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VOL. 31 , No. 12
DECEMBER 2003
2 VAA NEWS/H.G.
Frautschy
4 AE ROM AI L
5
A CENTURY OF AVIATION ACC
OMPLISHMENTS
/
Paul H. Poberezny
6
THE VINTAGE INSTRUCTOR
DOES
SAN
TA USE A GPS?
/Ooug
Stewart
8 CAPTURING HISTORY
THE
DANI
ELS/
WRIGH
T
PH
O
TOGRAPH /H.G. Frautschy
11
BARNSTORMERS AND TH
E
HARRINGTON FUNK
WRITING OFF AN AIR
C
RAFT
T
HE HARD WAY
/
Gerald
R
Lewis
15
DETAILS
,
DETAILS
LOOKING
CLO
SELY
AT AN HI STOR ICAL
REP RODUCTION /H.G.
Frautschy
MYSTERY
PLAN E/H.G. Frautschy
4 PASS IT TO BUCK/
Buck
Hilbert
6 N
EW MEMBERS
27 C
LASSIFIED ADS
8 A 8D
WRIGHT
FL Y R
COMMEMORA
T
IVE
POSTER
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From the Vintage Aircraft Association
Board
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V NEWS
DISCOVERY
TO
COVER EAA'S
FIRST FLIGHT RE-CREATION
Same-day
coverage of
EAA's
Countdown
to Kitty Hawk cele
bration,
including
footage from
the re-creation
of
the Wright
brothers' first flight in EAA s au
thentic reproduction 1903 Wright
Flyer will
be
broadcast on The
Discovery
Channel at
9
p.m.
ET
on
Wednesday, December 17. The
program
will
include portions
of
Discovery's The
Wright
Brothers:
First
in
Flight, which
first aired in
September.
The original program
contained
significant
coverage
of
EAA's
Countdown to Kitty Hawk celebra
tion, presented by
Ford
Motor
Company, and the construction of
the
Flyer
by The Wright Experience
in Warrenton, Virginia. The docu
mentary
follows the parallel
paths
of the Wrights in 1903 and The
Wright Experience in 2003
as
Ken
Hyde and his team employ reverse
engineering to
interpolate
the
brothers'
design process and re
sults from existing Wright aircraft
and parts, family correspondence,
and other sources.
In the
documentary EAA
Presi
dent
Tom
Poberezny
describes
the
centennial
celebration's sig
nificance along with EAA's
Countdown to Kitty Hawk festiv
ities,
which culminate
in
the
actual
flight of
the
Flyer
repro
www.eaa.org/airacademy. A one-of (ages 14-15), and advanced (ages
a-kind experience,
the summer
16-18).
Downloadable
Air Acad
program offers three camp levels
emy application
links are located
for young aviation enthusiasts: pri on each camp web page for your
mary
(ages 12-13), intermediate convenience.
You DID IT!
One Million
Young Eaghts!
In a
recent
local
feature story
about the
EAA
Young Eagles pro
gram,
pilot
Rick Ellis
·
(EAA
469164)
of Freeport,
IllinOiS,
said, Who
knows? The millionth Young Ea-
gle could be someone
who
flew
out of this airport.
That
comment
became
prophecy
on October
25,
2003,
when
Rick
took
15-year-old An
drew Grant, from nearby German
Valley, for
his
Young Eagles
flight at the
Albertus Airport
(FEP).
They didn't know it at the time,
but
Andrew be
came the one-millionth Young Eagle entered into EAA s official register,
the
World's Largest Logbook. That entry realized a goal
EAAers
started
working toward in July 1992.
Rick is
president
of
EAA
Chapter 475 and the Young Eagles coordi
nator for Chapters 475 and 22. A sophomore
at
nearby Forreston High
School, Andrew is the son of Becky and Tom Grant. Andrew and Rick
will be
EAA s
guests
at the
Centennial of Flight celebration
at
Kitty
Hawk, North Carolina,
on
December 17. Following the EAA
Count
down to
Kitty Hawk Wright
Flyer s
re-enactment of the first flight at
10:35 a.m., Andrew will join
EAA
Young Eagles Chairman Gen . Chuck
Yeager for a ceremonial flight
to
commemorate
the
million Young
Ea-
gles flown and
to
honor
the more
than 35,000 pilots and 50,000
ground volunteers who made it happen.
Looking
t
the Future
While EAA fine-tunes
the
program's future, one thing is certain: EAA
http://www.eaa.org/airacademyhttp://www.eaa.org/airacademy
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PROPOSED AIR TouR
CHARITABLE AIRLIFT
RULE RELEASED
EAA Young Eagtes flights not affected
The FAA s recently published no
tice
of
proposed
rulemaking
(NPRM) that suggests improve
ments
in national
air
tour safety
could have adverse effects on
commercial sightseeing flight oper
ations and some charitable
fund raising flight operations. But it
would
not
affect the
EAA
Young
Ea-
gles program. The proposal allows
for continued charity flights by en
tities such as
EAA Chapters
under
similar
restrictions
to
the
current
EAA
drug-testing exemption.
EAA and
its
affiliate, the Na
tional
Association of Flight
Instructors (NAFI), each plan to
submit comments
aimed
at
allow
ing
continued operations for
charitable
fundraising
flights and
to ensure that
the operation
of
flight experiences
in vintage air
craft such
as
EAA s Ford Tri-Motor
will
continue.
Both
organizations
will
make
their
comment
s
public
before
the comment
deadline, Jan
uary 20, 2004. I t will take th e
FAA
at least a year before a final rule be
comes effective.
The proposed rule is
modeled
on
Special Federal Aviation Regula
tion (SFAR) 71, which
FAA
credits
with Significantly lowering the air
tour
accident rate
in Hawaii.
FAA
VAA
HALL OF FAME 2004
To
be considered for induction into the
VAA
Hall of Fame during
2004, petitions
must be received by December 30, 2003.
If you wish to nominate
an
individual who
you believe has made a significant contribu
tion to the advancement of aviation between
1950
and the present day, please make a
copy of the form
on
this page or download it
at www.vintageaircraft org/
programs/ vaa_hof.pdf
,
fill it out, add sup
porting material,
and send
it to:
Charles W. Harris
VAA
Hall of Fame
P.O. Box 470350
Tulsa,
OK
74147-0350
Be as thorough and objective as pOSSi
ble. Attach copies of materials you deem
appropriate and helpful to the committee.
The
person you nominate can
be
a
citizen
of
any country and
may
be living
or deceased.
His
or
her
contribution
could be in the areas of flying, deSign,
mechanical or aerodynamic develop-
ments,
administration,
writing,
or some
other
vital, relevant field;
or
any combi
nation
of
fields
that support vintage
aviation.
EAA Vintage Aircraft
Association
Hall
of
Fame Nominating Petition
Note: To be considered for
induction
into the VAA Hall
of
Fame,
petitions
MUST
be received by December 30th of 2003.
