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VOL. 32, NO.6 JUNE 2004
VOL. 32, NO.6
JUNE 2004
VOL. 32, NO.6 JUNE 2004 2 VAA NEWS/H .G. Frautschy 5 THE FIRST LOCKHEED Cedric Galloway
VOL. 32, NO.6 JUNE 2004 2 VAA NEWS/H .G. Frautschy 5 THE FIRST LOCKHEED Cedric Galloway



NEWS/H .G. Frautschy






2004 SUN 'N FUN EAA FLY-IN H.G. Fraustchy















Publisher TOM POBEREZNY Editor-in-Chief SCOTT SPANGLER Executive Editor MIKE DIFRISCO News Editor RIC REYNOLDS
Executive Editor
News Editor
Photography Staff
Production Manager
Advertising Sales
Advertising/ Editorial Assistant
Copy Editi ng
:L:::;A N E::
Executive Director, Editor
VAA Administrative Assistant THERESA BOOKS
Contributing Editors BUDD DAVISSON
Editors BUDD DAVISSON DOUG STEWART JOHN MILLER Front Cover: What was going to be a quick
Editors BUDD DAVISSON DOUG STEWART JOHN MILLER Front Cover: What was going to be a quick

Front Cover: What was going to be a quick paint upgrade turned into an award-winning restoration of this Beech Travelair owned by 5 partners .

For more on the fun

page 16. EAA photo by Jim Koepnick, EAA photo plane flown by Walt

Dori ac .

they had, see Budd Davisson 's article starting on

Back Cover: The EAA Sport Aviation Art Competition is open to a wide variety of media, including stained glass. This Navy N3N was a Merit rib­ bon winner in the 2003 competition for artist Gary Elshoff of Grafton, Wisconsin. Check out his website at www.flyingcolorsglass .com.




Division change & Chapter fun

This is my 189th "Straight & Level" co lu mn while serving as president of the Vintage Aircraft Association. After this one, the July and August columns will be the last ones I will be writing as your president. When you look at this year's ballot, you will see that I will not be running for the presidency, but will be staying on as a director. I've had the pleasure of serving the membership as the president of this division for 16 years, just more than half of the 31 years the divi­ sion has existed . The total enjoyment of having done this is hard to describe, because it has been such a long run. Over the years we've enjoyed the largest growth in membership, and with greater n umbers comes a more stable financial position. This was not my achievement alone; I have had great support from the officers, directors, mem­ bership, and staff. It just felt like the right time to turn over the leadership of the VAA to some younger people, folks with new thoughts and new en­ ergy. I am not totally going away, and look forward to serving as a di­ rector for a few more years. It is not my intent to try and run the division from the background, but to be there if needed when the in­ evitable questions come up concerning the "hows and whys" of past actions that concern the operation of the division. One of the areas I'll be working on within the coming months is the realization that as EAA staffers have rotated in and out of various positions over the years, we have

not paid attention to educating these new people regarding the re­ lationship between EAA and its divisions. It is my hope that we can do a better job in the future in this regard.

I've had the pleasure of serving the membership as the president of this division

for 16 years,

just more than half of the 31 years the division has existed.

I was ab le to attend th e VAA Chapter 3 Spring Fly-In that was held at the Burlington, North Car­ olina airport. This fly-in is held each year on the first full weekend in May. The past couple of years this event has been plagued by poor weather, and as you would expect, the attendance did not meet expectations. This year we had great weather, and there were at least 50 aircraft that showed up Friday afternoon. All of the old friends got to­ gether to socialize before the barbeque dinner that was served in

a hangar on the airport on Friday night. After the sun went down, the group retreated to the hotel to watch old movies before turning in for the night. Saturday morning the weather stayed great, and air­ planes started to fill the air. Before the day was over, the number of aircraft was estimated to be some­ where around 200! It was great to see a number of aircraft that I had not seen before at this fly-in . After lunch, the judges were hard at it, picking the winners that would be honored at the awards banquet Saturday night. This dinner was held at the some hotel that served as the head­ quarters hotel for the fl y -in . Sunday morning was one of those days that we get here in North Car­ olina in the early summer-an early morning fog smothered the trees and grass. You know when you look out of the window on such a morning that you can have a relaxing morning . As usual, the fog burned off around 10:30 or 11 :00 a.m., and people started to depart for home, except for a group that decided to fly out to a local restaurant for lunch before going home. It was a great weekend. I hope your local fly-in has great weather, too! Let's all pull in the same direc­ tion for the good of aviation. Remember, we are better together. Join us and have it all.

all pull in the same direc­ tion for the good of aviation. Remember, we are better


VAA Comments on FAA Air Tour NPRM

Eighteen individuals spoke against the National Air Tour Safety Stan­ dards (FAA-1998-4521) notice of proposed rulemaking (NPRM) at the FAA's public hearing held Tuesday, May II, in Washington, D.C. Not one person who testified at the daylong public meeting spoke in favor of the rule. VAA Executive Director H.G. Frautschy appeared on behalf of the Vintage Aircraft Association and the National Association of Flight Instructors (NAFI). EAA member Dave Humphreys, from Shephard­ stown, West Virginia, represented EAA at the hearing.

Humphreys included comments on the inherent un­ fairness of the proposed rule as well as the FAA's long tradition of partnering with EAA and others in aviation to address concerns. "In EAA's long tradition of working with the FAA, we did not just file comments in opposition to this proposed rule but provided comprehen­ sive alternatives to the proposal," Humphreys said. "Suggestions (were) based on the trust and knowledge of the u.S. airman, the resources of the FAA field inspector force, and our knowledge of general aviation. We can­ not help but ask: Why didn't the FAA ask the industry for this information before introducing this proposed rule?" EAA's official comments on the rule, which were submitted on March II, 2004, concluded that the proposed sweeping changes to commercial and noncommercial passenger-carrying operations are not justified by historic safety data nor is there sufficient evidence that safety will be en­ hanced by these proposals. The FAA also failed to adequately evaluate and address the dramatic negative cost-benefit impact these proposals would have on the general aviation industry. Therefore, the rule should be withdrawn. Afterwards, Frautschy noted there were several small-time aircraft owner/operators who testified that the proposed rule would put them out of business and deva lue their aircraft. "Nobody wanted that NPRM to stand," he said. "Everyone who testified wanted the rule to be withdrawn." Sitting on the panel for the FAA were Matthew Schack, Manager AFS-200; Tom Smith; Gary Davis; Patrice Kelly; Alberta Brown; and Don Byrne. For complete VAA and EAA comments, visit and www.eaa .org. If you do not have access to the web, contact the VAA office at 920-426-4825 and we'll mail you a copy.

VAA office at 920-426-4825 and we'll mail you a copy. H.G. Frautschy TCP Availability In recent

H.G. Frautschy

TCP Availability

In recent notes published in Ii Aero­ mail," mention has been made of the use of TCP as a fuel additive to help scavenge lead during the combustion process. A few members have men­ tioned the fact that TCP (Alcor's trade name for their product, which con­ tains, among other elements, the chemical tricresyl phosphate) was scarce or not available . To get the facts, I spoke with Cindy McCoy at Alcor, the manu­

was a time when TCP was not avail­ able, due to a couple of factors. A move to a new facility disrupted pro­ duction, and then when they were set to restart manufacturing TCP, one component needed to make the addi­ tive was dropped from production by Shell Petrochemical, so they had to find a new ingredient. A substitute has been found, and happily both for Al­ cor and those who use the product, production of TCP has resumed. After

facturer of the fuel additive. an initial batch of 2,000 gallons was

produced and tested, Alcor is now

Our members were correct; there

shipping TCP in gallon cans to Aviall and other suppliers. By early summer, they expect to ship quart-size plastic bottles that feature a graduated sec­ tion, which will eliminate the need for the syringe dispenser currently used. Alcor expects to clear up their order backlog within 2 months. For more information, visit or call your favorite supplier for price and availability information.

The Aeronca Aviators Club

Is now offiCially back! Originally founded by Joe and Julia Dickey, who published a very informative and en­ joyable newsletter for many years before retiring from the aviation world, the new club is dedicated to bringing you a new version of this venerable name with new contributors, expe­ rienced Aeronca owners, fliers, mechaniCS, historians, and enthusiasts. This is a self-supporting endeavor, backed by the administrative tools, experience and resources of the Bel­ lanca-Champion Club. Except for the back-office staff and some staff in common, this Club is a separate entity formed specifically to serve Aeronca owners, pilots and admir­ ers; as such it needs your support both as members and contributors. The initial staff (or cast of charac­ ters, as we refer to ourselves) will be


of the fo llowing people:

Robert Szego, President of the Bellanca-Champion Club; Cy Galley, Editor-in-Chief of 8-C Contact! has consented to be Editor

of The Aeronca Aviator;

Tony Markl, L-16 rebuilder, fab­ ric recover instructor, tailwheel and (low and slow) formation instructor, has offered his technical support; Carl Whit e, Aeronca Editor of 8-C Contact! and author of the Ii Aeronca Corner" column and restorer of a good number of Champs and Citabrias. Also contributing will be Charlie Lasher, author of several books on Aeroncas and STCs; Bill Panca k e, renowned Aeronca expert; Jim Spee, our West Coast connection; Tony

Do Your AirVenture 2004 planning at!

Buttacavoli, with his inspiring prose; Joe Abrahamson, who hosts the Aeronca sector of the Cactus Fly­ In; and many more. We welcome and will recognize your contribu­ tions. The club's aim is to provide the Aeronca world with an international organization devoted to the marque and dedicated to the reborn Aeronca Aviators Club's long-term future. The first step in this process will be the organization's "flagship" publica­ tion, a quarterly newsletter. In this regard, the staff of the Bellanca­ Champion Club brings with them the ability and track record of the past six years, which began with a 16-page newsletter that has grown to the current, well-received B-C Con­ tact! of 28 pages and still growing.

The AAC website

will also grow with time and mem­ bership growth, providing not only an entry point for those on the In­ ternet, but gradually increasing its technical content. A longer-term goal is to establish regional fly-ins for our members and guests for face­ to-face contact with each other and provide venues to show off their air­ craft. Many other programs, limited only by imagination and finances, will be added as resources allow. We invite all Aeronca fans to join us and help us grow into the very valuable organization we hope to become. Your commitment now will allow us to commit the resources that will be required-all new memberships will run effective July 2004-the date of our first full newsletter. Aeronca Aviators Club, PO Box 66, Coxsackie, NY 12051, 518-731-313l. For more information, contact Robert Szego, Cy Galley, Tony Markl

or Carl White at staf{, or visit our website

VAA Chapter 10 Steps Up

The members of VAA chapter 10 in Tulsa, Oklahoma, have stepped up to the plate and elected to support the VAA Friends of the Red Barn campaign

with a $600 Gold level contribution. In a letter to VAA headquarters, chapter president Chris McGuire wrote "VAA 10 feels that the Red Barn is a great re­ source for the Vintage Division. Its service during the convention allows us to have a central point of activity for all the myriad of tasks as well as a place for members to congregate and socialize." No matter if you're an entire chap­ ter or an individual, we invite you to learn more about the VAA Friends of the Red Barn campaign on page 4 of this issue.

2005 VAA Hall of Fame

Do you know someone who has made a lasting contribution to vintage aviation since 1950? Perhaps it was in the area of restoration. Or someone who has been an active instructor teaching others the correct way to fly older airplanes? These contributions could be in the areas of flying, design,

mechanical or aerodynamic develop­ ments, administration, writing, or some other vital, relevant field. If you feel these contributions to the world of vintage aviation are worthy of national recognition, consider nomi­ nating that person to the VAA Hall of Fame. Nominations for the 2004 awards are now being accepted. You can down­ load a copy of the nomination form at


If you don't have access to the In­ ternet, call us at 920-426-6110 to request a copy of the form. The deadline to submit nomina­ tions for the 2004 VAA Hall of Fame

is September 30, 2004.

