rt.6Box 189
Appomatox,VA 24522
Travel Air Club
Robert l.Taylor,Editor
P.O.Box 127
Newsletter:3- 16pg. Newsletters
Dues: $15for 3issues
Travel Air Div. of Staggerwing Museum
Tullahoma,TN 37388
Travel Air Restorers Association
San Jose,CA95124
American Waco Club
c/oJerryBrown,T reosurer
Phil Coulson, President
Newsletter:Bi -monthly
Dues: $25 per year, $30 Foreign
National Waco Club
Andy Heins
3744 Clearview Rd.
Dayton, OH 45439
E-mail : wacoaso@aol.com
Newsletter: Bimonthly
Dues: $10 per year, $15 foreign
Artic Newsletter
David Neumeister
5630 S. Washington
Lansing, MI 48911-4999
Quarterly Newsletters for AA1, AA5,
Dues: $16.50 per year per type except Maule
which is $20 for 12 issues
National Biplane Association
Charles W. Harris, Board Chairman
P. O. Box 470350
Tulsa, OK 74147-0350
918.622.8400 Fax 918.665.0039
Dues: $25 Individual; $40 Family,U.S.; add $10
for Foreign
North American Trainer Association
Kathy and Stoney Stonich
25801 NE Hinness Road
Brush Prairie, WA 98606
360.256.0066 Fax 360.896.5398
E-mail : natrainer@aol.com
Newsletter: Quarterly,
Texans &Trojans
Dues: $45 U.S., Canada; $55 all others
Web Site: www.natrainer.org
Replica Fighters Association
Jim Felbinger, President
2409 Cosmic Drive
Joliet, IL 60435
Newsletter: Bimonthly
Dues: $20 per year
World War I Aeroplanes, Inc.
Leanard E. Opdycke
15 Crescent Road
Poughkeepsie, NY 12601
Journals (4 times annually):WW I Aero (1900-
1919) Skyways (1920-1940)
Dues: Minimum - $30 each per year; $35
Foreign for each Journal
American Aviation Historical Society
Timothy Williams, President
2333 Otis Street.
Santa Ana, CA 92704
714.549.4818 (Tuesday, 7:00-9:00 PM local)
Newsletter: Quarterly and Journal
Dues: $49 U.S. and Canada; $64 Foreign
(US Funds)
Society of Air Racing Historians
Herman Schaub, Sec./Treas.
168 Marian Ln.
24 JANUARY 2000
Berea, OH 44017
Newsletter: Bimonthly "Golden Pylons"
Dues: $20 U.S., $23 Other
Florida Antique Biplane Association, Inc.
1 0906 Denoeu Road
Boynton Beach, FL 33437
561.732.3250 Fax 561.732.2532
E-mail: BeyeVieW@aol.com
Dues: $48 year
Flying Farmers, International
Kathy Marsh, Office Manager
2120 Airport Road
P. O. Box 9124
Wichita, KS 67277
316.943.4234 Fax 316.943.4235
Magazine: 8 issues per year
Dues: $40 per year U.S. Funds, plus Chapter
dues. Average Annual dues $50.00
The Howard Aircraft Foundation
David Schober
P.O. Box 252
Volga, WV 26238
(304) 457-5026
E-mail: HowardClub@aol.com
Website: http://members.aol.com/HowardClub
International Liaison Pilot and Aircraft
Association (ILPA)
Bill Stratton, Editor
16518 Ledgestone
San Antonio, TX 78232
21 0.490.ILPA (4572)
Newsletter: "Liaison Spoken Here"
Dues: $29 per year US $35 /yr Foreign and
Luscombe Foundation
P. O. Box 63581
phoenix, AZ 85082
480.917.0969 Fax 480.917.4719
E-Mail: silvaire@luscombe.org
Newsletter: Bimonthly "Luscombe Update"
Subscription: $25 per year
Web Site: www.luscombe.org
Minnesota Seaplane Pilots Association
Thomas J. Okoneski
2223 Ariel St. North
Maplewood MN 55109
651.770.2446 Bus. 651.462.4359
Newsletter: 3-4 per year
Dues: $15 per year ($25-2 yrs.)
National Air Racing Group
Betty Sherman, NAG Treasurer
5508 7th Avenue NW
Seattle, WA 98107-2727
Newsletter: Professional Air Racing
Dues: $15 ($20 outside USA) poyable to NAG
The 99s, Inc. International Women Pilots
Lu Hollander, Exec. Director
Will Rogers Airport
Box 965, 7100 Terminal Dr.
Oklahoma City, OK 73159
Newsletter: Monthly/The 99 News
Dues: $55 annually
ox-sAviation Pioneers
Robert F. Lang
P. O. Box 201299
Austin, TX 78720
Newsletter: 6 per year
Dues: $1 0 per year
Piper Aviation Museum Foundation
John R. Mevinay, Pres.
One Piper Way
Lock Haven, PA 17745-0052
570.748.8283 Fax 570.893.8357
Email : piper@cub.kcnet.org
Newsletter: Quarterly
Dues: $30 annually
Internet: www.kcnet.org/-piper
Seaplane Pilots Association
Michael Volk, Exec. Director
421 Aviation Way
Frederick, MD 21701
301 .695.2083
Newsletter: Water Flying (Bimonthly);
$18 - Members/$38 non-members
Web Site: www.seaplanes.org
Sentimental Journey to Cub Haven, Inc.
E. J. "Doc" Conway, Fly-In Director
P. O. BoxJ-3
Lock Haven, PA 17745-0496
570.893.4200 Fax 570.893.4218
E-mail: Piper@cub.kcnet.org
Newsletter: Quarterly
Dues: $10 annually
Silver Wings Fraternity
P. O. Box 44208
Cincinnati, OH 45244
E-Mail : silverwings.org
Newsletter: Bi-monthly
Dues: $15 per year initially, $1 O/yr. Renewal
Vintage Sailplane Association
Gearge Nuse, Secretary
4310 River Bottom Dr.
Norcross, GA 30092
Newsletter: Quarterly
Dues: $15 per year
Women in Aviation, International
Dr. Peggy J. Baty
Morningstar Airport
3647 S.R. 503 South
West Alexandria, OH 45381
937.839.4647, Fax 937.839.4645
