GEOFF ROBISON

PRESIDENT, VINTAGE AIRCRAFT ASSOC IATON

Volunteering at any level

The fall weather has now turned into

much cooler evenings here in northeast
Indiana. We have seen many excellent
and oftentimes warm flying days of late
that have provided us all with many
pleasurable flights in any number of
wonderful flying machines.
The annual inspection on my Cessna
120 went extremely well, which has al
lowed us to move forward with my de
sire to spruce up the interior. I will likely
put it off for just a while longer-at
least until the temperatures chill to a
point of diminishing that burning de
sire to push it out of the hangar and
take it for that occasional jaunt around
the pattern!
I'm blessed to have a heated hangar
that allows me to not have to worry
much about having the appropriate
environment to start such a project.
Here's hoping all goes well with this lat
est endeavor. I've never taken on a proj
ect quite like this; I certainly expect to
learn about this process. Time will tell,
and I will keep you all posted.
With the Vintage Chapter 37 club
house now mostly completed, the
chapter members are in a position to
dedicate more time to the restoration of
Harold Neumann's 90AW Monocoupe.
We've taken on this project for the EAA
AirVenture Museum so the well-known
airplane can be displayed at the mu
sellin. This project has become a labor
of love for many of the members at
VAA Chapter 37 in Auburn, Indiana.
A number of club members have truly
appreciated the opportunity to learn a
great deal about the processes involved
in a restoration of this magnitude.
We are often reminded in our work
on the Monocoupe that we really are
engaged in the restoration of a histori

cally significant aviation artifact, and

in this chapter we are very fortunate to
have a wide range of skilled and semi
skilled folks who have offered up the
necessary horsepower to see a project
of this magnitude through to the finish
line. Some of these members are folks
who wouldn't even think of working
on their own lawn mowers. They work
side by side with others who are actu
ally certificated airframe and power
plant mechanics, homebuilders, and
some who have owned and restored
various other aircraft.
The really neat thing to observe is
the camaraderie everyone feels when
you assign the various tasks at hand.
Everyone seems to be pleasantly sur
prised with how much fun is being
had, while actually learning these vari
ous skill sets.
We recently decided that it was time
to permanently schedule specific work
weekends for this project. Starting last
month, we began hosting a work party
in the Chapter 37 hangar every second
and fourth weekend of each month.
This unique project continues to attract
a number of local individuals and area
EAA chapter members who stop in and
visit. I'd bet that now the restoration's
schedule is accelerating, there will be
greater interest in visiting. Let us know
if you plan to come around and see how
things are developing.
After EM AirVenture Oshkosh 2007
ended, we began planning for our fall
board meetings in Oshkosh. This al
ways proves a productive time for all of
your officers to get together and begin
the important work of planning next
year's event, and also to discuss our suc
cesses and shortcomings of the previ
ous months. The VAA board and staff

work year-round to improve upon all

aspects of this fine organization's mem
bership experience.
I hope you enjoyed the October is
sue of Vintage Ailplane as much as I did.
It is always one of my favorite issues,
because this is typically the month we
feature our valued volunteers hard at
work at Oshkosh. The goal at Oshkosh
continues to be "What can we do to
improve ourselves over last year, and
provide for an even more exciting
and fulfilling event for our member
ship during their visit to the World's
Greatest Aviation Celebration?" I be
lieve that we continuously meet these
goals, and oftentimes we even exceed
our own expectations from one year to
the next. How can this be, one might
ask. Well, I can't say I always under
stand this phenomenon, but I can tell
you without hesitation that this is all
about the unbridled spirit and enthu
siasm that the many VAA volunteers
bring back to the event each and every
year. I can absolutely assure you that
if I could figure out how to bottle and
distribute this "spirit," I would be a bil
lionaire overnight.
If you are a regular reader of this and
other EM publications and have never
been able to get yourself to Oshkosh,
you must be wondering if this event
is really everything we say it is. Be as
sured, it is!
VAA is about participation: Be a
member! Be a volunteer! Be there!
Let's all pull in the same direction for
the good of aviation. Remember, we are
better together. Join us and have it all.

N E

VOL. 35, No. 11

2007

OVEMBER

CONTENTS
I Fe

Straight & Level

Volunteering at any level
by Geoff Robison

News

A Stinson Family Album

Th e early days

by H.G. Frautschy

Grand Canyon Pioneer

John Seibold's Stinson SM-1

by Budd Davisson

14

Those Lovable Old Stinson Detroiter Juniors

Wh en on e is n ot en ough

by Sparky Barnes Sargent

20

Curtiss Flying Boat Replica Constructed

1914 Curtiss A merica is re-created by the Glenn Curtiss Museum

by Jim Pohl and Trafford Doh erty, Curtiss Museum

24

What Our Members Are Restoring

1940 Howard DGA-1 SP

by Mark Liptrap

28

Duct Tape

The pilot's friend

by Irven F. Palmer Jr.

30

The Vintage Instructor

Tailwheel landings: wheel or three-point?

by Doug Stewart

32

Back to Basics
A n ewcomer fu lfills his other dream
by Mike Ren cavage

36

Mystery Plane
by H.G. Frautschy

37

Calendar/Classified Ads

38

Book Reviews

CO VER S

FRONT COVER The first monoplane of a series of great cabin airplanes that would bear the Stinson name,
this is the only flying Stinson SM-1 Detroiter. It was restored by Chuck Wentworth and his company, Antique
Aero in Paso Robles, California, for John Seibold, the founder of Scenic Airlines, and previous partner in
Grand Canyon Airlines. The livery is of the very first airplane used by Grand Canyon Airlines.
BACK COVER: Hit seems that Bob Hedgecock is at the controls every time you see a Stinson SM-2 Deboiter Junior
at a fly-in, you're to be forgiven. Hedgecock just doesn't like to see moss growing beneath the wheels of the
big cabin Stinsons, and he has been flying a pair of them now. This example, restored during the 19905 by
Hedgecock, with help from Ted Davis and Paul Workman, was campaigned on the fly-in circuit by Bob Jen
kins back in the 19605. Jenkins always flew with a handling rope tied to the tailwheel , and it had become so
identified with the yellow and black Stinson that Hedgecock felt he had to continue the tradition.

STAFF

EAA Publisher
Director of EAA Publications
Executive Director/Editor
Executive Assistant
Managing Editor
News Editor
Photography
Advertising Coordinator
Classified Ad Coordinator
Copy Editor
Director of Advertising

Tom Poberezny
David Hipschman
H.G. Frautschy
Jillian Rooker
Kathleen Witman

Ric Reynolds

Jim Koepnick

Bonnie Kratz

Sue Anderson

Daphene VanHullum

Colleen Walsh

Katrina Bradshaw

Display Advertising Representatives:

Northeast: Allen Murray
Phone 856-229-7180, FAX 856-229-7258, e-mail: allelll1lllTraY@llIi1ldsprl1lg.com
Southeast: Chester Baumgartner
Phone 727-532-4640, FAX 727-532-4630, e-mail: c/)(llImll l @mi1ldspri1lg.colll
Central: Gary Worden
Phone 800-4 44-9932, FAX 816-741-6458, e-mail: gary.wordell@Spc-mag.com
Mountain & Pacific: John Gibson
Phone 916-784-9593, e-mail: iollllgibso1l@Spc-mag.colll
Europe: Willi Tacke

Phone +498969340213, FAX +4989693402 14, e-mail: willi@/1ying-fJ<'ges.com

VI N TAG E AI R PLANE

EAAlVAA Comment on
Taylorcraft AD
In early October, as the deadline for
comments to the FAA regarding Air
worthiness Directive 2007-16-14 were
due, EAA and VAA sent a joint letter ex
pressing our concerns regarding the AD.
What follows is the text of that letter:
EAA and VAA request that the FAA
consider the following comments re
garding Taylorcraft AD 2007-16-14,
which will allow those maintaining and
restoring these vintage aircraft to do so
in a safe and cost-effective manner.
Based on the data presented in the
AD, and after subsequent conversations
with Taylorcraft Type Club representa
tives, we support the overall need for the
airworthiness directive. While we still
have some reservations concerning the
single-source origin of the sample struts
that were used to instigate the AD, later
reports to the FAA and the Taylorcraft
Owners Club have revealed corroded
struts exist in the field as well. There
are a few issues related to the AD's im
plementation and timing that we'd like
to address, and we request that the fol
lowing suggestions be considered.
A least two alternate methods ofcom
pliance (AMOC) should be given con
sideration, along with a modification to
the ultrasonic inspection method:
During a conversation with FAA
engineer Andrew McAnaul, he stated
that the primary reason the same proce
dures used for Piper strut AD 99-01-05
could not be included in Taylorcraft AD
2007-16-14 was due to a lack of engi
neering data (both on the part of the
FAA and of New Piper) concerning the
procedure used in the Piper AD. In that
procedure, a Maule Fabric Tester is uti
lized to check the integrity of the strut.
We have read with great interest the
subsequent Maule Fabric Tester report
issued by Mr. McAnaul on September
17, 2007, and find the results very sur
prising given the nearly two decades of
apparently successful testing done on
Piper lift struts. If sufficient engineer
ing data is made available to the FAA
that would further detail the methods
2

NOVEMBER 2007

used to justify the use of the procedure

within the Piper AD, we ask the proce
dure could be added to the Taylorcraft
AD as an AMOC. EAA is not in posses
sion of any engineering data concern
ing the procedure, but research into the
procedure has revealed the name of one
of the consultants who worked with the
FAA on the Piper strut AD, and we have
asked that he contact Mr. McAnaul re
garding the engineering data concerning
the Maule Fabric Tester AMOC.
A number of comments have been
received concerning the inspection of
the struts without removal from the
airframe, using the ultrasonic non
destructive testing (NDT) methods spec
ified in the procedure. While during the
first inspection it is certainly desirable
to inspect the strut attach fitting at the
same time, per Taylorcraft Service Bul
letin SB102-T, these are certainly sepa
rate maintenance actions and should
be considered separately. NDT profes
sionals have stated to the commenters
that the inspection ofthe struts while in
place does not present any difficulties to
the certified inspector.
We'd like to see the inclusion of an
X-ray NDT inspection method as an
AMOC. We understand both the type
club and members at large have been
active in testing this procedure, and
that it is highly likely it will be included
in the AD as an AMOC.
In AD 2007-16-14, the agency has

suggested a recurrent inspection interval

of two years. Over the years degradation
of strength properties due to corrosion in
4130 tube aircraft structures has been
identified and inspection procedures have
been put into place to detect any degra
dation in the structures. However, there
is much debate regarding proper recur
rent inspection intervals for corrosion on
4130 tube structures on aircraft.
EAA contends that a two-year recur
rent inspection interval is excessive for
the fol/owing reasons:
No data has been provided to in
dicate a need for any specific recurrent
inspection interval.
The structures in question have
corrosion protection in the form of
paints and oils. In addition the struc
tures are often further protected by air
craft structure.
The primary environment of con
cern is exposure to water. ASTM has
monitored extensive corrosion tests by
atmospheric exposure and immersion of
panels and hardware of black iron, al
loys, and metallic coatings. For results
see annual reports of Committee A-5
"Corrosion of Iron and Steel," 1918 to
date. 1 In ASTM tests of unprotected 16
gauge sheet steel in a marine environ
ment, the first failure occurred after 26
years of continuous exposure.
EAA is not aware of any reported
corrosion induced failures in aircraft
4130 tube structures in aircraft less

than 30 years ofage.

The information above indicates that
4130 has considerable corrosion resis
tance and that in the manner that this
material is used in aircraft, there is sig
nificant corrosion protection provided.
Based on this information, EAA be
lieves a reasonable interval for inspec
tion would be approximately half the
time, in years, at which the first fail
ures were discovered on like aircraft
structures, e.g., tube and fabric aircraft
showing corrosion in the same location.
For the aircraft identified in this pro
posed AD 2007-16-14, EAA proposes a
recurrent inspection period of 15 years
for corrosion.
EAA also suggests that following
the initial inspection, anti-corrosion
measures be taken, including the fogging
of the inside of tube with tube sealing
preservative oil (MIL-L-21260) or simi
lar "creeping" anti-corrosion agents.
As expected, given the wide range
of models affected (Taylorcraft A, Band
F models), many EAA/VAA members
contacted their organization regarding
the maintenance issues resulting from
the AD.
Prior to composing the comments,
VAA Executive Director H.G. Frautschy
and EAA's industry and regulatory af
fairs staff spent considerable time gath
ering feedback from the Taylorcraft
Owners Club and individual EAA and
VAA members. In addition, contact was
initiated with the FAA engineer in the
office responsible for the AD. EAA's sub
mitted comments were based on infor
mation and suggestions from VAA and
EAA members, as well as independent
research into the facts.
"Our members were active in calling
and commenting on this AD, as well as
providing us with background on the
struts, the structure, their experience
with inspection issues, and other infor
mation," Frautschy said. "Forrest Barber
and the Taylorcraft Owners Club and
Taylorcraft Foundation were also very
helpful in educating us on the issues
surrounding this AD."
Like the similar Piper lift strut AD
issued more than 20 years ago, one of
the most challenging aspects of this AD
is the price and availability of replace
ment struts for the aircraft. The website

www.Taylorcraft.com. whose parent com

pany holds the type certificate for the
affected models, advertises the availabil
ity of a new set of struts and hardware.
Some member comments expressed
confusion regarding the suitability of
PMA replacement struts offered by
other aviation suppliers. To clarify, per
paragraph (3) (B) of the AD, terminat
ing action for the AD is the installation
of new sealed lift struts (PIN MA-A8I5
or FAA-approved equivalent PIN) [empha
sis ours].
Therefore, PMA'd, sealed lift struts
manufactured by vendors other than
the OEM (Taylorcraft) are eligible for in
stallation and will eliminate the repeti
tive inspection requirement of the AD.
We urge members wishing to replace
their wing struts to carefully understand
the terms and conditions of any sales
contract for replacement struts.

New EAA Membership Structure

Launches This Month

Several changes are

taking place within the EAA member
ship structure effective November I,
2007. Chief among these changes are a
new EAA student membership, elimi
nation of the EAA junior membership,
and changes within the EAA family
membership.
The new EAA student membership
was announced at EAA AirVenture Osh
kosh 2007 as a way to engage young
people and help ensure that aviation's
future is a strong one.
Previously, student members were
included in a family membership, but
kids never really received any benefits
"just for them." With the new student
membership, youths will gain access to
their own website and to scholarships
to further their aviation education, a
demo copy of X-Plane flight Simulator,
an EAA Aviation Highlights DVD, and
other items-all for just $10 per year.

The website features include:

Exclusive members-only access
to more than $300,000 per year in
scholarships to aviation universities,
internships, the EAA Air Academy,
and other opportunities.
Detailed information to help in
form their aviation career chOices, in
cluding a personal online career
counselor" service.
Exclusive members-only access to
aviation videos.
Help with learning to fly, includ
ing the monthly Reach for the Sky e
newsletter, and access to a personal "on_
line flight instructor" service.
Opportunity to join the EAA mem
bers-only group on Facebook.
Full access to the EAA members-only
website, including services such as the
AeroPlanner flight-planning software.
"What we're trying to do is simplify
our membership structure while at the
same time creating a valuable member
ship option for youth with an interest
in aviation," said Rick Larsen, EAA vice
president of marketing communica
tions. liThe student membership is de
signed to create opportunities for kids
to stay involved in aviation."
In addition, student members will
also receive most of the same benefits
as regular EAA members, including dis
counts to EAA's Air Academy and Aero
Scholars programs.
II

Family Membership Changes

Also beginning this month, the family

membership will be realigned to an "in_
dividual plus spouse" membership. Adult
members may add their spouse to their
EAA membership for only $10 a year. The
addition of children will no longer be in
cluded in the family membership.
Changes to the family membership
will begin with memberships expiring
in February 2008. Memberships expir
ing prior to February 2008 will be able
to renew the same family membership
(adult, spouse, and children-$50) for
one year.
If you have any questions, please
contact EAA Membership Services at
800-564-6322.