VAA Elections/Annual Meeting

In the center spread of this issue you'll find candidate biographies and

a ballot for this year's VAA elections,

continued on page 31

Happy Birthday, EAA Ford Tri-Motor! This year marks the 75th birthday of EAA's Ford Tri-Motor
Happy Birthday,
EAA Ford Tri-Motor!
This year marks the 75th birthday of
EAA's Ford Tri-Motor and the 75th anniver­
sary of transcontinental air service. To
celebrate, EAA is planning Tri-Motor mini­
tours to selected Midwestern cities. The
first tour will cover Michigan, Ohio, and Illi­
nois between June 25 and July 18. The
second mini-tour will take off in September
for cities still to be confirmed.
"As part of EAA's mission to preserve our aviation heritage, we invite every­
body to live it firsthand by flying in the world's first mass-produced airliner and
seeing it in its intended environment, flying from city to city," said EAA AirVenture
Museum Director Adam Smith.
EAA's Tri-Motor will land at cities that have a historic connection to the air­
craft or the Transcontinental Air Transport (TAT) Co., which began flying coast to
coast with 11 Tri-Motors in 1929. To prepare this grand airplane for its milestone
birthday, Gulfstream Aerospace Corp. repainted the Tin Goose at the company's
Appleton, Wisconsin, facility.
At each city, visitors can see their hometowns from the air during a 20-minute
flight, available for $40 when booked in advance, or $50 per person at the flightline.
A secure flight-reservation system and complete information are available through
EAA's Tri-Motor website at
EAA's Ford Tri-Motor 75th Anniversary Tour
June 25-July 2 Pontiac, Michigan (Oakland County International Airport)
July 3-6 Port Clinton, Ohio (Carl Keller Field Airport)
July 8-11 Columbus, Ohio (Bolton Field Airport)
July 12-15
July 16-18
Kalamazoo, Michigan (Kalamazoo Air Zoo)
Aurora, Illinois (Aurora Municipal Airport)
September (To Be Determined)

VAA's "Friends of The Red Barn"

VAA Convention Fund Raising Program

special name badge recognizing your level of participation. During

The Vintage Aircraft Associa­ tion is a major participant in the

World's Largest Annual Sport Avi­ AirVenture, you'll have access to

Annual Sport Avi­ AirVenture, you'll have access to ation Event - EAA AirVenture the Red Barn

ation Event - EAA AirVenture the Red Barn Volunteer Cen­

Oshkosh! The Vintage Division

hosts and parks over 2,000 vin­ Gold Level contributors tage airplanes each year from the will also receive a pair of cer­

Red Barn area of Wittman Field south to the perimeter of the airport. The financial support for the various activities in connection with the weeklong event in the VAA Red Barn area is principally derived from the Vintage Air­

craft Association's "Friends of the Red Barn" program. This is a grand opportunity for all Vintage members

tificates each good for a flight on EAA's Ford


the summer flying season at Pioneer Airport. Silver Level contributors will receive one certificate

ter, a nice place to cool off.

Trimotor redeemable during AirVenture or

for a flighat on EAA's Ford Trimotor.

This fundraising program is an annual affair, begin­ to join together as key financial supporters of the Vin­ ning each year on July 1 and ending June 30 of the tage Division. It will be a truly rewarding experience

following year. This year's campaign is well underway,

with contributions already arriving here at VAA HQ. the finest gathering of Antique, Classic, and Contem­

Our thanks to those of you who have already sent in

your 2004 contributions. Won't you please join those of us who recognize the

tremendously valuable key role the Vintage Aircraft Asso­

gifts and gift recognition: ciation has played in preserving the great grass roots and Vintage Gold Level - $600.00 and above gift general aviation airplanes of the last 100 years? Your

Vintage Silver Level - $300.00 gift participation in EAA's Vintage Aircraft Associa­

Bronze Level - $100.00 gift tion Friends of the Red Barn will help insure the

Each contribution at one of these levels entitles you to a Certificate of Appreciation from the Divi-

sion. Your name will be listed as a contributor in For those of you who wish to contribute, we've

Vintage Airplane magazine, on the VAA website, included a copy of the contribution form. Feel free and on a special display at the VAA Red Barn to copy it and mail it to VAA headquarters with

during AirVenture. You will also be presented with a

for each of us as individuals to be part of supporting

porary airplanes in the world.

You can join in as well. There will be three levels of


very finest in AirVenture Oshkosh Vintage Red Barn programs.

your donation. Thank you.

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

VAA Friends of the Red Barn





Ci ty/State/Zi p


E-Ma il

Please choose your level of participation:

_ Vintage Gold Level Gift - $600.00

_ Vintage Silver Level Gift - $300.00

_ Vintage Bronze Level Gift - $100.00

D Payment Enclosed

D Please Charge my credit card (below)

Credit Card Number Signature

Expiration Date

Mail your contribution to:



*00 you or your spouse work for a matching gift company? If so, this gift may qualify for a matching donation. Please ask your Human Re­ sources department for the appropriate form. NameofCompany

The Vintage Aircraft Association is a non-profit educational organization under IRS SOlc3 rules. Under Federal Law, th e deduction from Federal In­ come tax for charitable contributions is limited to the amount by which any money (and the value of any property other than money) contributed

exceeds the value of the goods or services provided in exchange for the contribution. An appropriate receipt acknowledging your gift will be sent to

you for IRS gift reporting reasons .

The First \ \ ,

Originally published in the February 1981 issue of Vintage Airplane


W hen we hear the word "Lockheed," we visualize fast, streamlined and

graceful airplanes. But they were not always that way. Everything has to have a begin­ ning . Even the name became "streamlined" after a time. Allen Loughead, the son of John and Flora Haines Loughead, whose Scotch-Irish name, in its phonetic spelling, became Lockheed. Allen was the youngest of four children. The family lived in Niles, California, inland from the south­ east shore of San Francisco Bay. Allen's parents separated when Allen was quite young, and his mother took the children to Alma in the Santa Cruz foothills, where she operated a thirty-five acre fruit ranch. College trained and tal­ ented, Mrs. Loughead derived extra


income from writing novels and poetry. Allen, slowed by poor health, never finished grammar school, but his mother supplied an education with her fine tutoring. Young Loughead and his older brother Malcolm enjoyed ranch life, but much preferred tinkering with machinery. At 17 Malcolm got a job as a mechanic in San Francisco, working on White steam motorcars. Allen also left the ranch when he reached 17, and went up to the big city. His first job was in a hardware store at $10 a week, but he soon took a lower paying job as an automobile mechanic, like his brother Malcolm. Meanwhile Victor, the eldest of the three brothers, worked as a con­ sulting engineer in Chicago, where he spent his spare time as an aero­ dynamist and a writer. His "Vehicles of the Air" and" Airplane Design for

(Above) The first Loughead airplane still under construction. A seaplane powered by a Kirkham 6-cylinder en­ gine with the Kirkham horseshoe­ shaped radiator.

Amateurs" were widely read, dis­ cussed and used by would-be aeronauts, including his brothers. Through Victor, Allen found work in 1910 as an airplane engine mechanic in Chicago and soon had a chance to take his first flight in an airplane. He met George Gates, the proud builder of a pusher biplane with a homemade 4-cylinder, SO-hp engine. Gates discovered he could­ n 't fly it alone because the control system required manipulation of the ailerons, rudder, and elevators in three separate operations. He asked Allen if he could operate the ailerons. Allen had never handled an airplane but was not lacking in

self-confidence. "Sure," he said. They warmed up the engine, Allen climbed aboard the flimsy contraption, sat behind Gates, and wrapped rags around the aileron control wires to keep his hands from slip­ ping. The plane took off, circled the field and landed safely, making probably the first dual-controlled flight of its type in aviation history. The thrill lingered with him as he tuned the powerplant for the plane of his em­ ployer, James E. Plew, a truck distributor who was trying to break into aviation. Plew's Curtiss-type pusher, with a 3S-hp engine, was made ready for demonstra­ tion flights from a nearby racetrack. The pilot was having dif­ ficulty in getting the

plane off the snow- covered ground. When he finally gave up, Plew de­ cided to call the demonstration off. Allen pleaded with Plew to let him have a try at getting the plane into the air. With Plew's O.K., Allen re-tuned the engine, and with higher rpm he coaxed the flimsy pusher into the air, gradually ori­ ented himself to the controls and the shoulder harness that worked the ailerons. Jerkily he circled around and around the oval track and landed in one piece. Of his first solo he says: "It was partly nerve, partly confidence, and partly damn foolishness, but I was now an aviator!" Allen had about an hour and a half in the air when he began work­ ing as a "flying instructor. II He also had a brief career as an exhibition

cisco to work in a garage until such time as he might be able to build an air­ plane of his own. The design for a three­ place seaplane was already occupying his mind. It should be a tractor type, with engine in front; he was tired of wor­ rying about a heavy motor mounted be­ hind, hanging there in readiness to crush the pilot should the

The seaplane after the installation of a V-S, SO-hp engine and con­ plane come down

ventional-type radiator. San Francisco World's Fair, 1915.

nose first. Allen often dis­ cussed aerodynamics with his brother Mal­ colm, and at length the two mechanics joined up to build their own plane. A hydroplane was the logical choice because of the unlimited facil­ ities in and around the Bay area, and San Francisco's long-time interest in boating. To give the impres­ sion that they were not building their first plane, they deSignated the de­ sign as Model G. The brothers kept their jobs and worked every other waking mo­ ment on their airplane. Truly, one of the earliest homebuilts. They rented a former garage at the cor­ ner of Pacific Avenue and Polk Street, and for the next year and a half, that corner was the scene of ever-increasing activity as the new airplane took shape. Max Mamlock of the Alco (locomotive) cab com­ pany became interested in their project and invested $4,000 to help them along. The first Loughead-built airplane was a sizable ship. A biplane, its up­ per wingspread was 46 feet and its triangular fuselage was 30 feet long. It weighed 2,200 pounds gross, and

The Model G taxiing out for takeoff.

flyer, which came to an abrupt end at Hoopeston, Illinois. Piloting a water-soaked and underpowered Curtiss, Loughead left the ground in fine style, but could not gain al­ titude. His flight into the late afternoon dusk was suddenly inter­ rupted by contact with some telegraph wire lines. The fragile Curtiss came to rest in a tangle of wires, hanging with one wing im­ paled on the crossarm of a pole. Allen switched off the engine, which was still running, and scram­ bled unhurt from the wreckage. Experiences on the country-fair circuit taught Loughead what was good-and bad-about the flying machines of 1911. Not trusting his luck too far, and with a wife to support, he returned to San Fran-

it carried a useful load of nearly 600 pounds. It was equipped with mid­ wing ailerons and, in the manner of French de­ sign, the entire tail swung on a universal joint. The main center float was built like a sled, and outrigger pontoons kept the wing tips from dipping into the water. When its Kirkham 6­ cylinder engine burst its crankcase after 15 min­ utes of operation, the designers substituted an 80-hp water-cooled V-8 powerplant, retaining the Kirkham's horse­ shoe-shaped radiator. The Model G had only one instrument, an old tachometer taken from a motorboat. On the afternoon of June IS, 1913, Allen and Malcolm eased their creation into the waters from the beach at the foot of Laguna Street, just west of the Army's transport dock at Fort Mason. Allen climbed in, started the engine, and swinging into the wind, got the G up on the step. Soon the

slapping of the waves below ceased and the plane was airborne. The ship was very sensi­ tive to handle, but a short hop was enough to show that months of work had produced success. Allen, highly pleased, returned to the beach and took Malcolm aboard. This time the "hydro-aeroplane" made a 10-mile flight, cruising around the island of Alcatraz, soar­ ing in grand style some 300 feet above Market Street. The Loughead's Model G was one of the first successful tractor­ type seaplanes ever built. It was highly unusual for this tender age of flight in that it could carry more than one person.

ator with a conventional type. They obtained the flying concession at the Pan Pacific, and during the SO flying days at the fair, they safely carried more than 600 passen­ gers and made them­ selves $4,000. Allen and Malcolm decided to move to Santa Barbara after the exposition closed. Since the gas tank of the Model G held only 8 gal­ lons, the boys couldn't attempt to fly the ship the 300 odd miles south so they packed the plane in crates and shipped them by train. Early 1916 found them settled in South­ ern California and launching a new proj­ ect: The Loughead Aircraft Manufacturing Company. For the third time, the energy and obvious ability of Allen and Malcolm attracted financial backing. It came in this instance from Burton R. Rod­ man, a Santa Barbara machine shop owner. The new company pro­

posed to build a 10­ passenger flying boat, an unprecedented design, which called for slow and painstaking workmanship. Back to the Mode l G, the broth ­ ers often flew it to keep up their flying. It was finally retired in 1918. With scant sentiment, the engine was sold and the frame­ work of the Lougheads' first airplane was junked for scrap.

