Vintage Airplane - Nov 2004

8/20/2019 Vintage Airplane - Nov 2004

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2/36

N E

VOL 32, No.

2 4

COVERS

FRONT OVER

For many years, Butch Walsh has

10

been "the man" when it comes to Stinson res·

torations. This particular 108·2 was awarded

the

EAA

Grand Champion Classic Lindy award

at

EM

AirVenture Oshkosh 2004.

EM

photo

by

Paul Bowen.

CONTENTS

BACK COVER Back Cover: "Big Bend Excursion"

2

VAA

News

is the title

of

EAA Master Artist George Grant's

acrylic painting of a Mexican border region

scene that features the intrepid pilot

of

an

4 Reminiscing

with

Big Nick

Army PT·3 giving a joyride to his sweetheart

Reprinted from Vintage Airplane]uly 1974

along a ridge

of

the Chisos mountains, with

Elephant Tusk mountain in the background.

by

Nick Rezich

Big Bend Excursion is

on

display at the

EM

AirVenture Museum, as part of the

EM

Sport

8

The Vintage Instructor

Avi

ation Art Competition.

You

can reach George

Sport pilot is here!

A Grant at 42 S Judd Street, Fort Worth,

Texas 761 8 , phone 817·246·3239.

by Doug Stewart

9

Pass It to Buck


3/36

G OFF

RO ISON

PR

IDENT VINTAGE AIRCRAFT ASSOCI ATION

It's now October here in northern

Indiana, and this

is

by far my favorite

time of

the

year to

fly.

For too many

years

the 120 s annual inspection

came due about this time, and I was

usually

somewhat

shortchanged on

the enjoyment of the fall colors, and

the improved performance of the air

craft at cooler temperatures. Last year

that all changed when I had an exten

sive annual performed on the old girl,

and that annual

is

due in January, so

I can now return to the low and slow

pleasures of fall flying without inter

ruption. It has also afforded me

an

ad

ditional opportunity to attend several

local

fall

fly-in events close to home.

I t has been

an amazing

time for

sport and recreational flying with all

the recent aviation events in the na

tional news that included the rolling

out of the new sport pilot

and

light

sport aircraft rule. A number of vin

tage aircraft

meet

the

standards

set

by

the

FAA for light-sport aircraft.

Take a look at

the

list at

www spartpi-

lat arg by clicking on the Light Sport

Aircraft

heading

on

the tan

header

bar. Then click on Standard Category

all flying

the fall colors go by in

the

Champ as

compared

to

the

120? Anybody got

any better ideas for me?

Yet

another

exciting news

story

were

the recent

flights of

Space

ShipOne

in its endeavor to win

the

Ansari X Prize. What other bunch of

nuts

but aviation

nuts

would

spend

$25 million to win $10 million? These

guys are awesome. I will forever re

member Mike Melvill's flight to space

when

the

aircraft rolled 29 times as

it rocketed through the atmosphere

to 62-plus miles above

the

surface of

the

Earth,

with

Mike looking more

like Sean

D.

Tucker

than

Neil Arm

strong Seriously though , this was a

truly historic moment in our time on

this

earth.

Think about it-civilian

personnel putting a manned flying

machine into space, and returning to

a safe landing. Wow It is difficult

to

imagine what may come

next

from

Mojave

and

the

fine folks

at

Scaled

Composites. Congratulations to the

whole

team

on the

X Prize win. We

are all extremely proud to have you

as fellow EAA members.

I spoke again in last month s col

phabets weighed in . Hopefully, this

little lesson in humility will generate

more carefully thought-out proposals

by

our other

elected officials

who

may

also choose to propose additional re-

strictions

on

general aviation in

the

future

. It was

particularly

trouble

some to me

that

this legislator chose

the

anniversary of September 11 to

submit this ominous bill. Jus t when

will these guys get it. GA aircraft are

not the threat to be concerned about;

the Transportation Security Adminis

tration has said it, and it continues to

say it with great regularity.

Keep

your ear to

the

rail for

the

next train, as it's likely

not

far down

the tracks .

Be

mindful that speaking

out

in opposition to these issues is not

our only task as responsible GA pilots.

We

need to

fly

our aircraft with a great

deal of attention to the FARs and be

especially

mindful

of those pop-up

temporary

flight restrictions

(TFRs).

By

the time you read this column the

elections will be over,

and with that

the TFRs

will likely be somewhat di

minished

. One

of the

best ways for

our rights to free skies to be protected

http://www.spartpi/http://www.spartpi/


4/36

VAA and EAA Help

Create

New

Wiring Standards

On behalf

of EAA's

Govern

ment

Programs office

and

EAA s

Vintage Aircraft Association, VAA

Executive Director H.G. Frautschy

joined

nearly

two dozen other

members of ASTM Committee

F39 for

their

first

official

meet

ing.

The committee,

composed of

representatives of manufacturers,

end users,

aviation technicians,

and other interested aviation or

ganizations,

including the EAA,

VAA,

AOPA

and Aircraft Electron

ics

Association, has

been con

vened to help create, under the

auspices of ASTM

International ,

a set of

new standards

for general

aviation

electrical wiring system

design,

fabrication,

modification,

inspection, and maintenance pro

cedures and processes. Continued

airworthiness standards

will also

be addressed, as

standard

F39 will

become acceptable data to the

FAA. It will

be

a manual accepted

by

the

FAA

for use

by aviation

technicians

to

maintain

general

aviation aircraft.

Aging aircraft issues

related to

aircraft wiring

maintenance

and

repair

will be

an integral

part

of the new

standard.

Material

substitution lists will be current

and the standard

will

include

maintenance procedures and

Vintage Merchandise

The holidays are coming, and

the VAA has just what you

need

in

a unique gift for

your VAA

enthusiast

.

Please see the

ad

beginning on page 30 for a part

of

the selection

of

VAA gifts and

apparel

that

are available.

Don't

need a gift? Perhaps you traveled

all

the way

home and

realized

you didn't

buy

that shirt or jacket

you meant to pick up. You can

still

buy

that special item

You

can also visit www vintageaircra{t.

org for an even wider selection.

Give

EAA

Membership

Services

a call at 800-843-3612 to place

your order.

EAA

AirVenture

Shifts to

Monday Sunday Format

in

2 5

Acting

on

the results of member,

sponsor, exhibitor, and visitor sur

veys,

EAA

is

moving

EAA

AirVen

ture

Oshkosh

one day

forward be

ginning in

2005. EAA AirVenture

will run Monday-through-Sunday

instead of a Tuesday-through-Mon

day schedule. That means

EAA Air-

had not

worked

as well as hoped

for attendees or exhibitors, so we

wanted to improve

that

situation."

Complete details regarding

specific

highlights

and activities

at EAA AirVenture 2005

will be

announced

as

they

are confirmed.

FAA

Finalizing

Student

Sport

Pilot

Application

FAA Light-Sport Aircraft Branch

Manager Martin Weaver, confirmed

in early October that

while

the

new

application

form

to

become

a sport

pilot,

FAA

Form

8710-11 ,

Airman Certificate

and/or

Rating

Application-Sport Pilot, won't

be available

until January

1, 2005,

individuals

can

submit sport pilot

applications prior to that date.

To

do

so,

sport

pilot

applicants

will use

the

current FAA Airman

Application, Form 8710-1. However,

Weaver added

that

the

FAA

policies

and

procedures

required for

deSignated pilot examiners and

inspectors to issue

student

pilot

certificates won't be available until

November 15, 2004, so no action

will be taken

on any

applications

until those policies

and

procedures

are available.

He explained, "We do not cur

rently

have a policy

explaining

to

flight instructors what endorsements

are required to solo a sport pilot stu

dent, nor do we have the infrastruc


5/36

from EAA Aviation

Information

Services staff

at

free briefings at

EAA SportAir Workshops.

"Sport

Pilot-An

EAA

Member

Briefing"

sessions feature

EAA

experts who provide the latest

information, plus answer

any

questions

on the

new

rule.

To

see

the

schedule

of workshops,

visit

www sportpiiot org Those interested

in attending

must

pre-register by

calling

800-JOIN

EAA

(564-6322)

and request a reservation.

