Vintage Airplane - Dec 2000

8/12/2019 Vintage Airplane - Dec 2000

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IRPL EDECEMBER 2

VAA NEWS

4 WILD LUNCHTIME VISITOR! Dutch Redfield

5 THE FOKKER C III Pete Bowers

9 WAKE STOPOVER! Julius H Smith

1 TYPE CLUB NOTESI H G Frautschy

2 PASS IT TO BUCK! uck Hilbert

3 MAKE MINE RARE! H G Frautschy

8 BACK FROM THE GOLDEN AGE!

H GFrautschy

24 MYSTERY PLANE! H G Frautschy

27 WELCOME NEW MEMBERS

29 C LEND RICL SSIFIEDS

www vintageaircraft org
http:///reader/full/www.vintageaircraft.orghttp:///reader/full/www.vintageaircraft.org


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Cub Club and the Luscombe Association, John and Alice Bergeson arestepping down. Beginning in theearly 1980s, John and Alice began

publishing Cu b Clues and The Lus-combe Association Newsletter,bi-monthly publications for ownersof long wing Piper aircraft and the"No wood, no nails, no glue" Luscombe aircraft, respectively.

The numbers of subscribers to thetwo newsletters have steadily grown

under the direction of the Bergesons.Publications that began as duplicated pages produced on an IBMSelectric typewriter have grown tobecome 16-page professionally produced technical newsletters. Underthe Bergeson's guidance, perseverance and a strict regard for both

content and deadlines gave thesenewsletters a reputation by whichothers are compared. The Cub Clubis now one of the largest active typeclubs throughout sport aviation.

"After 16 years, our mutual healthproblems have convinced us it 'stime to turn things over to someone

else," John stated. "As you know,when you're landing, it is importantto make a good approach! And wethink the newsletters are landing ingood hands. Steve and Sharon Krog,Hartford, WI are taking over.They're both pilots, immersed inaviation and looking forward to the

challenge," he concluded.John and Alice have been well

known fixtures at the EAA AirVenture Vintage Type Club Tent formany years and plan to continue attending many aviation events

and non-members, with pages dedicated to parts, accessories, and livechat and messages between Swift aficionados.

You can also get to SWiftparts.com from the Swift Club website at:www.napanet.net/ arbeau/swift /

Also, we'd like to send along ourbest wishes to Swift Club parts depar tment secretary Pam and herdaughter Candice, who are recovering from an auto accident near the

airport.R H I N E B E C K A E R O -

D R O M E S C H E D U L E F O R

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Cole Palen's Old Rhinebeck Aerodrome will have over thirty air showsduring the upcoming season. They'll

feature vintage aircraft, includingthe oldest flying airplane in theUnited States a Bieriot XI of 1909)up through the Golden Age of Aviation. Numerous rotary-poweredWorld War I types

planes of the Golden Age. The Sunday shows consist of airplanes fromthe First World War, including theFokker Triplane, D.VII, Spad VII,

Sopwith Camel and Albatros DV.a.The museum collection includesapproximately sixty pre-World WarII aircraft and fifty pre-1930s vehicles. New additions include theSpad VII shown in the photo andthe restoration of their 1918 CurtissIN-4 Jenny.

In addition to hosting the regular weekend shows, they will behosting special events throughoutthe season, including displays ofunusual antique vehicles from visiting automobi le cl u bs and guestspeakers from other aviation history related organizations.

Additional special events will be included as their schedule allows. Forfurther information, call 845/7523200 or visit the i r website at:www.oldrhinebeck.org . . . . .

will be flown in mock The Aero drome s Spad VII is shadowed by their Fokker Dr 1 Triplaneuring their visit to this past year s Sun n Fun EAA Fly-In.

dogfights each week

end. Beginning withopening day on Saturday, June 16,weekend shows willbe presented untilclosing on Sunday,October 14. Following the traditional

schedule set by Colefor many years, theSaturday shows willpresent the "Historyof Flight airshow,featuring the air-
http:///reader/full/SWiftparts.comhttp://www.napanet.net/-arbeau/swifthttp:///reader/full/www.oldrhinebeck.orghttp:///reader/full/SWiftparts.comhttp://www.napanet.net/-arbeau/swifthttp:///reader/full/www.oldrhinebeck.org


6/36

Wild Lunchtime VisitorThunderstorms tore up a CPT school in 943

y utch Redfield

VAA member Chuck Burtch, of

Phoenix, New York, sent us thisphoto from the collection of the Avi-ation Historical Society of CentralNew York I t shows the incredible af-termath of a strong storm inSyracuse, New York. You can see the

State Express back and forth. Nice

transportation"I went to the field to see Harry

Ward and some friends. I t was latemorning and between civilian pilottraining (CPT) morning schedules.Few airplanes were tied down, as

Then it stilled and the sun came out.