Magazine: Bimonthly
Dues: $35 per year ($25 per year for students)
Waco Historical Society, Inc.
Waco Aircraft Museum
Matt Eaton, Treasurer
P. O. Box 62
Troy, OH 45373-0062
937.335WACO 1-5pm Sat.-Sun.
Newsletter: 4 per year
Dues: $30 per year, 9/1 -8/31
Zlin Association
David Sutton
8 Knollwood Rd.
Hackettstown, NJ 07840
E-mail : pilots@planet.net
Victor E.Mail. ......................
........Smithfield HeightsQ, Australia
Ray Toews ..FortVermillion, AB, Canada
ToddD. Cunningham................
..............Winnipeg,MB, Canada
Alan Filby............La Fleche, France
Marvin Miller ...... ........Kenai, AK
James E. Phillips...........Opelika, AL
Jim Hillabrand... ... .. . .Springdale, AR
James Beck ............Bakersfield, CA
Edwin M. Bower............Norco, CA
Steve Brown.............Mentone, CA
JohnT. Culp ............Palmdale, CA
Steven Emley............OakHills, CA
E.GeneFrink.......Newport Beach, CA
Travis G.Gammill ........Riverside, CA
StephenC. Hull.....................
.................Red Wood City, CA
JohnKearns ..............Pioneer, CA
WilliamC. Knauer........Riverside, CA
Melvin D. McWilliams.....Banning, CA
Harold Nemer............Ramona, CA
TaylorSmi th .......SanBernardino, CA
WilliamS. Timmer ..................
...................San Francisco, CA
James F. Ure.............Fallbrook, CA
HowardG.Wilson......Los Angeles, CA
James Bonner ..............Miami, FL
Daryl1. Bortel .... . ...St.Petersburg, FL
WayneJ.Boyer. .........Clearwater, FL
Jim Heekin ...............Orlando, FL
FredW.Hill.............Ft .Meyers, FL
Paul E. Petro .......................
................DefuniakSprings, FL
KennethA.Weld,Jr. .......Sorrento, FL
Wendell Davenport.......Honolulu, HI
ClaireWilson..... ...... .Honolulu, HI
MichaelS. Jones ............Roscoe, IL
FrankW.Mellberg........Park Ridge, IL
GlennR.Stout ..........GagesLake, IL
EdwardA.Connell ......Annapolis, MD
Susan].Gagne .............Wells, ME
Steve Howe ..........BryantPond, ME
MatthewCognata ....PleasantRidge,MI
Charles E.Garrett.....Grand Rapids,MI
Richard Christensen........Lincoln, NE Rodney 1. Doss.............Dallas, TX
DeniseA. Lauer. ..........Helmetta, NJ Mark Lee................Floydada, TX
JohnD.Northrup . .....Ellicottville,NY Joe Rogers .... . ........ . .Pearland,TX
A. Wayne Overton............Islip,NY Bruce R. Hinds .......PortOrchard, WA
Graham Bale ............Lebanon, OH DennisAmes ... .. .... . ....Darien,WI
JackLenhardt. ..... ... . ..Hubbard, OR Harold R. Duehring....Fond Du Lac,WI
Edward Gibbons......Schwenksville, PA Carlton D.Bailey ......Barbersville, WV
Keith S. Sargent.........Hermitage,TN David Hersman. ...... Clintonville, WV
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William R.Collette........Foristell ,MO
-Mystery Plane from page 11
first kid to volunteer to carry water.
And J did!
"The Oriole landed in late Fall
and stayed until next 5'pring. The
pilot tried several times to get air-
borne but gave up.
"Then he ordered several gallons
of dope. When it came he doped the
wings, since the sagging fabric
spoiled the lift. When the cloth was
doped the airfoil held its designed
shape. 50 he finally flew away, and
later became a pilot for TWA.
During WW-ll, J rode with him
returning to Long Beach, California
after ferrying an A -20 back east (J "Casey" Jones, manager of the Curtiss Flying Service and his consistently winning clip-wing Oriole
was in the Air Corps Ferry Com- ofthe early 1920s. It has a hopped-up C-6 engine, the new Curtiss-Reed bent-metal propeller, and
mand). " the wing surface radiators made famous by t he Curtiss Pulitzer and Schneider Trophy racers.
Other correct answers were re-
ceived from: George Townson,
Willingboro, NJ; Larry Knechtel, GA; Robert Nelson, Bismarck, NO; Perry, who recalled his second
Seattle, WA; Robert Guay, Rochester, John Miller, Poughkeepsie, NY; cousin Jimmy used to fly one, and
NY; C.H. Armstrong, Rawlings, MO; Ralph Roberts, Saginaw, MI; Kaz would wear out a lot of guys trying
Wayne Van Valkenburgh, Jasper, Grevera, Sunnyvale, CA and Leon to start the C-6 motor! .....
Pete Bowers Collection
The most reliable, rugged,
met a1- W 0 rki n g e qui pmen t
euer built
When it comes
to intricate
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and detailed
the finest
know the
finest brand.
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ll-IE CURllSS "ORIOLE" 1919 CURllSS "C6" 6CYL.150
Call for a free catalog showing our complete line of
English wheels. kits. accessories. motorized flame
cutters and bead rollers.
H.P MOTOR - 96 M.P.H.
Manufactured in the USA by Right Angle Tool 1-800-828-2043 www.ratd.com
26 JANUARY 2000