The movie acress Audrey Munson in the cockpit of the Model G at Santa Barbara.

Audrey Munson and Malcolm Lough ead Model G.

in the cockpit of the

The G was well proven, but a minor landing mishap and general economic conditions put the plane in storage for two years. Allen went back to his old trade of keeping San Francisco motorcars in run­ ning condition. Malcolm, ranging further afie ld, tried to sell the Chi­ nese a Curtiss pusher, only to have the plane confiscated as contra­ band by the British at the outbreak of World War I. The opening of the San Fran­ cisco-Panama Exposition in 1915 inspired the Loughead brothers to dust off the Model G, and with fresh capital, they repaired the plane, replacing the horseshoe radi­


Of Men and Stars. A History of Lock­ heed Aircraft Corporation, by

Philip L. Juergens.

Revolution in the Sky, by Richard S.


BY H .G . FRAUT S CHY MARCH'S MYSTERY ANSWER Our March Mystery Plane was




BY H .G . FRAUT S CHY MARCH'S MYSTERY ANSWER Our March Mystery Plane was fairly

Our March Mystery Plane was fairly well known in its time, but memories of it have slipped away into the dim recollections of the past century. Here's our most complete answer:

The subject airplane seems to be one of the three Swan son W -IS Coupe aircraft built by Swanson Air­ craft Co. Inc. ofHopewell, Virginia (and elsewhere). They were built in about 1930-1931 and, with restrictions, could be registered under Group 2 Approval No. 312 dated 12/26/30. The three aircraft were registered as:

c/n 1 10546 c/n 2 358N c/n 3 751Y

The W -15 was designed by Sven Swanson who had, just previously, designed the similar Kari-Keen Coupe, which became the Sioux Coupe. The references that I have used for the above informa­ tion are Joe Juptner's appropriate volumes and The Swanson registrations mayor may not have had the N or NC prefixes. Jack Erickson State Col/ege, FA

Other correct answers were received from Wayne Van

F. Schultz, Louisville,

Va l kenburg, J asper, Georgia; Charles

Kentucky; and William Barger of Del Rio, Texas.








--------~ JULY 15 - 18 2004 DAYTON, OHIO THE TWICE­ YEARLY ~Jio---------_ VI NTAGE AI


JULY 15 - 18 2004 DAYTON, OHIO




O~ CONTACT : INVITATIONAL COO~DINATO~ AT 1- 300 ­ 274-Jns O~ 1- 703 ­ 334-1700


NatUmal Air and Space Museum



1904 - 2004 a century of innovation


OkaYt it's not an antique, but if the folks at Mono Aircraft could have got­ ten their hands on a Vedeneyev M14 radial engine, you never know Based on the Mullicoupe fashioned by Bud Dake, Red Lirille, and Jim Younkin, John McCullough's "McCulloucoupe" has a wonderful old-fash­

ioned speedster look that Benny Howard, the designer of Mr.

would have loved. McCullough's workmanship on the wings is nothing short offantastic. Each wing panel is perfectly smooth, with no dips or wiggles in the plywood skin. You'd swear they were molded, not built up with ribs, spars, and plywood covering. The McCulloucoupe will be fea­

tured in a Jack Cox article published in magazine, EAA Sport Aviation.


the August issue of EAA's flagship

After the spring rains departed on opening day, the remainder of the week in central Florida was nearly postcard perfect. Cool nights with highs during the rest of the week on either side of 80 gave those who attended the 2004 edition of the Sun 'n Fun EAA Fly-In a super week to learn about the latest aviation gadgets and catch up with all their aviation friends.

John Morrison's tricycle-gear Bellanca 260 picked up an Outstanding in at Sun 'n Fun.

This ambulance version of the 1934 Waco YKC was on display; it's registered to John Van Surdam of Seneca, South Carolina. A 275-hp Jacobs R755B pow­ ers the distinctive biplane.

The seaplane activities at Lake Parker were split over two days; ultralights flew on Thursday, and the factory-built full-size aircraft were flying on Friday, with the almost sold-out seaplane pilot's dinner held that evening. S & N Aviation of Wilmington, Delaware, brought their TEC Champ mounted on a pair of Edo 1400 floats to the event on Friday.




CLASSIC (101-165 HP)




Cessna 170B

Stearman 4E

James C. Kirby

Alan Lopez

Mullica Hill, NJ

Princeton, NJ









Howard DGA Mike Vaughn Charleston , IL

Terry Robertson Boynton Beach, FL



(0-100 HP)



Morane Saulnier Thomas M. Leaver London , UK

CESSNA 140 Robert A. Runkle Swanton , OH




(101-165 HP)

Howard DGA


Joe Dudley

Allen, OK


Cody Owens

Anderson, SC



Boeing N2S4



(OVER 165 HP)


Rene ' St. Julien Stewart, FL

Bonanza E-35 Jeff Beaton Morehead City, NC







Stinson 108-2 Butch Walsh Arrington , VA

Cessna 195 Jay McClure Atlanta , GA





CHAMPION OUTSTANDING CLASSIC AIRCRAFT N4PW NC6010M A side trip to Fanta sy of Flight in Polk
CHAMPION OUTSTANDING CLASSIC AIRCRAFT N4PW NC6010M A side trip to Fanta sy of Flight in Polk
CHAMPION OUTSTANDING CLASSIC AIRCRAFT N4PW NC6010M A side trip to Fanta sy of Flight in Polk

A side trip to Fanta sy of Flight in Polk C ity was a

grand excursion, and Kermit Weeks graciously in­

vited me to fl y with him in th e attraction 's German-built Fi 156 Fi eseler Storch. As you can

see, th e view from th e Storch is remarkable. Mos t

th e French one was restored

Starches left are aircraft built by Moran e-Saulnier company. Thi s

Luscombe 8A/E

Stinson 108-3


Detroit, Michigan, by Jan Mu eller. In addition

Phil Wells

Shawn Haring


th e complex you see here, a large new hangar is

Cumming , GA

Columbus, MS

being constructed at Fanta sy of Flight. While at



Fanta sy of Flight, you can see plenty of one-of-a­ kind airplan es, including th e Gee Bee R-2 replica

CLASSIC (0-100 HP)


built by Steve Wolf and Delmar Benjamin, and



the Gee Bee Z built by Kevin Kimball and Jeff

Taylorcraft BC-12D

Aeronca 7AC

Eicher. On th e ramp is th e

same Ford Tri-Motor

Raymond Cook

Robert B. Haas

used in the motion picture Indiana Jones and

Spring Cove, IL


Alva , FL

the Temple of Doom.




Luscombe 8F Luscombe Heritage Fund Chandler, AZ




MEYERS 200 Tom Losey Fort Meyers, FL




Beechcraft Travelair J. Janovetz and R. Wheeler Collyville, TX



Piper PA-23 Aztec Jim Conley and Thomas Block Daytona, FL



Beech Bonanza Don and Wendy Gaynor Englewood, FL




Cessna 180

Bryon Jorgerson

Wadsworth, OH




Grumman Widgeon


James Rogers

Beech D-18 Twin

Summerland Key, FL

Brad Neat

Sarasota, FL






Cessna C-165

Bellanca 260

Glenn Larson

John Morrison

Sarasota, FL

Collierville, TN







Beech Bonanza Larry Van Dam Riverside, CA

Republic Seabee RC-3 Bill Bardin Rockport, NY

CA Republic Seabee RC-3 Bill Bardin Rockport, NY During the winter months, Waldo Wright's Flying Service

During the winter months, Waldo Wright's Flying Service

offers biplane rides at Fantasy of Flight in its New

dard D-2Ss. Rob Lock and his father, Bob Lock, fly the biplanes more than 400 hours a year as they give a unique flight experience to thousands ofpassengers. They're ably assisted by the "Waldettes, II a merry band

of women who take care of the passengers as they get ready to fly with one of the Waldos. At Sun 'n Fun, the Waldettes were Connie Buckner, Cheryl Lock, Sandy Lock, Kathy Crawley, and Cheri Sinclair.


One of the most active small type clubs has to be the Howard Club, with a lot of the activity spark-plugged by Ed and Barbara Moore. From left to right we have: Mike Slingluff, Larry Skinner, Ed Moore, Ted Patecell, Jim Calvin, Frank Rezich (Ted and

Frank are both former employees of Howard Aircraft during the '30's

and Jean Dannecker, Barbara Moore, Jim Wade and Julie Wade. The owners missing from the photo are Joe Dudley, Chuck Nickerson, and Mike and Iven Vaughan.

& '40's),


Phil Wells

Thomas Leaver's Morane-Saulnier 230 has no brakes and a very small taiLwheel/skid, and is powered by a 230­ hp Salmson 9AB engine. If it looks vaguely familiar, it's because the airplane was used as the unnamed "new monoplane" in the closing scenes of the 1960s World War I flying movie The Blue Max. Thomas lives in London, England, but keeps the U.S.-registered Morane at the Winter Haven, Florida, airport.

Phil Wells was tickled to learn that the recent restoration of his Lus­ combe BAlE won the Classic Custom Grand Champion award. Dr. Wells did much of the work himself, including re-skinning por­ tions of the airframe. He's from Cumming, Georgia.

Ace Stinson restorer Butch Walsh of Arrington, Virginia, just completed this very pretty 10B-2, which was chosen to be the Sun 'n Fun 2004 Clas­ sic Grand Champion.

Last year's Grand Cham­ pion Antique at Sun 'n Fun, this is Tim Baily's Piper PA-22­ 150 Tri-Pacer.


the same field. Alan Lopez, Princeton, New Jersey, has com­ pleted the restoration of a very nice Stanavo 4E, and had it parked next to Ron Rex's Western Air Express 4E, which he keeps in Ocala, Florida. Alan's 4E was declared the Grand

not too often you see a pair of Stearman 4E biplanes on

Champion Antique of the event.

One of the highlights of the week was the night air show, which started at dusk on Saturday. The AeroShell Team started off the evening with a sound, smoke, and light show that certainly got everyone's attention!

The Seven-Year

Paint Job

There are Travel Airs and then there are Travelairs


Travelair) in the vintage/antique area. Second, it's even more un­ usual to see one that has been taken right down to its underwear and brought back up again, which was not the original plan. "The whole thing started I think just because a couple of us wanted to go flying with two engines. It seemed like a glamorous thing to do, and the Travelair seemed like an economical way to go. Charlie

"Honest," says ].]. ]anovetz, "we were going to pull the gear to repaint it and then have the airplane stripped and painted. That was it. Roll it in the shop, do the work, roll it out. Two, three months, tops. No biggie." It didn't work out that way. ]anovetz is talking about their 1958 Travelair. First, it's unusual to see a Travelair (at least that kind of

Hillard had just traded a Widgeon project for the Travelair but hadn't registered it in his name yet, so it went directly to us. "Richard Wheeler, Archie Taylor, and I had been partners in a 1980 Piper Warrior II. We sold it to buy the Travelair from Charlie. Archie, who has over 400 hours instruct­ ing in Travelairs, then convinced another friend Lee Finley that it would be a great airplane, so Lee

Then we got the Travelair and there were times I was practically living in the hangar."

The partnership's Travelair is se­ rial number TD 130 and was part of the very first year of production of Beechcraft's entry into the light­ twin field. The Apache is generally accepted as the first, full-produc­ tion light twin, but Beechcraft intended the Travelair to be a cut above the competition both in quality and performance. Comparing the Model 9S Trave­ lair to the Apache would seem to be unfair, if nothing else, because Beech designers spent so much time making their airplane look svelte and modern. Plus the Model 9S had a lot of Bonanza in its bones, which is to say its fit and finish were superlative. And it had a180-hp 0-360 Ly­ coming on each side. Did it blow the competition away? Not exactly, because the fat­ wing Piper had such a price advantage. Still the Travelair enjoyed success until the product was discontinued in 1968, long after the bigger­ engine Baron had been introduced. The economical machine is still being used by

we ignored common sense and completely gutted the airplane."

joined us to help pay for the paint job. As we got deeper into the proj­ ect, Dan Bruhl jumped on board, so now there are five partners. "Beginning in 1990, I had my machine shop, Lone Star Aero, where I built parts for antique air­ planes in Charlie's hangar, and I was always hanging around. I had become a professional hangar rat and in 1994 he hired me full time, so I was working on his Widgeons and anything else he was flying.

lots of flight schools for mul­ tiengine training. "When we got the airplane, it really wasn't in bad shape.

