E ARC H VOL. 34, NO.3 2006 C ONTENTS 1 Straight and Level by Geoff Robison

2 VAA News

4 Aeromail

6 A Silver Eagle Part II - Hightlights of 1930 A biography of E.M. "Matty" Laird by Robert G. Ell iott and Ed Esca llon

12 Type Clubs to Oshkosh Row after row after row ... by Tim Fox

14 Dinndorf, Doolittle, & Their Stinson Nearly lost to the ages, a historic airplane makes a comeback by Budd Davisson

20 54 Days With the Blue Phoenix [s it an end, or a beginni ng? by Glen Scott

25 Pass It to Buck Here's the drill by Buck Hilbert

26 100 Years at Huffman Prairie The Wrights' home fie ld adva ntage is celebrated by Scotty Markland

28 Books and Movie Review by H.G. Frautschy 32 The Vintage Instructor STAFF CRM EAA Publisher Tom Poberezny by Doug Stewart EAA Editor·in·Chief Scott Spangler Executive Director/Editor H.C. Frautschy 34 Mystery Plane Administrative Assistant Jennifer Lehl by H.G. Frautschy Managing Editor Kathleen Witman News Editor Ric Reynolds 38 Calendar Photography Jim Koepnick 39 Classified Ads Bonnie Bartel Advertising Coordinator Sue Anderson Classified Ad Coordintor Louise Scoenike COVERS Copy Editor Colleen Walsh FRONT COVER: Tom Dinndorf and his wife. Mary, are thrilled with their big piece of history, a 1938 Director of Advertising Katrina Bradshaw Stinson SR·l0J that was purchased by the Shell Oil Company, and flown by its aviation manager, Display Advertising Representatives: Jimmy Doolittle. Restored by Rod Roy, the thundering Stinson was photographed by EAA photogra· North east: Allen Murray pher Mike Steineke. EAA photo plane flown by Walt Dorlac. Phone 609·26S· I666, F .~X 609·265 ·1 661 e·mail: allelllnllrmy@!l llillrlsprillg.colll BACK COVER: Major Mathew Taylor, an FA·18 test pilot for the USMC at NAS Patuxent River, Maryland, Southeast: Chester Baumgartner flies a Howard DGA·15P that he owns with his wife, Candice. The Howard's restoration was begun by Phone 727·573·0586, FAX 727·556·0177 e·ma il ; cbauIll111@'lIillrlsprillg.colII the late Bryce Hunt of Santa Paula, California, and finished by the Taylors. The Stearman is owned and Central: Todd Reese piloted by Mathew's father, Larry Taylor, of Madison, Georgia. The photo ship was a Stinson V·77 Gull· Phone 800·444·9932, fAX 816·741·6458 e·mail: todrl@Spc·lIIag.colll wing owned and piloted by Ricardo Traven of Lexington Park, Maryland, and the photographer was Randy Mountain & Pacific: Keith Knowlton &: Associates Hepp of Leonardtown, Maryland. The photo was taken this past spring during Pax River Expo '05. Phone 770·516·2741, e·mail: [email protected] GEOFF ROBISON PRESIDENT, VINTAGE AIRCRAFT AS SOCIATION

VAA aging aircraft proposal

By now a large segment of our point, but I believe these concerns Click on 2006 - 02/08 - EAA Set to membership has had an opportu­ can be sufficiently addressed in an Advance Vintage Aircraft Proposal nity to review the proposed aging appropriately structured rule. Next Month. aircraft initiatives developed by EAA We probably all know of at least This jOint EAA/VAA-proposed ini­ and the Vintage Aircraft Association one restoration project in our in­ tiative will be presented at the aging (VAA). Most would certainly agree dividual regional area that has se­ aircraft public meeting on March the time is upon us to recognize the rious issues because of the lack of 22-23 in Kansas City, Missouri . need for some resolution to these available data to get it restored and The proposal, which conceptually long-term issues. The intent here signed off for flight, not to men­ met with approval by key mem­ is to create a new, optional, aircraft tion those aircraft that will remain bers of the FAA management team certification category that will give during the EAA/FAA Recreational owners and their mechanics the EAA/VAA­ Aviation Summit, was presented ability to maintain vintage aircraft Tuesday, February 7, in Washing­ using safety-based forms, with fit proposed initiative ton, D.C., to representatives from and function criteria, as opposed the National Air Transportation As­ to unavailable or outdated type­ will be presented sociation (NATA), General Aviation certificate data. Contrary to some at the aging aircraft Manufacturers Association (GAMA), misinformed opinions I've heard, it Professional Aviation Maintenance is not an owner maintenance pro­ public meeting on Association (PAMA), Aircraft Own­ gram like the one in Canada. ers and Pilots Association (AOPA), Within 24 hours of the announce­ March 22-23 in the Aircraft Electronics Association ment of this initiative we began to Kansas City, Missouri (AEA), and others. hear from the membership and rep­ In other news, the VAA was resentatives of the various type clubs. in "basket" status until the owner deeply saddened to hear of the re­ Some of the immediate concerns we has at least some assurance that his cent death of Daryl Lenz in a traffic heard: "What is the potential impact or her monetary resources and per­ accident near his home. Daryl served on the value of my aircraft?" "What sonal efforts will not be wasted. as the director of aircraft mainte­ impact can I anticipate from my in­ We have also heard some great nance at the Kermit Weeks Han­ surance provider if I move my air­ ideas for additional new VAA-related gar in Oshkosh for more than 15 craft to this new category?" initiatives from our members. This years. Daryl most recently served as The real answer at this juncture is dialog is of great value to us, and a key member of the EAA AirVenture that only time will tell for certain! I would encourage each of you to Tea-m who was directly responsible Please read the article starting on share your thoughts and ideas with for coordination and display of the page 12. What is most important at the VAA. In just a short few days we many special aircraft that have vis­ this critical juncture is for us to con­ have heard some great ideas, and ited our annual event each year. Da­ tinue to hear the thoughts, ideas, I hope to see it continue. If you ryl was a friend not only to me, but and concerns from VAA members haven't reviewed this proposal in also to the entire VAA family. Daryl and the type clubs. I shared some its entirety, it is available for re­ was truly one of us, and he will be of the concerns I have heard to this view at www.vintageaircraft.org/news. continued on page 37

HAVE YOU MADE YOUR PLANS TO ATTEND THE 2006 EAA AIRVENTURE? EAA AIRVENTURE OSHKOSH 2006, THE WORLD ' S GREATEST AVIATION CELEBRATION- JULY 24-30 VAA IS ABOUT PARTICIPATI ON : BE A MEMBER! BE A VOLUNTE ER! BE THERE!

VINTA GE AIRPLAN E Lawrence to Speak on Aging Aircraft VAA Question of the Month EAA Vice President of Industry and I fly a neat old biplane, and sometimes I need to extend my day Regulatory Affairs Earl Lawrence will a bit on the trip home. My take on the required lights needed for speak at a two-day public meeting on : ~ying at ni~ht are position lights plus an anti-collision light, aging aircraft, scheduled for March Q eIther a rotating beacon and/or strobes. My friend says antiques are 22-23 in Kansas City, Missouri. The grandfathered in here, and that they don't need anything but position lights. meeting will emphasize what can be Can you shed some, er, light, on this subject? done to mitigate the effects of fatigue, -An Antique Flier corrosion, and deterioration on aging general aviation airplanes. (the airplane, not the pilot!) PartiCipants will share informa­ A : Antiques and classics are definitely reqUired to have an tion, resolve questions, and discuss anti-collision lighting system as well as navigation lights if they want to potential solutions regarding the fly at night. The only grandfathered part is they have to meet the ear­ continued airworthiness of older GA lier requirements for the placement and coverage of the anti-collision airplanes. The current fleet average is beacon, rather than having to meet the most current requirements. It approximately 35 years old and will basically comes down to having a strobe or rotating beacon on either increase to SO years old by 2020. the top or the bottom of the aircraft (belly, tip of the vertical, or wher­ Vintage Aircraft Association Ex­ ever); that's sufficient for aircraft that wete type-certificated before April ecutive Director H.G. Frautschy I, 1957. These aircraft can't get by without anything or just position also plans to share expertise at the lights, but they don't need as extensive a system as a more modern air­ meeting, which is slated to begin at plane would need. 8 a.m. each day, with registration at Since you asked, here's a bit more on requirements for flying at 8 a.m. on March 22. night: Individuals may submit a request to present a statement at the meet­ CFR 14 Part 91.205 ing. If unable to attend, either mail (c) Visual flight rules (night). For VFR flight at night, the following in­ a statement to FAA Small Airplane struments and equipment are required: Directorate, FAA Central Region, At­ (1) Instruments and equipment specified in paragraph (b) of this section. tention: Mr. Marv Nuss, 901 Locust, (2) Approved pOSition lights. Room 301, Kansas City, MO 64106, (3) An approved aviation red or aviation white anti-collision light or e-mail marvin.nuss@{aa.gov. system on all U.S.-registered civil aircraft. Anti-collision light systems initially installed after August 11, 1971, on aircraft for which a type cer­ VAA Board Members Retire tificate was issued or applied for before August 11, 1971, must at least Bob Brauer, of Chicago, Illinois, meet the anti-collision light standards of part 23, 25, 27, or 29 of this and Roger Gomoll, of Blaine, Min­ chapter, as applicable, that were in effect on August 10, 1971, except nesota, decided to step down from that the color may be either aviation red or aviation white. In the event the VAA board last year, and during of failure of any light of the anti-collision light system, operations with this past winter's VAA board meet­ the aircraft may be continued to a stop where repairs or replacement ing, both men were recognized and can be made. honored for their long commitment (4) If the aircraft is operated for hire, one electric landing light. to the VAA and for their past work as (5) An adequate source of electrical energy for all installed electrical chairmen during EAA AirVenture. and radio equipment. Bob has been a (6) One spare set of fuses, or three spare fuses of each kind required, fixture of the VAA that are accessible to the pilot in flight.-]oe Norris, Senior EAA Infor­ for nearly the en­ mation Specialist, and H.G. Frautschy, Editor, Vintage Airplane tire existence of Do you have a question related to vintage airplanes you'd like answered? If we the organization. don't know the answer, we'll find the right person to fill in the blanks, and publish An electrical en­ the answer here. Submit your questions to Joe Norris at [email protected] or to the gineer by trade, VAA at [email protected]. Be sure to put "VAA Question of the Month" in the Bob has served subject line. If you'd prefer, you can drop us a note at VAA, Question of the Month, as the VAA build­ P.O. Box 3086, Oshkosh, WI 54903-3086. ing and mainte-