2005 V Calendar

Can

Still

e Ordered

The very

first

VAA

calendar,

created

by the

staff of

the

VAA and

published by Turner Publishing, can

still be ordered. Some of the aircraft

featured in the full-color, ll-by-17

inch

oversize wall calendar include

the Sikorsky 5-39, Waco QDC, and

Temco (Globe)

Swift.

Thirteen

different airplanes, at least

one

from each of the division s judging

categories,

are featured in the

calendar. Each airplane

photograph

was taken by EAA s award-winning

photography staff.

Due

to

the

interest

being

generated by this first-ever product ,

Turner has agreed

to

keep the order

lines open for as long as possible

before

the

calendar

is

published in

just a few weeks. For more on the

2005 VAA Calendar, please see the ad

ALFRED KELCH

1918 2004

We're sorry to report that our

2003

inductee into the

VM

Hall

of

Fame has

passed away after a brief illness at the age of 86 . .

AI became enamored with airplanes and aviators at

age

6 when

hiS

uncle

Percy Bricker bought a war surplus Curtiss Jenny and flew it to AI 's hometown

of

Lake View, Iowa. Even Uncle Percy's crash landing

of

the

Jenny

didn t

dampen his enthusiasm, although little AI was perturbed with his uncle for

wrecking his Jenny. . .

Everything that was mechanical was fascinating to him.

He

loved tinkering

with wood boats, antique cars, and airplanes. Airplanes were right behind his

wife

of

60 years, Lois, on

AI

's priority list. A career mixing his talents in art

and mechanical engineering resulted in the founding of Kelch Manufacturing,

a company that pioneered a number

of

plastic innovations, including the first

plastic steering wheel for the automotive trade, and the handy gas cap with an

integral fuel gauge, still referred to as a Kelch

Type

Cap.

AI

VAA

lifetime No.6) and Lois were very active in the early days of the

founding of the EM

Antique/ Classic Division, which became the VM. He also

created the EM Lindy trophy we all recognize today

as

the top award in aircraft

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


6/36

REMINISCING

WITH

IG

NICK

printed from Vintage

Airplane July

1974

The

Howard

Story

Part

Two

Ed

itor s

Not e : D u e

to

the

l ng th o f Part

II

o f

h

Ho

ward

Story

a s

or ig inal ly

prin t e

d, we ve

h

ad

t o clip i t

in

tw o

Look

f o r

th

e second

h

alf

of

Par

t in

the

De

cem

-

b

er

is s

ue of

Vint

a

ge

i

rplan

e

The

DGA 8

was

built

under ATC

No. 612. With

an empty

weight

of

2,330

pounds and

a gross

weight

of 3,800 pounds,

true

airspeed

by Nick Rezich

cious

photo

collection because

I

let a supposed good friend borrow

them.) Incidentally,

the photo

of

the origina

l Fl

annigan

in the last

issue was not taken on the evening

of

the

first test flight, but sometime

later. That particular picture

is

in a

locked vault in my brother's house

or

bank

. . .

and

for good reason,

as

it

is

the only

one taken

that

eve

ning other than the ones

taken

by

the

Howard

bunch.

About

this

time

I left Bluebird

Air Transport

and went to

work

the

finishing

department

(dope

and

fabric) and I remained with

Howard until July

of

1944 when I

(and about 20 other Howard men )

entered the armed forces. When I

left, I was

plant superintendent

.

Working for Howard was a fam

ily affair. Everyone had the

same

goal

. . .

to

build

the

best-damned

airplane

in the

world. Pride

in

workmanship just oozed all over

the plant. I f

ever

there

was

an

air

plane built

to

perfection, it was the

Howard.

We

had time cards and a


7/36

print out to the shop, they

came

out and

built it

themselves to see

i f

it would work. The same for

the

test flights-the chief

engineer,

Gordon,

or Walt

or another

engi

neer, would fly

the

airplanes them

selves or ride

with the

test pilot. I'll

tell you a good story

about

Gordon

Israel

next month actually, it will

appear in the January 2 5 issue -

Editor) in

the Model 18 story. The

same

applied

to our

sales

people.

They

flew

the

airplane and

they

knew

the

mechanics of it.

Other

than

factory demonstra

tors, all civilian Howards were cus

tom built. The

order would come

out

from sales

as

"Mr. or Mrs. How

ard, Model 8, 9, 11" or whatever

model and would list the

equip

ment, color, NC number, type of

interior,

panel

and

promised de

livery date. From then on, we all

referred

to

the

ship

by the owner's

name. There would also be

spe

cial notations,

such

as

"soft back

seat special,"

or "make

sure

win

dows roll

up

and

down quietly,"

or "wrap wheel

half

with leather

to match," or

"consult with pilot

before installing radios."

Most

company

airplanes

as

well

as private ones had

their

pilots at

the factory

from

the time

the

fu

selage

went into the

jig to comple

tion . When the airplane was ready

for

delivery, it

was

inspected

by

sales,

and

then

by Benny and i f

it

was O.K., the

department

head

of each department

was

on hand

when the customer arrived. f the

customer

had any

changes, squawks

or whatever, the department

head

and

his lead

man wou

ld take care

of it

to

the customer's satisfaction.

When

B.

D.

DeWeese became presi

dent, he

was

the

hardest man

in

the world to satisfy

... he was

the

airplane inspector supreme

And

he knew where

to

look, BELIEVE

YOU ME

During the early years at How

ard, we built everyth ing

in the

fac

tory. The only thing we sent

out

for was coffee

and

sandwiches.

When the fuselage

left the

jig

and

all

the

clips were

welded on,

Mike Babco would take a

torch

and

a

rubber mallet

and

straighten

all

the

tubes by eyesight. The fuselage

and

tail

group would

then go to

inspection and paint.

We

did not

sandblast

the

tubing but, instead,

cleaned

and

etched

it by hand .

We

then

painted

it

with

two coats

of

zinc

chromate-the second coat

being a

tracer,

which was

silver

.

After

sub-assembly i t

was

back

to the

paint shop

for

cover.

We

would bring the whole airplane

up

through silver, and

then

it

would

be

moved

to the

sheet

metal

de

partment

and

fully assembled.

This served

two

purposes: first,

it

aged the

dope

for final paint and,

second, a perfect fit of all the sheet

metal was assured .

All those

fancy

fairings

with

the double curves

were all

handmade

along

with

the

NACA cowl. Later on we bought

the

wheelpants

and

nose cowls.

Many fairings were two-

and

three

piece

affairs

welded

together to

form the fancy curve.

After the

sheet metal

was all fit

ted,

the

ship would go back

to the

paint shop-this time on the gear

and with the

engine

in it-for

final

color.

Many

people

think

of

the

Staggerwing as

having

the

best fin

ish in

those

days. The Staggerwing

did have an excellent

finish, but

not

quite as good as the Howard .

t

was declared by NACA

that

the

Howard had

the smoothest

finish

in

the industry.

During the construction

of the

DGAs, we

used

contour

confor

mity

jigs

throughout and

a few se

crets that

nobody

else was using.

Have you ever

heard

of putting

nitrate dope over varnish? Can't

be done,

right? Wrong We did it.

Let's leave the airplane in the paint

shop

for final color while I tell you


8/36

how

we built up

to

a perfect finish.

we received

the plywood, we

The wings, as

many

of you know,

would check it for proper moisture

were all wood with plywood cover

content, then store it in a home

ing plus

balloon cloth.

Before the made moisture

control

room. I t

wing

was covered

i t

was

checked

was

checked

again before appli

for conformity with a wing section

cation

to

the wing. I have forgot

jig, then

the

top layers of skin were

ten

the moisture

content

we used

attached.

We

did not use

nailing strips

but, in

stead, drove the nails into

the

plywood, itself. We

would have all the pan

els laid out with the nails

started

only through

the

tip. Then they (the skins)

were positioned on

the

wing with the glue hold

ing them in place. Now

the

Wood Butcher's Sym

phony

would begin Six

wood butchers

armed

with their hammers

would start

the

nailing

procedure, which was the

secret in making a

two

way

curve

with

wood

with

no wrinkles. They

would

strike each only

once and each man knew

the

sequence

of driv

ing each nail. This same

procedure applied to the

flaps and ailerons. After

the

trimming

and after

the glue had set up, the

wings

went to

the paint

shop for 3 spray coats

of

full strength

varnish.