Person nominated for induction into the VAA Hall
of
Fame:
Name : _
Street: City: __________________
State: Zip: Phone: _
Date of Birth: f Deceased , Date of Death: _
Name and re lationship of closest living relative : _
Street: City: ----,-,
______________________
_
State: Zip: Phone: _
Email Address:
Time span (dates) of the nominee's contributions to aviation:
(Must be between 1950 to present day.) _
Area(s) of
contributions
to aviation:
________________________________
_
Describe the event(s)
or
nature of activities the nominee has undertaken in aviation to be
worthy of
induction into
the VAA Hall
of
Fame: _
Describe other achievements the nominee has made in other related fields in aviation:
http:///reader/full/www.vintageaircraft.orghttp:///reader/full/www.vintageaircraft.orghttp:///reader/full/www.vintageaircraft.orghttp:///reader/full/www.vintageaircraft.org
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8
AEROMAIL
Eme
rgency Notes
I just received the November is
sue
of Vintage Airplane
and
read
Doug Stewart's
article
on emer
gencies. Having
been
a pilot for
22 years
and
with 5,000 hours, I
have declared four
emergencies
and have had the tower
declare
one for me. Of these five emer
gencies, only two had any kind of
paperwork: a firefighter from the
crash
truck filling out
an
event
log wanting to
know
my name
and
address, the aircraft owner's
name and address, and
the
nature
of the
emergency.
During one of
the other
emergencies, I had
landed
at
an
uncontrolled field
after
squawking
7700,
and
I was
requested to call
the Center su
pervisor. He just wanted to know
if
the plane and everyone on
board landed safely. I said, "yes,"
and
he responded
with "Thank
you
very
much "
So much for
the
"dreaded paperwork"
As an instructor I
emphasize
to
my students
that i f
there is a seri
ous problem, don't
hesitate,
XC-
In the August edition of Vintage
Airplane
there
is an article by
Richard Hill titled, "The Lockheed
Constitution." For what it's worth,
I
would
like
to
add my two
cents.
I was a midshipman at the U.S.
Naval
Academy
and flew around
the country in the summer of 1952
on this
bird . t was a program
called
Air Cru ise, as opposed to
summer cruises
on
ships. I can re
ca ll
sitting
in a
window
seat
and
watching
the
exhaust
system of
the No.3 engine light up to bright
red at each takeoff through the
open "gills."
Later on in my life I recall seeing
one
of the Constitutions parked,
and neglected but not abandoned,
at
the
Sebring airport in Florida . I
used to go there for
the
12-hour
sports car races in March. I believe
this
was
between
'60
and '63
. f
Mr. Hill is correct about it
ending
at Ft.
Lauderdale,
that
would
ex
plain
why
it disappeared from
Sebring in this era.
Donald
Stu)
Sammis
Titusville, Florida
USNA '53
Donna
Morris
has advised us that
Worldwide Aircraft Recovery Ltd. will
be starting the first part
of the Her-
culean effort
to
make the Goliath a
proper
item for museum
viewing.
They
expect
to
start
disassembling
the XC-99
around
the
first
of
he
year to begin
its
trip to the
United States Air Force
Mu-
seum
in Dayton Ohio.
Miller Highlights
Thanks for
the
Help
Restoring
an
antique airplane
calls
for many different kinds of
skills . And, like most people I
found myself deficient in some
categories
.
Woodworking
was
the
biggest problem, both from an ex
perience level and
having
tools
to
make complex parts.
My
current
project is a Fairchild
24W,
and it has a lot of wood which
has suffered neglect and exposure to
the elements.
t
would have been convenient to
go to the nearest Fairchild store to buy
some of these wood parts. But, the
Fairchild store is
as
much of the past
as
the hand craftsmanship employed
to build this old airplane back in 1939.
Fortunately I know a young man
who
is
a furniture maker. In fact, he's
a third-generation wood craftsman
and has studied under American and
European
artisans. He works with
hand tools
as
well
as
power tools . He
primarily builds elegant custom fur
niture from old-growth, tight-grained
wood which is highly figured. His
work
is
like fine art you'd expect in a
known
gallery. So, I felt privileged
that he found it interesting and en
joyable to make some airplane pieces
for me. And, at a reasonable price All
I supplied was the aircraft grade Sitka
spruce and enough of the old tattered
parts to get some dimensions.
I'd like to share his name
and
ad
dress
with others who might
be
"wood challenged" like myself:
Mr.
Frank Straza
329 Coastal Lane
Waco, TX 76705
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CENTURY
OF
VI TION
CCOMPLISHMENTS
P UL
H.
POBEREZNY
FOUNDER
ND CH IRM N
OF
THE BO RD
E
b ~ ~ t e ; ~ ~
world,
quite
a
significant time; it marks
the
year of
a major milestone
in
the Wright
brothers accomplishments that cre
ated the flying
machine. But I ve
often
wondered
why, for
centuries
and centuries, this did not happen.
I often imagined men and women
lying
on
the beaches of the Mediter
ranean, or other beaches,
watching
the
seagulls fly wishing that
they too could view the earth from
a different
aspect other than the
mountaintop.
t
took two gentlemen
from our fine country, after years of
study
and
dreaming,
to
accomplish
controlled flight, though it was very
short in time and distance.
t was a great accomplishment
that
was
quickly surpassed by
the
brothers,
and now
even by
our EAA
folks of today.
t
would have been in
the realm of science fiction to dream
what
some in the EAA family
have
accomplished in
the
air. Records set
and broken, beautiful airplanes built.
Who could have imagined that
one
day two people would be flying
around the
world
in a homemade
airplane, non-refueled, nonstop?
0 3
So much had happened before
they got involved in the solution.
During
the
1850s
and
well
into the
early
1900s, ballooning became
quite popular. Men and women were
reaching
for the sky. There were
crude attempts
at
flight,
and
gliders,
whether
it was
in
Europe or
with
Chanute
along
the shores
of
Lake
Michigan. It seems that for whatever
reason,
it
was
time to
fly. To
put
forth
the mind s
efforts
to
solve the
problems in which gravity
had
al
ways defied us.
Of course
one can
look
at the
jet airplanes of today,
the
fighters
and
so forth, and
the
equip
ment;
it s hard
to imagine
an
airplane taking off straight up, pro
pelled by
the exhaust
of
the
jet
engines. Yet
we marvel
at it when
the Harrier takes off and lands at our
annual convention.
Where will it go in
th
e future?
We
don t know. But just take a look at
what EAA has created as an organi
zation,
tapping
minds;
men and
women
putting hands and
minds to
work to
be
creative, to design
air
planes that are much improved over
what our factories
produced
in the
20s, 30s, 40s and 50s, 60s
and on
into the 70s. And to be able to earn
been tremendous. Solving
the
prob
lems, coming up with
new
ideas,
new materials, and ways to use
the
materials
that
are used in other ele
ments
of our life. They might come
from industry, whether it s automo
tive, boats, something completely
unrelated,
any
of which can be used
to make a better flying machine.
As many of you in
VAA
know, you
can t make progress unless you know
the
past. And of course with our an
tique
and
vintage aircraft, they were
the stepping stones, even for myself,
with my American Eagle
powered
with a WW I
OX-5
engine. It had two
wings; back
then
airplanes weren t
re
ally airplanes unless they had two
wings to provide not only the beauty,
but
also the extra lifting power you
could get in a given wingspan. So I m
really pleased to see those of you in
VAA
who
love history, save that his
tory
by
maintaining
and
restoring
vintage aircraft. And also you
see
that
with our
military
aircraft of WW
I
with the ]ennys and aircraft through
the 20s, 30s, 40s, 50s ... that s why
it s important to have a group, and
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THE VINTAGE INSTRUC
Does
Santa
Use a GPS?
DOUG
STEWART
C
hristmas t ime
is
here
by golly,
Dis
approval would be
folly The words
of that
vintage
Christmas song
by
Tom Lehrer brought a smile to my
face as I deleted,
one
by
one,
the
numerous spam
e-mails I had re
ceived, trying to sell this, that, and
the other thing for
Christmas.