2 MARCH 2006 nance chairman for many years. For well more than a decade, Bob worked with Roger's father, the late Stan Go­ moll, as they kept the VAA's build­ ings in good repair and oversaw the updating of some structures on the VAA grounds. He's worn a number of hats as chairman, including co-chair of the Parking committee, and he served for more than a decade as the board's point of contact man for VAA Chapters and the EAA Chapter Office. Bob was asked to come on board as an adviser to the VAA board in 1986, and became a director in 1988, a po­ sition he held until his retirement in the summer of 200S. Bob is still ac­ tive as a volunteer, and if you make it to any of the VAA work parties during this spring, he'll be happy to find you some work to do! Roger comes by his work for VAA naturally; his father, Stan, was a longtime EM AlrVenture board member atnIP.nrHM_nrtl for complete details. Planning Guide and active vol­ Once you've made the decision unteer who en­ What Do You Want to Know? to attend EAA AirVenture Oshkosh couraged his Forums and workshops 2006, you can't just wait for July, son's love of avi­ teach aviation hop into the cockpit, and show up. ation. Roger has served EAA as a vol­ You need to start planning, and now. unteer for many years, including his A great way to start is by download­ time at EAA's Pioneer Airport, where ing the EAA AirVenture 2006 Plan­ Roger can often be found grinning ning Guide, now available at www. as he gives another ride to a paying airventure.org. customer in EAA's Travel Air biplane. The handy document includes es­ Appointed to the VAA board after his sential information about admission, father's untimely passing, Roger has lodging, driving directions, commer­ been right in the thick of things, serv­ cial flights, vehicle rental, ground ing as the Type Club chairman, and transportation services, and a lot during the year he served the board A wise man once said, "If it has more. Get your copy today and start while overseeing our VAA mem­ something to do with aviation, charting your EAA AirVenture Osh­ kosh adventure! bership recruiting efforts, a natu­ chances are you can learn more about it at Oshkosh." ral extension of his full-time work Want to learn the proper way to EAA AirYenture Pit Stops as a membership recruiting expert build wing ribs? Or the latest in al­ Attention FBOs and other way­ for Minnesota Public Radio. We'll ternative fuels research? How about points: Send your information, includ­ miss his cool-mannered expertise as wing flutter analysis from FAA aviation ing name of business, airport, phone a chairman, but we also appreciate safety experts? Imagine hearing about number, e-mail address, and any spe­ that any advice related to our mem­ a historic aviation achievement by the cial offers for EAA AirVenture travel­ bership campaigns is only a phone person who actually achieved it. ers, to [email protected], and then call away. Add the entire spectrum of EAA watch for it on www.airventure.org. Please join us in wishing our two col­ SportAir Workshops, sessions on leagues well as they move on to their any engine type imaginable, and the EAA AirYenture RideShare next opportunity, and our thanks to SpaceShipOne team of Burt Rutan, Looking for a ride, or have a spare Roger and Bob for all the work they've Mike Melvill, and Brian Binnie, and right seat for Oshkosh? Visit www. done for the VAA and its members! you've still only scratched the sur- airventure. org/rideshare.

VINTAGE AIRPLANE 3 Helio Courier Notes If your Helio H-391-B, H-250, or H-295 has in excess of 3,600 hours and needs to be upgraded per Air­ worthiness Directive 82-16-08, Amendment 39-4427, parts are be­ coming an issue with older airplanes in the field. Several Helio owners have asked us recently about the availabil­ ity of new parts, the current own­ GIVING BACK ers of Helio Aircraft. LLC are not EAA Vintage Chapter 27 in Delaware, Ohio (DLZ), is a small but busy presently manufacturing replace­ group. Chapter 27 had a very successful air show in August of 2004 and ment items, such as leading-edge is planning another for August 2006. We also have a pancake breakfast slats and wing carry-through as­ on the third Saturday of each month from May through September. As semblies. With the current fleet at a result, for the first time since the Chapter was organized in the early around 200 airplanes, those older 1990s, we have some assets in the bank. models that have 4,500 hours plus We wanted to give back to the community that has supported our are in need of replacement items. organization. As a result, the city has donated land on the airport for We can at this point direct you to us to build a shelter house to be available to the public, and we have rebuilders with an excellent reputa­ enclosed one end of it for the VAA kitchen for our pancake breakfast tion and knowledge in Helio Couriers and meetings. based upon many years of experience. Chapter 27 and donations from local businesses have supported the The following individuals and/ shelter costs. The city assisted us with trusses and some heavy work, or organizations may be of some and our members have done the rest. We have had a lot of fun with the assistance. construction project and plan to finish the interior this winter and be JAARS Aviation Div. ready in May for our pancake breakfasts. Jim Metzler, Sincerely, Head of Maintenance Roger R. Brown Waxhaw, North Carolina VAA Chapter 27 President www.jaars.org Aero Pacific Steve Murray Carlsbad, California 760-931-0022 A complete list of Helio main­ tenance personnel is to be made available March I, 2006. For additional information, visit www.heliocourier.net. International Young Eagles Day 2006: Make Plans to Participate The world's most successful youth aviation program holds its biggest day of the year on June 10, and you can take part. On International Young Ea­ gles Day, thousands of EAA volunteers in the air and on the ground bring the thrill and excitement of flight to thousands of kids aged 8-17. EAA Chapter leaders, make sure SEND YOUR COMMENTS AND QUESTIONS TO: you let EAA's Young Eagles head­ VAA, LETTERS TO THE EDITOR quarters know about your flight P.O. BOX 3086 rally plans and then, after it's over, OSHKOSH WI 54903-3086 drop an e-mail to YOllngeagles@eaa. OR YOU CAN E-MAIL THEM TO: [email protected] org to let them know how it went.

4 MARCH 2006 Friends of the Red Barn Campaign Many services are provided to vintage aircraft en­ Your contribution now really does make a differ­ thusiasts at EAA AirVenture Oshkosh. From parking ence. There are six levels of gifts and gift recognition. airplanes to feeding people at the Tall Pines Cafe and Thank you for whatever you can do. Red Barn, more than 400 volunteers do it all. Some may ask, "If volunteers are providing the services, Here are some of the many activities the Friends of where is the expense?" the Red Barn fund underwrites: Glad you asked. The scooters for the flightline crew • Red Barn Information Desk Supplies need repair and batteries, and the Red Barn needs • Participant Plaques and Supplies paint, new windowsills, updated wiring, and other sundry repairs, plus we love to care for our volun teers .Toni's Red Carpet Express Repairs and Radios with special recognition caps and a pizza party. The • Caps for VAA Volunteers list really could go on and on, but no matter how • Pizza Party for VAA Volunteers many expenses we can point out, the need remains constant. The Friends of the Red Barn fund helps pay • Flightline Parking Scooters and Supplies for the VAA expenses at EAA AirVenture, and is a cru­ • Breakfast for Past Grand Champions cial part of the Vintage Aircraft Association budget. • Volunteer Booth Administrative Supplies Please help the VAA and our 400-plus dedicated volunteers make this an unforgettable experience for • Membership Booth Administrative Supplies our many EAA AirVenture guests. We've made it even • Signs Throughout the Vintage Area more fun to give this year, with more giving levels to • Red Barn and Other Buildings' Maintenance fit each person's budget, and more interesting activi­ ties for donors to be a part of. • And More!

Th ank·You Items Name Listed: Donor Access to Special Two Passes Special Breakfast Tri·Motor Two Tickets Close Auto by Level Vintage, Web Appreciation Volunteer FORB to VAA FORB at Tall Pines Ride toVAA Parking & Sign at Certificate Center Badge Volunteer Cap Cafe Certificate Pi cn ic Red Barn Party

Diamond, $1,000 X X X X X X 2 People/ Full Wk 2 Tickets X Full Week

Platinum, $750 X X X X X X 2 People/ Full Wk 2 Tickets X 2 Days

Gold, $500 X X X X X X 1 Person/ Full Wk 1 Ticket

Silver. $250 X X X X X X

Bronze, $100 X X X X

Loyal Supporter, X X $99 & Under ~- VAA Friends of the Red Barn Name______EAA#____ VAA#____ Address______City/State/Zip______Phone______E-Mail______Please choose your level of participation: __ Diamond Level Gift - $1,000.00 __ Silver Level Gift - $250.00 __ Platinum Level Gift - $750.00 __ Bronze Level Gift - $100.00 __ Gold Level Gift - $500.00 __ Loyal Supporter Gift - ($99.00 or under) Your Support $ __ o Payment Enclosed (Make checks payable to Vintage Aircraft Assoc.) o Please Charge my credit card (below) Mail your contribution to: EAA, VINTAGE AIRCRAR ASSOC. Credit Card Number ______Expiration Date ___ PO Box 3086 Signature______OSHKOSH, WI 54903-3086 *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 Resources department for the appropriate form . NameofCompany~-~--~~-~~-~~-~~~~~-~~~~-~~ The Vintage Aircraft Association is a non.profit educational organization under IRS SOld rules . Ullder Federal Law, the deduction from Federal Income tax for charitable contributiol'lS is limited to the amoullt by which any money (and the value ofallY property other than money) contributed exceeds the value ofthe goods or services provided in exchange for the contribution. An appropriate receipt acknowledging your gift will be sent to YOIl for IRS gift reporting reasons.