The first coat was sprayed at 8:00

a.m.,

the second

at noon and the

third at 5:00 p.m. The masked-off

out a couple more men.

This company

publicity

photo depicts Benny

Howard s

last

delivery of an

aircraft

as

president of

the

company.

and myoId factory records were

destroyed by an over-ambitious

housekeeper..

.who sha ll

remain

as a sanding block can't feel sharp

edges, tapes, rib stitching, etc. As

a result, the skin on a sander's fin

gers wou ld become so

thin

they

wo

u

ld

bleed.

BELIEVE-YOU-ME,

I know-many a Howard has my

blood

in

it

We

would

repeat

this

process after the final

coat.

Now came the finis

perfection.

From 1936

th rough

37

we

hand

rubbed

our

surfaces to a

super gloss, but from late

'37/early

'38

we buffed

them

with

a 2-speed buf

fer. Th is was a tricky op

eration as i t was really

easy to burn

the

finish

when you used the high

gear. Brother,

you had

be tter know your busi

ness or you bought your

self

an

airplane . We also

applied the wax with the

buffer. The

master

buf

fer was Eddie Brooks.

He was

the

one who

checked me

out

on

the

buffer even though I was

the foreman . Eddie and I

put

the final finish on all

the Howards up

to late

1940

when

we

checked

This bu ffing operation

was not only tricky,

but

somewhat dangerous

.

In th e high-speed

mode

it gener

ated a vacuum between the surface

and the pad. You had to make sure


9/36

fabric, wire and metal bulkhead.

Well, needless to say, that took

care of my cockiness I shook for

two

days

after that, but my

first

thought was

that

of getting fired .

Cutting off my

arms

would have

been less painful than being fired

from Howard Aircraft.

To make

a

long

story

short, I

stayed

at the

plant all night and repaired my

damage

so the airplane could go

into

final assembly by

morning.

There

was

no Watergate cover-

up .. the whole plant knew it and I

got ribbed

about

it for a

long

time.

That buffer was dangerous and

that's why we didn't check any-

body else

out

for a long time.

We built the

production

air-

planes just

like

Benny

built the

Flannigan.

We

would assemble ev

erything but

the wings at the fac

tory,

then

truck the wings and tow

the fuselage

to

the final assembly

and flight test.

The

hangar

we used

for

final

assembly was myoid alma mater,

Bluebird Air Transport,

which, in

turn,

had taken over the Texaco

hangar. In

the

early days only a

couple of men

went with the

air

plane for flight test, but as we built

more airplanes,

the

hangar became

a full-size department. My younger

brother, Frank, worked

on

final as

sembly as a

foreman at

the plant

and

the

hangar.

We had our ups and downs, fi

nancially, from the day the plant

opened until the day i t

closed.

The year of 1939 was bad, so bad

During

the drive, we talked about

Howard,

Beech,

etc., and

we de

cided

th'hell

with Wichita, we

were sticking

with

Howard.

When

we arrived back home, my

mother

said, "Howard is looking for you

to

come back to work."

When I

arrived

at

the

plant, i t

was all

hustle

and bustle. "Slim"

Freitag and J.D. Reed of Houston,

Texas,

had come in with

a fistful

of

orders. J.D.

has

sold

just about

every oil

company in

Texas a How

ard

This

was the break

Howard

needed. From then on, Howard

was on sound footing. B.D. De

Weese left Stinson and came on as

manager and later became

presi

dent. He was

responsible

for

con-

verting

many

Stinson customers

to

Howards.

We expanded

the plant and pro

duction went from one a month to

one a week. I was promoted to as

sistant plant superintendent at this

time and

George Lyons became

plant superintendent. Mr. Earl

Ewing,

the

original

plant

superin

tendent went

with

Bell Aircraft in

Buffalo, New York. Then

came

the

nightmare,

the

Model 18,

the

low

wing trainer. I will devote a sepa

rate chapter to

the

"18" story.

Working for Howard Aircraft

was

rewarding in

many

ways

.

Most

rewarding

was

the

privilege

of

working with

the

super star

craftsmen

of

the

industry.

I met

all of the top people in the aircraft

manufacturing business, famous

people in government, movie stars

every

takeoff. With Walt it was

break

ground

and climb

at about

a

45-degree or SO-degree angle up to

about

3,000 or 4,000 feet.

Beery watched the Howard go

out

of sight, then went in and can

celled his flight

to

Detroit. In a few

minutes he arrived at the factory

and just walked into the sub assem

bly department and started looking

around. Before

the day was out, Mr.

Wallace

ordered

a Wasp-powered

Model 11... and Stinson had

lost

another

sale, thanks largely to the

performance of

a Howard. A

short

time

later Beery's

pilot

arrived

at

the

plant to

follow the

building

of his new airplane. Wallace Beery

was

an

excellent pilot but his

movie contracts required

that

he

have a professional pilot on board.

When

he took

delivery of his new

11, he threw a huge party for

the

whole plant. He

really loved

the

Howard

and when

the new Model

15 was available,

he traded

the

11

for a 15. His 15 was a special air

plane

that

later helped up

secure

the

Navy contract.

Beery loved

to

hunt. He wanted

an airplane that he could camp in

and

with room

enough

to

fly home

his catch. This meant some kind of

fold-down seat that

could

be con

verted into a bed. The final version

was a

fold back seat,

which

was

later used as a stretcher in the am

bulance Navy Howards. When the

new airplane was completed, Beery

came to

the

factory for a checkout

and he and

Benny

went riding in


10/36

DOUG STEW RT

Sport pilot is here

Well, it

finally happened

. The

moment that so many pilots had been

waiting for arrived a few days before

the opening of

EAA

AirVenture Osh

kosh 2004. It

had

been in the works

for several years, undergoing a variety

of revisions and changes. Many of us

in

the

pilot

community had

given

up

hope

that

it would ever happen at all.

But a

few

short days before

the

begin

ning

of that wonderful

gathering

of

pilots and airplanes in Oshkosh,

the

FAA

announced

that

the final ruling

for the new sport pilot/light-sport air

craft

had

been Signed. The sounds

of

jubilant cheering could be heard

in

hangars, in airport lounges , in EAA

Chapte

r rooms all across this great

land of ours.

I,

too

, joined in

that

cheering. I

know

many

folks

who

would now be

able to fly once again, or for that mat

ter

for

the first time ever,

as

certificated

pilots. However, I did have some res

ervations. During the run of

EAA Air

Venture I had many opportunities to

meet

with the

movers

and

shakers of

the sport pilot rule to answer my grow

application

for

an

FAA

medical

cer

tificate denied or revoked. This meant

that

any

pilot

who

had

let his

or her

medical certificate expire, without re

newing it, could once again take wing.

If

the pilot was not current, he

or

she

could fly once again as soon as a flight

review had been completed.

The ruling, as finally published,

also increased the

maximum

gross

weight limit from 1,230

pounds

, to

1,320 . With that increase

of 900

pounds

to

the

weight

limit,

several

more Vintage aircraft entered the fold

of the

light-sport

aircraft

envelope.

The rule now allows pilots to fly, with

out a medical certificate, the following

certificated airplanes: (This list is

not

100 percent all inclusive, but it does

include almost

all

of the vintage

air

craft I am aware

of

that can be flown

as light-sport.)

Aeronca:

everything

from

the

C up to and including

the

Champs

7

AC,

BCM, CCM,

and

DC),

the

L3s,

and the Chiefs (llAC

& BC);

Ercoupe:

415 C

and

CD; Piper: J 2

and

all

the

J 3 variants, the L-4s, J 4 and J4F, the

with a driver's license medical) to

take to the sky in

some

of the neatest

and

available aircraft

in

our aviation

heritage. And all

of

them,

save

for

the

Ercoupes,

have the

little

wheel

in

the back.

Now to get to the nagging prob

lem

that

I have. I

know that

some

of

the

aircraft that can now be flown

might have been sitting

idle for a

while, in

some cases

quite

a

while.