In
terestingly
enough
several of
these
were
aviation
related. As more
pilot
shops
go
online,
they add to
the
onslaught of junk
that
now
comes
to us electronically.
And
just
as their
advertisements
are
elec
tronic,
much of what they
offer
seems to be electronic.
t is amazing to
see
how elec
tronic
technology
is
making such
rapid advances in the realm of
cockpit
aids. We can buy portable
GPS units that
give us
a
panel
of
enough information to
allow us
to
fly our aircraft with confidence
even
if we
have
had a vacuum sys
you turn on the switch. Engine
noises
disappear (gee
I kinda
like the sound of that round en
gine,
oh
well. ), all
kinds
of
cockpit noise is
canceled,
even
the
sound of the
gear
warning
horn, as
one
pilot claimed
after landing his
Cutlass gear-up at my
home
base
this past summer.
But wait, y u say.
This is
intage irplane
magazIne.
We fly old planes.
We don't use
that stuff.
cabulary), ha ve a wire attached to
your
wrist that
would
send a small
electronic
shock to wake you
up
at
a preset
time.
You could
go
to
sleep
shortly after leveling
off, sleeping
soundly with
the confidence
that
the PDA would
command
the air
craft
to
avoid all other aircraft with
the
information it
was
receiving
from
the uploaded TCAS.
But wait,
you
say. This is intage
irplane
magazine.
We
fly old
planes. We
don't
use that
stuff.
Well let me tell
you.
Walk the
lines of
vintage
aircraft
at
EAA Air
Venture
Oshkosh or Sun 'n Fun
EAA
Fly-In, and I
think
that you
will
find
all kinds of these aids
in
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that I would
never
have any use
for s
uch
stuff. (Back then I still
used paper
and pencil to write
with,
being of a somewhat anti
techno mentality.) I planned to use
this airplane to
fly low and slow
using pilotage to wend my way.
Why would I want GPS in this air-
plane?
Since the reduction in price the
seller offered was nowhere near the
value of
the
unit, I decided to in-
clude the
GPS in the
purchase.
I
have never regretted that decision. I
have come
to
realize that when I
have to get somewhere in my Super
Cruiser
in
a hurry, the quickest
flight is also the shortest line. It
doesn t get any shorter than the
great circle route. I
don t
always use
the GPS but it is great to have ac-
cess
to
all the
information
the
device offers. Not only is the short-
est route depicted,
how
fast we are
flying along that route, seeing our
arrival time, and time enroute be-
ing constantly updated, but also the
nearest
airports, navaids and fre-
quencies can
be
found in
short
order. I can find out at a few button
touches exactly where
the
wind
is
blowing from and its velocity. Air-
port diagrams and information can
be quickly brought to the fore. On
and on the list goes. GPS navigators
have so
much
information stored
inside their memory.
The
problem
is that we quickly
become
dependent upon these
wonderful devices. Before long
the
sectional chart
has
become
rele-
gated to the back of the cockpit, its
chart,
and
plotted
the
true course
and converted
tha
t
to
magnetiC
course?
Do
you still remember how?
Do you remember how to navigate
using
that
most basic and simplest
of techniques, pilotage? We all
had
to demonstrate our
knowledge
of
the technique on our private pilot
checkride, but for
many
of us de-
pendence and
reliance
upon GPS
navigation has allowed
that
skill to
be forgotten.
I remember a flight
not
long ago
that I shared with a dear friend
and flying companion. She flew
the
outbound leg
up into the
Adirondacks
using her
handheld
GPS to guide her while I sat relax-
ing in the back.
The
views
were
awe-full.
High
mountain peaks
stood guardian over crystal lakes. It
was fantastic. On the return flight
we swapped seats and I would fly
us
back home.
I
decided to
turn
the panel
mounted
GPS off and
just use
map and
compass for my
navigation. My companion
took
her
handheld unit in back with
her. I
didn t
miss
any of
the
spec-
tacular scenery on the flight home,
with my head inside
the
cockpit
looking at my GPS. Instead, I used
the scenery to help guide me.
You
can imagine my delight
when
she
informed me
upon
arrival back
home that I never wandered more
than
three quarters
of
a
mile off
course
during
the
entire
flight
back.
So I would like to suggest
that
if
you
do use
GPS for
naVigation
,
turn it off occasionally and try us-
EAA
VINTAGE
AIRCRAFT
ASSOCIATION
S
HARE YOUR INTEREST IN PRESERV-
ING
AND
PROTECTING OUR AVIATION
HERITAGE. BECOME A PART OF VAA
AND RECEIVE 12 COLORFUL AND
INFORMATIVE ISSUES OF VINTAGE
AIRPLANE , PLUS GAIN ACCESS TO THE
MOST SUCCESSFUL INSURANCE PROGRAM
FOR VINTAGE AIRPLANES ANYWHERE.
DUES
ARE ONLY
36
PER YEAR IF
YOU ' RE ALREADY AN
EAA MEMBER
OR AS
LOW AS
46
TO JOIN BOTH EAA AND
VAA.
JOIN TODAY
800 322 2412
E
Flight
Planner™
EM
in an agreement with
AeroPlanner.com, is
pleased
to announce an
exciting
new
Membership
b e n e ~ t for EM
Members . . . E
Flight
Planner. Take
advantage
of the newest Member b e n e ~ t by
heading over
to www.eaa.org.Click
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Now"
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get registered, and log
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~ p t u r n
lstory
The Daniels Wright
Photograph
H.G.
FRAUTSCHY
T
he image of that first pow
ered flight by the Wright
brothers
on
December 17,
1903, is
indelibly marked
in our minds . But the more I look
at
the
photo,
the
more
I realize I
haven't really "seen" it at all. Subtle
clues abound in the delicate fine
grain emulsion painted
on
the
S-by-7-inch
glass-plate negative
that was loaded in Orville Wright's
Gundlach Korona
box
camera
that
cold morning.
With the knowledge gained dur
ing their attempted flight on
December 14th, Orville placed his
camera, mounted on a wooden tri
pod, to
the rear and
right (to
the
southeast) of
their
flying machine,
with the lens pointing to the oppo
site end of
the
launching railing. In
the full frame of the original photo
graph, you can see the starting end
of
the
rail on
the
very edge
of the
where it would show, with just one
photograph,
the
entire vista of
what
he
was
pretty
sure
would
be their
first flight.
By
showing the entire launching
rail,
Orville could ensure that
no
one could dispute the length of the
takeoff run,
or
claim
the
Wrights
had
actually started heading down
hill
and had
simply
taken
off from
a flat section of the rail.
By
putting
the
takeoff end of the
rail in
the
center
of
the frame, he gave plenty
of room for the person who would
trip the shutter to
get
the
lyer in
mid-air, even if the shutter bulb was
squeezed late.
What
has been often named
the
photograph of
the century was al
most not taken.
John
T Daniels,
one of the men
assigned to the Kill
Devil Coast Guard station south
of
the
Wrights'
camp
at
Kill
Devil
Hills,
had been
a fascinated helper
by accident. In either case, after the
flight, Orville checked
the
camera
and saw that
the shutter had been
tripped. Daniels took a very memo
rable photograph
, but they
wouldn 't
know what
it looked like
until the Wrights returned to Day
ton
and developed
all of the
negatives in their darkroom. Amaz
ingly,
it's
one
of the clearest
photographs
taken
during their
1903 stay
on the
Outer Banks.
What Daniels captured
in
that
moment is fascinating.