VINTA GE AI RPLANE 5 PART II - HIGHLIGHTS OF 1930

A biography of E.M. "Matty" Laird

By ROBERT G. ELLIOTT AND ED ESCALLON

The highlight of 1930 proved to be the design and construction of the Solution racer, which became the first and only biplane to win the coveted Thompson Trophy Race for the fastest aircraft of the day. The Solution had been built in a record 30 days and was completed just one hour before the race. In the follow­ ing year, Matty's newest racer, the Super Solution became the first air­ craft to win the new Bendix Tro­ phy, setting the trans-continental speed record of 11 hours, 15 min­ Matty and Elsie Laird enjoy their mountain retreat on the shores of Lake Tox­ utes, under the capable pilotage of away, North Carolina, and sat momentarily for this photograph in July 1975. Jimmy Doolittle. An executive transport biplane tory and provisions for the even­ tests were completed, but just prior became the next challenge to be de­ tual incorporation of retractable to their being submitted for ATC signed and fabricated at the Laird gear. Performance data of the 450- certification, Horton suffered a fa­ factory at Ashburn Field. Construc­ hp prototype included 180 mph tal heart attack. Subsequently the tion was mixed with an aluminum cruise airspeed with over 200 mph airplane was given to his alma ma­ semi-monocoupe finely tapering fu­ at full power. ter, Rensselaer Polytechnic Insti­ selage, fabric-covered wood wings, While the Sesquiwing was be­ tute in Troy, New York. Sadly, the and a steel tubing center section. gun in 1931, the ailing economy, aircraft's subassemblies were last The prototype was built to an order together with the extensive fabri­ seen undergoing various stress placed by George Horton, president cation details reqUired for the air­ tests for aero-engineering classes. of Chicago Bridge and Iron. SpeCial craft, delayed its rollout until 1934. Although no doubt of great edu­ features included an on-board lava- About the time that factory flight cational value, it is a pity this one- Reprinted from Vintage Airplane July 1976

6 MARCH 2006 Laird Solution, in which Speed Holman won the Thompson Trophy Race in 1930. This aircraft was 30 days old the day of the race, having been completed about one hour before the race began, allowing time enough for a short test hop and refueling due to a short postponement of the Thompson Race start.

LEFT: Speed Holman.

Full view of completed Laird Sesquiwing. of-a-kind Laird was not preserved instead of being destroyed. The middle '30s saw the develop­ ment of a huge airline industry in this country. Chicago became a ma­ jor airline hub and drew heavily on the aviation talent in the area. Many of Matty's employees went with the airlines during the lean year that en­ veloped the Laird Co., and a few are still involved in the management of this industry today. After a few years of operation, the DC-3, which had become the airlines' workhorse, began to re­ quire refurbishment of the fuel tanks due to corrosion. Matty bid against the Curtiss Co. for t his work and won the contract offered by American Airlines. In the ensu­ ing years, work on these tanks for American, United, TWA and Bra­ niff provided steady income for the Laird factory. Matty also con­ tracted to build passenger-loading stands for the airlines. Reminiscent of the early '30s period, "Matty's race to the race"

V INTAGE AI RPLA NE 7 built with the internal drag bracing Photograph taken at the 1930 Chicago lightened, and a greatly improved National Air Races, which were conducted at fuselage attach method was incor­ Curtiss-Reynolds Airport, Chicago. Speed porated. Existing ailerons were used, Holman is shown at right, rounding a pylon in with the flaps extended to cover the the Laird Solution. Upper center is what is span added to the wing. The result­ believed to be the plane of Arthur Page, who ing loading of 50 pounds per square was pulling out of the race. Page made a crash foot was among the highest used in landing and died of injuries, while Holman went aircraft at the time, and much tech­ on to win the Thompson Trophy Race. nical comment centered about it. Actually, the wing turned out to be one of the really outstanding as­ pects of the racer, and its configu­ ration was widely copied in World War II fighters. Additionally, Matty added about a square foot to the elevator sur­ face area and completely outfit­ ted the fuselage structure almost from scratch. Larger fuel tanks than Brown had planned on using were included. In many respects the ren­ ovation of the Laird-Turner Racer was more difficult than building a completely new aircraft. When finished, a weight check confirmed Matty had eliminated more than 400 pounds of weight just from the parts Brown had shipped him. The LTR-14 was tested success­ fully and accepted by Roscoe, who proceeded to California in it ... on its second flight. In succeeding years the Laird­ Turner Racer served to change the fortunes of tough-luck Roscoe. Dur­ ing the 1937 Thompson, Roscoe, continued into 1937, when Roscoe ment with Roscoe. Obsolescence who was leading the race, was mo­ Turner brought in two projects just and technical problems prevented mentarily blinded by the sun while two months before the National Air it from ever again placing in a ma­ rounding a pylon. Turning back to Races. They were his damaged We­ jor event. re-circle the pylon, he lost his lead dell-Williams and a partially com­ Roscoe's second major project was to Earl Ortman and Rudy Kling. In pleted new racer. Matty's brother a racer that had been designed by a last-minute burst of speed, Rudy Harold was assigned to rebuild the Messrs. Barlow and Akerman of the drove the diminutive Folkerts racer Wedell, which had been a victim University of Minnesota and whose past Ortman to win. Roscoe fol­ of carburetor icing, causing an en­ subsequent construction had been lowed in third place. gine-out landing in the wastelands begun by Lawrence Brown of Los However, the following year, the of New Mexico. Angeles. Various technical, personal, Laird-Turner, racing as the Pes co Its many flights as a basket case and financial problems had erupted Special, placed first in the Thomp­ hadn't helped the lightweight air­ during the project, forcing Roscoe son, breaking Michael Detroyat's re­ frame, either. Despite its condition, to have the airplane's assemblies cord speed set two years previously. Harold and his team were able to shipped to Matty for completion. The 1939 National Air Races were meet the time schedule and ready A review of the design revealed a largely overshadowed by the grim the golden racer for the upcom­ wing configuration that was unsuit­ turn of events taking place in Eu­ ing National Air Races. Joe Mackey able for the challenges of the Ben­ rope. Roscoe, racing for the last piloted this plane in several sub­ dix and Thompson. The wings were time, again won the Thompson, fly­ sequent seasons under an agree­ disassembled to the spars and re­ ing the Laird-Turner, which for the s MARCH 2006 Jimmy Doolittle is congratulated by Matty Laird after winning ui in::i ll.""_.~ the Bendix Race, September 1931. UJ ti:: => occasion had become Miss Cham­ 8 (/) pion. This victory made him the 5 ::t: only man to ever win the coveted ~ ~~=-----~~~~~~~--~~~~~~~~~~~~~--~ Thompson Trophy three times. De­ Laird-Turner on the line after being rebuiH by the E. famil­ spite the credit due Matty, Roscoe iar Laird trademark on the tail. never properly recognized him. Matty, however, never pressed the issue, saying, "That's just the way Roscoe was." Turner's victories plus those ear­ lier in the decades by the Solu­ tion and Super Solution gave Laird planes three first and two third places in the Thompson Races, one first in the Bendix, and a trans­ continental and tri-Capitol speed record, in addition to at least a dozen different inter-city records. For a small civil-based aircraft fac­ tory, the E.M. Laird Co. had won a large share of the records and races of the '30s, due to the skill of the employees and the genius of E.M. "Matty" Laird. As this country's involvement in the World War II became more im­ minent, Matty realized it was go­ ing to be pretty tough sledding for a non-military manufacturer. In an attempt to get subcontracting work on military aircraft, a Chicago friend persuaded him to consider setting up an aviation division for a manufacturer of metal door trim, at Laporte, Indiana. Matty looked the operation over and elected to be­ come vice president of the company (later becoming Laporte Corp.). He brought with him all his factory machinery, equipment, and mate­ Matty Laird, center, surrounded by his fellow craftsmen at the Laporte Corp. dur­ rials, but retained personally all his ing WWII. The vertical fins of the 8-24 behind are autographed by all members airplane designs. The Laporte Corp. of his workforce. VINTAGE AIRPLANE 9 The Laird Speedwing Solution (Pratt & Whitney Wasp Junior engine) Winner First Place -Thompson Trophy Race­ Chicago, Illinois, September 1, 1930 Average speed 201.91 mph for 100-mile race (20 laps around a 5-mile course) Piloted by C.W. "Speed" Holman

successfully met the challenges of verted engine that Continental was organization of pilots who made wartime materials shortages with developing. In considering the cap­ their first flight before December a labor force consisting mostly of italization costs involved that had 17, 1916. Matty also became active women. Although untrained, and doubled since the '30s, and know­ in the Connecticut Aeronautical faced with schedules that doubled ing firsthand the boom-bust mar­ Historical Association's restoration every month, they rapidly grew into ket that followed the previous war, of the Solution beginning in 1964. a skilled team under the able guid­ Matty decided to retire from the He first became acquainted with ance of Matty. His talents in produc­ aviation business. the Florida Sport Antique and Clas­ tion were directed to the production An additional factor that prompted sic Association at the Remuda Ranch of B-24 and SB2C vertical fins, com­ his decision was the fact that his Fly-In during November 1974, plete empennage groups for Martin daughter had contracted polio. At where he was an honored guest. B-26s, and numerous other items, the time, the only known treatment There he joined the EAA. In recog­ such as wing flaps, radio cabinets, was frequent immersions in warm nition of his many achievements crew bunks, and de-icer tanks for water combined with physical ther­ prior to 1940, Matty was awarded the Martin PBM. apy. Consequently, Matty decided to the coveted Silver Eagle member­ Matty never had any interest in move to a warmer climate, choosing ship in the association. Since then military aircraft, with the possible ex­ Boca Raton, a small community on the Lairds have been active in EAA, ception of building a trainer for the the lower east coast of Florida. There, being honored among the avia­ armed services. He had lost an early he and his lovely Elsie, whom he tion greats at Oshkosh, 1975, and bid for a trainer in the Laird Swallow married in 1933, devoted themselves appearing at many EAA functions days, when Maj. Reuben Fleet, a pro­ to raising their son and daughter. throughout the state of Florida. curement officer for the Army, vetoed In later years the Lairds purchased His present work on EAA's res­ the purchase. Fleet later resigned from some land in the Lake Toxaway toration of the Super Solution has the Army and organized the Consoli­ area of North Carolina and built a brought him back, full circle, to the dated Aircraft Co., which received the home. The lake had been a million­ work to which he began devoting his order for his training plane. aire's hideaway in the early 1900s life in 1910 ... that of building the The wartime production of the until the dam supporting it burst in finest aircraft in the country. Laporte Corp. was a credit to Mat­ 1916, flooding many of the lower At 80 years on November 29, 1975, ty's ingenuity in training and communities. Ironically, the lake Matty has been described by his mustering every effort from his em­ was later re-dammed after the Lairds friends as "a Volkswagen with 80 hp." ployees during the critical time of built their home, and the high wa­ The Florida Association and the his country's need. ter level forced them to again move. Experimen tal Aircraft Association At the war's end, Matty restudied Later they purchased an adjacent are privileged to know and be able the designs he had worked up for ci­ home on the lakeshore. They spent to work with people of Matty's vilian airplanes before the war. One their summer months enjoying the background, energy, and character. particularly appealing model was a beautiful mountain lake area, while Matty Laird ... a true genius and four-place, high-wing monoplane wintering in their 50-year-old Span­ pioneer of American aviation. with a semi-monocoupe aluminum ish-style home in Boca. fuselage and wooden wings. Plans In 1967 Matty became president Editor's Note, 2005: Matty Laird passed were to use a new six-cylinder in­ of the Early Birds, an international away in 1982 at the age of87...... to MARCH 2006 The 2006 Mercury Mariner Provides Hybrid Ingenuity with Premium Appeal