The following list ofcoming events is furnished
to our readers as a matter ofinformation only
and does not constitute approval, sponsorship,
involvement, control or direction ofany event
(fly-in, seminars, fly market, etc.) listed. Please
send the information to EAA, Att: Golda Cox,
P.o. Box 3086, Oshkosh, WI 54903-3086. In-
formation should be receivedfour months prior
to the event date.
FEBRUARY 26-27- RIVERSIDE, CA - Flabob Air-
port. EAA Chapter 1Open House and Fly-In.
Saturday nightfundraiser dinner, fly market, silent
auction, Young Eagles, workshops, etc .. Info:
909/682-6236. 909/686-1318 or 626.287-2 139.
MA RCH 2-4- BILLINGS, MT - Holiday Inn Grand
Montana. Montana Aviation Conference. Work-
shops. seminars. nationally recognized speakers.
trade show. Info: MT Aeronautics Div., PO BOX
5178. Helena. MT 59604-5178.406/444-2506.
MA RCH 3-5- CASA GRANDE, AZ - Casa Grande
Airport. 42nd An nu al Cactus Fly- In . Info:
WWlv.americanpilot.orgicactus or call Jon Engle
at 480/891-6012 from 0800 to 1700. Mon. through

Something to buy, sell or trade?
An inexpensive ad in the Vintage Trader may be just the answer to obtaining that elu-
sive part.. 50 per word, $8.00 minimum charge. Send your ad and payment to:
Vintage Trader, EAA Aviation Center, P.O. Box 3086, Oshkosh, WI 54903-3086, or
fax your ad and your credit card number to 920/ 426-4828. Ads must be received by
the 20th ofthe month for insertion in the issue the second month following (e.g., Octo-
ber 20th for the December issue.)
BABBlnBEARINGSERVICE- rod bearings,main bearings,camshaftbearings,
masterrods, valves. Call usToll Free 1/800/233-6934,e-mail ramremfg@aol.com
Web site http://www. ramengine.com VINTAGE ENGINE MACHINE WORKS, N.
TAILWHEEL CHECK-OUT available in a Classic 1941 J-3 Cub - dual or solo
rental. DoskiczAircraftSpecialties,Bally, PA(610)845-2366
WoodPropW76JR53for150hpStinson108w/spinner$1400. AlsoComb.O.T.-
O.P. gauge for Gullwing $75. Twin Tach and Gen. $75. A-65 Engine $1100.
410/256-5803 (3187)