By
virtue of
the
large
glass
plate negative
coated with a remarkably fine
grain emulsion, we can take a peek
at
a
number of
details that
at
first
glance are overlooked. (We ve cho-
sen
to
not retouch in any way this
first
gen
eration scan of he glass plate
negative. We did
crop
a small section
of the bottom of the photo
off
ofour
reproduction,
ut
have kept the bro-
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in a low depression in the
sand
is
plainly
visible
beyond
the
sheds.
You
can
also see a couple of the
sand dunes that ran along the Albe
marle
Sound
side of the Outer
Banks from
Kill
Devil Hills
north
to
Kitty Hawk. The same hills are the
ones visible in the first flight photo
graph of the
Flyer.
On the
left side
of the photo-
graph, the footprints of the brothers
and their helpers are plainly visible
around
the
perimeter
of the right
wing as
the
Flyer was prepared for
flight. Orville explained
the
differ
ence in the appearance of the sand
around the launch area in the book
How We Invented the Airplane,
cur
rently in print by Dover Press.
This track was laid in a small de
lay the track.
ression,
which
a few days before
ad been covered
by water.
We
ose this spot because the action
of the water had leveled it so nearly
flat that little
preparation
of the
ground
was necessary in order
to
On the right end of the airplane's
foot-printed outline is a small foot
stool or bench, with a large C-clamp
across the center support of the
. Ken Hyde of the Wright Expe-
believes they used the clamp
gently secure the wingtip of the
jl
H < L l1 H C
to
the bench, to prevent the
from rocking too much from
to side in the breezy conditions
as they prepared it
for
flight.
To the bench's right,
Th e Wrights camp
is
in
the low
er
center
of
this photograph
of
th
e 1902 glider
being flown on October
21,
1903. The water-filled
area
just to the left
of
the
camp would
be the
site
of
the
four
powered flights
on
December 17th.
The
slightly irregular horizon on the left is the
series of
sand dunes that stretch along
the A
lb
emarle Sound
side of the
Outer Banks
from Kill
Devil
Hills to
Kitty
Hawk North Carol ina. W RIGHT
SlATE
UNIVERSr,-y
ARCHIVES,
W RIGHT BROTHER. COLLECTION
O U R T
there is the starting battery, with its
kinky, stiff wire sticking out of the
wooden box. It was used to start the
engine of the Flyer which was also
equipped with a dynamo. A battery
was needed
to
supply
enough
elec
tricity to generate
a spark within
the
primitive
make-or-break igni
tion
system used
for the engine.
There's also a shovel
and
a small
can, which, according to
Th e
Pa-
OF SPECIAL COLl
E
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near the lower wing's
trailing edge, and you
can
see Orville lean
ing on his right elbow,
with
his left
arm
pushed
out
to the left.
In his left hand, he
has
the
control stick
for
the
elevator
(they
called it
the
front
rudder ") fully aft, a
control input
that
was
taken out probably
within
a
second
or
two after
the shutter
was tripped. He's just
slid his body and the
wing-warping control
cradle
over
to
the
right, in an effort to
pick up the left wing, which dipped
just slightly at this early stage of
the
flight. The small cylindrical object
mounted on the
wing
interplane
strut
to the left of Orville
is the
gasoline tank. The radiator for the
engine
is
mounted to the next strut
over, immediately to the right of
the pilot's position.
] ust barely visible
at the bottom
of the front crosspiece is
the
bicycle
hub used as a guide for the Flyer as
it rolled down
the launching
rail.
Below it you can see
the two
wheeled truck with the crosspiece
used to
hold up
the aft end of the
Flyer
as it rolled down the rail. In
the
photo, it has just
left
the
rail
and impacted the
ground,
with
a
little bit of sand flying up in
the air
In
other photographs of
the
Flyer
taken
that
December,
the
wheeled
helpers would then wheel it out of
the
hangar
shed,
moving
it outside
on
a couple of sections of the 15
foot section of rail.
Given the
cold,
nasty weather
conditions
on
December 17,1903,
it's no surprise they
only moved the air
plane about 200 feet
to
the
west of
their
hangar shed.
Besides
the
obvious
fact that
this photo
graph
has
captured
such a momentous
event,
it
really
is a
very well composed
photograph.
The
Wrights' flying
ma
chine is
certainly
fascinating.
You can
clearly see the en
temperature of
about
35 degrees,
the
density altitude that
morning
would have been very conducive to
getting
the maximum
performance
possible from
the Flyer and its
propulsion system.
The addition of Wilbur on
the
right side of the photograph adds a
perfect human element to
it,
and
his pose
is memorable. The wind
they were bucking is billowing ou
Wilbur's
suit,
his pant
legs being
filled with air, as
is
his jacket. His
cap
is
pulled firmly
down
nearly to
his ears, and his celluloid collar
is
clearly visible
above
the
collar
of
his suit jacket. He must have been
rather
cold, as
was his brother,
since the temperature
was
just
barely above freezing.
I t
was 33 de
grees
at 8
o'clock that
morning,
with
a
high of
37
later
in the
day,
and the wind
was
howling out of the
north/northeast,
according
to
the
logs of Weather Bureau observer ].].
Dosher at his station in
itty
Hawk
r : ;--- ;
- - -
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Barnstormer
s and the
Harrin
gton
Funk
Writing off an aircraft the hard w y
O
ne of
the
things
about
be
ing my age is the fact
that
I m old
enough
to re
member
seeing
the
last of
the old-fashioned
barnstormer
air
shows,
but
still
young enough to
en
joy
flying today,
and
still have
enough memory left to put together
this story of
an
air show
held
54
years ago
As
the beautiful June day
at
the air
show drew near
an
end, with
the
usual air
show stunts
completed
to
the pleasure
of
the
crowd,
the an
nouncer called the crowd's attention
to a board wall that had been built
just off the side of
the
runway. The
fi-
nal
event
of
the
Second
Annual
Harrington, Delaware, Air Show Oune
12
1949) was to be an airplane crash
ing
into the
board wall. The
plane
took off with
Earl L
Newton
Jr. at
the
controls . As the
plane
climbed and
circled the field, the
announcer
ad
vised the crowd that
the
crash was to
be
photographed
by a
number
of
photographers on the field for a story
to
be used in the Parade
section
of
the hiladelphia
Inquirer
newspaper.
GERALD R. LEWIS
PHOTOS COURTESY GERALD LEWIS
Newton
crossed
the
field again,
he crowd surged forward
as t
he
dust
once more lined up with
the
wall,
started to clear. The door of the plane
and this time he crashed straight into
flew open, and
Earl
Newton
Jr.
it.
As
pieces of airplane
and
board climbed out without a scratch, much
wall settled in a cloud of
dust, the
to the relief of his wife, who was one
Earl L
Newton
Jr. wearing his football-style helmet just before his stunt at the
Harrington
Airport
air
show
on June 12, 1949.
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Earl
Newton
after
the crash
holding
pack
cigarettes
he
hoped
would lead to product endorsement. The
youngster on the
far right looking
down is the author
Gerald Lewis. Later th t year Newton would be killed
during an air show in New York state.
of the first to reach the wreckage.
The photographers
took more pic
tures of Newton, one of him standing
in front
of the
wrecked aircraft
with
a cigarette in his mouth
and
holding
up
a pack
of
Camel cigarettes. New
ton and his partner, Walter J.