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id you notice the rows of the the members as well. Nothing is worse accommodate a few different types same aircraft parked together than doing all the work, planning, and every year), the wingspan of the air­ at Oshkosh this year? There publicity, only to have no one show up. craft, and a contact person who will Dwere Cessna 170s, Aeroncas, It had been several years since the Stin­ be coordinating the event. Your re­ Taylorcrafts, and Swifts. Last year it sons had been in a group at Oshkosh, quest should be forwarded to VAA, was Stinsons and Helio Couriers. Ever and the club directors were excited and they will forward it to the type wonder how they all got to park to­ about the possibilities. You have to start club parking coordinator. gether in such a great spot? It's simple. early in your planning efforts, and we The Vintage Aircraft Association started right after Oshkosh 2003 with Planning provides a limited reserved parking announcements in the club newsletter. Several steps are necessary to en­ area for type clubs. The type clubs are This past year's type club groups were sure a successful event for your club. a part of Vintage activities, and year­ organized and had their spots set up Developing interest and enthusiasm round they support their particular before the end of 2004. will ensure that you have a good turn­ aircraft through activities such as fo­ You should estimate the attendance out and provide a good time for all. rums, chat rooms, and newsletters on potential of your group so you can Many of your members may have topics that range from historic infor­ request space in the type club area. never been to Oshkosh or have not mation to the latest maintenance is­ Space is limited, and to reserve space, come for many years. Some may at­ sues. Type clubs can be found during VAA is looking for a solid commit­ tend every year but park randomly, the convention in the large tent just ment from your group. You should and not with a group. south of the Vintage Red Barn. We also be prepared to make your request Oshkosh is a dream trip for most publish an annual list in the January ASAP. The groups for EAA AirVenture pilots, and I have never met one issue of Vintage Airplane, and we keep 200S already had their requests sub­ who didn't say he either has been or a continuously updated list on the mitted in December and some groups wanted to go. Make your event the Vintage Aircraft website. If you have did not get space, as the area was al­ reason to make that decision. With an interest in a particular airplane, we ready filled. The groups that were not the Stinson group we had many first­ encourage you to join the club. accommodated will have priority the timers who made the decision to fly Last year I had the pleasure of coor­ following year, so it's never too late to in from all over the United States and dinating the Stinson type club fly-in to start the process. Canada. Our event was the motiva­ Oshkosh, and I wanted to help other Information needed for your re­ tion for many of these pilots. It was type clubs see what's involved in taking quest should include the type club a trip they will remember for the rest advantage of this great VAA benefit. represented, the number of aircraft of their lives! Many will come back The process starts with your type parking spots requested (we reserve again and again. club group. You need the commitment the right to limit the number of air­ Starting in January, I placed an ar­ of not only the club leadership, but planes for any given group so we can ticle outlining a portion of the plans

12 MARCH 2006 for the event in every month's issue ter your aircraft, pay for camping if bus to transport everyone. The turn­ of the club newsletter. I wanted to you're camping on the field, and get out was so large we had to charter an be sure that all the pilots knew what admission wristbands for your stay. additional bus to handle the group! was going to happen and what they Shortly after your arrival and regis­ Stinson owners from all over the field could expect. It's important for pilots tration, Vintage volunteers will come wanted to join in, and hopefully we to make the commitment early so out and take a picture of your plane gained some new membership. The other summertime activities don't use and it will be placed on a participant type club rented a van so the mem­ up available leisure time. This can't plaque. This is available free to VAA bers had a way to travel into town to be done on a last-minute basis. Also, members, courtesy of the Vintage Air­ resupply and get items not available when planned ahead, variables such craft Association in the Vintage Red on field. as fuel costs, meals, and lodging do Barn Headquarters building. You are With the heavy airspace traffic not playas big a role. also entitled to a free participant mug. around Oshkosh and the problems of If you ask the participant plaque staff moving and parking aircraft, daily fly­ Arrival in the back of the hospitality center in outs are not encouraged, but on Satur­ Many of you have seen the large the Red Barn, they can come out and day there is a fly-out to Shawano, Wis­ group arrivals of the Bonanzas and take a special picture of you with your consin, that your group can participate Mooneys. Almost all pilots come in aircraft for the plaque. This plaque is in. Shawano is approximately SO miles through the normal NOTAM arrival available for all VAA participants at north of Oshkosh, so it's a short flight. from Ripon, but if your group is large Oshkosh. While at the Red Barn you There is a signup list at the Vintage enough, you may qualify for a special can check out the activities, browse Red Barn, and a briefing is held early arrival. The type club parking coor­ the VAA store, or check out the type Saturday morning for participants. dinator can help you find out if your club and workshop tents. This is a great fl y-in hosted by the group qualifies. With special type town, and they really enjoy the vin­ club parking reserved, how and when Activities tage aircraft coming from Oshkosh. If your group arrives does not matter, as This is the cornerstone of your type you provide a list of your pilots they they are assured that their parking is club event. Plan activities for your will send an invitation. All arriving pi­ reserved together. group. The type club parking coordi­ lots get a free breakfast, ice cream, and nator can help you with suggestions some Wisconsin cheese. Of course, Parking and arrangements for ground trans­ your parking places are saved back in When most people arrive at Osh­ portation, restaurant reservations, or Oshkosh, so you can leave your camp kosh they hold up placards that say group activities. This should all be set setup and come back at your leisure. VAC for "vintage aircraft parking." up as soon as possible, as you need There's really a lot for your group They are directed to Papa taxiway plenty of time to advertise in your to do! and head south into the Vintage area. club newsletter. Parking within your aircraft group Once they arrive they are parked in If you're stuck for ideas on what to is fun and a learning experience. Com­ the next available open spot, in rows do, here's some good news-the VAA mon interests and experiences are going south. The sooner you get there, already has things scheduled that you shared by owners with the same type the closer you are to the action. As can participate in as a group, such as of plane. It's also an opportunity to many of you know, a late arrival can the VAA picnic. It's a great time for look at other aircraft to see how things find you closer to Fond du Lac than your type club to get together and were done. It's any easy way to see what Oshkosh! Type club reserved aircraft have dinner at the EAA Nature Center modifications may be available and receive a special placard that identi­ with other vintage aircraft owners in what equipment has been installed. fies them as having reserved park­ a casual setting. The various forums Type club parking can be a great ing. You are then directed by ground presented during the convention may benefit for your group, and we encour­ handlers right to your parking in the also be of interest to your members, age you to take advantage of this op­ type club area! Please keep in mind and, of course, your group can meet portunity. Have a type club representa­ that we can't hold your spot indefi­ together to discuss topics related to tive contact the Vintage Aircraft Asso­ nitely. There is an arrival window, so your specific aircraft. ciation for further information. you have to be there by a certain date VAA also will showcase an airplane and time (unless you are being held from the type clubs on the lawn in front The most effective way to contact us out by weather), or your spot will be of the VAA Red Barn HQ each day. This about type club parking is to send an given to someone else. is a great way to get folks to come by the e-mail to [email protected]. tent and chat about the airplanes. Please put Type Club Parking Request in Registration The Stinson group planned a din­ the subject line. We'll forward it to the Once you arrive, you'll proceed ner off EAA grounds with a local type club parking coordinator, and he'll north to camper registration, regis­ lakefront restaurant and chartered a be in contact with you shortly.