Reach for the Skye-Newsletter

Millions of people have dreamed of
learning to fly but have never taken
VINTAGE AIRPLA NE

that next step, and the U.S. pilot popu

lation has fallen by 25 percent over the
past 30 years.
EAA is addressing both situations
with Reach for the Sky, a free monthly e
newsletter launched in September and
aimed at helping people start making
their dreams of flight a reality.
"This online newsletter focuses on
the basics for those who want to get
started: What do I need to know? How
much time does it take? How much
will it cost? Where do I find a good in
structor?" said EAA President Tom Po
berezny. "The newsletter will give those
interested in learning to fly the confi
dence to take that first step, whlch can
lead them to an achievement and fulfill
ment matched by few other pursuits."
The newsletter evolved from EAA's
successful Learn to Fly Center at EAA
AirVenture Oshkosh 2007, where thou
sands of potential pilots sought and
received answers to questions about avi
ation from EAA and members of the Na
tional Association of Flight Instructors.
The newsletter is a part of EAA's
mission to expand the pilot popula
tion, along with the Young Eagles pro
gram and the sport pilot/light-sport
aircraft initiative.
"There is so much momentum and
excitement building toward what's
ahead in recreational aviation, but
that momentum will be lost if we can
not build the pilot population," Po
berezny said. "This is an issue that
every pilot, regardless of their expe
rience, should be concerned about.
A continued net loss of pilots affects
today's aviators in availability of ser
vices, cost, and public influence. And
a sharply lower number of pilots in the
future would have far-reaching conse
quences for those who use commercial
air travel for business or pleasure.
"Each pilot should make it a per
sonal responsibility to encourage those
with an interest in flight, whether it's
through the Young Eagles program,
the nearly 1,000 EAA chapters in lo
cal communities, or by simply guiding
them to this newsletter as a resource.
No pilot can afford to sit on the side
lines and say, 'It's not my problem,'"
Poberezny continued.
Anyone can register to receive Reach
4

NOVEMBER 2007

EAA Welcomes Burt Rutan to Keynote

Wright Brothers Memorial Banquet

Aviation and homebuilding legend Burt Rutan

will be the keynote speaker at EAA's fifth annual
Wright Brothers Memorial Banquet, to be held De
cember 14 at the EAA AirVenture Museum's Eagle
Hang~r.

The dinner commemo rates the anniver

sary of man's first successful powered flight by Or

ville and Wilbur Wright on December 17, 1903, at
Kill Devil Hills, North Carolina.
Rutan designed the first successful suborbital
spacecraft, SpaceShipOne, which won the $10 million
Ansari X Prize in 2004 for becoming the first privately
funded spacecraft to enter space twice within a two
week period. Rutan will discuss the exciting future of space flight as the company he
founded, Scaled Composites, works to complete SpaceShipTwo in Mojave, California.
Rutan is also well-known for his ingenuity in designing light, strong, energy-efficient
aircraft, such as the Voyager, which became the first plane to fly around the world with
out stopping or refueling.
For more information, or to make reservations, call 920-426-6880 or visit www.
AirVentureMuseum.org. Cocktails and a cash bar will be open at 6:30 p.m. with dinner
served at 7 p.m.

for the Sky at www.SpartPiiat.arg/leamta

fly/subscribe.asp.

EAA Launches Speakers Bureau

Is your chapter looking for a guest
speaker for an upcoming chapter meet
ing ... a speaker fluent in discussing
a wide variety of aviation topicS like
safety, aircraft construction, aviation
innovations, history, aeromedical con
cerns, or other topics? Then you should
check out the new EAA Speakers Bu
reau, an online directory located on the
EAA website.
You'll find a wide variety of speakers
by name, topic, and state for your up
coming chapter meeting. There's also a
spot where you can register as a speaker,
offering your own area of expertise to a
fellow EAA chapter.
To learn more about how to arrange
for a speaker or register as a speaker, visit
www.EAA.arg/chapters/speakers.

New York EAA Chapters' 1903

Wright Flyer Dedicated
The next time you're in New York
City, make time to pay a visit to the
Gateway National Recreation Area's
historic Floyd Bennett Field in Brook
lyn, where a 1903 Wright Flyer replica

is on permanent display. The airplane

model is the result of nearly a dozen
New York state EAA chapters, who
worked together on it since before
the Centennial of Flight celebrations
in 2003.
The Flyer was officially handed over
to the National Park Service during a
special dedication ceremony on Sep
tember 8. "This was a remarkable un
dertaking," said EAA board member
Alan Ritchie, who was on hand at
the dedication ceremony on behalf
of EAA. "The chapter members did a
very nice job-as good a reproduction
as any I've seen. For kids as well as
adults, their Flyer will provide a great
perspective of the origins of flight."
EAA Chapter 594's Michaelene
"Mickey" Carpenter was the driving
force to complete the project. Michae
lene, who also spoke at the ceremony,
thanked all those who participated in
the project, including members from
the following EAA chapters: Chapter
3 (Westbury); 46 (Buffalo); 69 (War
wick); Ultralight 95 (Rochester); 294
(Utica); 353 (Glens Falls); 500 (Mas
sena); 528 (Suffolk County); 594
(Long Island); 656 (Clare nce); and
.......
1070 (Cooperstown).

A Stinson Family Album

The early days

BY

H.G. FRAUTSCHY

he family name of Stinson

was one of the most recog
nized words in aviation during
the first half of the past century.
Adventurous young Katherine Stin
son, "The Flying Schoolgirl " (she
was actually in her early 20s) , was
cheered wherever she flew during
the years before and during World
War I, and her sister Marjorie was a
renowned pilot in her own right.
Later, in the 1920s and '30s,
their brother, Eddie, would associ
ate the Stinson name with the finest
cabin airplanes ever built. His SB-1
Detroiter biplane would be the first
production airplane with an entirely
enclosed cabin and cockpit, com
plete with a cabin heater, along with
a real pair of novelties-wheel brakes
and an electric starter. He sold two of
them to heirs to the Dodge fortune,
then eight more in 1926.
Then he and his new company
built something that really put them
on the map: a modern high-wing
monoplane with a well-appointed
cabin, which soon began setting re
cords for efficiency and capability.
~
Even after a ground loop wrecked ~
the landing gear only 150 miles ~
from the finish line of the 1927 Ford :;:
u
National Air Tour, Stinson had such ~

~ ' NOf"

0 .....

o~

FUU LAG

SECTIO NS

,~

TJlJ
'~D

WINC lUI (Tl'~IC"lI

STINSON SM-l "DETROITER"

o

SCAU IN fEU

10

"

Q.

a comfortable lead in points that a ~

:::>

3 2'0

day's worth of repairs didn 't cause 8

him to move down in the stand- ~
ings when he finally arrived back ~ $5.95 I MfUTAGf PRESS lox 167, GlencYle, c.ntomla 912CW
in Dearborn, Michigan. His SM-1 ,

powered by a 225-hp Wright J-5 , tique Aero. VA contributing editor

scored a total of 9,853.7 points , Budd Davisson wrote our article de

which beat his nearest competitor, tailing the circuitous path the first

Randolph Page flying the Hamilton " modern" Stinson cabin airplane

took on its way to Oshkosh.

Metalplane , by 1,990.2 points.

In the next article, Sparky
During this year's EM AirVenture
Oshkosh , we were privileged to Barnes Sargent tells us the tale of
one of the most recognizable an
have one of the few remaining Stin
son SM-1 Detroiters on hand , flown tique airplanes flying today-Bob
to the event for owner John Seibold Hedgecock's beautiful black and
by restorer Chuck Wentworth of An- yellow Stinson SM-2. Bob's been

i?-.--if--,,:-,<--tH

_"Q11'

'~1

'-~ Q'

t"
flying another version of the cabin
monoplane, the SM-2AA, since
1973, and he had kept an ear to
the ground listening for rumblings
concerning the whereabouts of
SM-2 NC6871. His patience paid
off, as detailed in Sparky's article.
So sit back , pour yourself a nice
cup of something warm, and read
all about two of Eddie Stinson ' s
outstanding monoplanes ...
VINTAGE AIRPLANE

John Seibold's Stinson SM-l

by Budd Davisson

A beautiful Wisconsin morning and a

bit of morning ground fog combine to
highlight the sleek lines of the 1927
Scenic Airlines Stinson SM-l.

"

A/HlON IIJIlIII

NOVEMBER 2007

charter routes not only up to the

Canyon, which opened it up to
many who didn't want to make the
arduous automobile trip on what
were then mostly dirt/gravel roads,
but to many other smaller cities in
the Southwest and Mexico. The air
tour tradition and the aviation com
munity in the immediate area grew
and is unabated today (despite years
of fierce opposition from many en
vironmentalist groups and federal
agencies that have tried to ban over
flights of the Grand Canyon).

The instrument panel of the SM-l

seems to hang in the space below the
windshield and is populated by a period
set of minimal instrumentation. The
small Terra radio is the only concession
to modem airspace needs.

The Stinson SM-1 was a good

choice for his first airplane, both
from a practicality point of view and
in terms of public relations because
of the airplane's high public profile.
The late 1920s was a period of record
setting flights, and the Stinson SM-1
series was right in the middle of it. In
fact, it has been said that practically
all of the early Stinson monoplanes
were involved in some kind of record

seeking by their pilots.

The company Van Zandt founded,
Scenic Airways, grew and then flo un
dered after the stock market split-S'd
into the toilet, but was bought and
reopened within a year as Grand Can
yon Airlines, which is still operating
to this very day. In 1972, John Sei
bold, who had founded a modern air
tour company, Scenic Airlines in Las
Vegas (1967), bought part ownership
of Grand Canyon Airlines, which
placed him even closer to the roots of
Grand Canyon air tours and further
piqued his interest in the airplanes
that had founded the tradition.
By this time both the air-tour busi
ness and the general aviation traffic
out of the new Grand Canyon Airport
were growing by leaps and bounds, so
Seibold started looking for an alterna
tive to the congestion.
"At one point," he says, "we were
number 50 to the airport with air
planes circling all over the place. We
were experiencing 20- to 30-minute
delays that were costing us one or
two tour flights a day."
Seibold looked around for alterna
tives as a reliever airport and settled
on the abandoned airport at Valle, 20
minutes south of the Grand Canyon
and right on one of the major high
ways coming into the Canyon area
from the south.
"Valle was a dirt runway and, as I
understand it, was built by TWA dur
ing the war," Seibold says. "They may
have done some training there, but
there were no buildings. Only the log
terminal building. I decided to buy
the airport and rebuild it to be the re
liever airport for Scenic Airlines. The
shuttle ride down from Grand Can
yon Airport wasn't any longer than
the delays we were experiencing, so
it made sense at the time. I say that
because I was about halfway through
rebuilding Valle when I sold Scenic to
SkyWest Airlines and then 12 years
later sold my half of Grand Canyon
Airlines to my partner. So, I owned
an airport, but no airlines. Then, in
my infinite wisdom, I went ahead
and finished rebuilding Valle, includ
ing paving the runway and building
some big, display-sized hangars."

Left: John Dillon, president of Grand Canyon Airlines. Middle: John Seibold, owner.
Right: Chuck Wentworth, owner of Antique Aero.

"Display-sized hangars" is a key

phrase in his rationale for continu
ing to progress from what had been
a dirt strip to a viable general avia
tion airport. First, however, it has to
be understood that airplanes are, to
put it simply, what Seibold lives for,
and when he found himself sharing
the helm of such a proud air-tour tra
dition, he couldn't help but begin
putting together a collection of those
aircraft that had built that tradition.
This included a Standard J-l, sev
eral Ford Tri-Motors (5ATs), a Stinson
SR-9, Curtiss Robin, and Travel Air
6000A, just to name a few. So, hav
ing his own airport in a tourist area,
albeit a tourist area that's about as far
away from a population center as you
can get, again made sense. He could
put all of his air-tour-related airplanes
together under one roof and do his
part in making the public realize that
aviation has been opening up the
area to tourists almost from the be
ginning. Plus, if he wanted, he could
roll them out and fly them.
To build further on the history
theme, Seibold made a personal invi
tation to the Planes of Fame Museum
of Chino, California. He would do
nate 10 acres of land on the airport
and assist in building a museum dis
play hangar, and it would relocate a
portion of its massive collection to
Valle, including some significant air
planes. For instance, while driving
through the desert miles from any

where, you don't expect to see an ex

tremely rare Messerschmitt Me-l09G
nicely displayed or a Lockheed Con
stellation formerly used by President
Dwight Eisenhower and Gen Douglas
MacArthur. Valle is, however, logi
cally located on the only north-south
roads (the junction of U.S. Highway
180 and State Route 64) that take you
to the South Rim of the Grand Can
yon. So, it may be a small highway,
but it has significant tourist traffic.
Still, even though Seibold had been
collecting and restoring Grand Canyon
airplanes for years, there was still one
airplane missing: the Stinson Detroiter
SM-l. The bird that started it all.

The Sm-l
The original airplane was a straight
SM-l, not an SM-IB, with its much
wider, more stable landing gear. The
SM-l had a narrow tripod gear that was
changed to the wider outrigger gear af
ter only approximately 15 had been
built. Given the airplane's less than
wonderful ground handling in winds
due to the gear, and the rough and
tumble tasks they were are expected to
do, the survival rate of straight SM-ls
is extremely low. Still, one surfaced, a
genuine barn find, in 1981.
Seibold says, "We actually had lo
cated a complete and quite nice SM-l
by searching the records, but our good
friend Greg Herrick moved faster than
we did. At the same time, however, we
found one that was still registered to a
VINTAGE AIRPLANE

Scenic Airways' first commercial air tour on October 3, 1927. Passengers were
four tour drivers for the Fred Harvey Company.

J. Parker Van landt, founder of Scenic Airways (third from left) and well known
frontiersman of the Four Corners region, John Wetherill (in the cowboy hat) at
Monument Valley, October 1927.

First cargo flight of Scenic Airways, taking auto parts from the South Rim to the North
Rim of Grand Canyon, typically a full day's drive, but just a short 10-minute flight.
10 NOVEMBER 2 007

gentleman in Pennsylvania who had

been deceased for some time. We fi
nally got in contact with his son, who
said they still had what was left of the
airplane and yes, he'd sell it. Since you
don't run across SM-ls very often, you
really can 't be choosey; besides, he
wasn 't asking very much money for
it, so I bought it sight unseen. I didn't
actually know what I had bought until
they unloaded it at Valle."
Saying Seibold bought a Stinson
SM-l may be stretching a pOint, be
cause although it looked like the re
mains of an SM-l (rotting, damaged
wings and rusting fuselage, landing
gear, tail) , it was an SM-l in name
only : nature and a hard life had
pretty much squeezed the aeronauti
cal juices out of this airframe it would
not be an easy restoration. Still, when
it comes to airplanes that are that rare
and important, you take what you
can get and forge ahead.
"Originally, we were going to try
to do the airplane in our own shops,"
Seibold says, "but we quickly saw it
was going to be more than we bar
gained for. We happily gave the job
to Chuck Wentworth and his com
pany, Antique Aero Inc. in Paso Rob
les, California. He ' d done a lot of
restorations, although "restoration"
doesn't adequately describe the pro
cess they went through ./J
Wentworth says, "Although a lot of
the airplane was missing or would be
good for patterns only, we did have

some great resources available to us .