There were three large hangarson the field: Ward's, the cityhangar, and another boarded-uphangar not in use. This photo wastaken from the roof of the cityhangar, looking east.


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Pete Bowers highlights a rare, little-known civilianvariant th late WWI-era Fokker biplane fighter.

The Fokker c n was a civil version of

the militaryc 1

The prototype wasbuilt in Germany late in World War

I as Fokker s Model V.38. t was a slightlystretched two-seat version of the famous

single seat Fokker D VII fighter The Ger

D.VII with

slightly longerwings using

the same ribsand struts. Thetail surfaces


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c/N 214 now registered as 1532 stripped of its cabin. Once owned by Bert Acosta, it appearshere as a German WWI plane. Note th oval radiator . Parts of 1532 were used to create ColePalen s first Fokker D .VII replica.

The German-built Fokker V.38 prototype of th c 1 It was a DVII fight r stretched slightly tobecome a two-seater. Note th streamlined fuel tank between th wheels .


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A later photo of c/N 65 when registered toFairchild Flying Corp Note the exterior cool-ing shutters on the D VII radiator Theseshow as the white spot on the nose in theprevious photo

which became 1532. The FAA regi s t ra t ion records for these two


11/36

Wake StopoverBy Julius H. Smith

Out of a clear blue sky withpink-tinged clouds scatteredwildly around a tiny island

appears a tiny black speck, rapidlygrowing larger and glinting silverflashes in the morning sun-soon recognizable as a Connie, with three

tails jutting proudly on the end ofthe gracefully curved fuselage.Suddenly the sleek lines are bro

ken by long gangling stilt-likelanding gear unfolding and lockingin position for the mating of the machine of the sky with the solidunforgiving runway. The nose dips

and the wings seem to swell to twicetheir normal size as the land ing flapsare extended to ease the pain of contact with the earth once more. Littlepuffs of smoke mark the actual pointof touchdown as the airplane reluctantly makes the transition frombeing a creature of the sky to a me

chanical mass of sheet metal,engines, miles of piping, and moremiles of electrical wiring, all assembled around the only reason for thecreature s existence, the passengersand cargo compartments .

where its needs are tended by aground crew with mixed emotions.Some give tender loving care, somelook at it with annoyan ce, and somewith comp let e indifference.

The chocks are tucked in fore andaft of the wheels; the power cart is

connected to its electrica l system.The passenger ramp gently bumpsthe side of the fuselage as the stewardess frowns out of the opened doorin the glaring sunlight, wishing thepassengers would hurry with theirdisembarking. Then she can exchange her uniform for a swimsuit

and lie in the brilliant sun in morecomfortable surroundings, as boththe earth-bo und personnel and herfellow airborne workers admire her.The life-giving fuel hoses snakeacross the wing to have their nozzlesstuck in the fuel tanks openings andspew out the fuel for the four hungry

but powerful engines, tended bycompetent though careless-lookinggas boys.

The mechanics look, probe, poke,twist, tighten, wipe, and pat the airplane while th e crew deserts their

the airplane itself fed, watered, itsminor aches and pains cared for, andpoked, prodded, and checked by theflight engineer, it s time to begin theprocess of flight again.

The traffic agent herds the passengers back inside its gleaming shell,

locks and pats the door after a finalexchange of paperwork with thestewardess on the new crew, and sig-nals for the ramp to be pulled away.The ground crew stands by with afire bottle as the engines start one byone, burping once or twice, then settling down to a steady low rumble as

the engineer turns switches, pusheslevers, and calls back checklist itemsto the captain.

Then with its heart beating on itsown again, the power unit pulledaway, and chocks removed from thewheels, it starts tip-toeing back pastthe other sneering airplanes to the

end of the runway. There s a briefstop to reassure its crew that its nervous system is still slightly neurotiC,its engines can still cough andsmoke, and its hydraulic system isstill slightly erratic. Then it lunges


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SEALRING

STEMASSEMBLY

/

from the March/April 2000 issue ofCub Club Clues John Bergeson, Editor

Apparently this problem is more

prevalent than we thought-andmore serious. (If the seal is badlyworn, the stem can fall out and yourtank drains rather quickly-ei therwhile you are flying with no suitablelanding spot below or in your hangarwhere a fire hazard exists.)

I am sure tha t there are many

thousands of Curtis drain valves inuse. This is the earliest type that Ican remember. My first aircraft hadthem until a couple of years ago. Afriend, Dave Salvador, had this typeof drain on his gascolator. The sealwas leaking on his valve. Thesevalves take a special seal, not an -

ring. We went to our on-fieldaircraft parts house to buy a newseal. It was on a Saturday, and therewas a line of people in front of us.As we were waiting in line, Dave svalve self-destructed as we examined it. The stem broke off r ightbelow the groove where the seal

STEM RIVETEDOVER CAP

CAP

fits. We were certainly surprised tohave this happen and happy that itdidn t occur in the air.