VINTAGE AIRPLANE 13

time, a pilot leaves something behind could take a look at the logbooks in the airplane's soul. Tom Dinndorf and get back to him. "I didn't expect of Baudette, Minnesota, is acutely him to drop what he was doing and aware of that, and he doesn't take search, but that was exactly what he the responsibility lightly. did. He had me hold on while he "I've owned this airplane for got the logbook and thumbed back over 30 years and carted its remains to August '38. He said, 'Yes, on Au­ around to various locations as I gust 13th it says 'acceptance flight, moved," he said. "Eventually, I re­ new Stinson, 15 minutes.' I can't tell alized I wasn't going to get the air­ you how that made me feel. Today, I plane done in my lifetime, and that have copies of all of Doolittle's Stin­ just wasn't right. lowed it to the son log entries, and I periodically The luxurious front office of the Stin­ airplane and to history to get it fin­ pull them out and look at them to son and its massive control wheels. ished. Thank goodness I found Rod convince myself the Doolittle con­ and Dottie Roy. They are the only nection is real. It's almost scary to a thread: The dual vandals of weather reason the airplane is finished, and own and fly an airplane with that and human nature can reduce an they should get all of the credit." much history to it. " airplane in this situation to junk in As Dinndorf got into the project, Although the Stinson is a work of nothing flat unless a savior rides over researching its history became a near art today, it wasn't always that way. In the horizon. NC21104 was lucky. Its obsession, but just as it's difficult to fact, it has spent far more time in der­ savior was named Luke Youngren. prove "Washington Slept Here," it's elict and/or project condition than it Dinndorf said, "In 1971 I heard often impossible to prove a given pi­ did in flying condition. about the airplane and thought I'd lot has flown a given airplane. Unless, "The last time the airplane flew, like to restore an antique. I went over of course, you have his logbooks. before we got it back in the air, was to take a look at it, and it was a disas­ "Doolittle kept very careful records in 1952, even though it was only 14 sembled, sad-looking thing crammed of his flights, and when I started re­ years old at the time. Then, somehow into Youngren's hangar along with searching the airplane, I found his it wound up in an aviation mechanics a bunch of spray planes. Youngren logbooks were among his personal school, where it was stripped and the was a duster pilot and didn't really effects that had been donated to the seats and a bunch of other stuff disap­ intend to restore it. He had bought it University of Texas. I knew the air­ peared. Then it was pushed outdoors strictly to save it. If he had waited a plane had been purchased by Shell and pretty much abandoned. Since it few more years, there wouldn't have Oil on 12 August of 1938, but I didn't had not been licensed since 1952, it been much to save. know for sure if Doolittle had flown it lacked a permanent airworthiness cer­ "We struck a deal and I trailered the at that time. If he did, it would prob­ tificate, (which became) another hill carcass home. Looking back, I was in­ ably be in the logs. " to climb." credibly naIve. I had been close to some Tom called the university archives It is at this point in an airplane's life Cub restorations, and that's what I must and asked the helpful curator if he that its continued existence hangs by have had in my mind when I started

16 MARCH 2006 this. I put the fu­ service FBO in that we do every type ized that as negative as I had been, I selage in my base­ of maintenance except avionics. The had underestimated it badly. It was ment shop and restoration projects are part of that." far from being a hopeless basket case, the wings in the His first rebuild project was the but it was far worse than I initially garage, thinking "ratty" C-140 he and Dottie had thought it was. It took us about a I'd start restor­ bought. "We took it to Oshkosh as week to figure out what we had, but ing it. I bought a part of that 150 or so C-140 gaggle, then it took over three years before compressor and and ours was the airplane the EAA we figured out what we didn't have." sandblaster and singled out for photos when they While Rod was banging on the started cleaning were covering the event." airplane, Tom continued scroung­ the fuselage and I Rod's first big project was a pair of ing, splitting his time between dig­ think that's when Christen Eagles, one of which won ging up historical information and the lights started a grand champion Lindy at Osh­ missing parts. coming on that kosh. Along the way, Dottie, who is Tom said, "We had a lot of peo­ this was going to a trained and experienced nurse, be­ ple really help us on this, including be a much big­ came part of the restoration team. George Alleman, president of the Na­ ger project than I "Almost from the beginning," Rod tional Stinson Club, but finding and thought it was." remembered, "she'd do all of the rib visiting Jerry Arnold, another Gull­ Dinndorf had worked in his father's stitching and got really good at it. At wing restorer up in Winnipeg, got us pharmacy as a youngster and, when the time, I didn't do upholstery and some of the hardest-to-find parts, in­ he went to college, continued in that usually bought a kit and installed it. cluding the front seats. The back seats direction. Eventually he was in the We were in the process of installing are just slings, so Rod could fabricate manufacturing end of the pharma­ one of those when Dottie said, 'Hey, I those, but the front seats are very ceutical business and found himself can do that.' She took a trade school unique. Jerry has a trucking company leaving Minnesota for Atlanta. course in upholstery at night for a and a nose for wrecked Stinsons. Since "I trailered the fuselage down be­ year and has been doing all of our in­ the airplane was sort of a 'poor man's hind a little 2-liter Oldsmobile. We teriors since." Beaver,' lots of them were used in Ca­ were so marginal on power that we Almost since the beginning, Rod nadian bush flying and many were couldn't run the air conditioner and had been doing the motors for his re­ torn up in the process. Many were climb even the slightest hill, so we builds, so adding upholstery rounded just abandoned or pushed against just rolled the windows down and out his in-house capabilities. hangars. Jerry scouted them out and sweated all the way. "We usually spend a little more backhauled them to his hangar. "When I got to Atlanta, life took time with a restoration than other "The front seats I got still had the over and I barely touched the air­ shops, but that's deceiving because original leather on them, which was plane. It was sad. And I was getting we aren't farming anything out. We're good because we could then do a bet­ really frustrated. Here I had this amaz­ a one-stop restoration operation, and ter job of duplicating the material and ing historical artifact and I couldn't the airplane never leaves our build­ the pattern. He also had a vacuum do anything with it!" ing. Plus, I have to give credit to my tank that I had just about given up Life eventually seems to work shop crew. They're a group of really on finding." things out, and after he moved back motivated and talented guys. The original concept Eddie Stinson to Minnesota, he met Rod Roy and "Our first restoration that gained had, when it came to building his air­ Roy's wife, Dottie. "I was at Oshkosh any notoriety was the red-and-black planes, was that they should be lim­ and saw Paul Sensor's Stinson that SR-8 Gullwing that became Hallmark's ousines of the air, and since he was he had done, and it was nice. It was Christmas ornament for that year. based in Detroit, it was natural that past being nice. It was beautiful, and That's the airplane Tom saw at Osh­ they would have a lot of automotive I started talking to Rod about doing kosh and started him talking to us." flavor to them. my airplane." Tom loaded his airplane (even he Tom said, "The SR series of air­ Rod and Dottie could easily be the uses the term "airplane" loosely), and planes had a lot of car stuff in them. poster children for aviation couples. all the parts onto a trailer behind a They had an artificial wood-grain They were high school sweethearts Ryder truck and headed for Grand panel, roll-down windows, cranks, who went their own ways but even­ Marais, Minnesota, where Rod has hang straps, all the stuff you associate tually found each other again in their been the FBO for the last six years. with a car and not an airplane. That early 20s when Rod was already well Grand Marais, inCidentally is on the was part of his marketing program­ into his career as airport manager. He north shore of Lake Superior, 30 miles make it look luxurious and then has been the manager and primary south of the Canadian border, eh? charge top dollar for it, and that's ex­ FBO at several Midwestern airports Rod said, "When we unloaded it, actly what he did." and said, "We've always been a full- I knew it was bad, but later I real­ The target markets for the Gull-

VINTAGE AIRPLANE 17 wings were split between feeder air­ The Great Doolittle/Porta Potti Ambush lines, corporations, and very rich sportsmen. Although Eddie Stinson Tom Dinndorf admits to being a Doo­ had died in 1932, the result of a crash little nut. Which is actually a huge un­ at the end of a forced landing in Chi­ derstatement. cago's Jackson Park, the company "I'm a little frustrated that so many policy was well entrenched and no people only remember him for the To­ corners were cut in building his air­ kyo raid when there are so many other planes. The outline of his airplanes things he should be remembered for. was very distinctive not only because Besides his achievements in air racing, of the "gull" at the wing root where he pioneered instrument flight, did the it went into the fuselage, but also the first outside loop, and, if he hadn 't read finely shaped, bumped cowls all the Hitler's mind and talked Shell into set­ civilian Gullwings sported (military ting up production of 100-0ctane fuel in Reliants had smooth cowls). Unfor­ the 1930s, we would have been in real tunately, the bumped cowl loomed trouble in the early days of WW II. large on Dinndorf's "missing" list. "During the four years we worked on "It's difficult to describe how much this airplane, Doolittle was never more effort we put into trying, and I em­ than a millimeter from my mind or from phasize 'trying,' to find the right cowl the heart of this project. I had read ev- Tom Dinndorf, proud caretaker of for the airplane. I had a cowling, but erything I could on him and searched the DooliHlelSheli Stinson. it was a smooth one, and I had de­ the archives in every museum you cided very early on that the airplane could think of looking for things that would tie him to our airplane. was going to be exactly, and I mean "During one search at the Smithsonian , I stumbled on a really nice 8­ exactly, the way it was on August 13, by-10 of our airplane in the original Shell paint job, and I wanted desp~r­ 1938, when Doolittle first flew the air­ ately to not only meet Doolittle, but to show him the picture. My ~ppor~unlty plane. Going with a smooth cowl sim­ came some years ago at Oshkosh when he chaired a panel on air racing. ply wasn't an option." "I won't say that I was actually 'stalking' him. Well maybe I was. Anyway, The airplane had already become I spotted him in the crowd just as he stepped into a Porta Potti. I waited. un­ as much a fabrication project as a res­ til he came out, and introduced myself. I should also say that I was a little toration because, as Rod put it, " ... nervous but he could not have been more congenial or gracious. We talked there was practically nothing on the about airplane and him having flown it. Then I showed him the picture, m~ airplane, either wood or metal, that and without asking, he took it away for a few minutes and came back hav­ was rebuildable." So the logical solu­ ing signed it for me. I'm too old to do double back flips, but if I could have, tion for the missing cowling was to I would have. He was just so nice about it. build a new one-no small project. "Later, I saw a Discovery Channel program on him that featured his sec­ The bumps, rather than being formed ond son, John P. I Googled the name for a phone number and hit him on the separately and riveted to a base cowl­ first call. I explained the airplane thing to him, and he was just as gracious ing, were part of the primary surface. as his father had been. Plus, he led me to Jonna Doolittle Hoppes, the To make matters worse, the cowl ta­ granddaughter, who was doing an insider book on Jimmy, Calculated Risk. pered slightly toward the rear. He also introduced me to Jimmy Doolittle III, grandson and namesake. Tom found a metal smith, Larry "We spent some time together with them at Oshkosh, when Rampic, through another SR-I0 owner we had the airplane there, and we tried to get up for a and had him make the 18 bump cowl flight, but weather and schedules kept us from get­ sections on an English wheel. Then ting together. I'm still talking with Jimmy III Rod and his crew tackled the daunt­ and Jonna, and both really want to get up ing task of making a cowl out of the in their grandfather's Stinson. sections. This required building a "Everything about this air­ frame and then painstakingly fitting plane just keeps get­ the sections, welding them together ting better and and then working the surface down better." to perfection. Then they had to add the hinges, door, and louvers. Rod said, "The steel part of the air­ plane was fairly straightforward, ex­ cept there's a lot of it. There was some