For one thing, John came up with an
original set of factory drawings for
the airplane. Also, both Greg Herrick
and the Ford Museum, which has a
diesel-powered SM-l, w re more than
willing to let us poke around their
airplanes with a camera to see how
everything was supposed to look.
Even thought we had the drawings, if
we hadn't had some actual airplanes
to look at, our job would have been
much more difficult, and we can't
thank those folks enough."
The lives of pioneer transport air
planes similar to the Stinson, whether
it was the big Fairchild 71, Giuseppe
Bellanca's famous high-wing haul
ers, or the wide series of Travel Air
transports, were almost always hard
and short. The decade following their
births, the 1930s, was one of amazing
technological growth in the trans
port industry, and pioneer birds like
the SM-l Stinson were rapidly left be
hind. Only a few years after they were
built, they were wildly obsolete and
had to forage for work where they
could get it. Often that took them
north or into the American wilds,
and that automatically meant their
lives were going to have an ugly end
ing. When Wentworth got into Sei
bold's SM-l, he knew he was looking
at an airplane that had been ridden
hard and put away wet many times,
and then was left to die.
Wentworth says, "The logs show
that the airplane was re-covered sev
eral times in the first five years, so it
was being worked really hard . But,
we didn't have to look too closely at
the fuselage structure to know that.
There were a number of repairs ev
ident, and when we started getting
ready to build a new fuselage because
of all the rust, we found it wasn't even
remotely straight, so we couldn't jig
from it."
The beauty of steel-tube fuselages
is that they are easy to repair or build.
The bad news, however, is that, left
unattended, they rust, and they rust
badly. The SM-1, unlike many of
its peers, used 4130 chromoly steel
rather than the more common 1025
mild steel, so it was even more prone

to moisture turning it into useless ox

ide. So, with the plans in hand, they
built a fuselage jig that was much
straighter than the fuselage they were
replicating.
Wentworth continued. "This is
one of many places where the plans
made it possible, not just easier. In
other areas, like the tail, we found the

"We show about

95 mph cruise

.. . in 1927,

that was really fast.

That would get

people from

Phoenix up to

the Grand Canyon

in what seemed

like no time

at all, considering

eueryone else was

driuing model T

fords on steep

dirt roads."

plans didn't agree with what we had

on the airplane, probably because the
plans were slightly later than the ma
chine we were working on. So, when
we found a discrepancy like that, we
went with the plans."
The tail was another area where
rust had taken its toll. Like many air
planes of its day, the tail ribs were
steel trusses composed of short pieces
of small diameter 4130 welded to
gether into trusses, and nothing rusts
faster than welded chromoly. So, as

with so much of the airplane, even

though it had a tail , it was primar
ily used as a pattern, although some
original pieces were saved.
The goal of the restoration was
to complete the airplane in the ex
act configuration the original Scenic
SM-1 had, when it served with Scenic
Airways circa 1927, while at the same
time make it thoroughly safe to op
erate in today's environment. In ad
dition to the plans, they also had a
reasonable number of photos of the
airplane in service, so they knew what
was needed to make it look original,
but to make the airplane safe, they
were going to have to make a few mi
nor deviations.
Chuck Wentworthexplains, "For
one thing, the airplane originally had
a tail skid, and that was just not going
to work on paved runways. Plus, al
though the airplane originally had toe
brakes, they weren't very good, so we
adapted a set of Redline brakes to the
drums and the Fisher 32 x 6 wheels. "
The engine was another area where
originality was traded for reliability
and safety.
"The airplane was originally
equipped with a Wright ]-5, but some
where along the line it was changed
for a Lycoming R-680-13 with 300 hp.
This is an engine we felt we could
trust, plus with the 2020 constant
speed prop, we'd get much better
performance. This turned out to be
a fortunate deCiSion, because perfor
mance isn't that great with this en
gine, so it must have been really
marginal with the ]-5 ."
The wings, as would be expected,
were essentially airfoil-shaped trash.
The elements had reduced the wood
to fungus-ridden splinters, and the
fittings to oxide patterns.
"The wings," Wentworth says,
"were a colossal project. First, they
are really big, but they also have tons
of parts. The ribs, which are 3/8-inch
trusses, are spaced only 10 inches
apart. I've never counted them, but
there are lots and lots of them . The
good news, however, is that they are
all the same.
"One thing that 's unique about
the wings is that even though they
VINTAGE AIRPLANE

11

The expansive windows of the

SM-l are punctuated by a sin
gle porthole window just below
the windshield, on each side of
the fuselage.

are strut braced, they have double

drag-anti-drag wires, one set on the
top of the spar and one set on the
bottom. This gives some torsional ri
gidity to the wings, but complicates
the fittings, all of which had to be
made from scratch using the origi
nals as patterns."
The interior is what makes a trans
port a transport, and in the case of
the SM-l, that meant six seats and a
door on each side of the fuselage.
12 NOVEMBER 2007

"Two seats came with the carcass,

one of which had a fair amount of
the original wicker on it, so we at
least had an idea what it was sup
posed to look like. We made the
seat frames from scratch and had
them done in a wicker pattern that
matches the original.
"We also had one door, or most
of one, anyway, so at least we knew
what the structure looked like. It was
plywood-skinned wood and fairly

easy to duplicate.
"The instrument panel,"
says Wentworth, "was like
most airplanes from that time:
butchered beyond recognition
or repair. It had gone through
so many owners and so many
uses that every possible kind
of instrument or radio that
came along had its own hole
cut in it. The last owner even
mounted a light switch from
a house in the panel. So, us
ing photos and what we saw
on Herrick's airplane, we built
an entirely new one. We tried to find
all original gauges, but couldn't find
them all without holding up the proj
ect, so what we have right now is a
mixture of 1927 instruments and
later units. We'll replace the late ones
when we come across originals that
are rebuildabIe."
It must be just a little dishearten
ing to finish the incredible amount
of fabrication and duplication to get
an airplane like this up to the stage

-;;--::;:.,' . ~ ~t~:~,..c-k..:~' , .~':7:~;;'': ',. ", ."" ',~

....

- ..

BONNIE KRATZ
~~

.l

The SM-1B's restoration by Chuck

Wentworth was presented with the An
tique Golden Age (1918-1927) Cham
pion Bronze Lindy at EAA AirVenture
Oshkosh 2007.

that it is ready for cover and then re

alize how much work still lies ahead,
This is definitely not like re-covering
a Champ,
Wentworth continues, "In the
first place, we used just over a hun
dred yards of Poly-Fiber, and I never
thought we'd be done rib stitching.
I'm not sure which was worse, build
ing all those ribs or having to rib
stitch them,
"We used the Stits/Poly-Fiber sys
tem all the way up and finished it off
with Nevada Silver. The entire finish
ing process took about two and a half
months, which, considering the size
of the airplane, isn't really that bad.
"The entire project took just a lit
tle over four years. I usually put one
guy, full time, onan airplane, so it
took right at 8,000 hours to finish
this one.
"On the first flight I was glad for
the 300 hp, because it was obvious
it needed it. The airplane gets off
the ground fairly quickly, but then
doesn't want to climb, especially

at the altitudes we're at in Arizona,

around 5,000 feet MSL, and it's usu
ally hot. At Oshkosh, we were get
ting as much as 700 feet per minute
with only two people on board, but
we don't get anywhere near that
back in Valle. It has an absolute ceil
ing of 9,000 feet. It won't go any
higher no matter what, so there are
lots of hot days when we simply
can't fly it, because it won't climb
away from the runway.
"We show about 95 mph cruise,
which a GPS says is about right, but
in 1927, that was really fast. That
would get people from Phoenix up
to the Grand Canyon in what seemed
like no time at all, considering every
one else was driving Model T Fords
on steep dirt roads. I don 't imagine
Model T's like the high altitude any
better than our Stinson does, but the
Stinson is going a lot faster.
"We come down final at about 75
mph with 65 mph over the fence.
When you hit ground effect, there's
just a little float; then you grab the

wheel with both hands and pull as

hard as you can to get the tail down.
There's not a lot of finesse involved,
and you do your best not to have to
land in a crosswind, That's where
the narrow gear is a problem and
undoubtedly why they changed it
to the wider outrigger gear. It's a re
ally interesting airplane to fly, but I
don't think it's one you say you fly
for pure fun."
So, now Seibold has found his
Stinson. Is there anything else he's
missing and looking for? Funny you
should ask. "Yeah," he says, "I'd like
to find a de Havilland DH-104 Dove
in original, unmodified configura
tion. It doesn't have to be a flier, and
I don't care about corrosion, because
we're only going to display it."
There you have it. You can help
John fill out his dance card by telling
him about the Dove your neighbor
has in his backyard, where he is using
it as a guest house. Help out a fellow
airplane nut and beautify your neigh
borhood at the same time.
....

"Bullets bounce rIght off

the Poly-FIber... see?"
e here at Poly-Fiber are mighty proud to help heroes like Captain
Eddie defeat the dreaded Hun in the skies over France by covering
his ship with the toughest. easiest-to
repair fabric known to man, It's easy to
apply. too. even Over There. and it'll see
our boys through the most arduous dog
fighting they'll face. Poly-Fiber will never
let them down. so don't you, either!
Help put Liberty Bond sales "over the
top" for all our gallant doughboys!

* friendliest manual around

*Toll-free technical support

800-362-3490
polyfiber.com
B uy YOU R W AR BO NDS A T T HIS C I N EMA.

info@polyfiber.com
VINTAGE AIRPLANE

13

Those Lo~aDle

Old tinso

a Cub at age 16 and went on to make

his career in aviation. As a teenager, he
joined the U.S. Air Force and served as
a ground-controlled approach control
ler during the Berlin Airlift. After dis
charge, he worked during the swelter
ing summer of 1952 as an operations
agent with Continental Airlines in
Texas, until an entry-level position as
a flight assistance service operator and
weather bureau observer with the Civil
Aeronautics Administration became
available at a remote Airways Station
in Colorado's freezing climate. In 1956,
he began the flying career for which
he had hoped-starting as a copilot in
DC-3s for Delta Air Lines. Thirty-five
years and 30,000 hours later, he retired
in 1991 as a Lockheed 1011 captain
and lead Lockheed 1011 international

NC6871

has traversed the country for nearly 80

years, passing from caretaker to care
taker, but perhaps hasn't landed in the
hands of any who have more lovingly
cared for it and restored it to award
winning status at separate times than
two fellow aviators of Georgia. Both
are retired Delta captains who share
a long-standing friendship and a dis
tinct affinity for antique airplanes. Bob
Jenkins, known today in the antique
world for his faithful 1938 Cessna Air
master, was the first of these two men
to own and restore the 1928 Stinson
SM-2 Detroiter Junior.
The second is Bob Hedgecock, cur
rent caretaker of NC6871. He soloed
14 NOVEMBER 2007

operations check pilot.

Thanks to these two individuals
in particular, NC6871 still enjoys not
only its airworthy status, but also that
of being the last remaining SM-2 of 45
that were manufactured by the Stinson
Aircraft Company.

Looking Back
A glimpse back in time at the Stin
son aircraft line reveals that the SM-2's
"granddaddy," the SM-1, first took to
the sky in January 1926. Breaking away
from Stinson's cabin biplane produc
tion, the Stinson SM-1 Detroiter was a
six-place, high-wing cabin monoplane
powered by a 220-hp Wright Whirl
wind J5. It received aircraft type certifi
cate (ATC) 16 in November 1927, and
Eddie Stinson highlighted the SM-1's

Bob Hedgecock of Barnesville, Georgia, with his award-winning

1928 Stinson SM-2.

"The Iront window

tan be raised or
lowered by means
01 abell trank,
thus allowing the

pilot (!ood vision in

Ireezing weather."

performance capabilities with panache

by flying it to a first-place finish in the
4,121-mile 1927 Ford Air Tour. The
success of this new model helped pro
pel the Stinson Aircraft Corporation
into the foreseeable future.
The following year, a scaled-down
version of the SM-l was produced; it
was designated the SM-2 Detroiter Ju
nior (ATC 48) because it was a four-place
aircraft and thus had a smaller configu
ration. Notably, it was the first airplane
to be certificated with the small 1l0-hp
Warner Scarab. Even with the decrease
in horsepower, the SM-2Junior was not
to be outdone by its granddaddy SM-l;
Randolph G. Page flew it to a respect
able third-place finish in the 6,304-mile
1928 Ford Air Tour.
A detailed review of the aircraft was
published in the May 28, 1928, issue

from the May 28, 1928,

issue of Aviation

of Aviation, entitled, liThe Stinson 'Ju

nior. "' The author highlighted several
interesting aspects of the SM-2: "A new
feature in the Stinson Junior, not found
in other Stinson designs, is the wheel
tail skid mounted on an oleo shock ab
sorber leg. The first plane of this type
was completed in three weeks, while
the design work was completed in three
weeks previous to that. William C. Nay
lor, chief engineer of the Stinson Aircraft
Corp., is the designer of the plane ... The
front window can be raised or lowered
by means of a bell crank, thus allowing
the pilot good vision in freezing weather
... A skylight of Pyralin, in the center
section of the wing, gives proper vision
above and to the rear."

Business was good for Stinson, and

the SM-2 was further refined into the
SM-2A series aircraft, of which 85 were
manufactured . Being slightly larger,
its handling and performance was en
hanced by a balanced rudder and the
optional, more powerful Wright Whirl
wind J6-5, J6-7, and J5 engines-allow
ing it to carry four people with ease.
Despite the throes of the Great Depres
sion, Stinson continued the evolution
and production of its SM series, which
eventually included a tri-motor version,
and flourished throughout the ensuing
decades with the SR (Reliant) series on
into the smaller Voyager aircraft.

NC6871
ReminisCin g about the history of
NC6871, Hedgecock shares that avia
tion historian Joseph Juptner featured
this particular SM-2 by including a pic
ture of it in U.S. Civil Aircraft (Volume
I, page 129). lilt shows a big Civil Air
Patrol (CAP) emblem on its fuselage,"
says Hedgecock, explaining that "during
World War II the airplane was used by
the Civil Air Patrol to patrol the New
York and New Jersey coasts in search of
German U-boats.
According to Hedgecock, NC6871's
last registered owner prior to its dis
covery in Chattanooga, Tennessee,
was a company called Air Movie
Cruises of Grand Rapids, Michigan.
During the late 1950s, Hedgecock re
calls that when his friend Jenkins first
saw the plane, it was a basket case and
stored in a hangar in Chattanooga.
II

VINTAGE AIRPLANE

15

"Then they moved it out of

the airport and into some
kind of storage facility up
northwest of Chattanooga
in the mountains. We
didn't know who owned
it then and Jenkins was
trying to buy it, but the
late Evander Britt, a well
known antiquer, ended up
locating the airplane and
hauling it back to his place
in Lumberton, North Car
olina. Then Jenkins ended
up buying the project from
him in 1965 . A year later,
he had it completely re
stored and flying, recalls Bob Jenkins restored the SM-2 during the 19605 and
Hedgecock. "He covered it into the '70s.
with Grade A cotton and
butyrate dope, and painted it in the of the SM-2 since 1973. For years,
original black color scheme, with yel he flew the big red 1929 Stinson
low [as opposed to the original or across the country, winning awards
ange] for the trim. He flew it to the along the way during fly-ins held
Antique Airplane Association (AAA) at Oshkosh, Wisconsin; Blakesburg,
Fly-In at Ottumwa, Iowa, right after Iowa; Lakeland, Florida; Bartlesville,
he got it restored, and started win Oklahoma; Burlington, North Caro
ning awards with it. He kept it until lina; Camden and Darlington, South
1977, when he sold it to somebody Carolina; as well as at Gainesville
out in California; he flew it as far as and Thomasville in his home state.
Tucson, and the new owner met him Whenever NC8471 came out of the
there and flew it on into California."
hangar, it was a safe bet that Hedge
It wasn't long after NC6871 departed cock and his Stinson were headed
the southeastern United States and flew to yet another fly-in, with a suitcase
west to California that it seemed to in the baggage bin, a cooler of food
drop right off the aeronauti
cal chart.
"No one knew what hap
pened to it after it went
to California, except there
were rumors that it was sit
ting tied down outside at
the Orange County Airport.
Then it completely disap
peared, and nobody heard
of it for years after that," ex
plains Hedgecock.

and beverage on the back

floorboard, and a big tool
bag under the seat. But
during all those years of
traveling to such a variety
of locations and talking
with antiquers, he never
heard any reliable infor
mation regarding Jenkins'
old SM-2.
Then suddenly one day,
NC6871, the big black and
yellow 1928 Stinson, be
came visible on the west
ern horizon .