McGinnis, hoped
to
sell the photo
While
the
picture
taking was going on, I
cut
a
section of the
left aileron fabric as a
souvenir. A few weeks
later I
cut
the
Barn
stormers Are
Back
story out of the
Philadelphia
paper,
and
the section
of
the
aileron fabric and the
newspaper story held
a place
of
honor in
my bedroom for a few
years. It was last seen
in
the
attic collecting
dust.
My interest at
this
time of
life went
from airplanes to cars,
girls, marriage, and
the necessity
of
mak
ing
a
living.
In
the
1950s I did manage to
get
my
pilot's certifi
cate
and
start a
business just a block
or
two from Delaware
Airpark, in Cheswold,
Delaware.
This put
me back in
contact
with airplanes
and
air
craft people, and
eventually, in
early
1989 I got a job work
ing for Towery Aircraft Service at the
airport
and
went back
to school to
get my A P certificate.
My boss at Towery Aircraft
had
seen
a
picture of
a
Funk at some
time in
the
past
and thought he
would like to have one. He
checked
Trade-A-Plane, found
one in
Texas,
found out that Ford Model B engines
powered the first Funks built by
the
Akron Aircraft Co. in Akron, Ohio.
They were
installed
upside down
and backward from their automotive
application.
Many
years ago I
owned
a 1928
Model
A Ford pickup
and
had a lot of fun with it, so I
thought
a Ford-powered Funk
would make
a
great airplane.
The
first thing I did to
get
more
information
was
to become
a
mem
ber of the Funk Aircraft Owners
Association,
which
is
an
organiza
tion
some
Funk owners set up to
help preserve
the
few Funk aircraft
left by exchanging information and
history
of the
aircraft. One
of the
goals of the founder,
G.
Dale Beach,
and
the
club's self-appointed re
searcher, Lou Chapo, was to
locate
or
find
out what happened
to each
of the 365 Funk aircraft built. They
were very successful finding the his
tory
of
more than three
hundred
Funks. After Dale and Lou passed
away, I became interested
in contin
uing the
hunt with some
success.
Serial number 44 was found over
head
in
a
hangar
in
Florida,
and
number 51
in
a
barn in
Indiana, but
the identity of
the
Harrington Funk
was not
to
be found .
A lot
of time
was spent talking to
many of the old-time fliers in the
Harrington
area
and
putting a
story
in
the
local newspaper asking for
help in identifying the
airplane.
On
a visit to the Philadelphia Public
li
brary, I did find the microfilm
of
the
Parade story as it was published, and
also
the
obituary of Earl
L
Newton
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17/38
8/20/2019 Vintage Airplane - Dec 2003
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cluded Tilman Thomas, a
(UPIi l l I IHAlt
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quick check
in Dale
Funk owner from San An
Beach's
book It s A Funk
tonio, Texas.
Several
showed that Funk N24129
months later I received a was last
owned
by R. Paul
phone
call from
Tilman Synder of Norwood, Penn
that
opened
with
the
sylvania,
a
suburb of
statement that "I
would
Philadelphia.
At
this
point
not believe what had hap I believed we had found
pened
at
a local pilots the right airplane, but to
club meeting. When he
be sure, a request was sent
was introduced
at
the
to the FAA for
the
records
club
meeting
it was men-
ofN24129.
t ioned that he
owned
a
Well for all of you who
Funk
aircraft.
Instead of do
not
believe in Santa
the usual question asked,
Claus, think again. After a
What's a Funk? one
of
short wait a package ar-
the gentlemen in the
rived
from Santa
Claus
crowd
said
that
he and a (aka
the
FAA with
the
his
partner once owned a
tory of Funk N24129. As I
Funk, but i t had crashed
The final experimental airworthiness certificate for
the
Funk,
checked each of the 40
into a board wall at an air
issued just
prior
to
the
air show stunt. The
back side the
cer-
some pages
looking
for
show
in
Harrington,
tificate
reads:
Occupancy the aircraft
restricted
to
one
anything
that
would
tie
Delaware, in 1949.
person.
This aircraft shall not
be
flown after June 12, 1949./1
N24129
to
the Harrington
Well it's a small world
after all. After eight years of looking,
Walter]. McGinnis had finally come
out
of
the
woodwork. Tilman
Thomas had McGinnis call me, and
we
had
a
long
talk about
the air
show and the Funk airplane
that
was crashed. We tried to
pin down
its identity. He recalled
that
it was
bought a short time before
the
Har
rington air show in
the
Philadelphia,
Pennsylvania, area for $100, and
was flown to
Harrington for the
show.
If
we had
the
N number, this
information
could be checked with
FAA records. McGinnis could
not re-
member what happened
to
the
wreckage after the show,
but
he did
agree to keep looking for anything
was
me
looking
down at the left
aileron as I
cut
out the piece
that
I
took
home as
a souvenir
As with life other things came up,
and
a call back
to
McGinnis was put
on the
back burner. Over
the next
few years
my
collection
of
Funk air
planes, Funk parts,
and blueprints
increased, and I stayed busy making
parts
for my
Funks
and trying
to
help out
other
Funk owners
with
their parts
and
problems . For a
while, nothing much was
done
to
follow up
on
the
story.
In
2001
I
took time to get back
on the
trail of
the
Harrington
Funk. I
called
McGinnis,
and
as we talked, I was
able to tell
him more
about what I
Funk,
the
last five
pages
brought the search for the Harring
ton Funk to a successful close.
The
first page
showed the
owner
of the
Funk
was
R. Paul Synder of Nor-
wood,
which matched
the
information
in
the
Funk book.
The next
page showed the sale of
the
plane to Howard A.
Goschler
of Chester,
Pennsylvania. The
third
page was
a change
in
regiS
tration, from
NC
to
NX,
which
denoted a switch to the experi-
mental category. Next to the last
page was a
CAA
Operation
limita-
t ion
form
dated June
9, 1949,
stating, Certif icated For
The
Purpose o f
one
Exhib i t ion
Flight
On
June 12,
1949,
and
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DETAILS,
- - ~ r - - - ~ - - ~ ~ _ - x - - - - - - - - - - _
AILS
t an istorical Reproduction
H.G. Frautschy
1 1 2
fter his very exacting restoration
of
a
Curtiss Jenny,
Ken Hyde of
Warrenton,
Virginia, chose to
pursue a different line of research
dealing
with the pioneer
era
of
flight. After
researching
and
building a Wright glider and
kite, he came to
EAA
with a proposal. Would
EAA be
interested
in
collaborating with
his
new organization, "The Wright Experience,"
with
the
ultimate goal of creating
the
most
exact reproduction of the 1903 Wright
Flyer
_- ---
~ - 9 -
a l
ever built?
An agreement was
reached, and
the ex
traordinar
y aircraft
created
by
The Wright
Experience has been
the
centerpiece of
EAA s
Countdown to
Kitty
Hawk celebration
during
the
past year. Since
not
everyone was
able to visit the exhibit on
its
multi-state
tour, we'll
share
a
number
of details of the
reproduction Flyer.
First off, it's a pretty good-sized biplane.
Though only
21
feet, 1
inch
long,
i t
spans 40
feet , 4 inches. It has 510 square feet of wing
area, yet only 12 horsepower
was
needed to
fly
the
airplane,
with the
engine
turning
1,000
rpm
as
the
two propellers produced 132-136
pounds of thrust while they turned 330 rpm.