And we all know that one of the worst

things we can do

to an

airplane

is to

let it sit idle (never mind

what

sitting

idle does

to

pilots). But that

is not

the

problem. I

know that there

are some

mechanics

out there who might pa

per whip an

annual

inspection,

but

when it comes to tube and fabric I re

ally don't think there are any mechan

ics

who

would risk

their

livelihood

by signing off a vintage airplane that

wasn't airworthy.

Here's where my problem lies:

many of the pilots that

are eager to

take to the air once again might have

accrued more rust

than

those longeron

tubes hidden by some resilient Ceco


11/36

E.E. " CK HILBERT

Well now that w have it apart ...

Gee whiz November is here I

know I did a fall color tour

of

upstate

New

York

and the Finger Lakes area,

but

what

happened to summer?

Oh

yeah, th r was EAA

AirVenture Oshkosh 2004. That

was a good

one.

Then there was

Brodhead,

Wisconsin,

with

lots

of

antiques and

the

Old-Fashioned

EAA

Fly-In at Rock Falls, Illinois.

Other than that it seems like all I

did was work on

that

Cessna

120 of ours

When we went to

put

the lifting eyes in the spar

carry-through,

we

found

cracks. Big ones And that

necessitated

immediate

action. Had we continued to

fly who knows? We might

have been the first to arrive

at the scene of the accident.

So we fixed it.

I

had never encountered this

before

in

a

Cessna,

although

I've

since had people tell

me

it has been a

problem in the past. It couldn't have

been too

much

of a problem; Cessna

didn

' t have a

replacement part

in

popping in. See

the photo below

of

Mark Heusdens' highly modified

Ercoupe, with the big fuel tanks and

the 0-235 engine installation. He has

promised us an article

on

this eight

year project

along

with his jousting

with the FAA for certification . Plus

the

usual "hangars-on"

who

stopped

by to kibitz.

There never

seems

to be a dull

moment around here.

Then too, EAA restoration

staff

members

Gary

Buettner

and

Colin

Hildebrandt finished

up

the Varney

Airlines

Air

Mail Swallow replica and

since the United Airlines Historical

Foundation, of which Iam a founding

member, had

underwritten

part of

cool, and then did

another

half hour.

After about

two

and a

half hours in

the pattern

we

ventured

a couple

of miles away and then gradually

explored the flight envelope.

Takeoff performance,

climb

,

airwork, all the stalls and spin entries,

but

no

spins.

The

FAA

placarded it

against spins, so we did more glides

and landings on pavement, grass,

and more landings.

We even

did

CG

limits

flight checks, both full

forward

and

full aft, to see

how that went. All went

very

well,

and

it

brought

back m m or i s

and

sensations

of my

time

in

the United Airlines Swallow

some 28 years ago. This

one

flies just like that one, now

in

the Museum of Flight

in

Seattle, and maybe even a tad better.

Fifteen hours in

an

open cockpit

is

a long time. But we got it done. The

FAA signed it off, and we

now

have

another airplane to fly from the EAA

AirVenture Museum's Pioneer Airport.

This one

is

meant to specifically honor


12/36

·

utch

and Carol Walsh

has

owned

at least 15 Stinson 108s

although

i t

always seems per


13/36

The Grand


14/36

Butch at the controls

o

his favorite

2004

with

a 108-2 that was new to

many

of his Stinson friends.

This airplane is the result of

one

of those

chance

encounters that

happen to

all of us, he

explains.

We were

at

Oshkosh about

four

years ago with a

-3 and

were stay

ing

in the

dorms. I was involved

in

a

conversation about Stinsons

when

one of the fellows looked me

in the

face and said, 'Do you want

to buy a Stinson?' I was a little sur

prised

but

followed up on it.

The airplane was a project lo

bad pOints and one of the good

points of

this airplane

was that

it

was

fairly

stock. One

of the

bad

points was

the engine,

which was

mostly junk. I trashed the case and

crank and basically came out with a

cam and a carburetor.

The

panel wasn't too

bad and,

amazingly

enough,

the

glove com

partment

area

hadn't

been butch-

ered to put radios

in

it. The original

glove compartment doors are really

hard

to find. There

is

a really good

reproduction

door available, but,


15/36

trailers, everything made of sheet

metal was beat up and good only for

patterns or needed extensive rebuilding.

li he

boot cowl

and

cowling were

areas where I

had most

of the parts

but couldn t

use

any

of

them.

They

were just

too bent

up. The nose bowl

was too far gone too. The nosebowls

were made from soft

aluminum and

it doesn t

take

much

careless

han

dling

to

make a mess of them. For

tunately, Univair has new nosebowls

available. I made

the

top hood pieces

myself, to be certain of getting a per

fect fit. Stinson spot-welded a lot of

their aluminum components, so I

/

:2

;:

r

is second

to

none,

as this beautifully

rebuilt wheelpant and

carefully straightened

out elevator and trim

tab will testify.

Butch scoured

aviation

flea

marke

ts for

these

old style

inspec

tion

hole covers. Each

one was clean ed up

and smoothed out

so

they

d

look like this

when done.

mess out of

the

left gear,

the

gear at

tach pOints, left wing, and aileron.

liThe airplane has

the

same corro

li he

surfaces are also trouble be

cause

no one has stepped

forward

and successfully manufactured

accurate

skins

for

the

control sur

faces.

They

were

probably

formed

in

a

male/female

die

that stretch-

formed the concave stiffeners with

out distorting the skin. This

is

a real

problem, if you want

to do

a perfect

restoration, because so

many

of

the

control surface skins have been beat

up through the years. This is espe

cially true

on

elevators

and

rudders.

This

last

[location], the rudder

trim tab

area

on

a 108-3, is really a

toughie because it's n

ear

ly

impos

sible

to

repair

cracks in that

area

and hide the repair.

The trailing

edge

always requires

a

little

dou

bler

and

you

can spend

a

lot

of

time

making

that area look right. This is

especially

true now

because

most

Stinsons have already been repaired

right

there and you re

working hard

to

repair

the

repair.

As

with

all

machines that

are

approaching

60 years

of

age,

there

are certain parts,

often

minor

ones


16/36

if)

z

i:

I

a

s

a

The panel

Butch s latest

restoration features

as many

original

instruments

as possible

the jamb over the edge of the uphol

stery.

It

looks good, but it drives me

nuts because I know it's not original.

I've already mentioned the

glove

box doors. An original

is

like look

of

experience

there.

First

of

all,

the

Franklin is as

smooth an engine

as

you'll

ever

ride behind. Its

only

real problems

include age

and

disappearing parts.

Those who notice such things

would have noticed that Butch and

Carol haven't been seen

much

at

fly-ins for about 3 years and there's a

reason for that, which both of them

seem very willing to talk about.

I was diagnosed with lym

phoma 3 years ago

right

after I'd

put the fabric on this airplane. That

pretty much occupied all of

our

thoughts while we

tried

to figure

out how to handle it. Thank good

ness we found our way to the M.D

Anderson Cancer

Center

in Hous

ton. They were

exactly what

we

needed and at my last

check

up, I

was found to be cancer-free.

I got back into the Stinsons

about a year ago and it turned

out

to

be

the best

thing I could have

done for myself. I t gets your mind

into

things

that

you can actually

do

something

about and

keeps your

spirits up, Butch says.

Carol says, I was worried

about

him because

he

was putting in 14

hour days working on Stinsons and

helping

other

people.

His

doctor

had

an interest

in airplanes and I

asked

him

if

Butch

was

working

too hard and

the

doctor said, I

Ab-

solutely not. It's

the

best

thing

for

him.' We consider the Stinsons to

be part of the reason Butch has re-

covered so well.

When you're

speaking

with the

Walshes

about

Stinsons in general,

and

their Stinsons

in

particular, you

get an immediate sense

that

they

aren't

speaking about

machines

or

inanimate objects.

They

speak

about the airplanes in the same tone


17/36

EAA

irVenture

2004

by

H.

G

Frautschy, Budd Davisson and Jack Cox

There s just so

much

going

on

during EAA AirVenture Oshkosh

tha

t it s

hard

to get

i t

all

in one

issue of

Vintage Airplane

Here s more on

the

amazing airplanes

an

d people

who

came to Oshkosh this summer.