Since 1958,Ceconitehasbeenthe
..-- tellsyouhowitworks,whichair-

justa phonecaUaway. ..iII.----
Plu. Sbl lpp/af and HaD a II
- - ------_.. _------ -- -
www.pofyfiber.com CECONITE
fAX: 770- ..67- 9..I3 Aircraft Process
219A Barry Whatley Way. Griffin. Georltla 30224
Headl iners
Fabric Selection Guide showing actual sample colors and
259LowerMorrisvilleRd., Dept.VA
Fallsington,PA19054 (215)295-4115
Boeing 747Captain
1989 EAA
William Halvorson with his BeechcraftStaggerwing.

To become a
member of the
Vintage Aircraft
Association call
"1 have owned my Beechcraft
Staggerwing since 1972 and have flown
coast-to-coast, border-to-border. It is a
crowd pleaser everywhere it goes.
"AUA provides reliable, personalized
service at competitive rates and tailors
the policy to suit my specific needs."
- Bill Halvorson
The h'est is affordable.
... ...
Give AUA a call -jt's FREE!

Fly with the pros.. .fly with AUA Inc.
AUA's Exclusive EAA
Antique & Classic Division
Insurance Program
Fleet discounts for multiple aircraft
carrying all risk coverages
N 1 hand-propping exclusion
No age penalty
N+ ompooeo, eodo"emeo',
for claim-free renewals
carrying all risk coverages
Services Directo!y_
Enjoy the many benefits ofBAA and the
President V1ce-President
Espie' Butch' Joyce GeorgeDaubner
P.O. Box35584 2448 LoughLane
Greensboro.NC27425 Hartford.WI53027
336/393{J344 414/673-5885
e-mail:windsock@aoI.com e-mail:antique2@aol.com
W. Harris
Tulsa.OK 74145
918/ 622-8400
RobertC.'Bob' Brauer SteveKrog
9345S. Hoyne 1002HeatherLn.
Chicago.IL60620 Hartford.WI53027
773/779-2105 414/966-7627
EHTlCli:photoplot@aol.com e-maIl:sskrog@aoi.com
7645EchoPointRd. RobertUcktelg
CannonFalls.MN5f:IXYI 1708BayOaksDr.
607/263-2414 AlbertLea.MN56007
1 ADeaconstreet RobertD.'Bob' Lumley
Northborough.MA01532 1265South 124thSt.
fIJ8/393-4775 Brookfield.WI53005
EHTlCli: 414/782-2633
copeland1@ju1o.com e-mail:
Lawton.MI49065 GeneMorris
616/624-6490 5936SteveCourt
Roanoke.TX 76262
RogerGomoll 817/491-9110
321-1/2S. Broodway#3 e-mail:n03capt@flosh.net
6701 ColonyDr.
MadOOn.WI 53717

7724ShadyHill Dr.
1521 E. MacGregorDr.
P.O. Box328
EHTlCli: chlef7025@ao1.com
S.H.oWes Schmid
GeneChase E.E.' Buck'HUbert
2159CarttonRd. P.O. Box424
DavidBennett AlanShackleton
11741 WolfRd. P.O. Box656
Grass\bliey.CA95949 SugorGrove.IL60554-D656
530/268-1585 630/466-4193
800-843-3612 .," ',." ,'FAX920-426-6761
(8:00AM-7:00PM Monday- FridayCST)
New/renewmemberships:EAA, Di visions
AutoFuelSTCs ............ . ...920-426-4843
Buil d/restoreinformati on ..... .920-426-4821
Chapters: locating/organizing..920-426-4876
EAA Schol arships
BAA Vintage Aircraft Association