But to reproduce
that
action, to exactly re-cre
ate
the handiwork
of
the
Wrights
and their
mechanic/machinist,
Charles Taylor, would
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and built, for the most part, by Char
lie Taylor in
the Wrights' machine
shop. The experienced hands of
the
staff
at
Hay
Manufacturing of
Lake
Geneva, Wisconsin, built
the
new
re-
production engine
. For
many
years,
the Hay family
had
been
running
a
Using
a rosebud
tip on his
torch, Steve Hay
heats up
the sprocket for
the valve camshaft in
preparation for silver
so
ld
ering.
copy of the 1903 Wright engine that
they made in time for the 75th an-
niversary of the flight. We've been
fortunate to have their display of run
ning antique aircraft engines in the
V area since the 1970s.
The Wright Experience turned to
aeronautical exhibit held in conjunc
tion
with the
Annual Automobile
exhibition in New
York
City. The
crankshaft and flywheel in
the motor
mounted on the
1903
Flyer
displayed
at the National
Air
and
Space Mu
seum
is
from
the
1904 motor. Orville
Wright personally attested
to
that
substitution, made when
the
motor was reassembled for
display.
Each
o
the four connecting
rods
is built up
instead o
D
forged,
using a
seamless steel
tube with
the
bronze rod
ends
screwed
and
pinned in place.
r , e a ; : : . . . . . - - - - - t Z _ . . . . . : . : : : . . - - - - o l ~ ~ _ ~
. . : :
This is the
aluminum
crankcase casting
with
the cylinders,
pistons, and
crank-
shaft
in
place.
The racetrack
area to
the
right
on top
o
the casting
is
the vapor-
ization/intake manifold
for
the engine
A plate with a small can
soldered
to it
is
mounted
over
this area. As air is
drawn through the can, fuel
is
intro-
duced
from
a small
tube
(there is
no
carburetor
o
the type we would
know),
and
it vaporizes
as
it makes contact
D
with the
warm,
then hot crankcase.
The
lightw
eight
engine
construction
can
be
seen in the open webs
o
the
case
on the
left.
When completed,
a
simple sheet
metal
plate
covered the area over the
crankshaft and the connecting
rods.
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Ev
e
ry
aspect
th
e
first
Wri
ght
broth
e
rs
engin
e
built by
Charli
e Taylor
is
exactly duplicated in-
cluding the open
rocker arms ,
whi
ch
ar
e built
up
using
sheet stee
l.
Th e s
prin
g steel keeper is positive acting yet it allows quick
disassembly
wh
en needed.
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22/38
The engine con-
trols are a clever
arrangement using
a control lever at-
tached to the
engine
and
fuel
valve with cords.
When placed with
the end the lever
fully to the left, the
fuel valve was
closed.
Moved
to the
center
position,
the
main
fuel
valve
s
opened,
allowing
the engine
to
be
started.
(A
sec-
ond fuel valve was set
n
advance to the
proper
fuel flow needed for the
engine
to run.
While it
could
be adjusted prior to takeoff, it was not intended to be
used
n
flight.)
When
all was ready
for the aircraft's launch, moving the lever to the
far
right, as
shown here, would push
the
start/stop/reset button on the stopwatch, stat the indica-
tor
the
Jules Richard
anemometer,
and pull on
the
cord
secured
to one end a bell
crank that held
the
Veedor
revolution
counter
the
end
the
crankshaft. When
the
bell crank was
pulled, the flexible bracket forced
the counter's
rubber
tip
into contact
with
the
end
the
crankshaft, and it started counting
engine
revolutions.
To
release
the
restraining wire holding
the
Flyer n place, a small spring
clip
was pulled upward (not visible).
Pulling the lever all
the
way back to
the
left would close
the fuel valve,
stop the anemometer
recording
and
stopwatch,
and
pull
the
bell crank
the opposite
direction and move
the
revolution counter away from the crankshaft.
The
Wrights put this in-
strument package together n this way so
they
could quantify what had happened during
the flight,
and calculate
the
distance
flown through
the
air. They didn't intend to refer to
the
instruments while in flight. Think
the three
instruments as
the first
in-flight
data
recorder."
8/20/2019 Vintage Airplane - Dec 2003
23/38
The
Packer
Engineering Company o
Naperville, Illinoi
s,
built
th
e beautiful
reproduction
dynamo
used on the
repro-
duction Flyer.
The
dynamo
produces
voltage which is
suppli
ed to the
make or
break
ignition
system
used on the
Wright engine. Each time the contacts
in each
ignition
cham ber are
cycled, the
collapse o the magnetic field in the dy-
namo creates a surge o
electricity
that
jumps the
contact
points,
creating an
i
g-
nition
spark.
The dynamo
s
friction
driven
offo the engine's flywheel.
The forward
rudder,
what we
now call the
el
evator,
was controlled by a
simp
le sash
chain, which
was wrapped
around a pair
o wooden drums,
one
on the
control
lever
actuated
by the pilot, and the other here
between the
two control surfaces. One
o
the few mistakes
made
by the brothers
was
the
placement o
the
centerli
ne
o
the
hinge. t was
too close
to the center o
pressure o the surfaces,
so
that
when
a
pitch change
was
made
to the
control
sur-
face, the
sUrface
would
be
acted
on
by the
relative wind, and wou ld drive to full de-
flection,
much
farther
than the
pilot
intended. Both Orville
and Wilbur experi-
enced this troublesome characteristic,
and
l •• ~ ~
had
to quickly learn to make
very
small
adjustments
to the pitch
control during
their
four
flights. Coupled
with
the pitch
instability o the basic design, the brothers
dId a great lob l
earnmg
to compensate, and were able to increase each subsequent
fli?ht's
d ~ r t i o n
and
distance.
Their prior experience
with
their
gliders,
and
practice
WIth
thezr
1902 glider proved invaluable.
All
o
the
special
cotton muslin fabric spe-
cially woven
for the
reproduction
Flyer
was
secured in place by
stitching
or sma
ll
tacks.
Over 1 900
tacks
were used on the
original
and the
reproduction.
The steel parts for the drive train were
8/20/2019 Vintage Airplane - Dec 2003
24/38
Flight Control Cables
Custom Manufactured!
Each of the wing warping
wires
was connected to
a short
length of link
chain,
which
ran
over rollers to allow for their
attachment
to the upper and lower wings.
You can see the wing warping control guides quite clearly in the
Daniels/Wright
photograph taken
on
December
17,
1903.
Also, by
attaching
the
interplane struts
using
a
single point, the wing structure was flexible
yet
braced.
Only the center sec-
tion of the wings was rigidly tnlSSed with bracing wire
.
The outer panels were
braced in
this flexible manner.
,
, V S
Each
Cable is Proof Load Tested
and Prestretched for Stability
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cFarlane
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Baldwin City, KS 66006
800-544-8594
Fax 785-594-3922
www.mcfarlane-aviation.com
-
FLY-IN CALENDAR
, ,
.
The {ollowing
lisl o{
coming events
is
fllrnished
1 Ollr
re ders s
a m tter
o
nform tion only nd
does
not
OI -
stitute approval sponsorship involvement control or
direction of any
eve
nl fly-in, sem inars,
fly
markel, elc.)
lis led.
To submit an event, please log on to
www.eaa.org/events/events.asp.
Only
if
Internet
ac-
cess is unavailable should you send the information
via mail to:,
All: Vintage Airplane,
P.O. Box
3086
Oshkosh, WI 54903-3086. Information should he re
ceived
A
pair ofbicycle hubs was used to
gu
i
de the Flyer down the launching
rail.
A
full landing gear
would
be
heavy, and wheels would be useless
on
the sands of the Outer Banks, so
the brothers
wisely
chose to keep
it
simple and use
a pair
of
skids to
land
upon.