Atthat time we were told that theparts supplier could no longer get

the seals for the valve. Since then aBucker sitting a few hangars downfrom me started leaking fuel. An investigation found that this valve hadfailed in the same manner. Althoughthese are the only failures tha t I

know of personally, I have tried toget anyone with a Curtis drain valveto change it. Maybe not furnishingnew seals is the way that Curtis is using to get these valves out ofservice? -Len Buckel

ub lub Clues newsletter editor'snote: The seals are once again avail

able, but NOT from Curtis.TrimCraft is making FAA PMA seals.HOWEVER, before you go out andjust replace the seal, INSPECT thecap end of the valve with a lO-powermagnifying glass. After careful ly removing the seal, open the valve andcheck the seal groove and around

In the closed position, the flat seal isclamped by the top of the valve stem.

For this valve, removed due to leakage,years of use have taken their toll. With thevalve locked in the open position, the wearand cracking of the seal as the valve wasopened and closed is readily seen . Wheninspecting a Curtis drain valve, pay attentionto the small holes-cracks can occur when thevalve is allowed to snap closed. If the rivetedtop of the valve fractures and fails, theentire valve stem can be ejected from thevalve body. The fuel is then free to flow outof the tank in a 1/4-inch stream

the cross holes for cracks. You maynot like what you see. During many

years of service, your valve may havebeen subjected to the time-honoredprocedure of snapping the valve todislodge a piece of crud tha t waskeeping the valve from sealing. Thistends to stress the valve and cause


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Y 1938 it was

pretty clear to

the officials in

the front office at

Aeronca th t the mar-

keting life of the

Aeronca K model h d

run its course. Aeronca

engineers nd produc-

tion experts like al

Baltz knew there was

plenty of life in the vari-

ous components of the

airframe but it needed a

new personality.

Densel Williams scoresagain with a terrific


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Brian Van Wagnen s expertise on prewar Chiefs with stick controls proved invaluable toDensel s restoration effort. Densel gave him the honor of flying the Chief during ou rphoto shoot. Densel s in the co-pi lot s seat. For his efforts, Densel and the 65 C were

awarded the AntiqueReserve

Grand Champion award uringEAA

AirVenture 2000 .

The introduction of the new four banger would become the standard tor and American Air line s DC-3 pilot


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of Augie's goals as well.ensel and his fellow Aeronca

fans believe fewer than two dozen ofthe models exist, al though thatnumber is difficult to nail down because the model number does notvary with the installation of stickcontrols. The change was simplylisted as an option on the price sheet.

Augie had owned the projectsince 1983 and had been methodically working his way through therestoration. He disassembled onewing and began the wing rebuild bybuilding up a set of ribs, the sameribs used by Densel. "He did an excellent job on them ... he was someticulous about doing something, Densel said about Augie'sworkmanship.

There are all sorts of neat ties tothe people at Aeronca as we ll. Onthe original firewall, Val Baltz, thenone of the line inspectors atAeronca (he would have a big partin designing the 7AC Champ production line at the end of WorldWar II , signed the firewall. "OK forCover 5-11-39 VCB" was inscribedwhen he approved the airplane forits next step in the productionprocess. Although the original fire-

wall had to be replaced during therestoration, Densel kept the originalsignature. Val's signature also waspresent on the butt ribs of the original wings. Augie had made certaintha t he completed two new buttribs for the restoration before the1988 Aeronca Convention in Middletown, Ohio. Val sat down andautographed those two new ribs aswell, and they're now part of therestoration.

While the original spars were replaced, the old ones didn ' t go towaste. They were ripped down andused for the wood pieces in thecabin. All new stringers and formerswere made for the restoration.

The cowling for the prewar Chiefis a bit convo lu t ed, and too often,after years of wear and tear, theybegin to take on the appearance ofa lumpy burlap sack of potatoes.Not this restoration. Jeff Perkinstook on parts of the cowling project, along with Greg Hudson. Gregalso rebuilt the wheel pants. Lots ofEnglish wheel t ime was spent onthe seven pieces of the cowling. Noautomotive filler was used on eitherthe cowling or wheel pants.