What Was Once Lost..

owned it

"In 1988, I was looking

in Trade-A-Plane under an
tique airplanes, and I saw
a 1928 Stinson SM-2 for sale or trade
for a 1950s classic automobile. I knew
there was only one and that was the
one Jenkins restored. So I called the guy
up-he was located near Denver-and
asked him what the N number was,
and what condition it was in," smiles
Hedgecock. "He said it was disassem
bled and stored in his warehouse. So I
made a deal with him over the phone
and bought it sight unseen. Apparently
what had happened to the airplane was
that they flew it for only one year after
it went to California. Then this fellow
bought it and flew it to Colorado. He
immediately decided that
the engine needed to be
overhauled, and then he
disassembled the airframe
and started re-covering the
fuselage-he had already re
built one wing. After about
10 years, he just sort of gave
up on the project and ad
vertised i t."
Hedgecock was soon on
his way to Denver, where
he rented a truck, loaded
up the airframe parts and
The Other Stinson
pieces, along with the dis
Having owned the
assembled engine, and
award-winning and only
began the long drive back
known remaining air
to Georgia . He started the
worthy 1929 Stinson
restoration process slowly,
Detroiter Junior SM-2
and began pursuing it more
AA-NC8471, Hedgecock
had been concerned about Outrigger gear and balsa-fa ired wing struts frame the 1928
vigorously after he retired
from Delta.
the whereabouts and fate SM-2's nose.
II

16

NOVEMBER 2007

in Ottumwa, Iowa.

Bob Jenkins refuels NC6871 at Ottumwa, Iowa, during the

1966 AAA Fly-In, as his sidekick "Winglow" relaxes on the
ramp after their 10-hour flight from Georgia.

immediately I took
all that hardware
out and put the
original type hard
ware in, because
even if nobody
else would no
tice, I would know
the difference."
The fuselage
tubing was in good
condition, and ac
Somewhere on the moon during the 1930s!
cording to Hedge
cock, still had the
same primer that
Jenkins put on it
back in the 1960s.
"So I just cleaned
it up and gave it
another coat of
primer. The door
and the area just
forward of the door
were originally
fabric, and when I
restored it, I made
it
all sheet metal. I
You can clearty see the name on the pilot's side is "R.G.
found
something
Page"; Page flew Stinson SM2 NC5889 to a third-place
interesting
when I
finish in the lengthy 1928 Ford Air Tour. Note the eyelets
took
the
fabric
off
and lacing around the wing's fuel tank, which handily fa
the
door
structurecilitate fuel tank removal when necessary.
written inside the
door was 'This airplane will never fly,'
Airframe
One of the first things he did was and it was signed 'E. Stinson.' Some
to take the wings to "a fellow in body did that somewhere along the
Florida who did all the woodwork on line," shares Hedgecock with a laugh,
them, and then I hauled them back "so I just left it in there."
and finished up by installing the alu
When it came time to install fabric
minum leading and trailing edges on the airplane, Hedgecock took the
on them. His woodwork was excel airplane to Ted Davis in Brodhead,
lent, but he'd used the modern elastic Wisconsin, who used Ceconite cover
locknuts, and I wanted the original ing and Randolph butyrate dope, top
castellated nuts and cotter pins. So ping it off with plenty of hand sand

ing and rubbing to bring out a deep

luster and gleam to the finish. Greatly
pleased with Davis' work, Hedgecock
hauled the Stinson back to Georgia in
February 2003.
The handsome gold Stinson Detroi
ter Junior logos on the vertical fin add
a touch of the elegance of antiquity
to the SM-2. They are actually mirror
image decals that were made from a
photograph of the original logo by a sign
shop. And speaking of the tail, you'll
notice two distinctive features when you
glance at the rudder. One, it doesn't ex
tend forward over the top of the verti
cal fin. Two, it has a large cutout at the
bottom to accommodate the tailwheel,
which is mounted behind the tail post,
as opposed to underneath the fuselage.
Along with position lights on the
wingtips and tail, Hedgecock installed
a large landing light on the bottom
of the left wing, just aft of the lead
ing edge. It was manufactured as an
add-on accessory by Pyle Landing
Light Company of Chicago during the
1920s, and Hedgecock says it works
well: "I've been up after dusk, and it's a
good, strong landing light. It has a big
bulb and reflector, and a focusing coil
out front that is ground adjustable by
twisting it around, to make the beam
go up or down depending upon your
landing attitude."
The tail wheel and main gear have
spring-oleo shock struts, which effec
tively smooth out landings and ground
maneuvers on rough ground. The cir
cular "band" style brakes are operated
mechanically, and the 30xS wheels have
wire spokes, complete with (optional)
wheel covers for operations in tall grass
(to prevent the grass from quickly wrapVINTAGE AIRPLANE

17

ping up in the spokes and thereby flip

ping the aircraft over).

Interior
The panel shape and size, as well as
most of the instruments, were not orig
inal when Hedgecock bought the proj
ect. That posed a puzzle for a while, un
til he obtained a factory drawing of the
1928 instrument panel from a fellow in
Anchorage, Alaska. Jenkins quietly bor
rowed the drawing, and it wasn't long
before he presented Hedgecock with a
new panel. Soon after that, Hedgecock
set out to acquire the appropriate in
struments-in addition to the original
height meter, tachometer, airspeed in
dicator, and amp meter that came with
the plane-along with panel lights and
a Scintilla magneto switch.
Paul Workman of Zanesville, OhiO,
is credited with the work on the new
interior, and the attention to detail is
easily visible with even a quick glimpse
inside NC6871's cabin. The pilot's
seat frame deserved special treatment
for the sake of comfort on long cross
countries, so Hedgecock opted for a
padded gray leather seat, which nicely

coordinated with the soft gray fabric

side panels and headliner. Fortunately,
the SM-2's three original wicker seats
required only minor repairs and a fresh
coat of black paint.

In the Sky

After finishing the final assembly,

including installation of the 12S-hp
Warner, which he'd bought from Jen
kins, he had NC6871 flying by spring of
2004. But after flying it briefly around
the local area, he discovered a problem
that had to be addressed. "I had bought
a Curtiss-Reed prop from Jenkins-he'd
had it for his Airmaster-and quickly
discovered that I had to have it changed
to a finer pitch to match the slower
speed of the Stinson," explains Hedge
cock. After that, I felt comfortable fly
ing it farther than 30 miles from home,
so I flew it to the Blakesburg and Brod
>
head fly-ins for its first trips in the fall of ~
2004. It won the Sweepstakes Award at ~
Blakesburg, and Best Silver Age Antique ~
at Burlington, North Carolina. I've ~
brought it to Sun 'n Fun since 2005, Il. With the woodwork completed, the
and the first year it was awarded An wings were ready for leading- and
tique Reserve Grand Champion."
trailing-edge installation.
II

When Hedgecock removed the fabric, he discovered that

birds and mice had moved inside the Stinson's wings.
18

NOVEMBER 2007

When it comes to flying the 1928

SM-2, Hedgecock describes its flight
controls as being livery, very stiff
it's a lot stiffer than [the big red 1929
SM-2AA). That's because you've got
pushrods that go out and turn the bell
crank, with all kinds of linkages and
changes in direction from the stick

The fuselage was pretty much intact when Hedgecock

bought it.

A new instrument panel, per the

original drawing, was made during the
restoration.

There's plenty of room below the aft

wicker seats to stow baggage.

The elegant gold logo was reproduced

from a photograph of the original.

itself before you get out there to the

aileron. All those linkages have a little
bit of play, so it accumulates all the
way out there and you might have a
whole inch of play in the stick before
anything ever happens."
The elevator and in-flight adjust
able stabilizer are also operated by
push-pull tubes.
"Aerodynamically, it's a real doc
ile airplane to fly. The rudder is cable
operated but it's an unbalanced rud
der-so you push right rudder and take
your foot off, thinking it will come
back-but it doesn't. So then you've got
to push left rudder to get it back to neu
tral, and you've got to give it a whole lot
of rudder to coordinate the turns and
counteract the adverse yaw. And they're
hard rudders-not soft at all; you'll think
the controls are locked. In the 1929 Stin
son, the rudder is balanced so it's a little
bit more responsive, and yaw-wise, it's
got pretty good control."
Hedgecock cruises at 85 mph, and
with a total of 40 gallons of gas in two
wing tanks, it burns 8 gph, giving him a
five-hour range. NC6871 can comfort
ably accommodate three passengers,
and "does a good job getting off the
ground because of its high-lift wing-

but it climbs real slow. Really, I can't

tell a difference whether I'm in there
by myself or whether I've got three
more people in there with me."

On the Ground
As with many 1920s airplanes, the
brakes are just not efficient enough to
be of much use during taxi operations in
strong crosswind conditions. Hedgecock
has figured out that "the only way you
can taxi in a crosswind is to rev the en
gine up real high, and use the opposite
rudder to help pull the tail back in line
but then you're taxiing too fast, so it's a
bad deal. And of course, the tailwheel is
not steerable-it's swiveling around back
there and just following what happens
up front. You don't have any control
over it," he says with hearty mirth.
Those who have carefully watched
the regal 1928 SM-2 in flight have no
doubt noticed a short section of black
rope streaming out behind the tail
wheel, and perhaps they've wondered
why it's there. It's an old tradition
that started in the 1960s when Jenkins
owned the airplane, and Hedgecock
enjoys keeping that tradition alive.
Besides, it does a bit more than give
people something to talk about-it ac
tually serves a functional purpose as a
sort of portable tow bar. So if you have
some strong-armed people pushing
the airplane backward into a tie-down
spot, somebody else can simply grab
the rope and steer it into place.

Savoring Two Stinsons

NC8471 shares a hangar with its
younger brother, NC6871, on Hedge
cock's private Antique Acres airfield, and
nowadays he tries to give each one an
equal amount of airtime. Throughout
the decades, he's logged 800 hours in
NC8471, and since 2004, 100 hours in
NC6871. Hedgecock's devotion to the
care of his 1928 and 1929 Stinsons ably
reflects his passion for the simplicity of
aviating in the early days. So remem
ber, whenever you see these two strik
ing monoplanes from yesteryear at fly
ins, you can be assured that somewhere
close by, you'll find their loving caretaker
with his friendly smile and easygoing,
gentle manners. Oh, and did we mention
NC8471's trademark bottle of Tabasco
sauce strapped to the aft seat in its time
worn leather pouch, or NC6871's pet spi
der that can be coaxed down from its pitot
tube perch? Next time you see Hedgecock
on the flightline, just ask.
~
VINTAGE AIRPLANE

19

1914 Curtiss America is re-created by the Glenn Curtiss Museum

BY JIM POHL AND TRAFFORD DOHERTY, CURTISS MUSEUM
PHOTOS CURTISS MUSEUM/ED VOUGHT

he Annual Curtiss Seaplane

Homecoming was held
in Hammondsport, New
York, on Keuka Lake, Sept
14-16, 2007. The highlight
of this three-day event was
planned to be a feature
flight of a reproduction of the Cur
tiss 1914 flying boat America. In 1914,
the America was the world's first mul
tiengine flying boat. Powered by Cur
tiss water-cooled, overhead-valve V-8
engines, it was designed to be capable
of trans-Atlantic flight.
For the past three years, the Cur
tiss Restoration Shop, located right
20 NOVEMBER 2007

on the museum's premises, has been

building a flying reproduction of the
America. Two OXX-6 100-hp Curtiss
V-8 engines were sent out for profes
sional reconditioning to power this
flying boat. Additionally, the engines
were modified so that one would ro
tate counter-clockwise, providing for
counter-rotating props.
The 72-foot wingspan reproduc
tion of America was completed by
the museum's Restoration Shop crew
in early September 2007. Escorted
by county sheriff's personnel, the
plane was transported by trailer to
the boat launch at Hammondsport's

Depot Park. There the America was

reassembled, launched, and towed
several hundred feet down the shore
line to a special site where it would
receive final preparation for flight.
The museum greatly appreciated the
generous help received from Mer
cury Aircraft for personnel, the use of
trucks, and the construction of this
setup area.
The first taxi tests , done on Sep
tember 8, pointed out the need for
additional adjustments. Balance is
sues were addressed by redistributing
weight here and there, and additional
taxi tests were then done with slightly

In the Curtiss Museum shop, the finishing touches are made to the en
gine installation on the America.

better results. One major complica

tion the Am erica project faced was
that the two special lOO-hp OXX-6
engines sent out for major overhaul
had not been finished. The crew
was then obliged to pull two stan
dard 90-hp OX-S engines from the
museum collection and ready them
for use on the America. While suit
able for early water trials, a combi
nation of mechanical problems with
the engines meant there wasn't quite
enough power for a successful flight
from the surface of Lake Keuka .
Needless to say, the proud staff
Careful attention was paid to
natural and manmade obstacles
as the big biplane was towed.
The wings were brought to the
lake on separate trailers.

The fuselage with the wing center section in place is towed through
Hammondsport on the way to Depot Park.

Thanks to the folks at Mercury Aircraft and their loan of personnel, trucks,
and construction of the set-up area on the shoreline, the mating of the
wings to the fuselage went off smoothly.

Re-enacting the christening of the America are pilot

Jim Poel, copilot Lee Sackett, Orin Baisch (as Glenn
Curtiss), and Lovada Poel (as Katherine Masson).

22

NOVEMBER 2007

Because the special 100-hp OXX-6 engines were not

overhauled in time for the christening ceremony, a
pair of OX-S engines were installed. While adequate
for taxing water trials, a series of mechanical prob
lems, along with the lower horsepower of the en
gines, prevented a test flight.

GET THE SKILLS

TO GET IT BUILT

AT EAA SPORTAIR WORKSHOPS

Launching day!
and volunteers of the Curtiss Mu
seum and Curtiss Restoration Shop,
many of whom had clocked hun
dreds of hours building the America,
were disappointed when the flying
boat was simply not ready to fly.
Despite this setback, the museum
put on a very entertaining Annual
Seaplane Homecoming event with
a variety of special activities, which
kept the air of excitement for visi
tors and guests. Strikingly beautiful
with its crimson paint and impres
sive size, it was thrilling to see the
America on the water. Activities in
cluded the starting of America's en
gines, taxing along the waterfront
to provide photo opportunities, the
christening ceremony, an impressive
seaplane fly-over, seaplane rides, and
the "Dining with Glenn" dinner.
Echoing Glenn Curtiss' spirit of in
vention, experimentation, and inno
vation, the Restoration Shop crew will
focus on improvements to the America
during the next year, with hope that it
will fly in September 2008.
If you'd like to visit the Curtiss
Museum, it is located at 8419 State
Route 54, Hammondsport, New York.
Call 607-569-2160 for more informa
tion, or visit its website at: www.Glen
nHCurtissMuseum.org.
......