It was a little tired, but it was 38 years old and had earned the right to be tired. We were going to do some cosmetic stuff, like paint it and remove the four or five layers of paint that covered the landing gear and just enjoy flying it. But we had something happen at the paint shop that forced us around the corner toward total restoration. "We had already discovered that we had a bad fuel bladder, so we were going to have to get into the wings. Then the paint shop didn't protect the lower molding on the windshield correctly and the strip­ per ate the gel coat. "No problem, right? We'll just

remove the molding and fix it. Ex­ cept that to get the molding off, the windshield had to come out. And to get the windshield out, we had to remove the instrument panel to get at the hardware. You see where I'm going, right? "So, there we were, with a really ugly, stripped airplane with most of the panel laying on the seats, the gear off, and the wings par­ tially opened up. Oh, and the windshield was out. "At that point we had to make some serious decisions. We were al­ ready much farther into the airplane than we wanted to be. And the market value on a first­ year Travelair wasn't that high. Still, we had the airplane apart and we had bought it to fly, not to sell. So, what the heck, we said, if we're going to do it, we might as well do it right. If we had only known." There are thousands of airplanes of the same vintage as the partner­ ship Travelair that have never been completely gone through and re­ habbed. Most of them have never been allowed to go derelict, plus they seem somehow "modern" and haven't made it into the psy­ chological category we reserve for true vintage machines even though they are old enough. Because of this, few of the airplanes have had someone lavish the kinds of TLC (and money) on them that they truly need. Each of a long progres­ sion of owners did what they needed to keep it safe but, in the process, they left their indelible tracks behind. Airplanes like these resemble archeological digs where each layer reveals yet another layer and each bears the marks of the previous inhabitants. "When we had the panel out, we could see what a real mess it was. It wasn't even close to being unairworthy, but it had decades of wiring running around that served no purpose. Plus, as each new gen­ eration of avionics came out, yet another mechanic would chop yet another hole while patching up an existing hole.

Since the original panel had patches screwed to patches, the entire panel was redes igned and a new one fabricated. Behind the panel and throughout the airframe, the wiring harness was replaced, removing pounds of unused wiring left from previously installed instruments.

(to p

to bottom) Rich Wheeler, Archie Taylor and

II lanovetz . Partners Dan Bruhl and Lee couldn't make the

Three of th e five owners of N 1 OOBH,

The Travelair 95 was Beechcraft's first etry into the "light-twin " market that was


ered by a pair of 180-hp Lycomings, it could tool along at a very respectable 180 mph. For this restora tion, everything from the baffles to th e hoses was replaced in the engine compartments.

in th e post-World War II years. Pow­

"The instrument panel had been modified so many times, it was like a quilt, with pieces screwed to pieces that were screwed to other pieces. Plus it had radios on both ends of the panel. Not a tidy setup and by the time Richard was done, he had rewired the entire airplane. " When we pulled the do-it­ right trigger, we ignored common sense and completely gutted the airplane. Everything came out right down to the belly skins. For­ tunately, we found most of the skins were in good shape with no corrosion, but they had 38 years of crud on them. To get at the belly, we had to remove the floor­ boards, but it was a good thing we did-there had to be a solid half-inch of sludge from miscella­ neous oils and fluids that had collected there. "We didn't have to do any walnut shell blasting or any­ thing. We just got in there with solvent, rags, and tooth­ brushes and cleaned and cleaned and cleaned. "The pulleys and cables were in good shape, so at least we didn't have to replace those, but everywhere there was a movable part, no matter how big or small, if it had a bearing or a bushing, we replaced it. "The nose baggage compart­ ment had some sort of tar-like sound deadener in it and every­ thing we tried to clea n it with

ate it . So, we sprayed it with a water-based truck splatter paint. "Every time we ran across something made of rubber, we took it out and replaced it. The same thing with all the bolts and screws. For some reason, however, we did use one origi­ nal screw on the landing gear actuator switch handle. "I fabricated the aluminum side panels for the interior my­ self, but we took the seats and side panels to C & H Aircraft Interiors and had them done

in Ultra Leather, which is an imitation leather that 's easy t o cl ea n. To mak e the seats mor e comfortable, I made and in­ stalled four armrests, which wa s just one of a dozen 33 7s we had to do. "When it came to the instru­ ment panel, we d ecided to go from scratch and design and build an entirely new one. First, I sanded the control yokes down and painted them, and then I made an instrument panel out of l/8-inch alu­ minum. I' m a machinist by trade, so it was no problem to make anything we wanted. "Even though this was a

of restoration , we didn 't

want the panel to be 1958-orig­


ina!. We were looking for totally modern utility out of thi s airplane so we set it up with center stack radios and the standard "T" arrangement.

"I had seen something on Char­ lie's Widgeon that we copied on our panel. The basic panel has a piece of Lexan covering it. The backside of the Lexan is painted black and the front is painted with opaque white. Then it is silk­ screened with a chemical for lettering. After the front topcoat of Cadet Gray is painted on and dried, the panel is dipped in acid to remove the gray over the white lettering. Lights hold the Lexan overlay to the aluminum panel and light the lettering at night. The result is really impressive. "We used the original instru­ ments but shipped them all out to be rebuilt and refaced. At the same time we pulled every actuating ca­ ble, the throttles, and so forth and pressure lubed them. They work smoothly now. "The wings were basically as good as the fuselage so we did a lot of cleaning and touch up. At the time, only one bladder was leak­ ing, but we figured the others couldn't be far behind, so we re­ placed all four of them. "The magnesium on the control surfaces was corroded, so we went to aluminum on the ailerons, but the tail surface magnesium was

okay so we cleaned and painted them. Then they sat for six or seven years while we finished the rest of the airplane. "The engines were more or less okay but, like the rest of the air­ plane, they were tired. Of course, we managed to make the situation worse because we didn't pickle them. Hey, it was supposed to be flying in less than a year, right? I found some rust on the cam, and that made that decision for us. "We did the engines and, for the most part, used the original parts and had them overhauled. We sent the jugs out and had them welded and generally reconditioned. The cams and cranks were ground and everything was brought back to new tolerances. "The props were overhauled at the same time and the AD on the blade clamps and hardware was complied with. "By the time we were done, the logbook entry ran for five type­ written pages. We did five 337s on one day!" In typical pre-Oshkosh fashion they barely made it. "The last four months before Oshkosh were a real grind and our wives didn't see much of us. We flew

it for the first time 10 days before leaving for Oshkosh. We spent an hour and a half circling the airport to break in the engines, and that first flight had only a few minor glitches to fix. With fifteen hours on the Hobbs, we headed for Oshkosh. It was the first time the airplane had left the field in over seven years." So now that they're finished, what does J.J. think about the results? "You could look at this airplane several ways. Yes, we have far more tied up in it than we will ever get out of it. Still, it feels and performs like a brand new airplane and it gives exactly the utility we need re­ gardless of its age. It's a 1958 airplane that's giving us 2003 util­ ity we couldn't buy in a new airplane for two or three times what we have tied up in this one." So, I guess you could say they are pleased with the effort. ].J. says, "Mostly we're pleased it's over." Apparently the judges at Oshkosh 2003 were pleased too be­ cause they awarded the airplane the coveted Contemporary Reserve Grand Champion trophy. So, it looks as if a little insanity com­ bined with lots of dedication does have its

Story A grandfather's inspiration TOM MATOWITZ L ike so many stories of flight, this one


A grandfather's inspiration


L ike so many stories of flight, this one begins in May 1927. Charles Lindbergh's solo crossing of the Atlantic inspired many adventurous young people with the desire to fly. One of them was a 20-year-old resident of Cleveland, Ohio, named

George K. Scott. He began taking lessons at a field located on Mayfield Road, operated by a local pilot named Ken­ neth Cole. George trained in Swallows and Waco Nines and Tens, and soloed late that summer after 13 hours and 20 min­ utes of dual. This made him a slow starter by the standards of his day, but he began to fly more frequently and started to catch on faster. By the summer of 1929, he held Lim­ ited Commercial Pilot's Certificate No. 4888, and with less than 100 hours total time, he was instructing students himself. During the next 10 years he flew extensively, log­ ging more than 2,000 hours by 1939. In the process, he owned or flew all the great light planes of that era. When he married in 1933, he and his new wife flew to Chicago in a Kinner Bird for their honeymoon. Subsequently he taught her how to fly in a Taylor Cub . The reason for m y interest in these people is simple . They were my grandparents, and although they couldn't have known it at the time, they were building the founda­ tion for a love of flying that would last throughout my life. My grandfather's only child was a daughter who showed little interest in flying. I suspect he was pacing back and forth for a long time waiting for me. I was born in the late 1950s and by that time my grand­ fath er had been an active pilot fo r 30 years. Although I

don't recall anyone consciously steering me in that direc­ tion, I can't remember a time in my life when I wasn't aw a re of, and fascinated by, airplanes. By th e time I knew him, my grandfather was retired and living in a small town in western North Carolina . He h ad a friendship with

of instructing.

th e local FBO and was doing quite a bit

Very early in my life I began spending my childhood sum­

mers with h im . I was so young the first

him that I have no conscious memory of it. He was good company, a warm man with a good sense o f hum o r, a nd great abilit y as a t eac h er. I think it would

be fair to say his students loved him, and I knew of several wh o we re still friendl y with him d ecad es after he taught th e m t o fl y. He was methodica l and car eful , and I trusted him co mpl et e ly. I nev e r kn ew a m o m e nt of uneasin ess

time I flew with

with him in an airplane. The airplanes we flew then were rather run-of-the-mill Cessna products. They served a useful purpose, but there was nothing particularly romantic about them. What fas­ cinated me were the old airplanes. He kept all his logbooks, and from time to time we would get them out and look through them together. I have them still; the oldest one is practically in tatters. I would sit on the arm of his easy chair and watch as he leafed through the pages. It seemed to me that every entry was the first line to an adventure story. One of my favorites was a tale he told about a delivery flight involving a Bird biplane. He was in Nebraska, lost in bad weather and low on fuel. He was seriously considering using his parachute and jumping because he felt he could­ n't make a safe forced landing under the prevailing conditions. Suddenly there was a break in the clouds be­ neath him and he found himself directly over an airport. He quickly landed just as the weather closed in again . He was met by a group of people who seemed very agitated. It seems he spoiled the dedication of the new municipal air­ port at Lincoln with his unscheduled landing. The plan was to have Charles Lindbergh land there first and be the principal speaker at a formal dinner. After some grum­ bling, someone pOinted out that my grandfather, after all,

was the first pilot to land there, so they might as well pro­ ceed with their dinner with Grandpa as the guest of honor. He sat at the head table in riding breeches and a leather jacket, surrounded by men in tuxedos . This is the best part-sometime in the course of the evening, lind­ bergh called with his regrets, saying that the weather was too bad for him to attempt the flight! There were many other stories, and I wish I could re­ member them all, but I cannot. My grandfather seemed indestructible , and as a little boy I was sure he would go on forever, so there would be time to learn the other sto­ ries later. I was involved in one, though, that I remember vividly. In th e summer of 1964 we fl ew fr o m hi s hom e in No rth

Ca rolina to Knoxville, Tennesse e, to have a radio

The shop that did this work usually had some sort of old airplane parked on the ramp. I remember a Fairchild 24, and a Gullwing Stinson that I marveled at because of its great size and radial engine. This particular day was some­

thing of a turning point for me. After hearing all th ese

repaired .