18 MARCH 2006 rust, but nothing catastrophic, and the process much easier." luckily, the steel truss wing spars When it came to doing the inte­ weren't bad at all. We had to do a lit­ rior, they were in trouble because Rod Roy, ace restorer from the shore tle welding on it, but since this was a nothing of the original remained and of Lake Superior in Grand Marais, 300-hp airplane, not a 450, the spars they were unsuccessful in finding suf­ Minnesota. weren't heat-treated. If they had been ficient photos to use as a guide. They heat-treated it would have made re­ did, however, luck out when discover­ and was looking for a way to exactly pairs much more difficult. ing a series of detailed drawings. duplicate the colors and the logo. He "The very first time I saw the fu­ "We used the drawings done by in tum plugged me into someone in selage," Tom remembered, "my first William Wylam, which were incred­ Shell, who not only gave us permis­ thought was, 'This isn't made to fly; ible in their detail and were drawn sion to paint the logo on the airplane, all the tubing is too stout.' It's abso­ from Stinsons back when they were but also got us a color chip for us to lutely massive in some areas." still in their heyday. We judged them match. It's kind of funny because The steel tube spars of the Gull­ as being accurate because we looked when we gave the chip to PPG, they wing are streamlined with ribs built at his drawings of other airplanes for found it was identified as Shell Yellow. up from small, square aluminum tub­ which there were photographs to use I guess we could have asked them ing that is gusseted and riveted to­ as comparisons, and he was dead on. first, but we probably wouldn't have gether. What makes the process of So we felt safe in using his work." trusted them anyway." restoring them so "interesting" is that Dottie laid in a supply of whole Rod is justifiably proud that every they use square aluminum tubing hides and started cutting and stitch­ single bit of trim, except the Stinson that was manufactured spedfically for ing, using both the original, rotting logo, is masked paint. Stinson. Luckily, according to Tom, seat upholstery and the Wylam draw­ Although Rod usually does his getting a supply of it turned out to be ings as guides. own engines, he was up to his hips in no problem. One thing we'd like to ask Dottie is Stinson parts and both he and Tom "Charlie Near, yet another Stinson about rib stitching the wings: At the wanted to get the airplane done in restorer, this one from Nebraska, han­ root, they are at least 16 inches deep. time for Oshkosh. So the R-680, 300­ dled irrigation pipe, and he apparently Running a stitching needle that far hp Lycoming was sent out to Radials found the original dies for the rib tub­ and being that accurate must be a real Inc., in Guthrie, Oklahoma. ing and had some made for his Stin­ art. Or does she have some tricks she So how did Tom feel the first time son. The problem was, he had to buy can share? he felt the wheels leave the ground? the entire mill run, so he had thou­ When the airplane was up through "First, I was nervous as a cat. This sands of feet of the stuff. For someone silver (using the Super Flight system) airplane isn't really mine. It belongs like me, who thought we'd have to go it was time for the paint, but this was to history and I'd hate to damage it through the same process as Charlie, something Tom had been doing a lot somehow. Once I got over that and that was a good problem to have." of work on. we were cruising around, I simply The double tapered wings hide a "We wanted the paint to be so couldn't get Jimmy Doolittle off my couple of complexities that Rod could accurate Jimmy Doolittle wouldn't mind. I met him only briefly, but he only iron out by going back to the know it had been repainted, so we impressed me, and of course, what he English Wheel again. went right to the source. First, I found contributed to aviation is legendary. Rod said, "Part of the leading Jimmy Haislip, who had raced with I guess maybe I feel as if this airplane edge, where it forms the 'gull,' is Doolittle in the '30s and was still his is my tribute to him, and the longer compound curved. The wingtips good friend. He gave me Doolittle's this airplane is flying, the longer more too. Being able to do that in-house, phone number. I called the man him­ people will remember him and what right on the airplane, really made self and told him I had his airplane he contributed." ......

VINTAGE AIRPLANE 19 Is it an end, or a beginning?

BY GLEN SCOTT

ew airplanes deserve a bi­ afternoon of October 20, ography more than 01 Blue. 2005, when Jon Bartell and She started out in Octo­ his son Louis arrived at Ar­ ber of 1934 as a Fairchild lington, Texas, Airport in the F22C7D, built at the Fairch­ afternoon. This was a mo­ ild factory in Hagerstown, Maryland. mentous day as I waited with This Fairchild had character from friends for their 1,000-mile the start and has touched many lives journey to terminate at my over the past 71 years. I can tell the hangar. story for 01 Blue, as I have had the Bartell had agreed to part tremendous pleasure of flying and with Blue after learning how learning how she was built. My time much I appreciated the rare was short with her, only 54 days this Menasco power plant. I have past fall. I am telling this part of her had a running C-4 Menasco story for now, as I expect someone that has never been installed to continue with Part Two in the on an aircraft, which would ensure Jon Bartell enjoys his last moment in future. NC14302 (Fairchild 22 SIN many hours of flight over the Texas 01 Blue. 915) suffered a serious blow that few countryside. I intended to share the airplanes can endure: a hangar fire, experience with as many people as Menasco employee and company a freak incident that no one ever an­ possible over the next few years. historian. This history was thick in ticipates will happen to them. My Ralph Schmidt, the retired president my hangar with a display of Me­ brief experience with Blue took years of Menasco Manufacturing, was ea­ nasco archives provided by Al Me­ to make happen (30 years, to be ex­ gerly waiting for the gala event, nasco himself. There were original act) but actually started out on the along with Clare Wright, a retired advertisements, brochures, photos, 2 0 MARCH 2006 Left: NC14302, 28 years after a Jim Dewey restoration. This is the very same airplane featured in the 2006 VAA calen­ dar, as published by Turner Publishing. and blueprints. A lO-foot length of sectional chart was starched on the wall for the crew to autograph at the end of their flight from Ohio. The last 12 days of October of­ fered few daylight hours to fly af­ ter a day of work, so I enjoyed my evenings making small improve­ ments and learning the aircraft. I managed to squeeze in a few flights before the annual inspection came The day after the fire. No wood , fabric and due. I was on cloud nine! very little sheet metal survived. The annual The entire month of Novem­ inspection consumed the month of Novem­ ber was spent learning the aircraft ber. The fire consumed everything else. and performing the annual on this my well-equipped hangar. The wings were awesome to in- gj b spect, as the woodwork was su- i£ perb and there are no cables, ~ pulleys, or moving parts in ~ them. A simple push rod from ~

the stick to the aileron does U the job very well. The IS-foot ing edges and repainted the tips, but ailerons were damage free and now I had to put her to bed without reflected Dewey's work, as did her cowling. Later I would touch up the cowling and metal wheel the paint and detail that gorgeous pants. Metal never fit so well! I Menasco engine. Ralph Schmidt, retired presi­ enjoyed much of getting acquainted The evening of December 12 I was dent of Menasco, checks out the with Ole Blue and it was as if making going to visit 01 Blue at the hangar. Fairchild. a new friend. I realized that I had a As my wife and I arrived at the air­ thoroughbred that I could enjoy for port in the dark, so did the fire trucks! rare gem. I couldn't believe many years to come. They were also going to the T-han­ the incredible craftsmanship My next and last flight in the gars. Then I saw the black smoke boil­ that Jim Dewey and his crew Fairchild was on December 3 with ing from the end of a row of hangars. had lavished on the restora­ my wife Rosa, when we flew locally Our row! tion of 01 Blue in 1977. Jim for an hour and experienced a stiff The smoke was coming from a was the original owner of this crosswind. The controls and han­ spot only eight to 10 spaces from my aircraft when her life began dling were better than anything I hangar, but the firemen wouldn't let with a Gipsy engine, but he re­ had flown and made easy work of me get close. As Rosa and I stood 20 stored her with a Menasco D­ the flight. The engine was perform­ yards away from 01 Blue's hangar, 4-87 with the help of Al Ball ing well and started with ease, much we could see the glow and hear the of Santa Paula, California. I to the surprise of the skeptical air­ explosions coming from within the performed a very through in­ port audience. After that great flight, hangars. This sent chills in us, but spection and found almost nothing it was time to study the D-4-87 en­ all that we could do was go home that wasn't perfect. I spent much gine in detail and check all the and try to sleep. Right. About 11:30 time on the gear, shocks, wheels, maintenance items. I was to check p.m., my good friend Clare Wright and brakes. The sport landing gear the valve adjustment and re-index called to tell me the bad news; yes, was showing a little age, as the dope the prop to the exact requirement of my plane and spare engine were was starting to peel. I removed all of the manual. I was to closely check gone, and this was possibly the hot­ the dope and enamel from the fab­ the magnetos for proper advance/re­ test spot of the fire. ric and refinished the gear. Much tard and refinish the gorgeous Fahlin The next morning I took off of the work was done at night in propeller. I polished the brass lead­ continued on page 36 VINTAGE AIRPLANE 21 Flying as a ort Becoming the first certificated sport pilot in Illinois