Jay Cavender, who has served aslead mechanic and AIon a number of projects headed up byDensel and the EAAChapter 304 crew,overhauled the Continental A-65. Aftersor t ing th rough adozen cylinders, they

Densel Williams Jackson Michigan

lished in Vintage Airplane on doingfive tuck Navy splices in cables.Based on the expertise he saw inthat article, Densel commissionedAndrew to make up a new set of control cables for the Chief, completewith cotton cord wrapping over thecompleted splices. They look so nice;you almost wish they were morecommon on newer airplanes

The covering on the project isPoly-Fiber, complete through the fi-nal paint. The colors, Indian suntanand red, neatly match the originalcolorful scheme. The interior wasalso fa i thfu l ly duplicated, r ightdown to the small co t ton duckboots tha t cover the gap betweenthe controls and the floorboards.

The restorat ion was completed


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arry H Crosby was a practicalvisionary. Born in 1907 he

grew up as aviation becamean industry and he would make hisown mark before meet ing an un-timely death in 1945.

Crosby logged over 4 000 hoursduring a career that saw him runfixed base operations in Santa Bar-bara and San Bernardino fly with aCentral

Americanairline

and de-sign build and fly one of thefamous racers from the

golden age of air racing.

Crosbyfirst built the C6R-3racer in 1936, showing up atthe National Air Races (NAR) in LosAngeles with the open cockpit , low-Wing airplane he had wind tunnel tested and built to race .Powered by a Menasco Super Buccaneer C-6S-4 of 260 hp,he flew the 1936 version, NX260Y, to a sixth place finish


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Joining the spectacular lineup rounding the pylon in the EAA AirVentureMuseum s air racing gallery, the Crosby CR-4 is flanked by other famous racingairplanes. From the upper right to the foreground, we have the Church Midwingracer, CR-4 Loving s Love Wittman Little Bonzo, Bonzo, and Laird Speedwing. All

but the Speedwing are original aircraft, not reproductions . Also on display inanother part of the museum are the Brown B-2 racer and the Marcoux-BrombergJackrabbit (Elmendorf A-l Special). Sharp-eyed readers will spot Art Chester sJeep racer peeking out from behind the illuminated pylon in the gallery. Itsrestoration was also recently completed-we ll have more on its remarkable sagain a later issue of Vintage Airplane .


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Thirty years ago the CR-4 wasdrafted into model form bymaster modeler Pres Bruning .His drawings reproducedhere were part of a set of raceplane rubber-powered modelplans sold in the 1970s by aDetroit area model club theCloud busters . The markings

show the CR-4 as it appearedat the 1939 National Air Races .These plans are available onthe web athttp://members nbci coml d/ivesaylmode/p/ans htm/Other airplanes included in theseries are the Folkerts SK-2Floyd Bean Chambermaidand Smirnoff Bearcat . The sitemaintained by modeler DaveLivesay features a number offree flight model airplanedrawings.

United States, Crosby suffered an engine failure, butthis time it wasn t part of theMenasco that let him down.

The engine in the decrepitModel A Ford truck blew,and the airplane/truck combinat ion had to be towedhome behind a 37 Ford fourdoor sedan.

For the 1939 National AirRaces held over Labor Day

weekend, the CR-4 andCrosby returned for whatwould be the last of the greatair racing events beforeWorld War II ended theGolden Age of Air Racing.
http://members.nbci.coml/http://members.nbci.coml/http://members.nbci.coml/http://members.nbci.coml/http://members.nbci.coml/http://members.nbci.coml/


25/36

Ma rk Sc haible

These two views of the CR-4 s retractable landing gear show the forward link geardesigned by Harry Crosby. Fully covered by a set of landing gear doors the gear was

retracted using carbon dioxide as the motive force in the landing gear circuit. Shockabsorption was by bungee cords lashed between a bar crossing the ft end of the wheelarms and another bar near the top of the fork.

race. As he finished the final six lapsof the 200-mile, 20-lap race, ArtChester kept the throttle at the stop

and finished his run with a speed of263.390 mph. He beat the old recordby 12-1/2 mph.

Crosby and his CR 4 faired a littlebetter in the Thompson (an unlimited free-for-all) Trophy race. He hadan extra day to fiddle with the racerwhen a nasty line of storms blew

through the Cleveland area on Labor Day. The dark clouds we r e n'tl imited to Cleveland , as Hitler 'sarmy had marched into Poland theday before, starting WW II in Europe. The 56 mph winds and soaking

Taking the starter's flag for theracehorse start of the Thompson,Crosby concentrated on flying the

best race of his career. Still, his skillful piloting couldn't make up for thefact that while the CR-4 was up tothe challenge, the Menasco was not,and its power output began to drop.He finished the race with an average speed of 244.522 mph, nearly40 mph off the pace of race winner

Roscoe Turner. Turner's racer had al,830-cubic-inch displacement PrattWhitney twin-row Wasp, much

more than the 544 cubes displacedby the Super Buccaneer. TonyLeVier, lso running a Menasco in


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Harry Luecke sent us this neat shot of a pairof advertising airplanes. One is pretty obvious,but the other may not come to mind r ightaway. That 's quite an interplane gap betweenthe upper and lower wings!