The Antique parking and the start

o aircraft camping were chock

full o great airplanes. This

year


18/36

The Grand Champion Antique ofEAA AirVenture 2004 is Frank

Schelling's

Curtiss

Jenny, a

restoration

project that

has

taken nearly two-

thirds

Frank's lifetime to

complete.

is ground crew at

the Brodhead,

Wisconsin,

airport

and at

the

convention consisted Ron Price, Paul

Seibert, Frank

Schilling, pilot

Eric

Presten,

and

Jerry

Impellezzeri.


19/36

I know what you re thinking. t sure

looks

familiar, but what is it?

It s a

Sopwith

Pup replica, with a few twists

thrown

in. Steve Culp, o Shreveport Louisiana, wanted an

air show-capable

Sopwith Pup,

so

he

built one, powered by

the

Russian 360-hp ( ) M14P radial instead

o

he original BO-hp LeRhone

rotary

engine. The fuselage is steel tube, and the rest

o

he structure

is

Pup

beefed

up as

well

to

take

the

stresses

o

high-power

aerobatics.

intend

to use

my Sopwith

Pup to fly air

show aerobatics, says

Cu lp

. A

World

War I plane with

horsepower to spare s going to

be

an amazing sight to see." With

its

eye

-poppin

g color scheme and

snarling

M14,

t should attract a lot o attention For more information, visit www culpsspecialties com

http:///reader/full/www.culpsspecialties.comhttp:///reader/full/www.culpsspecialties.com


20/36

One o he most beautiful and interesting antique airplanes displayed at EAA AirVenture Oshkosh

2004 was Jim

Younkin's

Howard DGA-ll. Completed by

the Howard

factory in Chicago in

February

o 1938 as a 285-hp Jacobs

powered

DGA-9, it was converted to a DGA-11 in

March

o

1946

with

the firewall

forward

installation

o

a 450-hp P&W R-985-AN-1 intended

for

a

military DGA-lSP. The DGA-15P cowling always offended Jim's aesthetic sensibilities, however,

so he

recently replaced

it with a

more

rounded DGA-9 style

cowling,

as well as smaller

DGA

8/9 wheelpants. In that configuration,

he

considers NC18207 to be

one

o he most beautiful

airplanes ever

conceived...and, indeed, it was voted the Outstanding Closed-Cockpit Monoplane

at EAA

AirVenture

Oshkosh 2004.

Meyers 200 airplanes

are

very

popular

choices

for

those

who like

high-horsepower,

high

performance vintage

airplanes.

Ben Morphew

o

McKinney, Texas, took

home the Outstanding

Limited

Production

Contemporary trophy

for

his

1964

Meyers

200-C.


21/36

John Drews o Lake

Mills, WI took said

his

boat building experience came in handy

when

doing

the

many-layered laminations

required for the fuselage repairs on

his Timm. Only

three

Timms

are

known

to

be

flying

because

they deteriorated so quickly.

The

Falco s

usually

seen as

a

homebuilt but Mark Stamsta


22/36

Ice Creamed

ROOKS Y IL I NG

M

1975

Cessna 180J not only

is a joy to fly and show

of f

,

but also is

my

ride to work. I

am

a Boeing heavy equipment

operator

and

often use the Skywagon to

get from

my

home

in

Spicewood,

Texas

, to

my base at George Bush Intercontinental

Airport

(IAH

).

During June

2003

my

airplane was

parked

on

the IAH ramp for three

days

while

I

was

flying a trip to Japan. Unfortunately,

Mother Nature chose that time to exhibit

one of her

summertime displays.

A

thunderstorm moved across the field and

threw out innumerable frozen dive bombs

in

the form of marble-sized hail. Though

these little ice stones don't weigh much ,

their free fall from jet altitudes will leave

an

undesirable

impression

on aircraft

aluminum. It was disheartening to have

my pride and joy pummeled in an unfair

fight,

when

I wasn 't there to protect it.

In my case the

damage

was

approximately three hundred dents, on

all upper surfaces

of the

aircraft. The

dents were uniform in size and varied in

depth and number with the thickness of

the skin. The control surfaces and the

wing-to-flap interface panel suffered the

most damage . The wings themselves

and

the fuselage had fewer due to their

increased thickness.

Now what do you do? The prevailing

thought was that the control surfaces

could

be

removed and re-skinned.

The

wing and fuselage dents could

be

filled

started asking

around

Depth

Minimum Deformity Density

to see if there were

any

(inches) Diameter

(deformities per sq ft)

alternatives other than

what my A&P and the

0.04

3 7

insurance company had

0.03

2.25

7

offered.

0.02 1.5

8

I heard

that

Boeing

0.01

.75

10

<

0.01

would electrostatically

reverse the damage, but I didn't think they

would be too inclined to make it available

for my 180. I also heard that

it

did not

necessarily bring the dent back to perfectly

flush. How could it know? I was told that

some success could

be

had in the

hot

Texas

sun with proper application

of

dry

ice pellets. Once again, what guarantee

was there

that

the stretched aluminum

would return to its original factory shape?

After more research I came

across

had

a

machine

that

.5 unlimited

on the topside surface but they are not

as

efficient

or effective. Not all aircraft

are repairable. Aviation Dent Repair's

certification is for dents up to 3 inches

in

diameter

depending on depth and

deformations per square foot (see chart

).

Beyond

these limits

the

aluminum

is

stretched too far

to be renewed.

Thousands of hail dents will most likely

lead to a total loss of the aircraft, since

re-skinning the entire airplane would

be


23/36

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24/36

BY H.G . FRAUTSCHY

THIS

MONTH'S MYSTERY PLANE

COMES

TO

US ROM THE COLLECTION

O VAA

MEMBER ANNA PENNINGTON.

Send your answer

to EAA

Vintage Airplan

e

P.

O.

Box 3086, Oshkosh,

WI 54903-3086. Your answer needs to be in no later than December 10

for inclusion

in the

February 2005 issue of Vintage Airplane.

You

can

also send your response via e-mail.

Don t

forget, we've got a

new e-mail address for you

to

use

when

sending

in

your response. Send

your answer

to

[email protected]. Be sure

to

include your

name

plus

your city and state in

the

body of your

note and put

(Month) Mystery

Plane

in the

subject line.

UGUST ' S

MYSTERY

NSWER

Wayne Van Valkenburgh,

Jasper, Georgia, wrote this short

mailto:[email protected]:[email protected]


25/36

I saved enough on

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26/36

VINTAGE INSTRUCTOR

continued from page 8

of these pilots off with just that mini

mum required

amoun

t of review, th e

vast majority of flight instructors, partic

ularly those who specialize in ta

il

wheel

instruction,

will be sure

th

e s

tud

ent is

truly ready, even though it may require

more time-this

is

what you want as a

soon-to-be pilot in com mand.

So

if

you are one of tho

se

pilots that

has been longing to stretch your wings,

after time spent ground-bound

as

a result

of an expired medical certificate, if you

are one of those pilots eager to return to

the air, remember that those finely honed

skills you once had might not have their

sharp

edge any more. I know that we

all love to use the proverbial "bicycle I

ana logy when it comes to flying, and in

many cases it

is

true, but

th

ere

is

also the

saying "use it or lose it,"

and

in just as

many cases this

is

true

as

well.

So

when you

choose

an instruc

tor to conduct your flight review, don't

expect that instructor to be conten t to

just log the minimum required time,

rather, be glad

that

the instructor you

have

is

being sure you have refreshed

the knowledge and skills you

need

to

safely take flight.

Pick one that will make it a little

tougher. Don't choose a ca lm day to con

duct your review, but wait for a windy,

gusty day. Hopefully you will spend a

bit more

time

than just

th e

required

two hours. Pick

an

instructor

who

will

sharpen your skills back to where they

once were, or perhaps even beyond.

Pick

an instructor who will ensure that there

is

no

corrosion left in

your

skill s. Pick

The following

li

st

o

coming events is

furnished to our readers as a matter o

information

on

ly and

does

not consti

tute approval, sponsorship, invo lvement,

control

or

direction o any event fly-in,

seminars, fly market, etc.) listed.

To

r :'.;,, J /U_ submit

an

event, send the information

. via mail to: Vintage Airplane, P.O. Box

3086, Oshkosh, WI 54903-3086.