stories about open cockpit biplanes, I was about to see one for the first time. We walked into the hangar and there stood a Stearman. It was a crop duster painted bright yellow and it

clearly worked hard for a living. It was nothing like the flaw­ less restored examples seen at air shows today. I think it was a case of love at first sight. I was enthralled, and circled the airplane several times. There it all was, the ra­ dial engine, polished landing and flying wires, taut fabric covering, windscreens, struts, and a distinctive smell I later would always associate with old airplanes. I was seven, and too little to see into the cockpit, so Grandpa picked me up. No one had made any effort to interior decorate it to resemble a

a control stick, the first one I ever saw, and a throttle quadrant on the left. The steel tube structure was plainly visible and there was a helmet and goggles draped over the stick. He pointed all this out and then lowered me gently to the floor. I walked around the plane several more times and then asked Grandpa to pick me up again so I could see into the cockpit once more. He laughed and said, "I don't think it's changed in the last five minutes. Come on, let's go get a hamburger." We started to walk away, but I stopped in the open door for a last look and vowed that I would fly one myself one day. I never dreamt how much time and effort it would take to achieve that goal. In the meantime, these idyllic summers continued. Any kid worth his salt clamored for the end of the school year, but I did more than most, since it meant an immediate departure for the mountains and three months of almost daily flying. The town where my grandfather lived was Bryson City, North Carolina. His best friend was the town doctor, Harold L. Bacon, known universally as "Doc." Well, almost universally, since I was sternly lectured by Grandpa never to address him as anything other than Dr. Bacon. I'm sure he himself would­ n't have minded a bit had I called him "Doc" since he was a man of great warmth and dealt on easy terms with every level of the small town's social strata. He was a skilled pilot himself, almost exactly Grandpa's age, and shared many adventures with us on the ground and in the air. He did a lot to reinforce my love of flying. His enthusiasm for it was almost childlike. Grandpa and I would stop by his office in the early

car. It was as

functional as a steam locomotive . There was

afternoon to ask if he wanted to fly with us later that day. He would usually say, "Let's go right now!" and exit through a side door, leaving a waiting room filled with patients. I don't know if he ever knew this, but Dr. Bacon re­ ceived what was probably the greatest compliment my grandfather ever gave anyone. For decades, literally, we were strictly ordered by Grandpa never to fly with any other pilot. The only exception ever granted was airline travel. Very late in his life, Grandpa said he felt we would be perfectly safe flying with Dr. Bacon, the only time he conceded this about another pilot in almost 50 years of flying. As I said, he himself was cautious. Once in the early 1950s he took my father with him on a trip to Indianapolis in his Bonanza. They were returning and had nearly reached Toledo. There was some ap­ parent bad weather to the east between them and their destination of Cleveland. To my dad's unprac­ ticed eye it didn't appear all that threatening, and he was surprised when Grandpa briskly announced that he was aborting the flight and landing in Toledo. Dad turned to him and asked, "Can't you get through that?" His reply was priceless-"Maybe." He explained that he didn't see any point in subjecting them or the airplane to any unnecessary risk when he could easily get a ride to Toledo the next day to recover the aircraft. They took the bus home. I was too young to realize this wasn't going to last forever. As I was nearly old enough to begin formal fly­ ing lessons in earnest, his health began to fail. I was

able to log several flights with him as a student, and I remember how serious and demanding he was as an in­ structor. He held himself to very high standards and expected me to meet them without hesitation, some­ thing I found very daunting as a youngster. It all ended abruptly when heart disease caused the permanent loss of his medical. For a time we deluded ourselves that his health would improve and we would continue as planned, but it didn't turn out that way. I see now that after so many years, the loss of his ability to fly must have broken his heart, although he never said so. He died very early on a morning in May when I was a sen­

ior in high school. That was another turning point. For the moment, I thought my involvement in flying was over. It was never inexpensive, and I was to start college in the fall. To put this in perspective, the airport in the town where I lived charged $12 an hour for dual in an Aeronca Champ that summer, while my college ex­

penses would be

Anyway, two unexpected things happened. First, we lived on acreage, and owned horses. I used our old Ford tractor to pull a wagonload of manure out into a field to dump it. I stood on top of the wagon, intent on what I was doing, and was startled when an ancient air­ plane materialized directly over my head. It was a heavily wire braced two-bay, open cockpit biplane with a long wingspan. It took no notice of me, but flew to the southeast at a low altitude and a slow airspeed. To this day, I'm not sure what it was, but it sure made me think. I watched it until it disappeared.

based on fees of $7 per credi t hour.

The thing that really did it was a chance remark from a co-worker. I worked

The thing that really did it was a chance remark from a co-worker. I worked for a greenhouse, an exten­ sion of a part-time job I held throughout high school. One of the women employed there, Esther, was in her early 20s. We were eating lunch together one day, and she mentioned she was going to learn how to skydive at an airport roughly 15 miles west of us in Grafton. Skydiving never interested me all that much, but she got my attention when she said there were two open cockpit biplanes based at the field. I asked her for more details, but she couldn't really provide any. She said that if I would pick her up that evening after she ate dinner and got cleaned up, she would be glad to ride out there with me and show me around. She was true to her word. Several hours later I found myself looking through a window into a hangar with two Stearmans. It was the first time I had seen one on the ground since the episode in Knoxville more than 10 years earlier. No one was around and there seemed to be no way of get­ ting a better look at the airplanes. Just then the property owner arrived, and Esther introduced us. After a brief conversation, he invited me back the following day when the men who owned the biplanes would be pres­ ent, and almost certainly fly them. He thought there was a pretty good chance one of them would give me a ride. Esther and I got in my car and started for home. Somehow I found the nerve to ask her if she would like to go to a movie with me and she eagerly said yes. So, I now found myself offiCially out on a date with this beautiful woman who was five years older than I. It had only been weeks since I graduated, but I suddenly felt very far from high school. When the next day dawned, it was beautiful and I lost no time driving to the airport where I quickly found Esther and walked with her over to the hangar. She was looking her best, and with her at my side, I had no trouble attracting the attention of the pilots, one of whom quickly asked me if my "girlfriend" would like a ride in the Stearman. To my chagrin, she smiled and announced that she certainly would and

was soon strapped in and trundling across the grass as the airplane maneuvered into position for takeoff. This was not exactly what I had in mind, but I thought I better be patient and see what developed. The air­ plane returned 20 minutes later. Esther got out, stood on the wingwalk for a moment thanking the pilot, and then jumped lightly to the ground. One of the men who helped her get into the airplane in the first place accompanied her as she approached me. He said to me, "If you'd like to go up, we'll be glad to take you for a ride." I very nonchalantly said yes, and walked to the airplane. After a rather perfunctory briefing, I was in the front cockpit, strapped in and ready to go. I wore a borrowed helmet and goggles and could hardly believe where I was. There were no headsets, so the airplane was much louder than I was used to, but I didn't mind. Finally, the preliminaries were over and it was time to fly. The engine accelerated to full power, and the airplane began to roll. The tail came up, and a moment later we were flying. The visibility from the open cockpit, the engine noise, the slipstream, the changing sound of the wind in the wires, all these things kind of overwhelmed me, but the experience exceeded my expectations, and I felt sure I saw Grandpa'S hand in it somehow.

Continued next month




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Hayward, CA, VAA Ch. 29 Meeting 2nd Thurs., 7:00 PM Hayward Airport, Hangar #7 William Field, President Phone: 510-784-1168

Riverside, CA, VAA Ch. 33 Meeting 3rd Sat., 1:00 PM Clubhouse at West end of Flabob Airport Jonathan Goldenbaum, President Phone: 909-360-6792

Sacramento, CA, VAA Ch. 25 Meeting 2nd Sat., 10:00 AM For Location Contact:

Red Hamilton, President Phone: 707-964-7733


Lakeland, FL, VAA Ch. 1 Meeting 2nd Sat., all day. For Location Contact:

John Brewer, President Phone: 386-649-4020


Lansing, IL, VAA Ch. 26 For Time & Location Contact:

Peter Bayer, President Phone: 630-922-3387


Auburn, IN, VAA Ch. 37 Meeting 4th Wed., 7:00 PM Dekalb Co. Airport Term. Bldg. Lester Matheson, President Phone: 260-693-3642


Overland Park, KS, VAA Ch. 16 Meeting 3rd Fri., 7:00 PM Gardner Municipal Airport-Term Bldg. Gerald Gippner, President Phone: 913-764-8512


New Iberia, LA, VAA Ch. 30 Meeting 1st Sun., 9:00 AM For Location Contact:

Roland Denison, President Phone: 337-365-3047


East Falmouth, MA, VAA Ch. 34 Meeting 2nd Sat., 10:00 AM For Location Contact:

Roger McDowell, President Phone: 508-457-0506


Niles, MI, VAA Ch. 35 Meeting 2nd Sat., 10:00 AM Niles, MI (3TR) Term. Bldg. Kenneth Kasner, President Phone: 269-699-7064


Albert Lea, MN, VAA Ch. 13 Meeting 4th Thurs., 7:30 PM Albert Lea MN Municipal Airport William Koza, President Phone: 507-373-9062

NEBRASKA OKLAHOMA Plattsmouth, NE, VAA Ch. 31 Meeting 1st Sat., 10:30 AM Plattsmouth Airport Term



Plattsmouth, NE, VAA Ch. 31 Meeting 1st Sat., 10:30 AM Plattsmouth Airport Term Bldg. Keith Howard, President Phone: 402-291-2103 Email:

Tulsa, OK, VAA Ch. 10 Meeting 4th Thurs., 7:30 PM Hardesty Library Christopher McGuire, President Phone: 918-341-6798 E-mail:


North Hampton, NH, VAA Ch. 15 Meeting 2nd Sat. , 11:00 AM Hampton Airfield, hangar SW corner Joseph Dion, President Phone: 603-539-7168 Email: pre sid e nt @Vaa15 . org Website:


Andover, NJ, VAA Ch. 7 Meeting 1st Sun., 10:00 AM Andover Aeroflex Airport William Moore, President Phone: 908-236-6619 Email:


Delaware, OH, VAA Ch. 27 Meeting 2nd Sat., 8:30 AM Delaware Municipal Airport (DLZ) Term. Bldg Roger Brown, President Phone: 740-965-9252

Troy, OH, VAA Ch. 36 Meeting 3rd Sun., Noon For Meeting Location Contact:

Richard Amrhein, President Phone: 937-335-1444 Email:


Cross, SC, VAA Ch. 3 For Time & Location Contact:

Morton Lester, President Phone: 252-638-8783


Houston, TX, VAA Ch. 2 Meeting 4th Sun., 2:00 PM Dry Creek Airport Cypress, TX Merrill Morong, President Phone: 281-353-7004 E-mail:


Brookfield, WI, VAA Ch. 11 Meeting 1st Mon., 7:30 PM Capitol Airport George Meade, President Phone: 414-962-2428 Email:



It's easy t o start a VAA Ch ap t er! All yo u n eed to

ge t st a rt ed is t act th e EAA

at to obtain an EAA Chapter St arter Kit . Th ey h ave ways t o h elp yo u contac t all th e Vint age m emb ers in yo ur area, plu s, th ey' ll walk yo u th ro ugh th e New Chapter process.