Send your answers to: EAA, Vintage Airplane , P.O. Box 3086, Oshkosh, WI54903-3086. Your answers need to be in nolater than January 25, 2001, for inclusion inthe March issue of Vintage Airplane.

You can also send yo ur response via e-mail.Send yo ur answer to [email protected] .

Be sure to include both your name and address in the body o f yo ur note and put"(Mo nth) Mystery Plane" in the subject line.

ecember Mystery Plane

Se pt e mb e r ' s foreign registeredM ys tery Plane didn ' t s tump toom a n y of y ou. We ' l start with theW est Co ast contingent:

Gentl e men :The Sept ember Mystery Plan e is th e

prot otype Fokker F- VII e/N 48 32) of

1924 . Powered by the Rolls Royce Eagle IX 360 hp engine, the F- VII evolvedinto the clean ed-up F- VIIA. Eventuall ytwo outboard engines were inst a lled tooriginat e th e out standin g se ri es of FVIl A/3 m and F- VIlB / 3m Fokk erTri-motors.

Wid ely used commercially in Europe

and Am erica throughout the 1920 's, theF- VIIA was often powered with enginesnativ e to th e country in whi ch em-ployed. The most popular installation inEurope wa s the 450 hp air-cooled Bris-tol Jupit er radial , whil e th e 420 hp Fokker F- V GIN 4832

by H.G. Frautschy
mailto:[email protected]:[email protected]


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And from th e Midwest:Rollin g out with 1924 Palm er Cord

Aero Tyres on multi-braced split axl elandin g gear is the Netherlands AircraftFa ctory 's Fokker prototype F VII. KLMRoyal Dut ch Air Service colors are lightblu e fuselage and tail , with dark blu etrim. Aluminum cowl pan els enclo seth e s ingle Roll s Royce Ea gle e ng in e.Win g a nd whee l co vers were varni shyellow. Holland r eg is try H.NACC isbla ck, on whit e pan els.

Follow-on production F. VIIs werecl ean ed up by Bertus Gras e withrounded wing and horizontal stabili zertip s, inb oard ail erons, and improv edund erca rria ge a s th e F. VIlA. Thi sclean er l anding gear was similar t o theFokker Univ ersal gear shown on th eSeptember 2000 EAA Vinta ge Airplan eback cover.

The 1925 Ford 1,500 mil e Reliability Tour requirements inspired AnthonyFokker t o cable Reinhold Platz to mountthr ee eng in es on the first F VII/ 3 m.Three Wright Whirlwind radial enginesrepla ced the Rolls Royce Eagle. After theOctober 1925 Ford Reliability Tour, thefirst thr ee-engine Fokker was flown byWri ght Fi eld Arm y A ir Corps pilot s,and lat er by Lt Command er RichardByrd over the North Pole ice cap.

Regard s,Ru ss BrownLyndhur st Ohio

To c o nclud e, h e re s a note fromauth o r Willi a m M ellberg , long-tim efeatur e writ er for Airliners maga zin e

sterdam North drawin g o ffi ce . I t wa so rd ered by KLM on D ece mb er 1 ,192 3, a s a lar ge r and longe r-ran gesuccessor to th e Fokker F.IU airlin er.Powered by a sin gle Rolls-Royce Eagleengine, and seatin g up to eight p assenge rs, th e F. VII ma d e it s fir s t fli g htfrom Schiphol on April 11 , 192 4 . Althou gh th e pilot s sa t in a n opencockpit, pas sengers enjoyed a r elativ elyspa cious cabin , which includ ed on e ofth e first in-fli ght toil ets, amon g oth ercreatur e comfort s Th e airplan e wa sdelivered to KLM on Jun e 17 , 1924.

After flying on the airlin e's busy Europ ean routes for se vera l m onth s,H-NACC was sold t o the NetherlandsIndies flying Expedition Committ ee onSeptember 1, 1924 . Several modifi cation s were ma d e to th e a ir cra f t inpr eparation for a trailbl az ing flightfrom the Netherland s to the Dutch Eas tIndies. Departin g from Schiph ol on Octob er 1, 1924, th e hi sto ri c trip wasdelayed for a month following an emer-gency landing in Bulgaria on October 3.The flight r esum ed on November 2, andH- NACC s a f ely tou ch ed d own inBa tavia (now Jakarta , In don es ia) onNovember 24, endin g a journ ey of over9,000 mil es (15 ,000 km ). A ship carried the airplan e back to Europe, whereit r esum ed its car eer with KLM the followin g Jun e. Unfortunat ely, H-NACCwa s writt en off in an a cc id ent nearWolverth em, Belgium, on July 9 1926.