Or e-ma il the

information to:

vintage

@eaa.org. Infor

mation

sho

uld be r

eceived

four months prior to the event

date.

NOVEMBER

M

ad ison,

WI-Blackhawk

Airport (87Y).

EAA

C

hapt

er

93 Annual

Ch ili Fly-In. 11

am

- 2:00 pm . Info: Jim zflier@ao

l.

com

JULY 25-31, 200S-0 shkosh , WI-EAA AirVenture Oshkosh 2005,

Note

date

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sent via fax (920-426-4828) or e-mail ([email protected]) using credit card payment

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number, and expiration date. Make checks payable to

EM.

Address advertising

correspondence to

EM

Publications Classified

Ad

Manager, P O Box 3086, Oshkosh,

WI 54903-3086

BABBITT BEARING

SERVICE - rod

bearings, main bearings, bushings,

master rods, valves, piston

rings.

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,

e-mail ramremfg@aol com Website

Warner engines. Two 165s, one fresh

O.H. , one

low time

on Fairch ld 24

mount with all accessories. Also

Helton Lark and Aeronca C-3 project.

Find my name and

address

in

the

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27/36

Dent Repair had

Greg would go

back

to his

shop and make

one.

I spent an enjoyable two days in nearby Branson, Missouri,

while the boys applied their artistry to my airp lane s al uminum.

Although the logbook shows that

my airplane

has had

some

light

hail damage that has

been

repaired, you wo uld never

know

by

looking

at it. My

recent

paint job is intact, and nothing has been

added to the airframe. In fact,

she

even lost a little weight from

the

side effect of having some of those pesky Texas mud dauber

nests removed from unseen areas. I th ink

the airspeed

indicator

showed that it s a knot faster without

the dents

, or perhaps it

was

just

wishful

thinking

on

my part. It

sure

looked and felt sl

eeker.

I

flew

home with a renewed grin even

though

it

was

the aircraft that

just had the face-lift.

First impressions last a lifetime , so put the

se

bring back th e good tim es.....

ew Genera l Aviation Sizes Availab le:

500 x 5, 600 x 6, 700 x 8

Oesser

has

the

largest

stock and

selection

o

Vintage and Warbird

tires in the

world

Contact

us

with

Ice Creamed

continued from page

2

Up

on

arrival in

snowy

SGF I was greeted by Bart Nelson the shop

manager

at

Worldwide Aircraft Services. He helped stow the aircraft

in the heated

hangar

and then

put

Kenny Meier to work removing

all

the control surfaces

and

inspection

panels.

This is

required to

get

access to the underside of the surfaces of the

wings and

the

stabilizer. Depending on the aircraft,

and as

in my case with the

Cessna

some rivets may have to be removed to

gain

access to any

dents

in the trailing edges of

the

elevators. Simple rivet touch-up

painting is all

that is required at

the end of the

work .

After

the control surfaces were

removed

,

Greg

his son Jason ,

Tony Petty and Brent Martin went to work dent by dent returning

the

Skywagon

to its

former

glory. All

aircraft

are

different,

and

each

one has its

own unique

internal structure. If a

par

ticular dent

could

not be reached

with

any

of

the approximately 75 tools that Aviation

AERO CLASSIC

COLLECT

OR SE

RIES

Vintage Tires

New USA Production

S

ho

w off your pride and joy wit h a

fr esh set of Vinta

ge

Rubber. These

newly minted tires are

FAA

-

TS

O d

and speed rated to 120 MPH. Som e

things are better left th e

way

th ey

were , and

in

the

40

s and

50

s, these tires were perfec

tl

y

in

tune to th e exciting tim es

in

av iation.

Not only

do

th

ese

tires

se

t your vinta

ge

plane apart from

th e res t, but also

look ex

ceptional on all General

Av

iatio n

aircraft.

Deep

8/32nd tread depth offers a

bo

ve average

tre

ad

life and UV treated rubber r

es

ists ag

in g.


28/36

Flight Control Cables

Custom Manufacture

d!

Each Cable is Proof Load Tested

and Prestretched for Stability

* Quick D elivery

*Reasonable Prices

*Certification to MIL-T-6117

&

MIL-C-5688A

*1 /16

to

1/4

* Certified Bulk Cable and

Fittings are Availab

le

--McFa,lane

Av

iation Product

s

McFarlane Aviation, Inc .

696 E. 1700 Road

Baldwin City,

S

66006

800-544-8594

Fax 785-594-3922

www.mcfarlane-aviation.com

sales@mcfarlane-av iati

on

.com

[

-

_

EAA VINTAGE

AIRCRAFT

ASSOCIAT ION

TAKE SOME OF THE EXPERIMENTING

OUT

OF HOMEBUILDING

Nov. 6-7

Dec 3-5

jan.21-23

jan. 29-30

Griffin, G

(Atlanta Area)

Corona, C

Griffin,

G

(Atlanta Area)

Oshkosh,

WI

• Sheet Metal

Basics.

Fabric Covering

• Electrical Systems and Avionics

• Finishing and Spray Painting

•

RV Assembly

• TIC Welding

• Sheet Metal

Basics

• Fabric Covering

• Composite Construction

• Electrical Systems and Avionics

•

Cas

Welding

http:///reader/full/www.mcfarlane-aviation.comhttp:///reader/full/www.mcfarlane-aviation.comhttp:///reader/full/www.mcfarlane-aviation.commailto:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.mcfarlane-aviation.commailto:[email protected]


29/36

Former

U Navy

flight

surgeon

Retired from private

neurosurgery practice

n

1988

Spent

seven years restoring

Waco

EGC8 cabin bi plane

Won Grand Champion

at

Coso

Grande

Antique

Fly In

2

IMy Waco EGC8 cabin bi-plane has been

covered by

U

since its first flight /1

- William Nelson M.D.


30/36

Dennis E. Green .

. . . .Unionvill

e,

ON, Canada

Craig Packham . Caistor

Ce

ntr

e,

ON, Canada

Haluk Taysi . .

. . . . .

Weyh e,

Germany

Martin Jones . . . . Derby,

UK,

Great Brita

in

Simon Brenchley . . . . . . . . Saikung, Hon g Kon g

Doug Bullmore . . Southland, New Zealand

John B. Isbell .

. . Fort Payne , AL

Wayne

Fletcher . . . . . . . . . . . Salome, AZ

Glen E. Lipinski . .

. Phoenix, AZ

James Cummiskey . . . . Laguna Niguel, CA

Bill Dalo . Irvine, CA

Dennis Dow . . . Sacramento,

CA

Nancy Ginesi .

. . . . .

Fair Oaks,

CA

Donna Haselow . . Martinez,

CA

Jim Jordan . . Folsom, CA

George McDaniel . . . . . . Mission Viejo, CA

Arthur Wallace McDonnell . . . .

Sa

nta Rosa, CA

Wm

Mark Meiggs . . . Oakdale, CA

Donald V. Myhra •

Mission Viejo, CA

Ca

rl-Erik Olsen . . . . . Orinda, CA

Alan Preston . . Pacific Palisades, CA

Bruce Stewart . . Elk Grove, CA

D.

Wayne

Wo

o

ll

ard . . Kingsburg,

CA

Douglas

H.

Hawkins .

. . . . Denver, CO

Jay D.

Jon

es •

. . . Buena Vista, CO

Gilbert B. Wilcox . . . . . Somers, CT

Stephen Champa . .

Plan tation, FL

Paul C. Hal stead . . . . . . . . . . . .Winter

Ha

ve n,

FL

James

Ka

shou .

St Augustine, FL

Howard

R.

Kaufman . . . . Bonita Springs, FL

Christopher Ulch . . . . . . . . . Edgewater, FL

Sidney

E.

Van Land ingham . . .Howey in the Hills, FL

Robert

F.

Burson . . . . Forsyth, GA

Brian

D.

Emmerlin g .

A

tl

anta,

GA

D

av id

Huff . . . . . . . . . . . . . . Atlanta, GA

Stewart K. Sm ith . . . . . . . McDonough, GA

Michael

J.