GET YOUR HOMEBUILDING PROJECT OFF THE GROUND

BY SIGNING UP FOR EAA'S SPORTAIR WORKSHOPS

BEGINS
Jan 18
Jan 18
Jan 26
Jan 26
Jan 26
Jan 26
Jan 26
Jan 26
Jan 26
Feb 16
Feb 16
Feb 16
Feb 16
Feb 16
Feb 16

DURATION
2.5 Days
2.5 Days
2days
2days
2days
2days
2days
2days
Evening
2days
2days
2days
2days
2days
Evenin9

LOCATION
Griffin, GA
Frederick, MD
Oshkosh WI
Oshkosh, WI
Oshkosh WI
Oshkosh WI
Oshkosh WI
Oshkosh, WI
Oshkosh WI
Lakeland FL
Lakeland FL
Lakeland FL
Lakeland, FL
Lakeland, FL
Lakefand, FL

COURSE DESCRIPTION
TIG Welding
ELSA Airplane Inspection
ComDosite Construction
Sheet Metal
Fabric Covering
Introduction To Aircraft Building
Electrical Systems and Avionics
Gas Welding
What's Involved In Kit Buildina
ComDosite Construction
Electrical Systems and Avionics
Fabric Covering
Sheet Metal
Test Flying Your Project
What's Involved In Kitbuildin g

VISIT WWW.SPORTAIR.(OM OR CALL 1-800-967-5746 FOR DETAILS

EAA

WORKSHOPS

---~---

EAA SportAir Sponsors:

ft

c..

www.alrcrilftsprucLCom

VINTAGE AIRPLANE

23

1940 Howard DGA-15P

BY MARK LIPTRAP

Where did Howard N5432N come

from?
We are glad you asked . Howard
N5432N was originally completed on
August 31, 1940, at the Howard Air
craft Co. in Chicago, Illinois. One of
40 original DGA-15Ps, it came off the
line as No . 19 and was built on the
lineage of the racing version DGA-6
flown by Benny Howard. The DGA-6
championed both the Bendix and
Thompson Cup races of 1935.
N5432N was originally purchased
and registered on September I, 1940,
by Elizabeth Haskell Fleitas and was
known as NCIOOY. A growling Pratt
& Whitney R-985 engine boasting 450
hp powered the aircraft. In keeping
with the bright colors that heralded
24

NOVEMBER 2007

the end of the Depression, the Howard

was decked out in vivid navy blue.
Fleitas, a prominent socialite, was
well-known for her philanthropic
endeavors, dinner parties, and her
love of racehorses. She came from
an established Wilmington, Dela
ware, family; her grandfather was
the vice president of DuPont Cor
poration, High Explosives Division,
during World War I. Her brother,
Al Haskell, had been the mayor of
Wilmington during the early 1960s.
He also purchased a Navy surplus
Howard in 1946.
Although not a pilot herself, at
the age of 25 she became the proud
owner of NCIOOY for the official sum
of $10. However, the known retail

price at the time was $16,500. To uti

lize the aircraft, Fleitas hired a Du
Pont pilot, Johnny Mac Morgan, for
her transportation needs.
During her two years of owner
ship, she had a couple of enlighten
ing events that shaped her attitude
toward flying. On a dark and stormy
night while attempting to land at Du
Pont Field, a go-around was initiated.
Morgan continued to circle the field
Above: Logan Coombs has been
taking great photos of airplanes
since the 1940s, and here's an
other one. He snapped this winter
scene of Mark Liptrap's Howard at
Executive Aviation in Eden Prairie,
Minnesota, a few years ago.

while Fleitas completed her emergency preparations. She

wriggled out of her girdle so as to be free to run in the event
of a crash landing. Although she was prepared for a quick
exit, the aircraft was landed successfully.
Later, a forced landing on a road in the country resulted
in Fleitas respectfully and permanently grounding herself.
She did not fly again until the advances of the jet age were
well-established.
In 1942, NClOOY's plans were interrupted. The Depart
ment of the Navy ordered approximately 500 models of
the DGA-15s, which were known as GH-l, GH-2, GH-3, or
NH-1. NClOOY was sold on February 20, 1942, to the De
fense Supply Corporation for $20,560. It became reclassi
fied as a civilian model GH-l transport with Navy Bureau
No. 9769.
Proud and steadfast, NCI00Y entered service at the
Brooklyn NAS, New York, on March 31, 1942. From
there it was ordered to Glenn Martin Field in Baltimore.
It worked for the inspector of naval aircraft (INA) shut
tling engineers, inspectors, and administrators working
on the production of the Martin Torpedo Bombers (TBM
Avenger). After one year on station it was then transferred
to Norfolk NAS, Virginia, working for the commander
in chief, U.S. Atlantic Fleet (CINCLANT) for six months.
The bulk of its flying during this period was conducted to
Glenn Martin, Norfolk, Richmond, Anacostia" with other
excursions to Winston-Salem, Hagerstown, and Raleigh.
In January 1944 it was transferred to Manteo NAS,
North Carolina. Manteo was a fighter base conducting
training for pilots on Grumman Hellcats, Wildcats, and
Corsairs. For this assignment, it was in a logistics-and
supply role working for the Naval Outfitting Program
(NOP). Its flight activity jumped to five flights a day
among Manteo; Hampton Roads (Oceana), Virginia;
Quantico, Virginia; Camp Davis, North Carolina; and
New River, North Carolina. Over the next six months
it would be moved to several bases, such as Hampton
Roads; Atlanta; Franklin, Virginia; and eventually the
Norfolk NAS, with the airplane being placed in a replace
ment pool shortly after the war.
The Navy maintenance history was extensive and in
cluded two engine changes, one as a result of a nose-over
accident during landing at Norfolk on October 23, 1943.
This included a new cowling, brakes, and wheel fairings.
The aircraft was down for maintenance until November
20, 1943, upon completion of the 30-hour inspection.
Later, in October 1944, the Navy accomplished a major
overhaul that included the engine change along with an
oil cooler change. In March 1945 a modified tail wheel was
installed. The modified oil cooler and tail wheel assembly
resulted in the aircraft gross weight being increased from
4,350 to 4,500 pounds.
After a flawless performance in the duties for its coun
try, NCI00Y received a complete overhaul and was dis
charged from the Navy on February 17, 1947. It was given
the new name of N5432N and sold to Lucille Hagen of
Minneapolis, Minnesota, for $1,561. Hagen was the sec

AIIUrethane Recovering Handbook

~---~,---- ... ,,:~~~l':

Available Now!
Call to order your copies today!

AERO CLASSIC
"COLLECTOR SERIES"

Vintage Tires
New USA Production
Show off your pride and joy with a
fresh set of Vintage Rubber. These
newly minted tires are FAA-TSO'd
and speed rated to 120 MPH. Some
things are better left the way they
were, and in the 40's and 50's, these tires were perfectly in
tune to the exciting times in aviation.
Not only do these tires set your vintage plane apart from
the rest, but also look exceptional on all General Aviation
aircraft. Deep 8/32nd tread depth offers above average
tread life and UV treated rubber resists aging.
First impressions last a lifetime, so put these
bring back the good times .....
New General Aviation Sizes Available:

500 x 5, 600 x 6, 700 x 8

Oesser has the largest stock and

selection of Vintage and Warbird
tires in the world. Contact us
with

VINTAGE AIRPLANE

25

retary of Jack Lysdale, owner of Lys

dale Flying Service located at Victory
Airport in Minneapolis. Lysdale com
pleted other work, such as the instal
lation of a new windshield, battery,
tail step, tail brace wires, seat up
holstery, fuel tank fittings, and a re
painted nose cowl, and he patched a
hole in the top of the fuselage .
Less than a year later, the plane, now
known as N5432N was sold to Conti
nental Air Services at Holman Field in
St. Paul, Minnesota, for $1 and other
considerations. Over the next seven
years, N5432N would be sold six times.
First was to J.R. James of Moline, Illi
nois, followed by McFarland Motors
of Cincinnati, Ohio, where the flare
tubes were removed and new radios
installed. In October 1950, Thomas
Warner of Cincinnati purchased it
and accomplished a complete en
gine change from a model AN-12 to
an AN-3 and new fabric covering. In
March 1953, N5432N was purchased
by the Tap Cartridge Company of Cin

cinnati and then sold in August 1954

to Case Construction Company of Mt.
Airy, Maryland. InJuly 1955 it was sold
to another woman owner (her third),
Elizabeth Miller of Cleveland, Ohio,
again for $1 and other considerations.

Over the next

seven years 1
NS432N would be
sold six times.
In 1962, H.H. Hill of Connellsville,
Pennsylvania, removed the now old
Narco radios and installed new Narco
units. In 1976, it was completely re
covered and given a new stabilizer
mechanism, new tires , new direc
tional gyro, and a new heading gyro.
Morton Lester of Martinsville, Vir
ginia, bought it in 1978 and further
completed the restoration. This resto

ration included new radios and new

paint, this time in "Howard" red and
black trim. Lester, an owner of 25 air
craft, and participating director of Ex
perimental Aircraft Association, was
extremely proud of N5432N. You might
say it had become a member of the fam
ily, such as a treasured golden retriever.
Lester reluctantly sold N5432N to
Mark Liptrap on August 28, 2000, just
three days before its 60 th birthday. In
the following October, it was flown
back to Minneapolis for maintenance.
En route it became momentarily dis
oriented and strangely wandered
north, following a river, which re
sulted in a landing at Lunken Airport,
Cincinnati. This stop was for radio
maintenance at Hangar 2, which just
happened to be its previous home in
1952. In Minneapolis it was given ex
tensive maintenance involving flight
instruments, flight controls, and
landing gear rebuild. The Howard's
home today is at Felts Field in Spo
kane, Washington.
......

TAiLW~L5

"Hunting '5e.a&On ...Again"

26

NOVEMBER 2007

Billv Henderson
lake1and, Fl

_ Civil Air Patrol: Outstanding

Assistance Award
_ Florida Dept. of Transportation :
1995 Aviation Professional
of the Year

_ fAA Warbirds of America:

Presidential Citation
_ Past President of Sun 'n Fun
Fly-In, Inc . and instrumental in
its beginning and growth

"It is a real pleasure doing business with a company that is

friendly and helpful but also shares one's love of aviation and
understands what pilots and owners want."

- Sill Henderson

AUA is Vintage Aircraft Association approved. To become a member of VAA call 8008433612.

AUA's Exclusive fAA Vintage Aircraft Association Insurance Program

Lower liability and hull premiums - Medical payments included - Fleet discounts for multiple aircraft carrying all risk coverages
No component parts endorsements

;/

Emergency repair completed-the

cowling inspection door duct-taped
for the return flight back to Olympia.

tube and inside of the tire with duct

tape, returning the tire to a nice dough
nut shape. Upon landing in Anchorage
there was no damage to the aluminum
wheel, and I was able to simply replace
the tire and tube.
Other repairs included taping up a
broken window latch, taping the door
to the fuselage by reaching out the
window when the door latch broke. In
winter, I've used duct tape to close off
air vents and cover up the engine oil
pan cooling vent and when the tem
peratures are way below zero, I place
the duct tape over part of the cooling
air inlets in the engine cowling.
I have used duct tape on the lower
rudder skin to stop vibration cracks
from enlarging until they could be
stop-drilled or repaired. I have used
duct tape to repair rips in vinyl seats
and upholstery. Once on a flight from
Sterling to Anchorage, Alaska, I made
an emergency landing at the South
GasIine airstrip on the Kenai Peninsula
to tape up an engine cowling inspec
tion door when it popped open.

The pilot's friend

BY IRVEN

~~I

F.

~7:n~: ~;tf~~:n2~~ ~6, ~~~

or even 50 years old. Re

cently several aviation mag
azines have carried articles
about the aging private airplane fleet.
The Federal Aviation Agency (FAA), as
well as all of us old aircraft owners, are
concerned about safety and the cost to
keep these old airplanes flying.
My Cessna 170B, N3428C, Serial
Number 26471, rolled out of the Wich
ita, Kansas, factory on September 10,
1954, so my airplane is 53 years old.
Over the years owners, including me,
have spent thousands of dollars to keep
it flying and in an airworthy condition
to pass its annual inspections. With its
lmron paint job and a new engine, it
still looks and flies great.
In 35 years of flying in bush Alaska, I
28

NOVEMBER 2007

PALMER JR.
have had to make several emergency re
pairs out in the bush, far away from help
of any kind. You fix it or you are stuck out
there. And one of the very best items to
carry in your survival kit for temporary
repairs is a large roll of duct tape.
Some of the duct tape repairs that
I made on my Cessna in those years
of Alaskan flying include the follow
ing: Upon landing one time near the
Cinder River northeast of Port Heiden
on the Alaska Peninsula in rough vol
canic terrain on a moose hunt, the tail
wheel tire blew out upon striking a jag
ged rock. I could have just flown home
to Anchorage after the moose hunt,
but landing on the asphalt runway
would surely have broken the alumi
num wheel. So, I took the wheel apart,
completely packed the tube and tire
with sand, and covered the holes in the

" 1101.1. (II: l)m:T T;\I'I: II~ VOim

SlJIl\fI\fi\l.I(n Is l:ssl:~n'U\I.
In winter when switching from wheel
to hydraulic wheel skis, I used duct tape
to tape the hydraulic lines to the gear
legs to reduce drag. In summer when
operating off sandy beaches and river
gravel bars, I used duct tape to cover the
leading edge of the horizontal stabilizer
to protect the paint and prevent sand
blasting of the aluminum.
Most recently I made an emer
gency repair to the left engine inspec
tion door. After preflighting my Cessna
at the Olympia, Washington, airport
where it is tied down, I received clear
ance to taxi to Runway 26 for a west
departure. Getting takeoff clearance,
I flew west toward my destination at
Westport, Washington-some 49 nau
tica l miles distant near the Pacific
Ocean. After 12 minutes or approxi
mately 17 miles en route, and after fly
ing over the Black Hills of Capitol State

Flight Control Cables

Custom Manufactured!