Onl y five F. VIIs were built , a ll forKLM. But Fokker flew th e mu ch-improv ed F . VIla in Mar ch 1925. That

1927 and Aus tralian a viator Charl esKingsford-Smith 's tran spa cific journ eyin Jun e 1928. All ar ound the globe theFokker nam e, which had b een asso ciated with Ge rman warplan es durin gWorld War One, soon b ecam e synonymous with air tra vel

For th ese reaso ns and man y mor e,your "September Mystery Pl ane is nomyst ery at all . Ra th er, it should b e rem emb ered as o n e of hi s tor y's mos tsignifica nt airplan es-th e first of the famous Fokker F VII series

Sincerely ,William Mellb ergPark Ridge , Illin o is

Larr y Kn ec ht e l ad d s this re lati veto th e his t o ri c t r ip to Bata v ia,Dutch Java:

Two days int o th e flight th e reserveradiator spr a ng a l eak , allowin g th ecooling water for the 360 hp Rolls Royceengine to escap e. Thi s necessitat ed aforced landin g near the Bulgarian townof Philippopel during which the landin gge ar and win g were dama ged. Fortunat ely, th e very ca pabl e crew wa s abl eto mak e repa irs on th e spot. Unfortunat ely th e engin e wa s in such a so rrystat e that a n ew one was needed. Sinceno mon ey had b een bud geted for a n ewengine, the Dut ch ma gazine " The Lifecame to th e res cu e via a collectionraised by its read ers. The magazine provided the money for a n ew powerplant.

The new engine was install ed on thespot und er very primitiv e condition s, enablin g th e fli ght to co ntinu e o n


28/36

C R O S B Y continued from page 23

Even in its debut in 1936 as the C6R -3 the lines of the Crosby racer gave people reason to pause and gaze at the sleek speedster. During 1937the addition of a full canopy and gear doors, plus a bi t more attention to cleaning up the airframe aerodynam ically, gave the CR -4 its fina l rac-ing form . You can plainly see how Harry Crosby s semi-supine positi on in the racer helped keep its cross section to the absolute m inimum.

airplanes. The exotic Northrop flying wing programs benefited fromhis expertise, but his career came toa tragic end on September 12, 1945.Northrop had designed a small jetpowered originally it was to berocket-powered) interceptor, designated the XP-79B. With a wingspanof 38 feet, the pilot was to fly it inth e prone position. The missionspecified for the airplane to disableenemy bombers by ramming andsevering their tail section. Crosby'sfirst flight in the airplane was hislast. After making a high-speed passafter takeoff, the flying wing wasedged in to a climbing turn . The rollcontinued, and the airplane f e ll offinto a spin. Fighting to regain con

ringing i t back For years it had been rumored that the CR-4 still existed, but it

was a phantom. Nobody seemed to really know where it was, orwhat had become of it. Fortunately, some folks are just moretenacious than others. Longtime EAA member and EM Foundation Director Morton Lester, of Martinsville, Virginia, followedup on an "airplane in a barn/ story he had heard. He must havehad to catch his breath when he realized he was looking at theremains of the Crosby CR-4, which had been sitting outside of abarn near Norlina, North Carolina, for over 30 years. Minus itsMenasco Super Buccaneer, prop, and spinner, the airframe,

while corroded sufficiently to prevent a flyable restoration, wasperfectly suited to a cosmetic restoration. After gathering up therest of the airplane (the wings and tail surfaces were in nearbyGreensboro, Morton had his cousin and longtime restorationpartner Pete Covington start work on stabilizing the air


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TilE ONLY n l lWAY TO

O V E I l YOU l - - Q?

Fly In CalendarThefollowing list of coming eventsis jitrnished to our readers as a mailer ofinformation onlyand does not constitute approva l, sponsorship, involvement,

control or direction of any event (fly-in, seminars, fly market, etc.) listed.Please send the information to EAA,All: Vintage Airplane, P.G. Box 3086,Oshkosh, WI 54903-3086. Information should be receivedfour months priorto the event date .

JANUARY1 2 001- NAPPANEE,IN- 10th al/nual New Year s Day Hang Over jlyin, sponsored by EAA Chapter 938 I I a.m.-2 p.m. Info : Fast Eddie , 219/546-2795 or the chapter website: www.bnin.net/-jlyboy

MARCH 1-3,2001 - KALISPELL, MT-Montal/aAviation Conference, Cavanaugh sOllllaw Inl/. Workshops, seminars, nationa lly recognized speakers, trade show.Info: Montana Aeronautics Div., 406/444-2506.

MARCH 2-4, 2001 - CASAGRANDE,AZ-43rd AnnualCactus Fly-In at Casa GrandeAilport. sponsoredby the Arizona Antique AircrajiAssociation. Info: John Engle480/987-55I6 or www.americanpilot.orglcactus.