Lauro . . . . Kailua Kona, HI

Jeremy Benson . . . Davenport, IA

Rick Gleason . . . . . . . . Indianola,

IA

Shannon Gomes

•

. Wave

rl y, IA

Rex D. Hansen . . Cedar Falls, IA

James E. Higham . . Ce dar Rapids, IA

Charles

J.

Bokman . . . Athol ,

ID

Albert

G.

Biliskis . . .

.

Villa Park,

IL

Burton Bucher . .

N Chicago,

IL

And r

ew J.

Clark . .

. Glen Ellyn , IL

Deanne

M.

Dro

zdz . . . Wheeling,

IL

James H. Lyon . Sterling,

IL

David Mac Allister . Chicago,

IL

Terri Martin . . . . . . Moline,

IL

Nathaniel Perlman Kingsfo

rd

, MI

Clinton

R.

Ray . . .

.

Brighton,

MI

Walter

J.

Reinbold. . . . Saginaw, MI

Al

Todd . . . . .

.

.

Stevensville,

MI

Michael Woodley . . Port Huron, MI

Jac k Wyman . . . . . Manchester, MI

Randall C. Aarestad . .

.

Halstad ,

MN

Suzanne Fedoruk .

Minneapolis,

MN

Craig Johnson . . . . Maplewoo d,

MN

John Ritzen . . . . Eden Prairie, MN

Michael G. Thern . . . . . Winona,

MN

Alan C. Thiel. .

. Minneapoli

s,

MN

Ri

chard

E.

Case

. Kearney, MO

Milo

M.

Farnham .

. . .

.

Ind

ependence, MO

Richa

rd

S. Miller. . . . . Grain Valley,

MO

Kem Wesley Wa llace . . . . . . Ozark, MO

Cantrell Wil son . . Yazoo City, MS

Jeffrey Deaton . . Morehead City, NC

Thomas Gahagan . . Hot Springs, NC

Bernie M. Ness . . . . Fargo, ND

Jerry J. Adams . . . Blai r, NE

Robert J. Hirschfield . . . . . . . . Meredith, NH

Jose

ph

Tesauro .

. . . . .

Pittstown,

NJ

Michael J. Hok e .

.

. . . . . . .

. Reno,

NV

Daniel Nezgoda .

. .

Las Vegas ,

NV

Brian Blazey . . . . . .

Palmyra,

NY

Guy Matthews . .

Fairpot, NY

Gary Pasco Brockport, NY

Robert C. Sterling . . Cha

mpl

ain , NY

Henry

N.

Talmage . . . . . . Baiting Hollow,

NY

Raymond L. Wallman . . . . Ronkonkoma,

NY

Richard H. Ward . . . . • Chenango Forks, NY

Benjamin Bagna

ll

. . .

.

Portsmouth, OH

Jo

hn

J.

Black . .

.

.

. . . Spr

in

gboro,

OH

James

L.

Calvin

. .

. Hicksville,

OH

Douglas

J.

Cartledge . Seville, OH

Ronald A. Schmitt. . . . . . .Brookville, OH

Walt Wyvill . . . . . . Amherst,

OH

Jo

se

ph C. Brevet

ti

. Edmond, OK

Robert Crai g . . Arcadia, OK

Michael

L.

Jacobs . . .Jay, OK

Allen

K.

Hars

tin

e . . . . . . . . . Clackamas, OR

Glenn

E.

Allen

. . . . Avondale, PA

Phillip Kriley. . . . . . . . . . . fenfrew,

PA

Pa

ul J.

Patterson . . . •

.

. Pittsburgh,

PA

Don

Robbins .

. . Charlestown,

RJ

W. Edward Kin g . . . . Anderson, SC

James Ba xter . . . . . . Se lmer, TN

Kerry Brasher . . Scotts Hill , TN

J. A.

Rollow .

.

. . . . Clinton,

TN


31/36

VINTAGE

AIRCRAFT

ASSOCIATION

OFFICERS

President Vice· President

Geoff Robison

George

Daubner

1521 E. MacGregor Dr. 2448 Lough Lane

New

Ha

ven, IN 46774 Hartford,

WI

53027

260-493-4724

262-673-5885

cilie{[email protected] vaa{1yboy

@msn.com

Secretary Treas urer

Steve Nesse Cha rles W. Harris

2009 Highland Ave. 72 15 East 46th

51.

Albert Lea, MN 56007 Tulsa, OK 74147

507-373-1674 918-622-8400

stnes@d

esk l1edia.com

cwh @hvsll.com

DIRECTORS

Steve Bender Dale

A.

Gus

tafson

85 Brush

Hill Road

7724 Shady

Hills

Dr.

Sherborn, MA 01770 Indianapo

li s,

IN 46278

508-653-7557 317-2 93-4430

sst [email protected] dal

efaye@

m

slJ.co

m

David Bennett

Jea nnie Hill

PO. Box Jl88 P.O. Box 328

Rosev ill e, CA 95678 Harvard, IL 60033-0328

916-645-8370

81

S-943-7205

ontiquer@;tlreach.(om dingila

o@o

wc.net

j o

hn

Berendt

Espie " Butch "

joyce

7645 Echo Point Rd. 704 N. Regional Rd.

Cannon Falls,

MN

55009 Gr

ee

nsboro, NC 27409

507-263-2414

336-668-3650

mib

c/l/d

@rco

nn

ect co11l

willcisock@

aoi.com

Robe rt C. "Bob" Brauer Steve Krog

93 45

S.

Hoyne 1002 Heath er Ln .

Chi cago,

IL

60620

Hartford,

WI

53027

773-779-2105 262-966-7627

pllOtopilot@aol com

sskrog@aol com

Dave Clark Robert D.

Bob

Lumley

635 Vestal Lane

12

65

So

uth 124th

St.

Plainfield, IN

461

68 Brookfield ,

WI

53005

317-839-4500 262-782-2633

davecpd@;q

lles t.ll

el

illmper@execpc com

john

S.

Copeland

Gene

Morris

lA

Deacon Street 5936 Steve Co

urt

Northborough, MA 01532

Roanoke, TX 76262

508-393-4775

817-49 1-9110

copeland

@jIUl

o com

gell e

morri

[email protected]

Phil Co ulson Dean

Ri

chardson

2841S Springbrook Dr. 1429 Kings Lynn Rd

Lawton,

MI

4906S Stoughton, WI 53589

269-624-6490 608-877 848S

rco

u/

son516

@ s

com du r@aprilaire com

Rog er Gomoll S.H. "Wes" Schmid

8891 Airport

Rd,

Box C2 2359 Lefeber Avenue

Blaine,

MN

55449 Wauwatosa, WI 53213

763-786-3342 414-771-1545

pJed

ged

ri ve@msl1co

m

shschmid@miiwpc cum

ENJOY THE MANY

BENEFITS

OF

EAA

AND

EAA and

Division Membership Services

800-843-3612 . .

FAX

920-426-6761

(8:00 AM-7:00

PM

Monday-Friday

CST)

oNew/renew memberships: EAA, Divi

sions

(V

intage Aircraft Associa

ti

on,

lA C,

Warbirds), National Association of Flight

Instructors

(NAF

I)

oAddress changes

oMercha ndise sa les

oGift memberships

Pro g

rams

and Activities

EAA

AirVenture Fax-On-Demand Directory

. . 732-885-6711

Auto Fuel STCs . . . 920-426-4843

Bu il

dlrestore informat i

on

920-426-4821

Chapters: locating/organizing920-426-4876

Education . . 888-322-3229

°

EAA Air

Academy

°EAA Scholarships

e m b e r s h i ~

Services Directory

THE

EAA VINTAGE AIRCRAFT

ASSOCIATION

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

Phone (920) 426-4800 Fax (920) 426-4873

Web Site: http:

//www.eaa.org and

http://www.airventur

e.org

E-Mail:

vintage

@

eaa.o

rg

MEMBERSHIP INFORMATION

EAA

lAC

Membership in the Experimental Airc raft C

ur r

ent

EAA

me

mb

e rs m

ay join the

Association, In

c.

is $40 for

one

year, includ

In t

e

rnational

Aerobatic

Cl

ub

,

Inc. Divi

ing 12 issues of

SPORT AVIATION.

Family

sio

n and receive SPORT AEROBATICS

members

hip is

an additional $10 annually. m

agazine

for

an additional

$45 per year.