Forest. I heard this very loud banging allowing you to fly the airplane.
In the case of a small bird strike,
noise. It was somewhat familiar, as a
year before I had heard a similar noise. you could make an emergency cracked
The left engine inspection door had windshield repair in flight.
In addition, duct tape can be used
flown open and was banging against the
for lots of other emergency repairs to
engine cowling. The Elma, Washing
ton, airport lay ahead about 4 miles, so make your life easier when on camp
I put the airplane into a slip to stop the ing, fishing, hunting, or boating ad
banging during the descent and landed ventures. You can patch tears in your
at Elma on a 2,300-foot asphalt strip. I jeans, parka, rain gear, tents, backpacks,
found the front Hartwell H-SOOO door hip boots, and plastic boat windows.
latch spring had broken, allowing air
pressure from inside the cowl to push
J\IJ\SIU\~\! IJlJSlt PIUIT 1.I~\\n:s
open the door. Out came the duct tape,
limvlI:
WlTltOlJ'!' AIlotl. 01: I)m:'!'
and I taped up the entire edge of the
1';\1'1: IN lilS i=l.UilH IJAII
door to the cowling, took off, and re
turned to Olympia, Washington. Once
more, duct tape had come to the rescue.
That's why a big roll of duct tape is
right on top of the stuff in my survival
kit. I now fly an aluminum airplane.
In years past, however, I owned a Piper
PA-12, a fabric-covered aircraft that
I used to fly out in the Alaskan bush
on fishing and hunting trips. Some of
those off-airport landing strips were
rough-rocky and brush covered. I had
to make duct tape repairs to keep rib
stitch tape from flapping in the breeze
or to make a temporary patch repair to
a hole in the skin caused by a stick or
branch punching a hole in the fabric.
The author with his flight bag and
Aside from making repairs, duct a roll of duct tape.
tape could save your life in other ways.
If your airplane is brand new, then
Imagine an emergency scenario where
perhaps, just perhaps, you don't need a
you are sitting next to a pilot who suf
roll of duct tape in your airplane. But if
fers a heart attack.
you fly an older model, and I suspect that
One FAA instructor at a safety meet
readers of Vintage Airplane fly older air
ing I attended in Soldotna, Alaska, sug
gested using a person's belt, or other planes like I do, then keep in mind that
rope, or whatever might be handy in all those little springs, pins, bolts, latches,
such a case to hold the person back skins, roilers, clevises, etc., are subject
away from the yoke. If you had a roll of to rust, corrosion, vibration, wear, and
duct tape available, you could quickly metal fatigue. A roil of duct tape in your
tape the person to the seat back, thus kit just may help you get home. ......

No

Each cable is pre-stretched, proof

loaded and certified in accordance
with MIL-DTL-5688.
Quick delivery
Reasonable prices
Certification to MIL-DTL-6117 or to
your specifications
II 16" to 114" galvanized or
stainless steel cable
Certified bulk cable and terminals
are available

"""--McFarlane'
McFarlane Aviation Products
888.794.5280
696 East 1700 Road. Baldwin City. KS 66006
785.594.2741 785.594.3922 Fax
sales@mcfarlaneaviation.com
Order Online at www.mcfarlaneaviatioD.com

GET CONNECTED...
Stay Informed
E-mail is the easiest way for
you to get comected to the EAA
community and stay informed.
By sharing your e-mail address
with us, you' ll receive:
EAA's e-Hotline electronic newsletter
Information on EAA events

The la1est aviation industry updates

And requests for your feedback on current
aviation issues.

Getting connected is easy:

Log on to www.eaa.org / email

and fill in the form

Changed your e -mail address?

Let us know!

Your nane crod lMllOiI address will neYer

be shared with a third party.

See our privac:y policy ct www.eoa.atg/disclaimer.hIm!.

VINTAGE AIRPLANE

29

BY DOUG STEWART

Tailwheellandings:
wheel or three point?
I have heard it said that"Arguing with a pilot is a lot like
wrestling with a pig in the mud... after a while you begin to
think the pig likes it." And when two pilots start arguing
with each other, it can start to rival the WWE. That's par
ticularly true when the subject happens to be that of wheel
landings versus three-point landings. I have been present at
gatherings of tailwheel pilots where the subject has led to
what would be best described as an "animated debate."
There are some pilots who adamantly and vociferously
(with much chest-thumping and hand gestures) stand by
the position that a wheel landing is the only way to land
a conventional-geared (aka tailwheel) airplane. Fortunately
there are other pilots who are of a much more moderate po
sition relative to "landing stance," and understand that both
the wheel landing and the three-point landing have their
validity and conditions in which one might be preferable to
the other. One such pilot recently wrote me a letter about
the subject.
In it, he said: "I have been flying for over 52 years ....
When I retired I bought a Boeing PT-17 which I am enjoying
immensely. During the preceding few years I have encoun
tered quite a few pilots who insist that the only acceptable
landing in the Stearman, or any other taildragger for that
matter, is a three-point landing. Their argument is that the
transition from tail high to the runway is dangerous. From
talking to pilots who have gotten a tailwheel endorsement,
only one was taught wheel landings.
"I have told them that wheel landings were required
on my flight instructor checkride, taught during primary
in Army flight training, and pOinted out articles in myoid
flight instructor handbook describing the technique. It is
not a landing intended to replace conventional landings but
is a good tool to have in your toolbox when conditions war
rant it. 95% of my landings are three points, but every so of
ten in gusty winds I revert to a wheel landing.
"If I am chasing windmills, then thank you for at least tak
ing the time to listen, but if I am making a valid pOint, could I
talk you into writing a future article addressing wheel landings
and their place in flying a conventional-geared airplane?"
Well, I don't know what is more fun : chasing windmills
or wrestling with pigs in the mud. But the writer of the let
ter certainly brings up some valid points. To begin with, we
30

NOVEMBER 2007

both agree that whereas we might prefer one landing style

to the other, there are definitely times when one might be
preferable over the other. I, too, find that the vast majority
of my landings in my PA-12 are three-pOint, but if the wind
conditions warrant it, I will land on the main(s) only in a
wheel landing.
Let us all please note, however, that there are certain air
craft that, either by manufacturer stipulation or by design
limit, should be landed only one way. For example, the folks
who make the Maule recommend that you not only land
from a three-point attitude, but also take off from one. And
I'm willing to bet that there are only a handful of readers
who have ever witnessed a DC-3 or Beech 18 land in any
thing other than a wheel landing.
I think that the vast majority of pilots flying the lighter
aircraft such as the Cubs and Champs will prefer the three
point landing, whereas those flying heavier aircraft such as
Cessna 180s or 195s will land on the wheels most of the
time. But as the writer of the letter points out, we need to be
conversant in both types of landings.
It made me wince to read his statement that only one of
the pilots holding a tailwheel endorsement, out of all he had
spoken with, had been taught wheel landings. In fact the
regulations quite plainly state in part 61.31 (i) (the regula
tion governing additional training for the various endorse
ments) that the training for a tailwheel endorsement must
include wheel landings, unless the manufacturer has recom
mended against such landings. So I guess that means that all
the other tailwheel pilots known by the letter's author had
some rather negligent instructors.
Admittedly, learning as well as teaching-how to make
successful, safe wheel landings can be quite frustrating.
There are some pilots who have the hardest time getting
the eye-hand-foot coordination together. It is all rooted in
a good sense of perception and timing, and there will prob
ably be many go-a rounds logged before most pilots learn the
requisite skills.
As I have written in a previous article, all landings (regard
less of whether they will be in a nosedragger or tailwheel air
plane, on the wheels or three-point) are a five-stage event:
1) the glide, on speed and on target; 2) breaking the glide; 3)
dissipating the energy; 4) the touchdown; and 5) the rollout.

If we are planning on landing on the "wheels" this doesn't

change, but there are a few modifications.
In stage one, the glide, we will carry just a wee bit more
speed (2-5 knots for most of our smaller, lighter airplanes).
Stage two remains the same for, regardless of airplane, if we
don't break the glide we'll probably break the airplane. The
important thing here is to be sure that you don't flare too
early, for if you are too high now it can have a drastic effect
upon the next stage.
The third stage, dissipating the energy, is where things be
gin to change. In this stage, we have to allow the aircraft to
continue in a slow descent to the runway; however, we are
not going to be slowly pulling back on the stick, or yoke, all
the way to a full stall landing. Some pi
lots choose to carry a little bit of power
in this stage (more so in the heavier
airplanes), somewhat akin to the way
a floatplane pilot might fly a glassy-wa
ter landing, but I typically have power
off in my Super Cruiser. I maintain a
slightly tail-low attitude as the aircraft
slowly settles to the runway.
The fourth stage, the touchdown, is
where so many pilots get into trouble.
We have to be prepared to come for
ward with the stick/yoke in a smooth,
coordinated fashion to keep the tail
from settling just as the main wheels
touch the runway. Knowing when this
is about to happen is a matter of percep

tion and timing as well as experience. If we bring the stick

forward either too soon or too late, we will get into a porpoise

that would have those sea mammals staring in awe.

The typical scenario for a pilot learning a wheel landing

goes as follows: The first two stages go pretty much as they
should, but now, as the airplane diSSipates the energy, the
pilot gets a little bit behind, and the airplane touches down
on the mains just a microsecond before the pilot expects it
to. The next thing to happen is that the tail comes down
(the normal reaction of the airframe as the mains touch; the
inertia of the airframe present in the downward motion will
cause the airframe to pivot around the main gear, moving
the tail down), but since the airplane is still at flying speed,
the increase in angle of attack as the tail comes down has
the airplane headed for the skies in a bounce.
Of course, just about this time, the pilot, who is be
hind the aircraft, now excitedly brings the stick forward,
slamming the aircraft back onto the runway, and the cycle
begins again, only this time with much more intensity.
(Dolphins and orcas now join the awestruck audience.)
Most pilots manage to realize the gravity (pun intended)
of the situation and apply full power in a go-around before
things get completely out of control, and then the aircraft
still has all its parts.
So on the next approach the aspiring tailwheel student is
determined to .n ot be behind the aircraft. The first two stages
are impeccable. Even the third stage is going well-that is,

until the pilot, not wanting to be behind the airplane again,

brings the controls forward, but, unfortunately, just a split
second too soon. With the main wheels still just a little too
high above the runway, the pilot is not ready to continue
holding the forward pressure, and as he or she relaxes con
trol pressure, the airplane's tail continues its downward arc,
and again, since the aircraft hasn't reached stalling speed,
the porpoise is once again experienced.
As I said earlier, it's a matter of timing and perception.
Once learned, it will be easy to bring the controls forward just
as the main wheels touch down, looking for the same attitude
as was had in the tail-high takeoff. Many pilots are worried
that they'll strike the propeller in this attitude, but there are
only a handful of aircraft in which this
might be the case, andifthatisso, then
the manufacturer has probably recom
mended against wheel landings.
As all tailwheel pilots know, though,
the fun is just about to start, for "it's
never over 'til it's over." We now have
to deal with the final stage of the land
ing, the rollout. In this stage in a wheel
landing, we have to slowly come for
ward with the stick as control effec
tiveness diminishes, to keep the tail up
in the air. If we just quickly bring the
stick back after touching down, we'll
still have too much energy, and the air
plane will lift back up into the air, al
beit briefly, and then stall, slamming
back down onto the runway.
We have to keep bringing the controls forward until they
are all the way forward. Then, as the tail settles to the run
way, we bring the controls all the way back to keep the tail
wheel firmly planted on the runway. The only problem here
is that just as the elevator was losing its effectiveness, so
were the ailerons and rudder. Thus, if there is any crosswind,
the need to keep increasing aileron into the wind remains
(just as in any other crosswind landing). We will also find
that the rudder deflections necessary to keep the airplane
going straight will start to get bigger and bigger as we slow
down. It's even possible that in some aircraft the lack of rud
der effectiveness just prior to the tail coming down will be
such that it might even require a little "stab" of brake to
keep things tracking straight.
So as we see, there is quite a bit going on in a wheel land
ing. For some pilots it's second nature, but for other pilots
it might never have been mastered. If you fall in the latter
group, it certainly would behoove you to find a competent
instructor and go out and learn the technique. Thus, whether
you prefer three-point landings or wheel landings, either way
you'll be ready when blue skies and tail winds beckon.

If we bring the stick

forward either too
soon or too late,
we will get into
a porpoise that
would have those
sea mammals
staring in awe.

Doug Stewart is the 2004 National CFI of the Year, a NAFI

Ma ster Instructor, and a designated pilot examiner. He oper
ates DSFI Inc. (www.DSFlight.com) based at the Columbia
County Airport (lBi) .
~
VINTAGE AIRPLANE

31

Back to
Basics
A newcomer fulfills his other dream
BY MIKE RENCAVAGE

It's 3 o'clock in the afternoon, and

the windsock lay still in the middle of
the field. The crisp blue sky is dotted
with but a few cumulus clouds that
are dissipating with time. I start up
the walk toward the door of the flight
school and watch as a bright red
Waco cabin biplane taxies away, its
radial engine resounding off the walls
of a nearby hangar. As I come to the
end of the walk, off in the distance a
Great Lakes is just coming to life. The
sun glistens off the fabric of the white
wings with their bright blue trim. The
pilot applies the throttle, and I watch
as he passes, wearing his flying hel
met and goggles, waving as though
he were waving across time. Off to
my left I see the bright yellow Cub
polished to perfection with its classic
black lightning bolt down each side.
The scene is reminiscent of the by
gone days of aviation a few decades
prior. But it is not the 1940s; it is pres
ent-day Blairstown, New Jersey, IN7
as designated on the sectional chart.
I've come here with the intent of
learning to fly a tailwheel airplane,
32

NOVEMBER 2007

more specifically the venerable Piper

]-3 Cub. The legendary trainer of the
past. I have heard time and again of
the joys of flight in the Cub, with
the window open and the door slung
down. The fun of flying low and slow.
It was just over four years ago that
I sold my Cherokee 140, resigned
from my job, and spent practically
all my life savings in pursuit of my
dream of becoming an airline pilot.
After 10 months and several thou
sand dollars, I had completed all
of my ratings. With a bit of experi
ence, [ applied to an airline and now
spend my days and nights flying pas
sengers throughout the northeastern
United States.
The truth of the matter is, that in
the pursuit of a profession that allows
me to fly nearly a thousand hours a
year, [ have lost some of the elements
that make flying so enjoyable. Gone
for me are the days of going to the
local airport and strapping into an
aircraft just for the fun of it. Blasting
off to practice stalls and steep turns,
chandelles, and lazy-eights. Tilting

and twisting the world to my liking. [

believe it was Richard Bach who said,
"Airline pilots spend half their time
on autopilot and the other half trying
to fly like one.
Please don't get me wrong, [ feel
that a career as an airline pilot is a
great way to make a living. I would
prefer my profession to any other that
[ can possibly imagine. It is worth
tenfold the money and sacrifices it
took to get this far. My recent long
ing to return to flying for fun is some
thing that [ wish to add to my life, as
airline flying is not the one and only
type of flying [ wish to do.
Today I've put aside my uniform
and flight bag, packed away my cur
rent copy of the contract, and set out
on a quest to be introduced to grass
roots aviation. I say introduced be
cause, as is the case with many of us
who have been trained in recent years,
[ have not one single hour of tailwheel
time in my logbook. I'm thinking of
the fun of taking on a new challenge
as my instructor arrives.
Upon her arrival, she takes me out
II

to the Cub and shows me around.

The Cub is not at all like the Chero
kees and Cessnas at countless flight
schools across the country. As we
walk around, I can't help but ad
mire the simplicity of the Cub's de
sign. The fuel gauge is nothing more
than a wire and float assembly-the
wire poking through the top of the
cap. The more wire that is exposed,
the more fuel you have. The landing
suspension is made of interwound
bungee cords. There is no starter, no
radio, no navigation lights. Stick,
rudder, power, and carburetor heat
are the sum of the controls at my dis
posal. There are a few instruments
on the panel, not that they'll be all
that visible with the instructor in the
front seat. It 's quite different than
anything I have ever flown. Antoine
de Saint-Exupery once wrote, "You
know you've achieved perfection in
design, not when you have noth
ing more to add, but when you have
nothing more to take away." Follow
ing that line of thinking, this must be
a near-perfect airplane.
After the preflight, we're ready to
get going. I sit in the rear seat, as it is
the only seat to be used for solo flight
later on, due to the aircraft's center
of gravity. Kim calls out, "Brakes on."
I depress the heel brakes very firmly.
"Mags off!" I confirm the switch posi
tion above my left arm and respond.
She pulls the propeller through a few
times. "Mags on!" I turn the magneto
switch to "both, " and with one final
pull from Kim, the 65-hp Continental
engine has sprung to life. Kim jumps
in and I begin to taxi, making the
gentle S-turns necessary to see any
thing in front of me when this air
plane is on the ground. Holding the
stick all the way back to keep the tail
wheel pinned down, we zigzag our
way back to the beginning of Runway
25 on the grass. We reach the end and
complete the run-up. Oil pressure and
oil temperature checked, I slowly add
power and a little right rudder while
easing the stick to the neutral posi
tion. In seconds the tail is flying, and
we rumble along on the main wheels
until the stick feels alive. Gentle back
pressure, a little more rudder, and

we're airborne.
The airplane takes off in a remark
ably short distance and, aside from
the lack of forward visibility, it is
immediately comfortable. There is
no time required for the transition
from yoke to stick. It's as though this
is how airplanes were meant to be
flown; right hand on the stick, left
hand on the power.