They continued
to use
this method
for
many
years, believ-
ing
it
to be superior
until
proper ground preparation was made to flying grounds,
and the aircraft s performance improved to the
point that it
was
not
seriously hin-
dered
by the
additional
weight
of
a
wheeled
landing
gear.
.......
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8/20/2019 Vintage Airplane - Dec 2003
25/38
Espie "Butch"
oyce
Madison, N
• Started
flying in 1946
father Espie Sr
.
• Began
flying
lessons
at ge II
• President of the VAA fAA
Vintage Aircraft Association
Butch and grandson Hunter
prep re for takeoff in the
Luscombe BE.
I
My
grandson, Hunter Otey, and I have confidence
in
his
grandmother, Norma Joyce, President of AUA Inc. She has
put together, with
AIG
a great VAA insurance program for
AUA s customers and her loved ones /I
- Sutch oyce
8/20/2019 Vintage Airplane - Dec 2003
26/38
BY H G FRAUTSCHY
S PTEMBER'S MYSTERY ANSWER
...
Ford Air Tour and at the
1927
Na
tional Air Races. The B-1 carried four
passengers
with 220-hp Wright JS en
gine power.
The
B-3 with JS or 330-hp
J6 power had enlarged tail surfaces,
and a wider cabin. Mahoney sold his
share of Ryan to The Detroit Aircraft
Company
for
production
of
the five
passenger B-S
at
Lambert Field, St.
Louis, in 1929.
Yes,
Detroit in St.
Louis
. That s the Spirit I digress Nine
of 48 B-Ss went
to
China. From the
spring 1990
CAHS
Journal
Edo
Float
drawings by
D.E.
Anderson,
Edo
39
4650 or Edo Q3830 floats
of
20-foot
4-inch
length could
be
mounted
on
the
B-S.
Our September Mystery Plane was
a tough
one
since
the
photo didn t
show
any details, and
many good
details were hidden just
out
of view.
September's Mystery Plane in fancy
trim paint is a Mahoney Ryan
Brougham (not
to
be
confused with
similar Stinson Detroiters,
Travel
Air
6000s, and Verville 104s). Identifica
tion
is
by the lower front side windows,
broad
curved rudder top, and
the verti
cal
gear strut. The Brougham design
was
refined
from
the
NYp,
Ryan
M-1,
and
M-2
Bluebird
series. The
top bal
anced rudder
is
the early
B-1
form.
Frank Hawks flew
a B-1
in the
1927
The
Pratt Whitney 420-hp
Wasp
C1 engine powered the five-passenger
B-7 with enlarged tail surfaces and a
longer fuselage. Edo
K 46S0 twin
floats of 20-foot S-inch length could
be
mounted
on the B-7. A smaller
three-passenger Detroit Ryan C-1 with
J6 power and deluxe furnishings
ended
Brougham-type production in 1936.
The 1931 Aircraft Yearbook three-view
drawing shows the C-1 had a straight
rudder hinge line, like the
B-S,
and not
like the top balance rudder of he Mys
tery Plane
in
September 2003 Vintage
Airplane.
One of many airlines using
Broughams was
The
Thompson
Flying
Service between Chicago,
Bay
City, and
Pontiac, Michigan. TAC family
colors
were a black
fuselage
and vertical tail
with a white logo, and orange wing and
horizontal
tail. Like
in
the
NYP
engine,
Thompson sodium-cooled aircraft
valves were used in the Wright radial
engines.
Russ
Brown
Lyndhurst,
Ohio
Other correct
answers
were
re
ceived from
Ev
Cassagneres Cheshire
Connecticut; Wayne Muxlow Min
neapolis,
Minnesota; Thomas
Lymburn Princeton Minnesota; and
Scott Gifford Prescott Arizona. One
member thought
i t
might be the last
Ryan-Mahoney airplane
built the C
1/C-2,
but
the
balance
area on the
rudder
shows
this airplane to
be
an
early Ryan
B 1.
. . . . . . .
THIS MONTH'S MYSTERY PLANE
COMES
TO
US FROM PETER WIGGIN
8/20/2019 Vintage Airplane - Dec 2003
27/38
WORLD OF FLIGHT 2 4
The Best in Aviation Photography
EANs 2 4 alendar
features
the best
n
aviation
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with
• 12
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-
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• Full color
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ideal for framing.
•
Dates to assist
in planning your trip
to
EAA AirVenture
Oshkosh
and the
many
EAA
Regional Fly Ins throughout the US
5
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8/20/2019 Vintage Airplane - Dec 2003
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P SS IT TO
BUCK
Y E.E. BUCK HILBERT, EAA 21 VAA 5
P O
Box
424,
UNION,
IL
60180
ooperation Wins
on This One
Recently
registered
aircraft
owners
of
antique and so-called
"Aging Aircraft" (anything that's
type certificated
and built
prior
to
1974) received an
SAlE from
the
FAA.
That's
the acronym
for a
"Special
Airworthiness Informa
tion
Bulletin."
Peruse
t
closely, men and
women;
it
represents
more than
just a few years of
joint
efforts by
EAA s
government affairs, your divi
sion,
the type clubs, the AAA
aircraft manufacturers, and
the
FAA
to recognize
the
problems
of the
older, so-called" Aging Aircraft."
It's the culmination
of
several
attempts by users,
type
clubs,
and
alphabet
groups over the
past
several years
dealing with
the
problems that are cropping
up. The fact
is
our
airplanes are
getting
older
and
therefore
re
quire attention to
the
problems
of
aging.
The
concerns
were
at
first
The type clubs
were the
best
source
of
information
with historic
background
.
experIence
on
most
of
the
problems
Some of
the
FAA s concerns
had already
tempts to summarily ground ALL
the airplanes involved, and
with
the outstanding
cooperation of
the
FAA
Small Aircraft Directorate the
type clubs
and other
organizations
were
brought into the
picture.
The type clubs
were
the best
source of
information with his
toric
background experience on
most of
the problems. Some of
the
FAA s concerns
had already
been
dealt
with
by the clubs
and were
common knowledge
amongst the
members.
FAA's
fears
and
con
cerns on
some
of the
items
were
allayed, and as
others
cropped up,
a coopera tive effort was
made not
only to
solve them but also
to
suggest action.
That's
the
reason
for the SAlE.
It may not be
mandatory,
but it's
to your advantage to
read
it
care
fully
It's
pretty handy, too. Use
i t
to doctor
up a
new
custom
checklist
for your
airplane.
Work
with your particular
type club
to
8/20/2019 Vintage Airplane - Dec 2003
29/38
Capturing History
continued from page 15
together at
the
beginning, as the
machine
gains mo-
mentum
. Then, at a
point
just above the battery box,
you can see an abrupt change in the path and pacing of
his footsteps. He
turns
to
the
right,
and the
length in
the gap of Wilbur's footsteps increases. He's slowing
down his short run, lengthening his stride to brake
himself to a stop in the firm, wet sand . You can even
see the ridges of his footsteps are to the right
of each
step as he slows, indicating his applying pressure to the
right to slow himself, instead of to the left, which would
be the case if he were trying to accelerate.
It's similar
to
that moment
in
time
when
a parent lets
go of the back of his or her child's bicycle seat and wit
nesses the child successfully wobble
down
the sidewalk
alone for the first time. s soon as the child 's off,
you
stop, transfixed by the reality of his
or
her accomplish
ment.