Junior Membership (under 19 years of age)

EAA Membership, SPORT

AEROBAT-

is

available at $23 a

nnually. Al

l major credit

ICS

magaZine

and

o ne

year membership

ca rd

s accepted for membership.

Add

$16 for in the lAC

Division

is

available

for $55

Foreign Postage.)

per year (

SPORT AVIATION

magaZine

not

included).

Add $15 for For

e ign

EAA

SPORT PILOT

Postage.)

C

ur r

e

nt EAA members may

a

dd EAA

SPORT

PILOT

magazine for an additional WARBIRDS

$20 per year.

Current EAA members may join the EAA

EAA

Membership and

EAA SPORT

Warbirds

of

America Division

and

receive

PILOT

magazine is

available

for

$40

per

WARBIRDS

magazine for

an

additional $40

yea r (

SPORT AVIATION magazine not

in per year.

cluded).

Add $16

for Foreign Postage.)

EAA Membership, WARBIRDS

maga

zine and one

year

membership

in

the

VINTAGE AIRCRAFT

ASSOCIATION

Warbirds Division is available for $50 per

Cur re

nt

EAA members may join the year (S

PORT AVIATION

magazine not in

Flight Advisors information . . 920-426-6864

Flight Instructo r information 920-426-6801

Flying Start Program

..

920-426-6847

Library Services/Research 920·426-4848

Medical Questions . . 920-426-6112

Tec

hn

ical Counselors 920-426-6864

Young

Eag

les 877-806-8902

Be

nefit

s

AUA

Vintage Insurance

Plan.

800-727-3823

EAA

Aircraft Insurance Plan . 866-647-4322

Term

Life and

Accidental. . . . 800-241 -6103

Death Insurance (Harvey Watt & Company)

Editorial 920-426-4825

. . . . FAX 920-426-4828

°Submitting article/photo

°

Advertising information

EAA

Aviation Foundation

Artifact Donations 920-426-4877

Financial Support 800-236-1025

DIRECTORS

mailto:cilie%[email protected]:vaa%[email protected]:vaa%[email protected]:vaa%[email protected]:vaa%[email protected]:vaa%[email protected]:///reader/full/stnes@desk'l1edia.comhttp:///reader/full/stnes@desk'l1edia.comhttp:///reader/full/stnes@desk'l1edia.comhttp:///reader/full/stnes@desk'l1edia.comhttp:///reader/full/stnes@desk'l1edia.commailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:ontiquer@;tlreach.(ommailto:ontiquer@;tlreach.(ommailto:ontiquer@;tlreach.(ommailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:mib(c/l/[email protected]:mib(c/l/[email protected]:mib(c/l/[email protected]:mib(c/l/[email protected]:mib(c/l/[email protected]:mib(c/l/[email protected]:mib(c/l/[email protected]:mib(c/l/[email protected]:mib(c/l/[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:davecpd@;qllest.llelmailto:davecpd@;qllest.llelmailto:davecpd@;qllest.llelmailto:davecpd@;qllest.llelmailto:davecpd@;qllest.llelmailto:davecpd@;qllest.llelmailto:davecpd@;qllest.llelmailto:[email protected]:[email protected]:[email protected]:///reader/full/jIUlo.comhttp:///reader/full/jIUlo.comhttp:///reader/full/jIUlo.comhttp:///reader/full/jIUlo.commailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/rcou/son516@(s.comhttp:///reader/full/rcou/son516@(s.comhttp:///reader/full/rcou/son516@(s.comhttp:///reader/full/rcou/son516@(s.comhttp:///reader/full/rcou/son516@(s.comhttp:///reader/full/rcou/son516@(s.comhttp:///reader/full/rcou/son516@(s.comhttp:///reader/full/rcou/son516@(s.comhttp:///reader/full/rcou/son516@(s.commailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/http://www.eaa.orghttp:///reader/full/http://www.eaa.orghttp:///reader/full/http://www.eaa.orghttp:///reader/full/http://www.airventure.orghttp:///reader/full/http://www.airventure.orghttp:///reader/full/http://www.airventure.orghttp:///reader/full/http://www.airventure.orghttp:///reader/full/http://www.airventure.orghttp:///reader/full/http://www.airventure.orghttp:///reader/full/http://www.airventure.orgmailto:cilie%[email protected]:vaa%[email protected]:///reader/full/stnes@desk'l1edia.commailto:[email protected]:[email protected]:[email protected]:ontiquer@;tlreach.(ommailto:[email protected]:mib(c/l/[email protected]:[email protected]:[email protected]:[email protected]:davecpd@;qllest.llelmailto:[email protected]:///reader/full/jIUlo.commailto:[email protected]:///reader/full/rcou/son516@(s.commailto:[email protected]:[email protected]:///reader/full/http://www.eaa.orghttp:///reader/full/http://www.airventure.org


32/36

Brass

Logo Caps

a distinctive

VAA

look, these caps will

stand out in the crowd. The

VAA

logo is dis

played beautifully in brass

on

your favorite

color. Also available in a two tone cap

Navy V03530 $14.99

Stone • V03521 $14.99

Forest Green

V03526

$14.99

Burgundy

•

V03528

$14.99

Khaki

with Navy

bill V03524 $14.99

VAA Tote

Bag

This roomy

red

tote is the best

bag you ' ll find to carry just about

anything. From grocery shopping to a

day at the beach this tote will carry

all the necessities.

Red

• VOO100

VAA Logo

Blankets

During these cool fall / winter days, wrap yourself

in

a sweatshirt-soft blanket that sports our VAA logo.

Take it to the football game, lounge at home with

a good book or bring t

with

you

in the plane for a

little warmth.

Hunter

Green V02213 $27.95

enim Jacket

This is the most unique denim jacket

you'll find with embossed planes

and

logo

on

the back. You ' ll never get tired

of this casual classic that is a must

have for all your fun fall act ivities.

Small VOO508 $57.99

Medium VOO241 $57.99

Extra Large VOO243 $57.99

X VOO244 $57.99


33/36

a Wright Flyer with raised

ink accents. A fun aviation

shirt for children.

Please state size.

Size 6 8 or 10 12

V02844 14.99

Whimsical

Blue

Youth

T-Shirt

This royal blue children's t-shirt de-

picts a colorful biplane drawing with

youthful excitement. 1 % cotton.

Size 2 4

V03561 14.99

Size 6 8

V03562 14.99

Size 10 12

V03563 14.99

Biplane

Pins

Accent

any

outfit with one or more

of

these

stylish biplane pins. Available in silver or

gold tone. Has a 1 inch wing span.

Silver

V02844 11.99

Gold V02845 11.99

Multi-Tool with Flashlight

Fits in your pocket for

any

quick maintenance job

that happens

on

the

go

You'll wonder

how

you got

Elite Light

This programmable companion

emits a high efficiency solid state

beam. A switch activates soft

illumination that is visible over

one mile. 2 5 8 inch

in

length it

. . . . . . . . . . . . . . V03496 9.99 V03517

Choose one or more

of

these ador

able teddy bears wearing a VAA

logo t-shirt to keep you company

Approximately 8" in length.

White . V03499 11.95

Tan

. V03498 11.95

Black

V03497 11.95

Travel

Mug

create a striking mug

for "

on

the go" flyers.

A real class act for

enjoying your favorite refreshment

Copper and black

Flyer Youth

T-Shirt

Lime green t-shirt sketches

along without it. Approx size folder is 2 inches.

easily clips to any strap.

Red (wired light) .V03558 17.95

Blue (w/blue light)

V03549 17.95


34/36

Reminiscing continued from page

The economy 12

Note the

Curtis Reed

prop

and the

long motor

mount.

tors and good friend of Benny's was

Mr.

Dan Peterkin Jr., president

and

then chairman of the board of Mor

ton Salt. Dan

bought

one

of

the

early 8s

and

i t was fancy-special

paint, a flocked instrument panel,

etc., the works. We later used

this

same airplane to develop the 11.

Howard Aircraft was slow getting

off

the ground and

we made some

marketing mistakes.

We built a bunch of airplanes that

many

people are not aware of. The

15P was the

most popular and

Vintage Airplane - Nov 2004

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