BY MARTY TOWSLEY

became truly interested in clean l,3S0-hour example. While it aviation when my father wasn't a showplane, it flew nicely. and I started building and Exactly one week later, October 16, flying radio-controlled mod­ At that time, 2004, it was mine. els in 1970. In 1977, at the Mike had introduced me to an age of 16, I started to take unbeknownst to instructor who was a friend of his, flying lessons, flying Grumman Tr-2 Denny Taft. Denny was a former F-1 6 trainers and Cessna lS0s. Due to pilot, is a current airline pilot, and cars, motorcycles, girls, and the as­ me, I had also had tailwheel time in a friend's sociated costs of those aforemen­ newer Taylorcraft that was based at tioned items, I got out of flying for Taylorville, Illinois, where I was go­ a while, even though I had passed become the first ing to base my aircraft. Denny and I my FAA written and had about 30 flew my Taylorcraft to its new home hours' flying time. certificated sport in a stiff breeze, where I saw the cars A childhood friend of mine, Mike on the two-lane roads making better George, with whom I had flown ra­ headway than us. dio-controlled planes, had started pilot in Illinois. As I had decided to become a flying full-sized planes about the sport pilot and the rating was so same time I did. He continued on new, Denny and I had to liter­ and currently owns many planes, well it flies. As a side note, both of ally rewrite the book. Many of the including a P-S1 Mustang and F4U­ my parents had flown 1941 Taylor­ signoffs had to be re-created, as SN Corsair. I had flown with him crafts in the mid-1940s as part of Denny was familiar with the pri­ in several of his other aircraft, but the Civil Air Patrol and the Civilian vate pilot certificate requirements one summer day in 2004 he de­ Pilot Training Program. and ratings, such as the instrument cided to put me in the left seat of Encouraged with the thought rating, but not the brand-new sport his Piper Arrow. During and after of being a sport pilot, and the fact pilot certificate. The lack of avail­ the flight he encouraged me to start it truly fit my budget and how I able information seemed to be a flying again and to get my certifi­ wanted to fly, I started to search the common issue while trying to ob­ cate, as I seemed to have retained Internet. I discovered a 1946 Tay­ tain my certificate. some of my skills. He told me about lorcraft BC-12D not far from my As I had stick time in many diffe r­ the sport pilot initiative and, dur­ home. After exchanging e-mails ent aircraft over the years, the flying ing ensuing conversations, urged and photographs with the current part was not overly burdensome, me toward buying a Taylorcraft. owner, Mike offered to fly me, my though it was a workout at times, He also owns a Taylorcraft L-2 and wife, and a mechanic to the airport and I learned much from Denny. has always been pleased with how to inspect the Taylorcraft. It was a Probably the most challenging

2 2 MARCH 2006 nois spoke of this event. For the most part every­ one I have come into contact with has been supportive. There seemed to be inter­ est and questions whenever someone learned I was sport pilot certificated, and I have encouraged them to inves­ tigate this avenue of flying. Though one or two have be­ littled the certificate, I know those one or two will prob­ ably be looking at this cer­ tificate when perhaps minor health issues start to ap­ pear and they want to con­ tinue flying. Though I could have gone on and received aspect was landing in a taildrag­ As I left the building ger, especially crosswind landings. I called my instruc­ At one point, while walking from tor, Denny, and told the hangar after a particularly gru­ him of my conversa­ eling landing session, I dejectedly tion with Don. Denny encouraged Denny to let me know advised me he had re­ if I needed to sell the T-craft. I told cently heard of Don him I completely understood if he and had wanted me told me to sell it. He informed me to speak to him about everyone had the occasional bad being a sport pilot day, and even though there were examiner. I retraced still rough days ahead, I was finally my steps and spoke successful in soloing for the second with Don about this. As most of my private pilot certificate, for the time in my life. this was new to him and the local time being I am happy with my I started building time and prac­ FSDO, several calls and conversa­ plane and the type of flying I do. ticing for the flight exam, but this tions were made by him and the I have the signoffs for Class C and was where another stumbling block FSDO personnel to confirm what D airspace, and I make the Sunday was encountered. No one could was needed for him to become a morning fly-in breakfasts with my be located who could conduct the sport pilot examiner. friends, as well as lunch and dinner flight exam in a fixed-wing cer­ Finally the day arrived, and I met dates with my supportive wife. tificated aircraft, so I did some re­ a well-prepared Don for the ground It seems many people I have search. I learned any designated portion of the exam. Once that was spoken with have longed for their flight examiner could be a sport pi­ accomplished, Mike flew us to Tay­ first plane and to perhaps own and lot flight examiner, as long as he lorville Municipal Airport, where fly it again. I decided to skip the notified the local FSDO of his in­ the flight portion of the exam was middle portion of buying more tentions, experience, and the type started. A stubbornly fouled spark expensive and complex airplanes, of aircraft he wanted to test in. plug threatened to cancel the flight, and stick with one of the finest air­ One day I was at the Illinois De­ but it was finally cleared and the planes ever built. And nowadays, partment of Transportation, Di­ flight exam took place. Apparently you really can't beat 4 gallons of vision of Aeronautics building in Denny's work with me had stuck, gas an hour .. . Springfield, Illinois, and met a and I completed the exam just fine. gentleman named Don Cramer. In At that time, unbeknownst to me, conversation with Don I learned he I had become the first certificated was a designated flight examiner, sport pilot in Illinois. Later, a small and I told him jokingly I needed feature and picture in a newsletter him to be a sport pilot examiner. sent to all registered pilots in Illi­

V I NTAGE AIRPLANE 23 Dear Famii't 1 NASA is going to be at liN nRIN. 'can't wait! Lov~ Your Pilot In Command

Make plans today to attend this week-long event filled with aviation seminars, workshops, daily airshows, miles of aircraft and industry exhibits, tastes at the acclaimed SUN'n FUN International Food Court and the spectacular Night Air Show - a schedule bursting with activities. Purchase your tickets online at www.sun-n-fun.org and join thousands of aviation enthusiasts at the first ofthe 2006 aviation year.

Lakeland Lind er Airport (KLAL) Lakela n d Florida E.E . " BUCK " HILB ERT Here's the drill

Most of us amateur metal bend­ Hey! It works. I can see daylight who prefers mobility, you use one ers and wood butchers reach for coming through the hole. What of the new rechargeable battery­ a drill and use it with little or no more do you want? powered, variable-speed jobs that regard to whether or not the work Well, if you go by the book and calls for a special bit for the particu­ do the job as required, you take lar job. your time, analyze the job and the The tip does the Oftentimes, we're in a hurry, in needs, find the proper bit, make the middle of a job that can't wait, sure everything is in place, and actual cutting so we grab a hand drill, search then drill the hole. through the available bits, grab the The job's done, but not the way work; the flutes al­ one closest to the size we need, and the book says. punch the hole. Before we talk about bits, let's low transport of look at the drill motor first. What type of drill the chops away LIP OR is safest to use around CUTTING EDGE aircraft? Pneumatic or from the work ... electric? I guess this question doesn't have cords or hoses to get can be answered by the tangled up, snag on the job, or trip mechanic himself. Some people. Whatever the choice, the learned using the pneu­ end result is about the same. Your matic, others the elec­ comfort level is the concern here. tric. And if you are one continued on page 36

FLUTE

B. LAND

HEEL ANGLE (12°- 15°)

LIP ANGLE irl (NORMALLY 59°) LLI i~::I:~~"=--==:::::::;:;:-",- L1PS OR CUTTING EDGES

V I NTAGE AIRPLA NE 25 EAIS at Huffman Prairie The Wrights' home field advantage is celebrated

ARTICLE AND PHOTOS BY SCOTTY MARKLAND CHAPTER 610 COUNSELOR

We had a remark­ the engine. Pilot able experience on Mark Dusenberry re­ Monday, October 3, leased the weight on 2005. We watched as the catapult, the bi­ a replica Wright III plane moved down 1905 biplane was cat­ the track, and then apulted into the sky the Flyer rose from as a re-enactment of the track after a run Orville and Wilbur's of about 50 feet. We flights from historic could hear the clat- Huffman Prairie, at Wright-Patterson Air Mark Dusenberry Force Base in Greene skims the surface of County, Ohio . We Huffman Prairie in his were standing 500 feet Wrigbt Flyer III replica, away when mechanics a few days before the for the Flyer III started official celebration.