Phone(920)426-4800 Fax(920)426-4873
WebSite:http://,eaa. organdhttp://www,airventure,org E-Mail:vi ntage@eaa,org
FlightAdvisorsinformati on.....920-426-6522
FlightInstructorinformation .. .920-426-6801
FlyingStartProgram "", ," '" 920-426-6847
LibraryServices/Research ......920-426-4848
TechnicalCounsel ors ..........920-426-4821
YoungEagles. ... ........ .,.. ..920-426-4831
AircraftFinancing(Textron) .....800-851-1367
AUA ..........................800-727-3823
AVEMCO . .............. ..... .800-638-8440
TermLifeandAcci dental.......800-241-6103
Submittingarticle/ photo;advertisinginfoIl11ation
FinancialSupport .............800-236-1025
availablefor$50 peryear(SPORTAVIATIONmag-
azine not included). (Add $10 for Foreign
tional$10annually. JuniorMembership(under19
yearsofage)isavailableat$23annually.All major
AmericaDivisionand receiveWARBIRDS magazine
EMMembership,WARBIRDS magazineand one
year membershi p i n the Warbi rds Division
magazinenoti ncluded) .(Add$7forForeign
and oneyearmembershipintheEMVintageAir-
Current EAA members may receive EAA
craftAssociation isavailabl efor$37 peryear
EXPERIMENTERmagazineforan additional$20
EMMembershipand EMEXPERIMENTER mag-
azine is available for $30 per year (SPORT
lAC AVIATIONmagazinenotinciuded).(Add$8forFor-
CurrentEMmembersmayjointheInternational eignPostage.)
AerobaticClub,Inc. Divisionand receiveSPORT
AEROBATICSmagazineforan addit ional $40 FOREIGN MEMBERSHIPS
peryear. Pleasesubmityourremittancewithacheckor
EMMembership,SPORTAEROBATICSmagazine draftdrawnon aUnited States bankpayablein
andoneyearmembershipinthelACDivisionis United States dollars. Add required Foreign
Copyright (l2000bytheEAAVintageAircraftAssociation
VINTAGEAIRPlANE (ISSN 0091-6943) IPM t 482602 is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA Aviation Center. 3000
Poberezny Rd. P.O. Box 3086.Oshkosh.WlSCOOSin 54903-3086. PeriodicalsPostagepaidatOshkosh.Wisconsin 54901andatadditional mailing offices. POSTMASTER:Sendaddresschanges10 EAAAntique/Classic Division. Inc..
P.O. Box3086.Oshkosh,WI 54903-3086. FOREIGNANDAPO ADDRESSES- Pleaseallowatleast two monthsfor deliveryofVINTAGEAIRPlANEtoforeign and APO addressesvia sunace mail. ADVERTISING - Vintage Aircraft
Associationdoesnotguaranteeorendorseanyproductofferedthrough theadvertising.We invneconstructivecriticism and welcomeanyreport atinferiormercl1andiseobtainedthroughouradvertisingso tha1 correctivemeasurescan
be taken.EDITORIALPOLICY: ReaOOsaeencouragedtoSlbmnstoriesMdphotographs. Pofx;yopinionsexpressedin articles"'"solelythoseoftheauthors. Responsit>lityforaccuracyin reporting restsentlelywiththecontrbutor.No
renumerationismade.Materiaishouldbesentto:Ednor.VINTAGEAIRPLANE,P.O. Box3086.Oshkosh,WI 54903-3086. Phone9201426-4800.
marksoflheaboveassociationsandtheirusebyany pe!SOfl otherlhantheaboveassocialionisstrictlyprohiMed.
V00260 Airshow

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V00262 Airmail
S- 2X $12.95
Madeof100%cotton. Vintagelogoembroideredon
V00241 M-XL $65.99 V002442X $65.99
Vintagelogoembroideredinfront. Also,foraddedconveniencethis
V00126 S-XL $25.95 V00130 2X $25.99
Gearupforfall inthisAcadialinedJacket. Outershell fea-
VOOl18 M-X $35.95 V00131 2X $36.95
To Order Call: 1-800-843-3612 (OutsideUSandCanada920-426-4800)
DENIM SHORT-SLEEVED SHIRTS withButton-downcollarbyThree
SM-XL V41263 $36.99*
2X V41267 $39.99*
DENIM LONG-SLEEVED SHIRTS withbutton-downcollar.
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Lt. Blue MD-XL V41272 $39.99* 2X V41276 $43.99*

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Navy MD-XL V41285 $34.99* 2X V41288 $37.99*
Black MD-XL V41277 $34.99* 2X V41280 $37.99*
V00227 $12.95
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Men's V00218 $32.95
Ladies' V00214
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