Today I've
put aside my
uniform and
flight bag,
packed away
my current
copy of
the contract,
and set out
on a quest to
be introduced
to grassroots
aviation.
Everything falls into place and we
climb out in a gentle peaceful climb
to altitude that is so slow it affords a
spectacular view of the landscape be
low. The wind in my face, I gaze out
the open door at the emerald fields
of summer, the slow-moving crystal
creeks, and the waters of the Dela
ware River as they pass. This area of
New Jersey is rolling hills and lakes
and streams. Farmers' fields and the
Delaware Water Gap provide the
view that pours through the open

window and door and return me to

the joy of flying.
No controllers, no one to please
but myself as I get comfortable
with the airplane. We practice some
slow flight, and I see that with a lit
tle power this airplane will fly at 35
mph and not stall. I try a few steep
turns for fun, and a then a stall. Kim
teaches me how to feel the airplane as
she hides the instruments from me,
and we do a few more maneuvers.
The airplane is responsive enough to
the control inputs, yet very stable. It's
truly a joy to fly.
It does require more rudder atten
tion than I'm used to, but I get the
hang of it. Kim comments, "Not too
bad for an airline/Cherokee guy." As
we return to the field at full cruise, we
see an indicated 65 mph, and I think
about all those students on their long
cross-countries.. .and I do mean long.
Speed is not the issue today.. .fun is.
And the fun meter is on the redline in
this little classic airplane.
We scan the skies and notice the
towplane is using Runway 7. By now
the winds have gone calm, and we
enter the pattern behind him. No
pumps, no landing light, no mixture
control. Fuel is on the only tank we've
got. Oh, well, the seat belt's secure.
"Before-landing checklist complete,"
I call out. Abeam the numbers the car
buretor heat goes on, and the throt
tle comes back to about 1500 rpm as
we glide through the remainder of
downwind base and final. Alignment
looks good and I'm instructed to start
the flare a bit higher than I would
have thought. Ease back, ease back
and ...we' re rumbling across the grass
again, the stick pinned full back. I'm
looking out the side of the airplane
for alignment and gently jockeying
the rudder to attempt to keep the air
plane straight. We come to a stop in
no time, without even touching the
brakes. We back taxi again on the
grass and spend the remainder of the
hour on takeoffs and landings.
With a grin from ear to ear, I re
turn to the fixed based operator and
settle my bill. I have found , once
again, the meaning of flying purely
for fun .
~
VINTAGE AIRPLANE

33

Ladi'"es Cotton Short Sleeve V-Neck Shirt

with Crystal Studded "Vintage" Wording

$46.95*
Black SM-XL V08386
Aqua SM-XL V08388
Pink SM-XL
V08390

$49.95*
2XL
2XL
2XL

V08387
V08389
V08391

3/4 Length Sleeve, Scoop Neck Ladies Shirt

with Crystal "Vintage" Wording

$49.95*
Pink SM-XL
V08384
White SMXL V08380
Black SMXL V08378
Lime SM-XL
V08382

$53.95*
2XL
2XL
2XL
2XL

V08385
V08381
V08379
V08383

Ladies Nantucket Cotton Pullover

with Vintage Logo

Sizes SM-Xl

Coral V08232
It.Blue V08233

lavendar V08231

$59.99*

Men's Jacket
Microfiber enables this jacket to withstand
all weather conditions without damage or
loss of function. lightweight and water
repellent with elegant silver wings and tone
on-tone embroidered VAA logo of distinction.
Blue
Sun
Green
S V07400
S V07410
S V07405
M V07401
M V07411
M V07406
L V07402
l
V07412
L V07407
XL V07403
Xl V07413
XL V07408
2XL V07404
2XL V07414
2XL V07409

ladies Canvas Tote

This large bag is great for a multitude of tasks.

Khaki and Brown V01186

$43.99*

Chicks Fly Cap

Who can resist the yellow chick dressed in scarf
and goggles? Pink or Blue V08111

;,-------

-~

ladies Jacket

$54.99*

Tone-on-tone embroidered logo looks distinctive on this

luxuriously soft jacket. Double storm flap zipper front,
high collar, elastic wrists and roomy hidden front pock
ets that zip shut are only some of the great features.
Stone
Blue
Mango
S V11168
S V07424
S V07419
M V11169
M V07425
M V07420
L V11171
L V07426
L V07421
XL V11172
XL V07427
XL V07422
2XL V07433
2XL V07428
2XL V07423

Mens Golfshirt
The classic golf shirt that works
well in anyone's wardrobe. Get
these that sport the Vintage logo.
Navy/Natural
SM-XL V08541
$32.95*
2XL
V08542
$34.95*
Putty/Black
SM-XL V08539
$32.95*
$34.95*
2XL
V08540

Order Online: www.vintageaircraft.org

Telephone Orders: 800-843-3612 From US and Canada

IAII Others Call 920-426-5912)

Or send to: EAA Mail Ord ers

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

Limited supplies available.

Maior credit cards accepted. WI residents add 5% sales tax.

'Shipping and handling NOT included.

~----------------------~

Floating Globe with Silver Base

Great conversation piece
which will entertain you
and friends. Looks
spectacular in the office.
V08140
$99.95*
VINTAGE AIRPLANE

3S

BY H.G. FRAUTSCHY

THIS MONTH'S MYSTERY PLANE COMES TO US FROM THE

EAA

LIBRARY'S RADTKE COLLECTION.

Send your answer to EAA, Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your answer needs to
be in no later than December 10 for inclusion in the February 2007 issue of Vintage Airplane.
You can also send your response via e-mail. Send your answer to mysteryplane@eaa.org. Be sure to include your
name, city, and state in the body of your note, and put (Month) Mystery Plane" in the subject line.
II

AUGUST'S MYSTER Y A NSWER

Our August Mystery Plane came to

us from the collection of Ed Beatty of
Ruskin, Florida.
liThe August 2007 Mystery
Plane seems to be the Butler Yellow
Jacket. The aircraft was built in 1930
as serial number 1 with identification
number 393Y. The Butler Company
was located at 325 S. Broadway
in Butler, Indiana. The designers
were Thomas B. Baker and William
Hankey. The first flight was on March
17, 1930, at Bryan, Ohio, by a pilot
named Hodgson. The engine was a
Velie M-5 of about 60 hp. Mr. Baker
used it in his duties as an aide to the
36 NOVEMBER 2007

EAA Vintage

Me
dise

Something to

$29.95*
Leather Bomber Hat

V08234S S V08234L L

V08234M M V08234XL XL

buy,

MISCELLANEOUS
Airplane T-Shirts

150 Different Airplanes Available

WE PROBABLY HAVE

YOUR AIRPLANE!

Flying wires available. 1994 pricing.

Visit www.f/yingwires.com or call

800-517-9278.
CLASSIC AIR RACE FILMS. 1929-1949
National Air Race films on DVD. Visit
www.NationaIAirRaces.net or call
1-888-NAR-88B6

From US and Canada

(All Others Call 920-426-5912)

Or send to: EAA Mail Orders

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

Limited supplies available.

Major credit cards accepted. WI residents add 5%

sales tax. 'Shipping and handling NOT included.

governor of Kentucky. Subsequently,

Aerofiles.com reports the Yellow
Jacket was sold in 1932 to D.C.
Flower of Waco Aircraft Company for
autopilot-development, and that it
was dismantled in 1936.
liThe last several issues have
been very interesting, and I have
enjoyed them."
Jack Erickson, State College,
Pennsylvania
Other correct answers were received
from Wayne Muxlow, Minneapolis,
Minnesota; Wesley R. Smith,
Springfield, Illinois; and Thomas
Lymburn, Princeton, Minnesota ........

Aircraft Construction and Restoration,

Russ Lassetter, Cleveland, GA. 706

348-7514
BABBITT BEARING SERVICE - rod
bearings, main bearings, bushings, master
rods, valves, piston rings. Call us Toll Free
1-800-233-6934, e-mail ramremfg@aol.
com Website www.ramengine.com
VINTAGE ENGINE MACHINE WORKS,
N. 604 FREYA ST., SPOKANE, WA 99202

SERVICES
Always Flying Aircraft Restoration, LLC

A&P loA.: Annual, 100 hr. inspections.

Wayne Forshey 740-472-1481

Ohio - statewide.

2008 MAJOR

Order Online: www.vintageaircraft.org

Telephone Orders: 800-843-3612

or trade?

Classified Word Ads: $5.50 per 10 words, 180 words maximum, with boldface
lead-in on first line.
Classified Display Ads: One column wide (2.167 inches) by 1, 2, or 3 inches high at
$20 per inch. Black and white only, and no frequency discounts.
Advertising Closing Dates : 10th of second month prior to desired issue date (i.e.,
January 10 is the closing date for the March issue) . VAA reserves the right to reject any
advertising in conflict with its policies. Rates cover one insertion per issue. Classified
ads are not accepted via phone. Payment must accompany order. Word ads may be
sent via fax (920-426-4828) or e-mail (c/assads@eaa.orl5l using credit card payment (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 .

www.airplanetshirts.com
1-800-645-7739

Antique Leliithfu
V08235M M
V08235L
V08235XL XL

sell,

FLy-INS

For details on EM Chapter fly-ins and other local aviation events, visit www.eaa.orgjevents

U.S. Sport Aviation Expo

Rocky Mountain EAA Regional Fly-In

Sebring Regional Airport (SEF), Sebring, FL

Front Range Airport (FTG), Watkins, CO

January 17-20, 2008

June 27-29, 2008

www.Sport-Aviation-Expo.com

www.RMRFI.org

Sun 'n Fun Fly-In

Arlington Northwest EAA Fly-In

Lakeland Linder Regional Airport (LAL),

Arlington Municipal Airport (AWO),

Lakeland, FL

Arlington, WA

April 8-13, 2008

July 9-13, 2008

www.Sun-N-Fun.org

www.NWEAA.org

Golden West EAA Regional Flyln

EAA AirVenture Oshkosh

Yuba County Airport (MYV), Marysville, CA

Wittman Regional Airport (OSH),

June 6-8, 2008

Oshkosh , WI

www.GoldenWestFlyln.org

July 28-August 3, 2008

www.AirVenture.org

Virginia EAA Regional Fly-In

Suffolk Executive Airport (SFQ). Suffolk, VA

EAA Southwest Regional-The Texas Fly-In

June 14-15, 2008

Hondo Municipal Airport (HDO), Hondo, TX

www.VAEAA.org

October 10-11, 2008

www.SWRFI.org
VINTAGE AIRPLANE

37

Books of Interest to Vintage Members

BY H.G. FRAUTSCH Y

( : II R I ~ I) t\ \' I' Y

Vintage Flyers II, by Eric Presten. One

of the most impressive series of books
on civilian aircraft in modern times are
the two volumes (so far!) produced by
Eric Presten. Presten's a bloodhound on
the trail of every new restoration here
in the states and abroad, when possible.
Each summer he and his family of two
rambunctious boys, Curtis and Ben,
and his wife, the ever patient Deborah,
pile into their van and head off across
the country on an extended trip that
will take them from one aeronautical
treasure to the next. One memorable
year, the family showed up all over the
country in their Piper Clipper, packed
to the gills and equipped with a set of
amphibious floats. For a man who loves
to shoot and write about aircraft, it was
the perfect setup. Like his previous ef
fort, Vintage Flyers Guidebook, each of
the 550 airplanes is profiled in this 478
page hardbound book covered in out
standing color photos and described by
the author/photographer. You can order
a copy of the book directly from Presten
via eBay at www.Motors.eBay.com. The
book, which retails for $84.95, plus $5
for shipping, is available only through
the author.

days of home defense during World

War I in England as the island nation
learns that the English Channel is no
longer the barrier to attack that it once
was. The Zeppelin menace has the
public in an uproar, and the Royal Fly
ing Corps struggles to counteract the
attacks with inadequate aircraft and
new techniques. Once again, Davey
weaves a strong tale interspersed with
historical figures and terrific dialogue
that will keep you flipping pages long
after your bedtime. Turner's Defense
is available at www.Turn erLogs.com as
well as other retailers.

Turner's Defense, by Chris Davey.

SO Aircraft That Changed the World,

If you enjoy historical fiction , Chris

by Ron Dick and Dan Patterson. Pub

lished by Boston Mills Press, this com
pendium of the authors' list of the most
influential aircraft is the fifth of the five
volume Aviation Century series. The ti
tle is a bit of a misnomer: the book isn't
limited to just SO individual aircraft. For
a number of the subjects, a manufacturer
gets the nod, as in the case of Burt Ru

Davey has been busy creating the third

in his series of Will Turner stories,
Turner's Defense. After learning to fly
(along with a few other adventures!)
in The Aviator's Apprentice, and going
to war in Turner's Flight Davey's pro
tagonist, American Will Turner, takes
us on a journey through the distressed
38

NOVEMBER 2007

tan's amazing series of aircraft at Scaled

Composites, or the Boeing jetliners. I
can sympathize with their conundrum.
After all, can any of us really pick "Just
one Waco?" In this regard, Dick and Pat
terson enter into a bit of literary subter
fuge that I think works very well; each
of the SO chosen are given a well-writ
ten four-page spread, liberally illustrated
with historical photos and Patterson's
outstanding color photographs. 50 Air
craft That Changed the World lists for
$39.95 and is available from book retail
ers and online booksellers.

Surplus WWII U.S. Aircraft, by

William T. Larkins. Two of my aviation
history heroes are the late Peter Bow
ers and William T. Larkins. I'll freely
admit that Mr. Larkins' book on the
Ford Tri-Motor had me turning page
after page with the thought "Would
you look at that!" nearly coming out
of my mouth at every page turn. Well,
he's done it again. Surplus WWII U.S.
Aircraft is a terrific history of the im
mediate post-World War II period, and
once again Larkins ' amazing photo
collection is used to show the scope of
the huge effort put into scrapping and
selling the aircraft now surplus to the
war effort's needs. There's plenty for
the civilian aircraft enthusiast, too; an
entire chapter of the book is dedicated
to those aircraft produced during the
war years that were also eligible for

an FAA type certificate. The beautiful

photo of Taylorcraft L-2M, NCS7724,
is worth the price of the book alone.
Beautifully lit, the air-to-air shot
shows the photographic talent Larkins
has shared with us for decades. When
needed, the book also relies on the tal
ents of other photographer/historians
who had the foresight to shoot first
and catalog later, greats such as the
aforementioned Bowers, along with
John Larkins, Logan Coombs, Board
man Reed, Robert Taylor, Michael
O'Leary, and others. Issued in per
fect-bound paperback edition, Surplus
WWII U.S. Aircraft contains more than
300 photographs and is completed by
the addition of well-written and con
cisely composed text. Just what you'd
expect from the founder of the Ameri
can Aviation Historical Society!