In
the Daniels/Wright photograph, Wilbur
has
un-
consciously slowed
to
a
stop
and now looks intently at
his
brother, airborne
on their
Flyer,
gratified
and no
doubt a little amazed
by
what
he
sees.
A century later, many
of
us are still just as amazed
and
gratified.
~ w e l r ~ ~ ~
~ H S M r ~ ~ o f ~
written
about
the Wrights actOITlpliShments, es
pecially Harry Combs and the late Martin Caidin for their
book Kill Devil Hills and
Dr. Tom
Crouch and
his
book
he
Bishop s Boys
as well as Orville Wright (with
Fred
C.
Kelly)
and his book How We Invented the Airplane.
Finally, I can t express deeply enough my
thanks
to
Ken and Beverly
Hyde
and the team at the Wright Experi
ence for their time given to answer
my
questions, and to
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Collectors Gift Book
for
the
holida
192
pages
$39.95
Spirit
and
Creator,
by Nova
Hall
The Mysterious Man Behind
Lindbergh's Flight to Paris
100 never-before-seen photographs
Biography
of
the
designer, Don
A.
Hall
www.safegoodspub.com
(888) 628-8731
"This
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Reeve Lindbergh, daughter and author
"Regardless of the size
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ward Winning Vintage Interiors
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OHIO AIRCRAFT INTERIORS
Parr
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Zanesville, Ohio 43701
800.794.6560
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Inc.
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25969
EM ERS
Bill
Lawson
Alabaster,
AL
Chris
Copeland . . . . .
Queen
Creek, AZ
Dan Kaljian . . . . .
San
Francisco, CA
Phillip Pedron . . . . . . . . . . . Livermore, CA
Roger W. Shartle . . . . . . . . Carmichael, CA
Mike
Smith
. . . . . . . . . Grass Valley, CA
William
J. Stewart Sun Valley, CA
Kurt A. Walters Clovis,
CA
Eric Weirshauser . . . San Jose,
CA
Samuel
F
Wright
Rancho Santa
Margarita, CA
David A. Theis
Crested
Butte,
CO
Robert Blanchard . . . . . Miami, FL
Elaine Adams Harrison . . . Ft Pierce, FL
David Minor
.
Okeechobee, FL
David Gray
. . . . . Atlanta, GA
Brant W. Hollensbe . . . . . . . . . West Des Moines,
IA
Harry Sauerwein . . . . . . . . Boise, ID
Percy H. Ah
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Ross Carbiener . . . .
Orion, IL
James
G.
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Canton,
IL
Tony Chipas Wichita, KS
Clifford Hartley . . Frankfort, KY
Carl
Webster
London,
KY
Phillip Lee
Chamberlain
Lake Charles, LA
Anthony C. Grotefeld . Pearl River, LA
John S.
Smith Easthampton,
MA
William Insley Mardela
Springs, MD
William Williams . . . . . . . Eastport, ME
Roger Halstead . . Midland, MI
Thomas R. Martin . . . Roseville, MN
Daniel
R. Mersel . . . . . . . . . . .
Rochester
,
MN
Kevin
Eisenbath
. St Charles,
MO
Artie Pete Chesnut, III
Snow
Camp, NC
Mark McCray Garner, NC
Tommy
Winnett
. . . . . . . . . . . . . . Lexington,
NC
Dan Guevin . . . Candia, NH
Victor Palloto . . . . . . . . . Passaic, NJ
Marc V. Pierce Colts Neck, NJ
Andy Richardson . . . . . . Ho-Ho-Kus,
NJ
Stefan Stas . . . . . .
Long
Valley, NJ
Tom
Goodwin
. . . .
Santa
Fe,
NM
Gerild A. Smith
. . . . . . Las Vegas, NV
Peter Cousins . . . . . . Goshen, NY
Glen
L. LeComte
. . . . . . . Syracuse,
NY
Terry Kuebler . . . . . Gahanna,
OH
Dan Ramsey Belpre,
OH
Chet Dixon Duncan, OK
8/20/2019 Vintage Airplane - Dec 2003
31/38
INTAGE
TRADER
Something
tl
buy sell or trade
Classified Word Ads : $5 .50 per 10 words ,
180 words maximum , with bo ldface lead- in
on first
li
ne.
Classified Display Ads: One column wide
(2 .1 67 inches) by 1, 2, or 3 inches high at $20
per
inch . Black and white onl
y,
and no fre
quency discounts.
Advertising Clos ing Dates: 10th of second
.month prior to desired issue date (i.e
.,
January
l Ois the closing date for the March issue). VAA
reserves the right
to
reject any advertising in
conflict with its policies. Rates cover one inser
t ion per issue. Classified ads are not accepted
via phone. Payment
must accompany order.
Word
ads may
be
sent via fax 9 2 4 2 6
4 8 2 8
or
class
ads@eaa .org) using credit card pay
ment (all cards accepted). Include name
on
card,
complete address, type
of
card , card number,
and expiration date. Make checks payable to
EAA.
Address advertising correspondence
to
EAA Publications Classified Ad Manager, P.O.
Box 3086, Oshkosh,
WI
54903-3086
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VINTAGE
AIRCRAFT
ASSOCIATION
OFFICERS
President
Vice-President
Espie
-Butch-
J o y ~ e
Geo
rge Daubner
704 N.
Regional
Rd. 2448 Lough Lane
Greensboro, NC
27425
Hartford, WI 53027
336-668-3650
262-673-5885
Secretary
Treasurer
Steve Nesse
Charles W. Harris
2009 Highland Ave .
7215 East 46th St.
Albert Lea, MN
56007
Tulsa,
OK 74147
507-373-1674 918-622-8400
DIRECTORS
Steve Bender
85 Brush
Hill Road
Sherborn, MA 01770
508 -653-7557
sstl
David Bennett
P.O. Box 11
88
Roseville ,
CA
95678
916-645-8370
a
ntlquer@inr
each.com
john Berendt
7645 Echo Point
Rd.
Cannon
Falls,
MN 55009
507 -263-24 14
Robert C. 8ob" Brauer
9345 S Hoyne
Chicago, IL
60620
773-779-2105
Dave Clark
635 Vest
al
Lane
Plainfield, IN
46168
317-839-4500
john S. Copeland
lA Deacon Street
N o r t h ~ 8 ~ ~ ~ ~ : ~ ~ 5
01532
Phil Coulson
284
15 Sprin
gb
rook Dr.
Lawton,
Ml
4
9065
269-624-6490
Roger
Gomoll
889
1Airport
Rd,
Box
C2
Blaine, MN 55449
763-786-3342
pledgoorive@msncom
Dale
A. Gustafson
7724 Shady Hills Dr.
IndianapoliS, IN 46278
317-293-4430
jeanni
eHill
P.O. Box 328
Harvard, IL 60033-0328
815-943-7205
Steve Krog
1002 Heather
Ln.
Hartford,
WI
53027
262 -966-7627
sskrog@ao l.
com
Roben D. "Bob" Lumley
1265 South 124th SI.
Brookfield,
WI 53005
262-782-2633
Gene Morris
5936 S eve Court
Roanoke
, TX
76262
817-
491-9
110
Dean Ri
chardson
1429 Kings Lynn Rd
Stough
ton, WI
53589
608-877-8485
dar@april
aire.com
Geoff Robison
1521 E. MacGregor Dr.
New Hav
en,
IN
46774
260 -493-4724
S.H . "Wes " Schmid
2359 Lefeber Aven
ue
Wauwatosa,
WI 53213
414-771-1545
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