VINTAGE TRADER

Something to buy, sell or trade?

Classified Wo rd Ads: $5.50 per 10 words, 180 words maximum, with boldface lead-ill011 first lille.Classified Display Ads : One column wide (2. 167 inches) by 1, 2. or 3 il/ches high at$20 per inch. Black and white only, and 110 frequency discounts.

Adve rt ising Closing Dates: 10th o f second month priorto

desired issue date (i.e.,January 10 is the closing date for the Mar ch issue). VAA res erves the right to rej ectany advertising ill conflict Wilh its policies. Rat es cover one insertion per issue.Classified ads are not accep ted via phone. Payment must accompally order. Word adsmay be sent viafax (9201426-4828) or e-mail ([email protected] ) using credit cardpayment (VISA or MasterCard). In cl ud e name on card, comp lete address. type ocard , card number, alld expiration date. Make checks payable to EAA. Addressadvertising correspondence to EAA Publi catio lls Class ified Ad Manager. P.O. Box

AZIlPLAffE.Of course i you plan to l ~ i tthe easiest way is stiR Poly Fiber.~ y Poly-fiber? Because for 30 year s builders" have followed our easy steps and achieved safe ,truly superla tive , long - lasting results . And Poly-fiberproduct s are painstakingly manufactured and provenover time, Ou r reader -friendly manual is almost likehaving an instructor right there with you , and if yo u 'dlike some coaching , by one of our hands -on workshops .There 's al so a step -by -step v ideo , a kit for practicingwith Poly-Fiber , plus a web site full of information .

~ p o l y i i b e r c o m

e ma i l : [email protected]

A i r c r a f t o t in g s

Fly high with aquality Classic interiorCo mple te int erior a sse m l ies for do-it-yo urself i n st al/a tion.

Custom quality at economical prices ,

Cu s hion upholstery set s
http://www.bnin.net/-jlyboyhttp://www.americanpilot.orglcactus/mailto:[email protected]://www.bnin.net/-jlyboyhttp://www.americanpilot.orglcactus/mailto:[email protected]


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J;mMdrv;n

Columbus MS

u s ir Force Fighter

Pilot 1988 to present

Desert Storm veteran

Formed Mclrvin

Aviation Inc. in 1992

Holds several pilot andinstructor ratings

AUAis

approved

To become a

We purchased N 1083 D in 1994 and

started our terrific relationship with

everyone at AUAI We're currently

restoring a 1946 Cessna 12 0 .

"Thanks for the terrific support, AUAI "

Jim nd Lori Mclrvin

AUA s Exclusive E

intage Aircraft AssocInsurance Program

Lower liab ili and hull premiums

Medical payments included

Fleet discounts for multiple aircraftcarrying all risk coverages

No hand-propping exclusion


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VINTAGEAIRCRAFT

ASSOCIATIONOFFICERS

Pres ident Vice-PresidentEspie 'Butch' Joyce George Doubner

P.O. Box 35584 2448 Lough LaneGreensboro. NC 27425 Hartford, WI 53027

336/393-0344 262/[email protected] an tiq ue2 @ool.com

Treasurer

Charles W. Harrisecretary

Steve Nessa 7215 East 46th St.2009 Highland Ave. Tulsa, OK 74145Albert Lea. MN56007918/6228400f':JJ7/3731674 [email protected]

DIRECTORSDavid Benne"P.O. Box 1188

Rose,,;lIe, CA 95678530/2681585

[email protected]

Robert C. 'Bob' Brauer9345 S. Hoyne

Chicago, IL 60620773/7792105

[email protected]

John Berendt7645 Echo Point Rd.

Cannon Falls, MN 55009f':JJ7/2632414

[email protected]

John S. Copeland1A Deac on Street

Northborough , MA 01532508/3934775

copeland @juno.com

Phil Coulson28415 Sprlngbrook Dr.

Lawton, MI49065616/624-6490

rcoulson516 @cs.com

Roger Gomoll3211 /2 S. Br()()(lwoy #3Rochester, MN 55904

f':JJ7/288281Orgomoll @hotmall .com

Dale A . Gustatson7724 Shady HiliDr.

Indianapolis, IN46278317/293-4430

Jeannie HiliP O. Box 328

Harvard, IL60033815/943 7205

dinghao @owc. net

Steve Krog1002 Heather Ln.