fi ve Vintage enthu sias ts. The n , co n­

Ch apter

Offi ce at 920- 426-4876, or




engine has just quit !" I an­

nounced to the pilot sitting to my left, as I reached to the throttle of the T-tailed Arrow we were flying, and pulled it back

to idle. The pilot was a client who was working on his commercial certificate. I sat calmly in my seat as the pilot went through the appropriate checks. Estab­ lishing best glide speed, he turned to head towards the key point of the traffic pattern we were near. He then switched tanks, turned on the electric fuel pump, pushed the mixture control to full rich, and put on the alternate air. Arriving over the key point he then pushed the propeller control to flat pitch and entered a steep spiral. About 1,000 feet above the airport he broke off the spiral and continued downwind. So far, so good. Everything was looking great; we should be able to land right on the second centerline without any problem. But as we turned to the base leg, it became obvious that the wind was blowing a little harder than the pi­ lot thought, yet he did nothing to modify his track. Rather than angling towards the runway, he continued in a perfect per­ pendicular track to the centerline. With an engine running this would only re­ quire a little more power on final, but we were simulating an engine failure. Shortly before turning final the pilot selected gear down, and as the gear came down and three big holes in the form of wheel wells appeared at the bottom of

the airplane, the drag and associated in­ creased sink were going to make things interesting. I prudently cleared the en­


of head wind and high sink rate made making the runway uncertain. The pilot allowed the Arrow to drift to the right to avoid the spruce trees

that were now blocking our way to the runway threshold. With about one hundred yards to go the pilot an­

just in case. The combination

nounced: "Well, I guess we would've

crashed II as he reached

power, and go around. At this pOint I pushed his hand away from the throt­ tle, pulled the propeller control all the way back, and then reached to the flap

lever and applied all three notches of flaps. The airplane rose into the air about 20 feet (from the application of flaps) while leaping forward simultane­ ously towards the runway (from pulling the prop control to full coarse pitch). We landed on the runway, and al­ though we didn't land on the second centerline, we at least cleared the dis ­ placed threshold. What I had just witnessed was the hazardous attitude of resignation. The pilot had done a commendable job of dealing with the simulated engine fail­ ure until he broke off the steep spiral. At that point he forgot to account for the wind and for the increased drag of the gear coming down, and as he turned final, realizing his mistake, he gave up. He stopped flying the airplane. I cannot help but wonder how many accidents occur in just such a manner, or worse how many accidents result in fatalities because the pilot resigned him/herself to fate? I question how

many pilots fail to apply the antidote of

''I'm not helpless

ference" when confronted with the attitude of resignation? I know that many pilots, if not all of us, would tell ourselves (and any others who might listen) that we would keep flying the airplane in an emergency until there was nothing left but a smoking hole. But the specter of speculation rises in my brain; for I have seen pilots who have made such declarations exhibit resignation on al­ most every flight they make. How many pilots revert to resigna­ tion whenever they have to land? They get within a few feet of the runway and

to apply full

I can make a dif­

then resign themselves to the outcome. As long as they can walk away and still use the airplane they consider it a great landing. To my observation they cer­ tainly stopped flying the airplane when they got close to the runway. At that point reSignation took over and they were content with the outcome as long as the aircraft remained on the runway and didn't get damaged. There are three steps to be taken in dealing with hazardous attitudes. The first step is to recognize that you have the attitude in the first place. The sec­ ond step is to learn the antidote to the attitude. The third, and most difficult step is to apply the antidote. Whereas most of us might very well "keep flying the airplane" until there is nothing left but a smoking hole, it becomes a little more difficult to "make a difference" when you've come down final a little too hot. Now as you float down the runway, slowly drifting to one side be­ cause of the crosswind, do not resign yourself to a sloppy landing. Keep fly­ ing! Get the windward wing down; kick in a little opposite rudder. Land on the windward main, then the leeward main. Or better yet, GO AROUND and

be on target and on speed on the next approach. Make a difference! Hazardous attitudes are an insidious danger. They are difficult to recognize in the first place, and it is even harder, at times, to apply the proper antidote. Do­ ing so will go a long way in helping us make the transition from being just good


to being GREAT pilots. I hope

you are making the effort. I know I am. Doug flies a 1947 PA-12. He is the 2004 National Certificated Flight In­ structor of the Year. Visit his website:




BY E.E . " BUCK" HILBERT , EAA #21 VAA #5 P.O. Box 424, UNION , IL 60180

Take the pledge

Shoulder Harnesses!

424, UNION , IL 60180 Take the pledge Shoulder Harnesses! Back when EAA was not as

Back when EAA was not as large an organization as it is today, when Paul Poberezny had a handle on everything that went on, one of the blanks on the membership application was a shoulder harness pledge . As an EAA member you advocated the installation of shoul­ der harn esses in your airplane, be it a homebuilt or a standard airworthi­ ness airplane. Well, somewhere along the lin e, that pledge faded away. Was it the sticky wicket the FAA Airworthi­ ness Inspectors made about unauthorized in­ stallation of equipment, or did we just ignore the situation? Not too long ago, there was a loosening up of the regulations, and the instal­ lation of the sho ulder harness has now become a minor item, as far as docu­ menting it in the logs. You can go to your friendly supplier of seat belts and harnesses, buy a neat new set that comes complete with installation instructions, and have them put in the airplane, and all the airframe and powerplant (A&P) mechanic has to do after the installation is a logbook entry. Pretty simple, eh? Sure, it'll cost a couple of bucks, but when you think about how the altimeter could make an imprint

on your forehead and how much it would take to erase that imprint

after th ey fix your nose and fit you

with new teeth, maybe that couple

of bucks would be worth it.

is adamantly in favor of the five ­

point harness, stating that he had seen where victims had "sub­ marined" and slid out from under the seat belt and diagonal harness. High wing or low wing didn't seem to make any difference, nor did a padded instrument panel help. The incidents he spoke of were in both agri­ cu ltural spray planes and everyday trainers. The crash-proof survival-struc­ tured cockpits and the five-point harnesses in­ stalled in the ag planes came out way ahead, in his opinion. No argument will fore­ sta ll serious injury! There just isn't any excuse that can offset the benefit of savin g you from getting hurt or dead. You can still reach th e controls, and once airborne and in cruise, you can loosen up the harness to where you're comfortable. Just cinch it up again when you enter the pattern for landing or if an emergency is loomin g. Let's get back to the "old days" and take the shoulder harness

pledge. As the o ld "The life yo u save own!" Over to you,

As the o ld "The life yo u save own!" Over to you, While I was
As the o ld "The life yo u save own!" Over to you, While I was

While I was thinking about this subject, I talked to a retired FAA accident investigator. He told m e that during his tenure as an investigator, he saw more than 20, yes 20, accidents where the aircraft was repairab le, b ut both occupants di ed from head injuri es when they smacked the pan e l. He

saying goes, may be your



(( ~t<CIC-


FLY-IN CALENDAR Th e following list of coming events is furnished to Ollr readers as a

Th e following list of coming events is furnished to Ollr readers as a matter of information only and dues not coYlStitute approval, spoYlSorship, involve­ m ent, control or direction of any event (fly -in, sem­ inars, fl y market, etc.) listed. To submit an event,


I~ O. Bo x 3 08 6, O s hko s h , WI 54903-3086. Or e ­ mail the information to: Informati on sh ould be received four m ontll s pri or to

the event date.

the information via mail to: Vintage A irplane,

JUNE n-l 3-Gain esville, TX-

Gainesville Muni c ipa l

Airport (GLE). Texas Ch. Antique Airplane Assoc.

41 st Annual Fly-In . Info: jim 817-468-1571.

JUNE l2 -

G h e nt , N Y-

Klinekill Airport (NY1 ), EAA

JULY 28- 0 shko sh , WI -

Vintage Airc raft

Association Picnic during AirVe nture 2004 .

Wednesday evening . 'll1e tram will start taking peo­

pl e fro m th e Red Ba rn o ver to th e Na ture Ce nte r at

5:30 pm. Tickets must be purch ased in adva nce a t

th e VAA Red Barn. Eac h yea r h as bee n a se ll -o ut ,

purcha se your ti ckets as soo n as yo u arrive o n sit e!

The meal will be cat e red by the sa me grea t coo k as

th e past few years. Type Clubs may purchase tic kets

for their group and we will reserve ta bles fo r those clubs who wish to sit togeth er. Info: Th eresa Books, 920-420-6 110 or tbooks@eaa.urg.

JULY 3D- Oshkosh, WI -

US Mo th Club Annual

Dinn e r during AirVenture 2004. Pi o n ee r Inn n ear

Lake Winnebago . Coc kt a il s 6:30

pm . Direction s di stribut ed durin g Mo th Forum Frida y m o rnin g o r by email. Please RSVP t o:

St eve Be t zle r, sbetzl eT@empirel evel. com.

pm , dinn er 7:30

AUGUST l3-1S-Aliian ce, OH - Alli an ce -Ba rbe r Airport

(2 01 ) . 6 th Annu a l Ohi o Ae ro n ca Av ia t o rs Fl y -In.

Bre akfas t Sat & Sun . 7-11am b y EAA C h . 82.

Primitive camping o n fi e ld , loca l lod g in g ava il­ able. All welcome . Info : 2 16-337-5643, bIVma tz lla, o r IVwlV.oa afly- ill. com .


adilla c, MI - Wexfo rd Co unt y Airpo rt

(C AD), Fly-ln / Drive- In Brea kfa s t , EAA C h. 6 78.

Info: 231-779-8113, idpa s/lllri@llOtmail.


AUGUST 2l-Newark, OH-

Newa rk-H eath Airpo rt

(VTA). EAA Ch. 402 Fly-In Br ea kfa s t. Info: To m,



. 146 Summ e r Fly-In Pancak e Breakfas t , 8: 30­

740-587 -2312, tm c@alillk. colII .


oo n , $5. Fl y- in o r drive-in , all w e lc o m e

. (G a s


Broomfield, CO-j efferso n Count y

availabl e at Columbia County Airport, I BI.)

Rain date 6/13 . Info: 518- 758-6355 or

Airpo rt. 8th Annu a l j e ff Co Av iati o n Assoc. Fl y -In ,

7a m-n oon. Trop hi es award ed in 9 cl asses.

IVIVIV.eaa 146 .org.

Dra wing for a fr ee fli g ht in Di c k j o n es T-6 . Info:

JUNE l2-l3- Ft . Pi e rce, FL-

St. Lu c ie County Int ' l

Da ril 303 -4 23-984 6.

Airpo rt. First Annu a l Win gs ' n Wh ee ls Air Sh ow,

AUGUST 22-Madi so n , WI -

Bl ac kha w k Air po rt

(8 7 Y).

pr ese nt e d b y Vi c t o r y C hildre n ' S Hom e .

Brat & Bea n Fee d.

11 am -

3 pm . Info: jim , zfli­

Brat & Bea n Fee d. 11 am - 3 pm . Info: jim , zfli­

JUNE 18-20

Golden West EM Regional Ay-In Marysville, CA (MYV)

JUNE 26-27

Rocky Mountain EM Regional Fly-In Front Range Ai rp ort (FTG) Watkins , CO

JULY 7·11

Northwest EM Fly-In Arlington, WA (AWO)


EM AirVenture Oshkosh Oshkosh, WI (OS H)


Virginia State EM Fly-In Petersburg, VA (PTS)


Southeast EM Regional Fly-In Evergreen , AL (GZH)


Spec tacular di spla ys in th e air and o n th e

g ro und , fr o m vintag e to mo d e rn and militar y vehi cles. A two-day

da y a irc raf t ent ertainm ent

AUGUST 27-29- Matto o n , IL-Co les Co unty Airpo rt (MTO ) . 2004 Lu sco mb e Fl y-In. Fo rum s,

Copperstate EM Regional Fly-In Phoenix , AZ (A39)

eve nt fo r th e wh o le famil y. 9am-5pm , $7 a dult s,

Lu sco mbe


sh o wer, ca mpin g, e lec tri cal

$3 c hildre n. Info: 1-800-804-5445 , o r


$50 dista n ce awa rd . Info : j e rry 2 17­

SEPTnlBER lS- Ba rtl esv ille, O K-48 th Annu a l

wWIV.s l clVi" gsa"dlVheels.col1l.


Tul sa Regio n a l Fly-In. Info : C harlie Harris 9 18­

JUNE l3- Nottin gham, UK-Nottingham


AUGUST 27-29- Susse x , Nj -

Su ssex Air sh o w.


Airport. Today's Pilot 2004 Fly-In. Sat evening party

fo r ea rl y arrivals.

