I first met Dale in late 1999, and over the following couple of years, we developed a very good relationship on line and over the phone. Our first face to face took place at Bloomington in June of 2001. He was everything that I had expected, intelligent, opinionated, and was also one of the funniest men that I have ever had the pleasure of meeting.

Over the short time that I knew him, he taught me a lot about this hobby and about the way that some people think. Dale wasn't always the kindest man in his assessments of others, which didn't set well with many. He could be harsh, curt, and at times, even unreasonable. He could also be the most unselfish, caring person that one would ever hope to meet. That is the side that I was treated to. I miss the arguments that we would have on the phone, some lasted for hours and now that I think about it, none of it made a damned bit of difference, as it relates to Corvettes.

Some of you may recall the discourse that was happening on the NCRS board in late April and May of 2001. We discussed it at length at Bloomington, I think that Ed McComas may have been there when the idea of starting our own website was tossed out. We all laughed, but for some reason the idea didn't die. Much later in the day after our first banquet, that idea resurfaced and Dale said, "Karsen, this is something that you should do." We all knew that the non-tech side of the NCRS board was going to be shut down, even though we had been assured by Vinnie that he was fighting to keep it going.

So regardless of what you thought of Dale then or think of him now, we wouldn't be here as Vetteheads if it weren't for him.

Ken

DALE PEARMAN

Graduated 1958 at University of Illinois with B.S.E.E.. Bell Engineering Award for highest GPA in the College of Engineering. Earned M.S.E.E. (SM) at Massachusetts Institute of Technology in 1961 and M.B.A. (SM) at the Sloan School Of Industrial Management (MIT) in 1964. Worked as Teaching Assistant in Electrical Engineering and Research Assistant at MIT's Instrumentation Laboratory with contributions to inertial guidance systems used on Polaris missile systems. Worked under Norbert Weiner (Father Of Cybernetics) as well as Amar Bose of acoustic fame.

Did Air Force electronic countermeasures consulting to Sanders Associates from 1962 to 1963 followed by full time employment at Edgerton, Germeshausen and Grier in 1964. Left EG&G in 1969 as Senior Program Manager having supervised development of an atmospheric flourescence detection and measuring system to monitor outer space for nuclear weapons testing. Supervised 67 scientists, engineers and technicians while maintaining liaison with US Air Force.

1969-1980. Created and operated two Massachusetts corporations. Became involoved with environmental and recreational concerns within the State of Massachusetts. Retired in 1980 to begin WORKING IN ERNEST with Corvettes.

Presently own six 1962s and a 1959. Three under restoration. Piloted 1962 driver 325,000 miles in 22 years. Race Corvettes are a passion. Member NCRS and NCRS Master Judge 400 Club (1958-1962). Lifetime and Founding member National Corvetted Museam. Member Solid Axle Club. Author of numerous Corvette related articles appearing in Corvette magazines including The Corvette Restorer. Bloomington Gold Workshops Senior Instructor past 15 years. First Corvette was a used 1959 in 1960 and then a NEW 1962 big brake fuelie in 1962. Pit crew member for SCCA's John Caley 1960 through 1963. Founder, www.vetteheads.com.

Roughly twelve years ago I watched Paul Vallas, 1961-62 NCCB chassis judge, ply his skills on the Bloomington Gold Certification Field. In attempting to learn some of his expertise I asked several questions regarding the various colors of paint daubs on different components of a 1962 chassis he had judged. Paul told me that he had penalized the car for such a display. He stated that the chassis was subject to black-out painting as the last operation on the St. Louis chassis line and was accomplished a few minutes before body drop. He stated that most of these paint markings were covered with black paint while the chassis was on the assembly line.

Needless to say that I have agonized ever since regarding whether these paint marks should be seen because so many of us present our Corvettes for show with these marks present. We also display a frame stencil, driveshaft stencil and chalk marks for body shims. The problem is compounded by requirements published in several of the Technical Reference Manuals and Judging Guides. John Amgwert published an article in The Restorer Magazine a few years back calling for yellow paint circles around positraction rear end filler holes. As the past owner of a NEW 1962 when I lived in Boston, I don't remember any stencils or inspection marks but then again I wasn't looking for them either. I do recall a high gloss black undercarriage. This area of Corvette restoration is generally misunderstood.

I have investigated these questions during the past several years and in addition to reading as much as I could, I spoke with several people who actually worked at the St. Louis assembly plant. Many of them remembered the chassis painting. I am presently restoring the only 1962 Corvette that raced at Le Mans, France and I want to present the car in the condition in which it was raced. Hence my present concern for accuracy in chassis preparation and detailing.

I hope to record with this writing the basic function of the chassis line, appearance of the components as they were assembled onto the frame, and the final appearance of the chassis prior to body drop. This handout is a much abridged version of the draft for a booklet soon to be published which will contain assembly drawings, photos, and nut-bolt specifications including head markings and finishes.