Self-Published and
On-Demand Works
Donna and Phil Michmerhuizen
have created a paperback book detailing
their 3,000 journeys around the coun
try flying their J and H-2 Taylor Cubs,
a Piper J-3, and Phil's "big airplane,"
his Waco UPF-7. They've been from
the Artic Circle to Leadville, Colorado,
and many places in between. An enjoy
able trip with them as you read along
while they've enjoyed the freedom of
the skies, 3,000 Hours of Flying Fun is
available directly from Donna and Phil
Michmerhuizen. Drop them an SASE at
8900 South Clearwater Drive, Zeeland,
MI 49464 for ordering information.

so immensely they never saw them

selves as poor. Much of the story
revolves around the Waterman Air
port, which started as the first stop
and weather station for the airmail

route west from Chicago. John grew

up among many of the famous pilots
of the Golden Age of Aviation, from
Wayne King and Amelia Earhart to
Duane Cole, the entire experience
taking place at the airport as his sec
ond home.
Mr. Eakle went on to fly 108 mis
sions over Burma in P-47s, and af
ter the war he became a teacher and
family man. The book is well-writ
ten and great at giving those of us
who didn't grow up during that era a
solid feel for what it was like to live,
work, and play during the first half
of the previous century. The book
is available from Trafford Publish
ing, www. Trafford. com or 888-232
4444. You can also e-mail Trafford
at sales@trafford.com.
~

The Boom in Self-Publishing

If I may, I'd like to make an observation regarding the current trend in life
stories and self-publishing. Given the relatively small following of a family his
tory or similar publication, self-publishing is often the only way to get the book
printed and bound. Like any other business, the level of quality and services
available to the author vary widely, and that variation is certainly seen in some
of the books we've seen. I'd suggest that significant time be spent in choosing
the company that will publish your work. In many cases, you'll only have one
shot to get it right, and nothing is more embarrassing than a poorly edited or
badly printed book.
On occasion, we receive self-published works that are rather difficult to read,
simply because they were so poorly executed. That's a shame, because so
many of the stories they have to tell are really quite interesting. I suggest, at the
very least, that you do your best to find a publishing house that can offer solid
editing services. Try to steer away from your sister's best friend's cousin. Your
line of thinking may go along with the thought that since she has an English de

The Eakle Family of Progress Corner,

by John A. Eakle (1923-2003) , pub
lished on demand in cooperation with
Trafford Publishing. Jack Bennett, a
VAA member, sent us this synopsis
of this family and their adventures as
they grew up in the 1920s and '30s.
A great read, describing the life
accomplishments of one successful
midwestern family as they worked
and enjoyed the years from WW-I
through the Cold War, largely at
"Progress Corner," the site of the
Waterman, Illinois Airport. John
Eakle, the oldest son, describes grow
ing up in the most industrious fam
ily you can imagine, enjoying life

gree, she must be a good editor, right?

Probably not.
Copy-editing is a special skill that is learned within the discipline of language.
A good copy editor is worth the extra time and expense involved-trust me!
Another area that should get more attention is the art direction and layout of
the book. Trafford Publishing, mentioned in the previous review, is to be com
mended for the work done by its acquisitions editor, Heather Marks, who also
handled the design and production of The Eakle Family of Progress Corner.
Marks did a very smooth and professional job of the book's layout, effectively
dealing with those photos that didn't lend themselves to being reproduced very
large, and setting up a page design that was readable and entertaining.
I'd encourage any of you who have a story to tell to investigate the concept of
self-publishing, and its even newer cousin, on-demand publishing. Who knows
maybe you'll become famous!
VINTAGE AIRPLANE

39

VINTAGE

AIRCRAFT

ASSOCIATION

OFFICERS
President

Vi ce~ Pres i de nt

Geoff Rob ison

Geo rge Daubner

1521 E. M acGregor Dr.

New Haven, IN 46774
260-493-4724
cllie(7025@aol.com

244 8 Lough Lane

Hartford , WI 53027
262-673-5885
vQa{1yboy(g.711S1I.com

Treasu rer

Secretary

Steve Nesse

Cha rles W. Harris

2009 Highland Ave.

Albert Lea, MN 56007
507-373-1 674
shlfs@deskmedia,coln

721 5 East 46th St.

Tulsa, OK 7414 7
918-622-8400
cwh @hvsu.com

DIRECTORS
Steve Bender
85 Brush Hill Road
Sherborn, MA 0 1770
508-653-7557

sst JO@comcast.llet
David Ben nett

Jea nn ie Hill
P.O. Box 328
Harvard , IL 60033-0328
8 15-943-7205
dinghao@'owc. net

anliquer@;llreacl, ,(olt1

Espie " Butch" joyce

704 N. Regional Rd.
Greensboro, NC 27409
336-668-3650
w;m/sock@aol .cOlll

j ohn Berendt
7645 Echo Poin t Rd.
Cannon Falls, MN 55009
507-263 -24 14
mjbf,IIId@rco1l neCf.colll

Steve Krog
1002 Hea ther Ln .
Hartford, WI 53027
262-966-7627
sskrog@aol.com

Dave Clark
635 Vestal Lane
Plainfield, IN 46 168
3 17-839-4500
davecpd@;quest.1let

Robert D. " Bob" Lumley

1265 South 124th St.
Brookfield, WI 53005
262-782-2633
Jumper@execpc.com

j ohn S. Copeland

Gene Morris
5936 Steve Court
Roanoke, TX 76262
8 17-49 1-9 110

375 Ki lldeer Ct
Lincoln, CA 95648
9 16-645-8370

l A Deacon Street
Northborough, M A 0 1532
508-393-4 775
copeland l @ju11o.com

ge" emorris@Clwrter.net

Phil Coulson
2841 5 Springbrook Dr.
Lawton, MI 49065
269-624-6490
rcoulso"S 16@Cs.com

Dea n Richa rdson

1429 Ki ngs Lynn Rd
Stoughton, WI 53589
608-877-8485

Dale A. Gustafson
7724 Shady Hills Dr.
Indianapolis, IN 46278
3 17-293-44 30

S. H. "Wes" Schmid
2359 Lefeber Avenue
Wauwatosa, WI 53 2 13
414 -77 1-1 545

daJefa ye@msll.com

sllscllmid@mi lwpc.com

dar@aprilaire.com

DIRECTORS

EMERITUS

Ro bert C. Brauer
9345 S. Hoyne
Chicago, IL 60620
773 -779-2 105
pllOtopiloc@aol.co,,,

Ro nald C. Fritz
15401 Sparta Ave.
Kent City, M I 49330
616-678-50 12
rFritz@paciJwaY1Jet. com

Gene Chase
2 159 Carlton Rd.
Oshkosh, WI 54904
920-231-5002
GRCHA@ClmrCer. " et
E.E. " Buck " Hil bert

8102 Leech Rd.

Union, IL 60 180
8 15-923-459 1

Membershi:R Services Directory

ENJOY THE MANY BENEFITS OF EAA AND

EAA's VINTAGE AIRCRAFT ASSOCIATION

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

Phone (920) 426-4800

Fax (920) 426-4873

Web Sites: www.vintageaircra{t.org, www.airventl.lre.org, www.eaa.org/memberbenefits

E-Mail : vintageaircra{t@eaa.org
EAA and Division Membership Services
Flying Start Program . ... . . . .... . 920-426-6847
Library Services/Research .. . ..... 920-426-4848
800-843-3612 ... , .. .. . .. .. FAX 920-426-6761
(8:00 AM-7:00 PM
Medical Questions. . ....... . .. . . 920-426-6112
Monday-Friday
Technical Counselors . .......... 920-426-6864
oNew/renew memberships: EAA, Divisions
Young Eagles . . ..... .......... .877-806-8902
(Vintage Aircraft Association, lAC, Warbirds),
National Association of Flight Instructors
Benefits
(NAFI)
AUA Vintage Insurance Plan . .. .. 800-727-3823
oAddress changes

EAA Ai rcraft Insurance Plan . .. .. 866-647-4322

oMerchandise sales

Term Life and Accidental ........ 800-241-6103

oGift memberships

Death Insurance (Harvey Watt & Company)

EAA Platinum VISA Card . .800-853-55 76 ext. 8884
Programs and Activities
EAA Aircraft Financing Plan . . . . 866-808-6040
EAA AirVenture Fax-On-Demand Directory
EAA Enterprise Rent-A-Car Program
...... . .... ... . . . ............ 732-885-6711
. . . ... . . . . . ... . . . . . .. . . . .. 877-GA1 -ERAC
Auto Fuel STCs .... ..... .... . .. 920-426-4843
Editorial. ... . . . . . ..... . .... .. . 920-426-4825
Build/restore information . . . . . . . . 920-426-4821
VAA Office .. .. ... . . , ...... FAX 920-426-6865
Chapters: locating/organizing .... 920-426-4876
Education . . . . ... . . .... ........ 888-322-3229
EAA Air Academy
EAA Aviation Foundation
EAA Scholarships
Artifact Donations . . ........... 920-426-4877
Flight Advisors infonnation ...... 920-426-6864
Financial Support .... . . . . .. . . . 800-236-1025
Flight Instructor information .... . 920-426-6801

CSn

MEMBERSHIP INFORMATION
EAA
Membership in the Experimental Aircraft
Association , Inc. is $40 for o ne yea r, includ
ing 12 iss ues of SPORT AVIATION. Fa mil y
membership i5 an addition al $10 annu ally.
Ju ni or Membership (und er 19 years o f age)
is ava il able at $23 annually. All maj or credit
cards accepted for membership. (Add $16 for
Foreign Postage.)

EAA SPORT PILOT

C urre nt EAA m e mb ers ma y add EAA
SPORT PILOT m agazine fo r an additio n al
$20 per yea r.
EAA M e mb e r s hip a nd EAA SPORT
PILOT maga zin e is ava ilable fo r $40 p e r
yea r (SPORT AVIATION magazine n o t in
cluded). (Add $16 for Foreign Postage,)

VINTAGE AIRCRAFf ASSOCIATION

C urre nt EAA m e mbe rs may jo in th e
Vintage Aircraft Assoc iation and receive
VINTAGE AIRPLANE m agazine fo r an ad
ditio n al $36 per year.
EAA Membershi p, VINTAGE AIRPLANE
magazine and one year membership in th e EAA
Vintage Aircraft Association is available for $46
per year (SPORT AVIATION magazine not in
cluded). (Add $7 for Foreign Postage,)

lAC

C urrent EAA m embe rs m ay jo in th e

Inte rna tiona l Aeroba ti c C lub, In c. Divi
sio n a nd receive SPORT AEROBATICS
magazine for an additio nal $45 p er year.
EAA Me mbe rship, SPORT AEROBAT
ICS m agazine and o n e yea r membership
in the lAC Div ision is ava ilable fo r $55
p e r yea r (SPORT AVIATION m aga z in e
n o t includ e d ) . (Add $18 for Foreign
Postage.)

WARBIRDS
Current EAA m embers m ay join the EAA
Warbirds o f America Division and receive
WARBIRDS magazine for an addition al $45
per year.
EAA Me mbe rship , WARBIRDS m aga
z in e a nd o n e year m e mb ers h i p in th e
Wa rbird s Divisio n is ava il able for $55 per
year (SPORT AVIATION m agazine n o t in
cluded). (Add $7 for Foreign Postage,)

FOREIGN MEMBERSHIPS
Please submit yo ur re mitta nce w ith a
ch ec k or draft draw n o n a United Stat es
bank payable in United States dollars. Ad d
required Foreign Postage am o unt for each
m embership.

buck 7ac@dls. "t'l

Membership dues to EM and its divisions are not tax deductible as charitable contributions
Copyright 2oo7 by the EM Vintage Aircraft Association, All righls reserved .
VINTAGE AIRPlANE (USPS 062-750; ISSN 0091 -6943) is published and owned exclusively by the EM Vinlage Aircraft Associalion of the Experimental Aircraft Associalion and is published monthly at EM Avia
tion Center, 3000 Poberezny Rd., PO Box 3088, Oshkosh, Wisconsin 54903-3086, e-mal: vint39eaircraft@eaa.org. Membership to Vintage Aircraft Association, which includes 12 issues of VinIage Airplane magazine,
is $36 per year lor EM members and $46 for non-EM members. Pe<iodicals Postage paKl at Oshkosh, Wisconsin 54901 and at addilional maling offICeS. POSTMASTER: Send address changes to Vintage Airplane,
PO Box 3088, Oshkosh, WI 54903-3088. PM 40032445 Return undeliverable Canadian addresses to World Dislribution Selvices, Station A, PO Box 54, Windsor, ON N9A 6J5, e-mail: cpcreturns@Wdsmal.com. FOR
EIGN AND M'O ADDRESSES - Please allow alleasl two months for delivery 01 VINTAGE AIRPLANE 10 foreign and M'O addresses via surface mail. ADVER11SING - Vintage Aircraft Association does nol guarantee
or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.
EDITORIAL POUCY: Members are encouraged 10 subm~ slories and pholographs. Policy opinions expressed in articles are solely \hose of the authors. Responsibility lor accuracy in reporting rests entirely with
the conIributor. No remuneration is made. Mate<ial should be sent 10: Edilor, VINTAGE AIRPlANE, PO Box 3088, Oshkosh, WI 54903-3086. Phone 92()-426-4800.
EM and EM SPORT AViATION, the EM Logo and Aeronautica 1M are rf9istered lrademar1<s, trademar1<s, and service rnar1<s of the Experimental Aircraft Association, Inc. The use of these tradernar1<s and
""",ice rnar1<s without the permission of the Experimental Aircraft Association, Inc. is strictly prohib~ ed.

40

NOVEMBER 2007

55 eart~~~ition

X-PLAN VEHICLE PRICING

ENJOY THE PRIVILEGE

OF PARTNERSHIP
EAA Members considering the
purchase or lease of a new Volvo
vehicle should be sure to take
advantage of the Ford Partner
Recognition Program. Your mem
bership benefits qualify you for
X-Plan pricing, which could save
you as much as $1,000 on a 2008
Volvo C30:

With $1,000 in savings on

a new Volvo C30, you could
pay for:
Aviation Insurance
Annuallnspection
and your EAA Membership!
Based on comparison of 2008 Volvo C30 $25,700
MSRP versus $24,677 X-Plan price.

The New Volvo C30: Legendary Safety in aSmall Car

The all-new VolvoC30, with its sporty design, four individual seats, and unique glass tailgate aims
to give adynamic group of customers "a Volvo of their own." And while style and performance are
important to the C30 buyer, safety remains atop priority. The newC30 offers the safety features of
aVolvo alongwith a powerful turbocharged T5 engine, and a high level of comfort and flexibility in
the interior. And, with Volvo's new Custom Build ordering process, drivers can custom-order their
C30 to their liking making it the smallest and most expressive car in Volvo's model range.

EXCLUSIVE PRICING, EXCEPTIONALLY SIMPLE!

Ford Motor Company, in association with EAA, is proud to offer members the opportunity to save on the
purchase or lease of vehicles from Ford Motor Company's family of brands- Ford, Lincoln, Mercury, Mazda,
Volvo, Land Rover and Jaguar.
Get your personal identification number (PIN) and learn about the great value of Partner Recognition/X-Plan pricing
from the EM website (www.eaa.org) by clicking on the EAAlFord Program logo.You must be an EM Member for at least
one year to be eligible.This offer is available to residents of the United States and Canada.

Certain restrictions apply. Available at participating dealers. Please refer to

www.eaa.org or call 800-843-3612.

8 mazca

LIN COL N

<f!JD>

MERCURY

JA G UA R

~
~