Ca mping availabl e. Info: 44 0 1780

75513 1 o r Stephell .bridgewatel@keYP"blishing.col1l. JUNE l6-1S- Loc k Ha ve n , PA-19th Annual

Expe rimentals, Ultralight s, Wa rbird s. Info : 973­ 875-7337 or IVwIV.5l1ssexairportin AUGUST 28- Niles, MI - j erry Ty ler Mem o rial Airpo rt (3TR). VAA Ch . 35 will h os t it s annu a l Co rn and

SEPTnlBER l 8-Gh ent , NY- KJin ekili Airport (N YI), EAA C h . 14 6 Fa ll Fly -In Pa n cak e Breakfa st , 8 :30­

n oo n , $5. Fl y- in o r d ri ve -in , all we lc o m e. (Gas

av a il a bl e a t Co lu mb ia Coun ty Airport , lBI. ) Ra in


n t im e ntal j o urn ey t o Cub Ha ve n 2004 . Fl y in ,

Sausage Roast, l1am- 3pm. Coffee a n d do nut s fo r


ate 9/19. Info: 5 18 -758-6355 o r wIVIV.eaa l 46.o rg.


ive in , camp . Info: 5 70-893 -4200 o r i2atb@kcl/ et. org.

earl y arrival s. Rain Date: 8/29. Info: Le n , 269 -68 4­


lS-lS- Roc k Fall s, IL-W hit es ide Coun t y

June 17-20- Kn oxvill e, lA-Bell a m y Fi eld , (O XV). Erco u pe Ow n e rs Club 2004 Nati o nal Co n ve nti o n .

Info : Mik e, 5 15-28 7-3 840 , ppcmik e@hotm ail .com .

SEPTnlBER4-Mari o n , IN-14th Annual Fl y-In C rui se­

In , Ma ri o n Muni cipal Airpo rt. Eve nt features

Airp o rt (SQI ). No rth Ce ntra l EAA "O ld

Fas hi o n ed " Fly-In . Fo rum s, ke t, ca mpin g, awa rds, food

wo rks h o ps, fl y-m a r­ & ex hibit o rs. Fun fo r

Full info a t IVww.ercollp

und e r 2004


ntiqu e, class ic, co nt e mp o ra ry, h o m e built, ultr a­

th e e ntire fa mil y. Free admi ss io n fo r a ll. Su nday,

Co n ve nti o n butto n .


g ht , & warbird a irc ra ft a nd vi ntag e ca rs, tru c ks,

Sept. 19 th Sup e r Co untr y Brea kfas t. Pan ca kes,

JUNE 17-20-Middl etown, OH- (MWO) 12th Nat 'l


o to rcycl es , and tra c t o rs. Pa n ca ke

Brea kfas t.


a m, sa usage, eggs, fruit cup , juice, co ffee, a nd

Ae ro nca Assoc. Convention. Air Force Mu se um

milk . In fo: wIVw . ll ceaa. OI g.

a nd

Ae ron ca plant tours. Aeronca aircraft judging

IVlVw.Flyl"Cn,i selll.


SEPTEMBER 23-26- EI Ca jo n , CA-G ill es pi e Fi e ld .

a nd award s, Aeronca fomms, banqu et with speak­

SEPTEMBER 4-Pros se r,


EAA C h . 39 1's 21 s t

22nd Annual West Coas t Tra vel Air Re uni o n.

ers. All welco me. Info: 216-337-5643, or

Annual Labor Day Wee ke nd Posse r Fl y-In. Info:

Info : Ha rry, 6 19-583-0 75 8.

bIVlllll tz



SEPTEMBER 2S-H a n ove r, IN- Lee Bottom Fl yi n g Fi e ld

JUNE 26-G a rdn er,

KS-Gardner Municipal Airpo rt

SEPTnlBER 4-Zan e svill e, OH-Pa

rr Airp o rt. EAA C h.

(641 ). Woo d , Fab ri c, & Ta il w h ee ls Fl y-In. Th e

(K34). Grea ter

Kan sas

City Vintage Aircraft Fly-In.


Fly-In, Drive-In . 8 am pa n cak e, sa usage, egg

nam e says it alL .come an d see us, yo u ' ll be

Enjoy vintage aircraft at the "Greatest Little Airpo rt in Kan sas!" Info : jeff, 81 6-363 -635 1,

JUNE 26- Prosse r, WA- EAA C h. 39 1 Fl y -In Breakfa s t. Info: 509 -735 -1 664 .

JUNE 26-27- Airp o rt

BowJin g Green , OH-Wood Coun ty (1 GO) C h . 58 2 Plan e Fun 2004 . Yo un g

Eag les, pa n ca ke breakfa sts, aircraft di spla ys, pil o t

breakfast. Lunch se rv ed II a m-2 p m. Info: 740­


SEPTnlBER 4-6-- C1eve land , O H-Burk e La ke fr o nt Airport . 2004 Cl evela nd Na t' l Air Sh ow. Exc itin g

ai r sh ows and displa ys. Fini sh line fo r U.S. Air

Race In c's Nat ' l Ai r Ra ce a nd Ai r C rui se (CA to

C leve land) celebra ting th e 75 th Anni ve rsa ry o f

Cl eve

land's Nat ' l Air Ra ces o f 19 29. Info: 2 16 -781­

ama zed h ow fr ie ndl y a nd la id ba ck "our fa mil y"

is. Foo d and ca m p in g ava il a bl e . A ce rtifi ed h a lf­

fa st a ircra ft asy lum (ce rtifi ca te # 1). Info: 8 12-866­

3211 or IVIvw.leebottom.colII .

SEPTnlBER 25-26-Nas hu a, NH-Bo ire Field, adj ace n t

to th e Co llege. Da ni el Webste r Co ll ege 2004

Av ia ti o n Her it age

ti es. Adult admi ss io n is $ 15, childre n 6-1 2 are $7,

Fes ti va l. Ai rcr af t , spe ak e rs, activ i­


rum s, a ntiqu es, warbirds, h o mebuilts, a nd

aut o


or wlvw.clevehmriairsllOlV.cOIII.

and c hildr e n und e r 5 ge t fr ee ad mi ss ion . Sp eCial


sp lays. 9am- 5 pm bo th da ys. Info: j o hn , 41 9­


sco unt s fo r fa mili es, se ni o rs,

ve teran s, and


SEPTnlBER 6-l2-Gal esburg, IL-Galesburg Municipal Airp o rt (GBG) 3 3 rd Nat ' l St ea rman Fl y- In.


Eve rything St earman!


robatic, formation,

Fun a nd cam a rad e ri e.

sh o rt-field takeoff and

groups. Info: 603-577-6625 or OCTOBER l-3-Pottstown, PA- Pottstown Municipal

JULY 4-Mt. Mo rri s, IL-

Ogle County

Airport (C55 ).

Airport (N 4 7), Be ll a n ca-C h a mpion Club Eas t


gl e Co unty Pilots and EAA Ch. 682 Fl y-In

spot-landing contes ts. Aircra ft judging a nd

Co as t Fl y -In. Info: 5 18 -731- 6800 ,

Brea kfa st. 7am -n oo n. Info : 815-732-72 68.


awards. Technical se min a rs.

Airc raft parts & sou­

JULY l O-G a in esvill e, GA-

(GVL) EAA Ch . 6 11 36 th


nirs for sal e. Dawn patrol a nd brea kfast.

Annu a l C ra c ke r Fl y -In. 7:30 am Pan c ak e Brea kf ast

& Fl y -In. jud g in g in seve ra l c at ego ri es, trophi es,

food & drinks . All da y fun fo r th e

e ntire famil y. Info: 77 0- 53 1-0291 or

awa rd s, rid es,

IVIvw. eaa6 1l .org.

JULY 17-Za n es vill e, OH -

Parr Ai rport. EAA C h . 4 25


br eakfa st.

y- In , Dri ve -In. 8 a m p a n cak e, sau sa ge a nd egg

Lun c h se rv e d 11 a m-2 pm . Info : 740­


JULY lS- Al go n a, lA-

Algon a Municipal Airpo rt.

Al go n a Pil o t s Assoc iation Fly-In . 6 am-I pm.

Info: Dean 5 15-33 2-4012.

Lunch-time f1 yo ut s. Pi zza p a rt y. US.O . s h o w. Anual banqu et. Info: Be tty 309 -343-6409,

s tearm a n@s t earman(1 yi". co m , o r wlvw.stearmanflyin .com.

SEPTnlBER n-12 -

Bay p o rt , NY-B roo kh ave n Ca la b ro

Airp o rt. Annual Fl y-In o f th e Antiqu e Airpl a n e

C lub o f Gr eate r Ne w Yo rk. Awa rd s fo r va ri o u s

ca t ego ri es, fl ea m a rk e t , h a n ga r party. Info: Roy

63 1-589-03 74. SEPTEMBER l2-Mt. Mo rri s, IL- Ogl e Co unt y Airpo rt (C5 5 ). Ogl e Count y Pil o ts a nd EAA C h. 68 2 Fl y ­

In Breakfast. 7am-n oon . Info: 8 15-73 2-72 68.

OCTOBER 2-3-Midl a n d, TX- Midland Int ' l Air po rt ,

AIRSHO 2004 , Comme m o ra t ive Air Fo rce HQ. Info : 432-563 -1 000, es t. 223 1 o r

pll bli crelations@Cafl 'q·o rg. \

OCTOBER l3-l7-

Tull a hom a,

Bo n a nza. Spo n sored by

Fo und a ti o n , Tw in Beec h 18

Bo n a nza-Ba ro n Mu se um . Own e rs and e nthu sias ts

w elc o m e . Info: 93 1-455 -1 97 4 .

TN- Beec h Pa rty 2004, A

th e

Stagge rw ing Mu se um SOcie ty, a nd

NOVEMBER 4-M adi so n , WI -B lac khawk Airp o rt (S7Y) . EAA Ch. 93 An n ua l C hili Fly-In . 11 a m ­

2:00 pm . Info: jim zfl i er(glaol. colll.




June 11 - 13 Denver, CO
11 - 13
Denver, CO
June 25-27 Griffin, (iA • TIG Welding Atlanta area June 25-27 Lakeland, FL • RV
June 25-27
Griffin, (iA
• TIG Welding
Atlanta area
June 25-27
Lakeland, FL
RV Assembly
Sun 'n Fun Campus
August 28- 29
Arlington, WA
• Introduction to Aircraft Building
• Sheet Metal Basics
• Composite Construction
• Electrical Systems and Avion ics
September 10-12
Corona, CA
• RV Assembly
LA area
September 10-12
Griffin, (iA
• RV Assembly. TIG Welding
Atlanta area
September 25-26
Denver, CO
• Introduction to Aircraft Building
• Sheet Metal Basics • Fabric Covering
• Composite Construction
• Electrical Systems and Avionics









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sue. Classified ads are not accepted via phone. Payment must accompany order. Word ads may be sent via fax (920-426-4828) or e-mail ( 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 ad­ vertising correspondence to EAA Publications Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086

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BABBITT BEARING SERVICE - rod bearings, main

bearings, bushin9s, master rods, valves, piston

rings . Call us Toll Free 1/800/233-6934, Website VINTAGE ENGINE MACHINE WORKS, N. 604 FREYA ST. , SPOKANE, WA 99202 .


Airplane T-Shirts 150 Different Airplanes Available WE PROBABLY HAVE YOUR AIRPLANE!



A Website With The Pilot In Mind

(and those who love airplanes)

Warner engines. Two 165s, one fresh O.H., one low time on Fairchild 24 mount with all acces­ sories. Also Helton Lark and Aeronca C-3 project. Find my name and address in the Officers and Directors listing and call evenings. E. E. " Buck" Hilbert .

Flying wires available. 1994 pricing. Visit www.f/ or ca1iSOO-517-9278.

For Sale - 1939 Spartan Executive, 3500TT, 10 SMOH. 214-354-6418.

Sensenich Model 73 BR 44 with front plate Fits an Aeronca Sedan, etc. (wood), excellent condi­ tion, $600 . McCauley 1B90CM70 40 prop, Maxwell record, experimental, $400. Don Ma­ cor, Phone/Fax 218-723-1126 - Duluth, MN

LAWSON AIRCRAFT - Chapter 651, Green Bay, WI is in search of plans for the MT-2 Lawson Tractor trainer which was built in Green Bay, WI in 1918. 920-465-0083, E-mail: cncis/

5 Smithsonian pictures with fabric sample. Mu­ seum wood framed and matted. Picture 9x11 ,

16x21 . CURTISS N.C.-4 , BLERIOT XI , AL­

BATROS Ova., FOKKER EX, DOUGLAS WORLD CRUISER, $100 each, plus shipping. 952-997­

6797, E-mail:





Membership Services Directo~y-






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




Phone (920) 426-4800

Fax (920) 426-4873



E-Mail: vintage @

Espie "Butch" joyce

George Daubner


N. Regional Rd.

Greensboro, NC 27409

2448 Lough Lane Hartford, Wl 53027

EAA and Division Membership Services

Flight Advisors information





FAX 920-426-6761

(8:00 AM-7:00 PM

• New/renew memberships: EAA, Divisions (Vintage Aircraft Association, lAC, Warbirds),

MDnday-Friday Csn

Flight Instructor infDrmation Flying Start Program Library Services/Research Medical Questions






Treasurer Charles W. Harris 7215 East 46th St. Tulsa, OK 74147


Steve Nesse


Highland Ave.