Hartford, WI 53027262/966-7627

[email protected]

Robert D. ' Bob ' Lumley1265 South 124th St.Brookfield, WI 53005

262/[email protected]

Gene Morris5936 Steve Court

Roanoke, TX 76262817/4919110

[email protected]

Dean Richardson1429 Kings Lynn Rd

Stoughton, WI 53589608/8778485

[email protected]

Geoff Robison1521 E. MacGregor Dr.New Haven , IN 46774


S.H. OWes " Schmid2359 Lefeber AvenueWauwatosa, WI53213


DIRECTORSEMERITUS

Gene Chase E.E. ' Buck ' Hilbert

e m b e r s h i ~Services Directo!y_njoy the many benefits o f BAA and the

BAAVintage Aircraft Association

AA Aviation Center PO Box 3086, Oshkosh WI 54903-3086Phon e (920) 426-4800 Fax (920) 426-4873

Web Site : http://www.eaa.org and http://www.airvenfure.org E-Ma il : vintage@eaa .o r g

EM and Division Membership Services800-843-3612 . . FAX920-426-6761(8:00 AM -7 :00 PM Mo nd ay - Friday CST) New/ renew m emb ers hi p s : EM, Divis io ns

(V in t age Aircraft Associa tio n , lAC, Wa rbi rds),

Na tion al Asso cia tion of Flight In structors(NAFI)

Addr ess cha n ges Merch and i se sales Gift m emb ershi p s

Programs and ActivitiesE M AirVenture Fax- On -De m a nd Direc tory. . .. , , . , . , , . , . , , , , , . . .. . . . . . . . 732-885-6711

Aut o F uel STCs , . .. . , . .. . .. . . . , 920-426-4843

Build /res tor e inform a t ion .. , .. , 920-426-4821Ch apt e rs: loca ti n g/ o rga niz in g , . 920-426-4876Edu ca tion " , . . . . . . , .. , . , .. ,. 920-426-6815

E M Air Aca dem y E M Sch ola rshi p s

Flight Ad viso rs in fo rm a tion, . . , , 920-426-6522Flight In s tru cto r in for m a tio n . , . 920-426-6801Flyin g Star t Prog ram . . . . . . . . . 920-426-6847Library Services/ Resea rch .. . . . . 920-426-4848Me di ca l Qu est ions .. . .. . . . . . , , . 920-426 -4821

Tec hnic a l Co un se lo rs . . . . , . . , , , 920-426-4821Youn g Eag les . . . . , .. , . . . . . . . , , 920-426-4831

Benefits

Aircr a ft Fin an cin g (Textron) , 800-851-1367AVA , . . . . . . . . .. , .. , . .. . .. . , . , , 800- 727 -3823AVEMCO . . . . .. .. , . . . . . , , 800-638-8440Ter m Li fe a nd Acc id ent al . . . . . . . 800-241 -6103Deat h In sur an ce (Harvey Wa tt & Co mpan y)

Ed itorialSubmi tting ar ticle/ p ho to; adve rti sing inform ation920-426 -4825 . . . . . FAX920-426-4828

E M Aviation Fo undati onAr tifac t Do n a ti ons, , , , , , , , , , , . . 920-426-4877Fin ancial Sup p o rt , . , . " . , , .. . 800-236-1025

MEMBERSHIP INFORMATIONEAA

Membe rsh ip in the Experimental Aircraft Association ,Inc. is $40 for one year, including 12 issues of SPORTAVIATION. Familymembership is available for an additional $10 annually . Junior Membership (under 19years of age ) is available at $23 annually , All majorcred it cards accepted for m embersh ip , (Add $16 forForeign Postage .)

VINTAGEAIRCRAFTASSOCIATIONCurrent E M members may join the Vintage A ircraftAssociaton and rece ive VINTAGEAIRPLANEmagazine for an add itional $27 per year .E M Membership , VINTAGEAIRPLANE mag-azineand one year membership in the E M Vintage Aircraft Association is ava ilable for $37 per year(SPORT AVIATION magazine not included ), (Add$7 for Foreign Postage. )

available for $50 per year (SPORT AVIATIONmagazine not included ), (Add $10 for Fore ignPostage.)

WARBIRDSCurrent EM members ma y join the EM Warbirds ofAmerica Division and receive WARBIRDSmagazinefor an additional $35 per year ,E M Membership , WARBIRDS magaz ine and oneyear membership in the Warbirds Divis ionis available for $45 per year (SPORT AVIATIONmagazine not included). Add $ 7 for Fore ign

Postage ,)

EAAEXPERIMENTERCurrent EAA members may receive EAAEXPERIMENTER magazine for an additional $20per year.E M Membersh ip and E M EXPERIMENTERmag

i is il bl f $30 per (SPORT
mailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]://www.eaa.organd/http://www.eaa.organd/http:///reader/full/http://www.airvenfure.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]://www.eaa.organd/http:///reader/full/http://www.airvenfure.orgmailto:[email protected]


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Vintage Airplane - Dec 2000

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