Albert Lea, MN 56007

National Association of Flight Instructors




Technical Counselors Young Eagles Benefits AUA Vintage Insurance Plan EAA Aircraft Insurance Plan Term Life and Accidental



• Address changes

• Merchandise sales





• Gift memberships



Steve Bender

Dale A. Gustafso n

Programs and Activities

Death Insurance (Harvey Watt & Company)


Brush Hill Road

7724 Shady Hills Dr.



Sherborn, MA 01770


sst lO@comcast,net


IN 46278

EAA AirVenture Fax-On-Demand Directory ·


FAX 920-426-4828

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• Submitting article/photo

David Bennett P.O. Box 1188 Roseville, CA 95678

Jeannie Hill


• Advertising information

P.O. Box 328


Harvard, IL 60033·0328

Chapters: locating/organizing. 920-426-4876




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john Berendt

Steve Krog 1002 Heather Ln. Hartford, WI 53027

• EAA Scholarships

Financial Support



Echo Point Rd.


Cannon Falls, MN 55009



mj bfchld@rconnect,com


Robert C. "Bob" Braue r

Robert D. " Bob" Lumley 1265 South 124th St. Brookfield, WI 53005




S. Hoyne


Chicago, IL 60620



Membership in the Experimental Aircraft Associ­

AVIATION magazine nDt included). (Add $15 for Foreign Postage.)


ation, Inc. is $40 for one year, including 12 issues of


Dave CJark

635 Vestal Lane Plainfield, IN 46168

Gene Morris

5936 Steve Court


Roanoke, TX 76262

SPORT AVIATION. Family membership is available for an additional $10 annually. Junior Membership (under 19 years of age) is available at $23 annually. All major credit cards accepted for membership. (Add $16 for Foreign Postage.)

Current EAA members may jDin the EAA War­

birds of America Division and receive WARBlRDS magazine for an additional $40 per year.


john S. Cope land

Dean Richardson

1A Deacon Street

1429 Kings Lynn Rd Stoughton, WI 53589


Northborough, MA 01532


Current EAA members may join the Vintage

Aircraft Associaton and receive VINTAGE AIR­ PLANE magazine for an additional $36 per yea r.

EAA Membership, WARBIRDS magazine and one year membership in the Warbirds Divi­ sio n is available for $50 per year (SPORT AVIATION magaZine nDt included). (Add $7 for Foreign Postage.)



copeland l

Phil Coulson 28415 Springbrook Dr. Lawton, MI 49065

Geoff Robison

1521 E. MacGregor Dr. New Haven, IN 46774


EAA Membership, VINTAGE AIRPLANE magazine and Dne year membership in the EAA



Vintage Aircraft Associati on is available

per year (SPORT AVIATION magaZine not in­ cluded). (Add $7 for Foreign Postage.)

for $46

Current EAA members may add EAA SPORT PILOT magazine for an additional $20 per year.

EAA Membership and EAA SPORT PILOT


Roger Gomoll

S.H. "Wes" Schmid 2359 Lefeber Avenue Wauwatosa, Wl 53213

8891 Airport Rd, Box C2 Biaine, MN 55449






Current EAA members may join the Interna­ tional Aerobatic Club, In c. Division and receive SPORT AEROBATICS magazine fDr an addi­ tiDnal $45 per year. EAA Membership, SPORT AEROBATICS magaZine and one year membership in the lAC Division is available for $55 per year (SPORT

magazine is available for $40 per year (SPORT AVIATION magazine not included). (Add $16 for Foreign Postage.)


Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars. Add required Foreign Postage amount for each membership.





Gene Chase

E.E. "Buck"



Carlton Rd.

Osh.kosh, WI 54904

P.O. Box 424 Union, IL 60180

Membership dues to EAA and its divisions are not tax deductible as charitable contributions.

Copyright ©2004 by the EM Vintage Aircran Association All rights reserved.

VINTAGE AIRPLANE (ISSN 0091·6943) IPM 40032445 is published and owned exclusively by the EM Vintage Aircran Association of the Experimental Aircran Association and is published monthly at EM Aviation

P.O. Box 3086, Oshkosh, Wisconsin 54903·3086. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to EM

Vintage Aircran Association. P.O. Box 3086, Oshkosh, WI 54903·3086. Return Canadian issues to Station A. PO Box 54. Windsor. ON N9A 6J5. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail, ADVERTISING - Vintage Aircraft Association does not 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 POLlCY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the

contributor. No renumeration is made. Material should be sent to: Editor. VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI 54903·3086. Phone 920/426·4800. EM® and SPORT AVIATIO~, the EM Logo® and Aeronautica 1U are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and service marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohibited. The EM AVIATION FOUNDATION Logo is a trademark of the EM Aviation Foundation, Inc. The use of this trademark without the permission of the EM Aviation Foundation, Inc. is strictly prohibited.

Center, 3000 Poberezny Rd


NEWS continued from page 3

which will be ratified at the annual business meeting held during EAA Air­ Venture Oshkosh 2004. Notice is hereby given that an annual business meeting of the members of the EAA Vintage Air­ craft Association will be held on Monday, August 2, 2004, at 9:30 a.m. COT in the tent next to the VAA Red Barn headquarters during the 51st an­ nual convention of the Experimental Aircraft Association Inc., Wittman Re­ gional Airport, Oshkosh, Wisconsin. Notice is hereby further given that the annual election of officers and directors of the EAA Vintage Aircraft Association will be conducted by ballot distributed to the members along with this june is­ sue of Vintage Airplane. Said ballot must be returned properly marked to the Bal­ lot Tally Committee, Vintage Aircraft Association, P.O. Box 3086, Oshkosh, WI 54903-3086, and received no later than july 22, 2004. The Nominating Committee submits the following list of candidates: for president, Geoff Robi­ son; for secretary, Steve Nesse; for directors (eight total), Steve Bender, jeannie L. Hill, Espie M. "Butch" joyce, john Berendt, Robert D. "Bob" Lumley, David A. Clark, Dean A. Richardson, Steven L. !<rog.

Rolls-Royce Sponsors National Aviation Heritage Invitational

The National Aviation Heritage In­ vitational comes alive through the efforts of Rolls-Royce North America, the Smithsonian Institution's Na­ tional Air and Space Museum and the National Aviation Hall of Fame. The 2004 bi-annual competition begins with Eastern Regional at the Dayton Air Races and Air Show, Day­ ton, Ohio, on july 15-18, 2004, and the Western Regional on September 16-19,2004, in conjunction with the Reno Air Races, Reno, Nevada. The Invitational allows vintage and military aircraft owners and re­ storers to showcase the pinnacle of their hard work. Visitors walk away with a piece of times gone by in their hearts and minds as they admire the beautiful symbols of the past. Aircraft operators, restorers and owners of fully restored vintage aircraft in origi­

nal flying condition can enter either Invi­ tational in one of three entry categories:

Antique (early aircraft to 1935); Classic (post 1935); and Military (all warbirds). Each aircraft must be 45 years old, or older, to compete in the Invitational. En­ trants will compete to win first place in-category, the "People's Choice Award" by majority popular vote and the presti­ gious first -in-competition trophy, the Rolls-Royce Aviation Heritage Trophy. "Rolls-Royce is proud to recognize and honor the preservation of our nation's aviation treasures at the tWice-yearly Invitational," said james M. Guyette, president and CEO of Rolls-Royce North America. "This year, Rolls-Royce celebrates its own 100th year-98 of them in the United States and we plan to be a part of avi­ ation history for at least 100 more." "Through Rolls-Royce, the Smith­ sonian and the National Aviation Hall of Fame, our common goal is to preserve aviation history and bring together all the elements," said Ken Perich, vice president, market devel­ opment, Rolls-Royce North America. "These three great partners are all looking for the same thing-to pre­ serve our aviation heritage." Each year inductees from the Na­ tional Aviation Hall of Fame join sponsors in presenting the presti­ gious awards. Past presenters include Neil Armstrong, jim Lovell, Paul Tib­ bets and Bob Hoover. "When people come to see the air­ craft, they are seeing the finest examples of restoration in the coun­ try," said Perich. judges look at the detailed aspects of the aircraft, docu­ mentation and degree of difficulty in overall restoration. The winner of each invitational is presented with the extraordinary six­ foot Rolls-Royce Aviation Heritage Trophy. When not actually being pre­ sented, the impressive trophy is on display at the National Air and Space Museum's Udvar-Hazy Center, where the winner's name and the name of the restoration facility are engraved on a plaque placed on the trophy. For application information, visit, or phone jen­

nifer Ratza at 703-621-2784.

Helio Couriers at AirVenture

Fifty years ago, Helio aircraft serial number 001 rolled off the production line at Bedford, Massachusetts. Over the years the Helio has claimed its own place in aviation history! It was the Harrier jet of its day. It remains one the safest aircraft ever built. And the lore surrounding it is as interesting as the plane itself. It served with distinction in the U.S. Army and U.S. Air Force and also made a name as one of the premier mission airplanes. We will be celebrating the anniver­ sary with owners from around the U.S. and many who are well known in the Helio community, including the own­ ers of the Helio Aircraft Company, our friends from jAARS Inc. and others. At AirVenture Oshkosh 2004 there will be seminars on STOL flying and proper aircraft maintenance from the leading experts. The airplanes will be parked in the Type Club parking area, just to the south of the Hangar Cafe. For more information and a sched­ ule of events visit or call 704-523-0791.

Notice of Annual Business Meeting

In accordance with the Fourth Restated Bylaws of the Experimental Aircraft Associ­ ation Inc., notice is hereby given that the Annual Business Meeting of the members will be held at the Theater in the Woods on Sunday, August 1, 2004, at 1 p.m. at the 52nd Annual Convention of the Experimen­ tal Aircraft Association, Inc., Wittman Airport, Oshkosh, Wisconsin. Notice is further given that the election will be held as the first item on the agenda at the Business Meeting. Five Class III Di­ rectors (three-year terms) and one Class IV Director (three-year term; who resides within 50 miles of Oshkosh) shall be elected. In accordance with the Fourth Re­ stated Bylaws of the Experimental Aircraft Association Inc., the Nominating Commit­ tee has submitted the following candidates:

Class 1/1

Curt Drumm

Susan Dusenbury

Bill Eickhoff

Bob Gyllenswan

Vern Raburn

Barry Valentine

Class IV

Louie Andrew

Curt Drumm

Alan Shackleton, Secretary, EAA Board of Directors

Robert Lett

Dallas, TX

• Began flying at 17 years old

• la-year Navy carrier pilot in a Prowler

• Captain with Southwest Airlines

• Type 737 and King 350

• Aerospace engineer

"I've had my Spartan insured with AUA, Inc.

for four years. All I can say is Great Insurance."

- Robert Lett

-~, ~""
say is Great Insurance." - Robert Lett -~, ~"" Lower liab'li • and Hull premiums No

Lower liab'li

and Hull premiums No hand-propping e clusion


yjn!telfl!.~jlr:crlattAssociation Insurance Program

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saved enough on my new truck to pay for a lifetime EAA Membership and a new GPS!"

R.G., EAA Member New Jersey

EAA is proud to offer their members the opportunity to save on the purchase or lease of Ford, Lincoln, Mercury, Mazda, Volvo , Land Rover and Jaguar vehicles.

You can save hundreds, even thousands of dollars!

In more ways than one , it pays to be an EAA member. Take advantage of the Ford Partner Recognition Vehicle Discount Plan. The simple way to save money on your next vehicle purchase.

Get your personal identification number (PIN) from the EM website ( by clicking on the EM/Ford Program logo. You must be an EM Member for 1 year to be eligible . This offer is availab le to residents of the United States and Canada. Certain restrictions apply. Please refer to or call 800-846-3612.

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