26 MARCH 2006 ter of the engine clearly and saw the slowly turning propellers rotat­ ing at 400 to 450 rpm. Except for the engine noise, it was very quiet. It was early morning, the fog had lifted, and the grass was wet with dew. The pilot made a leisurely flight at 25 feet of altitude. Time aloft was 5 to 7 minutes, covering a mile or less. At the southwest end of the prai­ rie the pilot made a ISO-degree shallow bank and turned around a small tree before returning to the launching point and landing on its skids. It was eerie; it was like going back 100 years and watching a 1905 Wright airplane flying from the same field on a beautiful October morning. In your imagination you could see the brothers out there fly­ ing their invention, dressed in the clothing of the day. The group from EAA Chapter 610 was invited to static display our 1911 Wright B replica (more later). There were two other Wright B air­ craft on display as well, the Day­ ton Wright B and the Utah College Wright B. There were a total of three fly­ ing Wright airplanes, and one on static display. That's a remark­ able assembly in itself. During this demonstration, there were only 20 or 30 people present. On Wednes­ day, October 5, an official dedica­ general aviation airplanes over the warping, but we have a different tion marking the 100th anniversary prairie. Most of these pilots were control system. Mark is an inter­ of the Wrights' flights at Huffman from Chapter 610. esting guy. He built the airplane Prairie was made, with many digni­ A little information about the and engine, and learned to fly it taries present. Speeches were made, EAA Chapter 610 Wright Model on a student permit. All of the after which Mark flew his Wright B. The aircraft is 99 percent com­ workers on the 610 project are pi­ Flyer III replica two more times plete. The engine has been run 30 lots, and I am in awe. When I am in front of about 200 spectators. minutes with the flight propellers standing beside that big-winged These flights were made straight installed. A few minor oil and wa­ aircraft with its engine clattering, ahead, as the FAA and National ter leaks were fixed, and the chains and the wings vibrating and shak­ Park Service didn't want any of were adjusted. A tachometer and ing, I think, "Someone's going to the replicas to do any more turns. water temperature gauges were in­ fly this thing?" There were officials from France, stalled for the Model A engine. We We are used to smooth, easy op­ Brazil, and the United Kingdom are getting close to completion. eration. But that is the state of the observing the flights. We still have the problem: who art today, and that was the state After Mark's flights and the cer­ is qualified and going to fl y this of the art 100 years ago, so that is emonies, the Dayton Wright Band thing? It has to be someone with what they flew. They really didn't the Utah Wright B each made a wing warping experience. We ob­ know any better. It's like the old pass over the prairie. This was fol­ tained a lot of information from hot rodders saying, "You run wat­ lowed by a pass in review of 14 Mark on how he flew his wing cha brung." ...... VINTAGE AIRPLANE 27 One Six Right A movie by Brian Terwilliger This is a love story. Really. Sure, the title leads you to believe it's about the people and planes of gen­ eral aviation as manifested in Van Nuys Airport near Los Angeles, but it's really all about the love affair so many of us have with aviation. It just happens to be wrapped around the story of Van Nuys and the many people who've brought it to life over the past decades. It's about every airport and every pilot who ever loved his local airport and his fellow pilots. Twenty-nine-year-old Brian Terwilliger, the director and pro­ ducer of this terrific film, and a pilot himself, understands that underlying theme well; he subtitled his film The Romance ofFlying. With the exception of the IMAX for­ mat films shot with an aviation theme, few movies have captured the visceral essence of flying as well and as pro­ fessionally as Terwilliger and his crew have in One Six Right. Told through the voices of those who keep the airport alive (you may watch the entire film before you realize there is no narra­ tor) the passion these men and women have for flying and general aviation is highlighted by some of the best foot­ age ever shot of aircraft in flight. Steven Miles, the director of photog­ raphy, and aerial directors of photog­ raphy Carston Bell and Doug Holgate all get a standing ovation from me for the fabulous gyro-stabilized air-to-air and ground-to-air shots of everything from a Fleet 7B biplane to general aviation, and serves as a Gulfstream business jet. a terrific and entertaining tool (A nod also to helicopter to enlighten the general pub­ pilot Kevin Larosa for his lic about the value of their lo­ piloting skills during those cal airport and general aviation. shots.) Coupled with Kim I highly recommend it; in fact, Furst's excellent editing, after viewing a preproduction and a breathtaking original copy, I ordered both the DVD musical score by Nathan and the CD of the soundtrack. Wang, and fun guitar mu­ One Six Right is available by log­ sic by Freddy Clarke, One ging on to www.onesixright.com Six Right is a superb movie Rudy Salar and his Fleet 7 is just one of the many or by ordering from Sporty's at about all that we love in stories highlighted in One Six Right. 800-776-7897. 28 MARCH 2006 Flying Thoughts: An Aviator's Flight Through Life A book by Richard Ward Dick Ward's expertise when it comes to the Twin Bonanza and its brethren is well known to Beech­ crafters, but I didn't know much else about this eru­ dite fellow Midwesterner until I read his self-published book. That's too bad, because he strikes me as the kind of fellow you'd like to get to know. He's like many of us-nuts about airplanes since h e was a youngster building stick-and-tissue models of his fa­ vorites and then gathering as many ratings as time and circumstances would allow. manulacturers colors are available. Sprinkled with Dick's poems and wide-ranging ••'UWllru-~l\nntrlg, Old Time finishwith unllmlt8d color choices. problem with th. superfine Billy"'" Dopel thoughts on subjects as diverse as politiCS and learn­ ing to fly float-equipped J-3 Cubs on the Allegheny river in Pittsburgh, you'll never wonder where Dick Ward stands on subjects near and dear to his h eart. As a pilot, he shares how the diScipline and structure we're all taught can be applied to everyday life. It's all here, and quite entertaining to read. Flying Thoughts can be purchased through the Twin Bonanza Associ­ ation at www.twinbonanza.com-click on the Market­ place tab. Or you can write to them at: Twin Bonanza Association, 19684 Lakeshore Drive, Three Rivers, MI 49093 USA . The 156-page book costs $18.95 plus shipping for addresses in the United States. AERO CLASSIC "COLLECTOR SERIES" Katherine Stinson: The Flying Schoolgirl Vintage Tires A book by Debra L. Winegarten Published by Eakin Press, this 133-page book is New USA Production written primarily for teens and preteens, but the Show off your pride and joy with a story is timeless and will be enjoyed by aviation fres h set of Vintage Rubber. These newly minted tires are FAA-TSO' d enthusiasts of all ages. Ms. Winegarten has taken and speed rated to 120 MPH. Some the time to fill in many details of Stinson's life, and things are better left the way they while adding fictional dialogue to "history" books is were, and in the 40's and 50's, these tires were perfectly in not among my favorite literary devices, Winegarten tun e to the exciting times in aviation. does her best to restrain herself and doesn't allow Not only do these tires set your vintage plane apart from those additions to become overwhelming. I particu­ the rest, but also look exceptional on all General Aviation aircraft. Deep 8/32nd tread depth offers above average larly appreCiated the short history of Katherine Stin­ tread life and UV treated rubber resists aging. son's activities after her flying career. (Did you know First impressions last a lifetime, so put these she became a well-known Santa Fe architect?) bring back the good times.. ... The overall theme of the book-one of personal New General Aviation Sizes Avail able: challenge and discovery by one of aviation's greatest 500 x 5, 600 x 6, 700 x 8 pilotS-iS bound to appeal to all aviators and avia­ tion enthusiasts, and this book would make a partic­ Desser has the largest stock and ularly great gift for a young lady who looks skyward. selection of Vintage and Warbird Available from Amazon.com and other book retail­ tires in the world. Contact us ers, you can also order it directly from the author with at www.sociosights.com. The hardcover book features Telephone: 800-247-8473 or more than 30 black-and-white photographs an d is (fi 323-721-4900 FAX: 32 3-721-7888 identified as ISBN 1-57168-459-X, should you care to DESSER 6900 Acco St. , Montebello, CA 90640 TIRE £( RUBBER COMPANY 3400 Chelsea Ave , Memphis, TN 381 06 have it ordered by your local bookseller. Since www .desser.com *VINTAGE AIR PLA NE 29 the many photographs and illustrations that comple­ ment the text. There are a couple of layout errors, most notably an upside-down reproduction of a still from the movie Hell's Angels of the zeppelin emerging from the clouds, but then it's not as if anyone today who's not an aviation enthusiast would recognize an upside­ down zeppelin! Wohl is a professor of history at the University of California at Los Angeles. The Spectacle of Flight, pub­ lished by Yale University Press, is available from book­ stores, identified as ISBN 0-300-10692-0. Flights Forgotten . . . And Remembered Lt. Col. Boardman C. Reed (USAF Ret.) Boardman Reed has been a VAA member for de­ cades and was, for many years, a faithful responder to our Mystery Plane column. His military career, which offiCially started just before World War II, actually starts in 1928, when he began logging each flight ex­ perience in meticulous detail. Boardman maintained his very detailed logs until he was an aviation cadet, when he simply no longer had the time to dedicate to such detailed entries. I've enjoyed reading Tom Brokaw's The Greatest Generation, but there's simply nothing like hearing it from one who's been there, The Spectacle ofFlight and Reed certainly was present and active flying so A book by Robert Wohl many of the remark­ Published by Yale University Press able aircraft of the This beautifully printed volume of the history of We're lucky '30s, '40s, and '50s. flight during the past century (it still seems odd to As a career military write that!) starts off with a photograph of a crowd in man, he started life front of a building that I instantly recognized; it was to have had in the Army Air the St. Louis Art Museum, with thousands of spectators Corps, transitioning looking up at Lindbergh's Spirit of st. Louis after his re­ men like to the newly formed turn to the United States. U .S. Air Force af­ I'd been on Art Hill dozens of times during my ter the war. Later, college career and have always marveled at the tre­ him when he flew all manner mendous crowds that gathered all over North Amer­ of civilian aircraft, ica wherever Lindbergh flew after his record-setting we needed including his good flight. His impact is highlighted by the choice of au­ friend Pete Bower's thor Robert Wohl to begin this 364-page book with 40 Fly Baby and Curtiss pages on the Spirit's flight in 1927. Mercifully, Wohl's them the Pusher. All together, intent is not to give the reader a blow-by-blow chro­ Boardman's book is nology of the history of flight, but a neatly crafted most. an enjoyable read, book detailing the impact that aviation had on the written by a man world prior to 1950. In particular, the world changed who seems quite directly due to the influence of both the technology pleased and content with a life well lived. We're lucky of flight and the impact of those men and women to have had men like him when we needed them the who challenged the sky. From the aircraft design firms most. Flights Forgotten . .. And Remembered is available of America and Europe to the soundstages of Holly­ directly from the author, and he'll personally inscribe wood, aviation was part of everyday life during the and autograph your copy if you make your request with first half of the 20th century in ways that only today's your order. You can e-mail [email protected]. Internet seems to rival. Each copy costs $24.95, plus $2.07 per issue for ship­ Wohl's book is a terrific effort, and while scholarly ping in the United States. You can order the book in tone, it's not dry reading; rather, it's refreshing to from Boardman C. Reed, 2050 Springfield Dr., #109, read a chapter at a time, thanks in no small part to Chico, CA 95928-6361......

30 MARCH 2006 Peter Novak Bloomington, IL

• Soloed 1969, private same year • Commercial 1970 • Instrument MEL 1971

• CFI 1972; ATP 1973 • Captain United Airlines 8-777 - 23,000 hours total time

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CRM

CRM. In the airlines it stands for crew resource of distractions from passengers, air traffic control management. In the airplanes you and I fly it stands (ATC), or aircraft anomalies. for cockpit resource management. And unfortunately Suppose you select gear down as you enter the down­ for me, it so often seems to stand for can't remember wind leg of the traffic pattern, and you don't see "three much. (Bear with me a moment and I'll remember in the green." Is this an emergency situation? Do you why I started to write this article ...) need to have the manual gear extension procedure Oh ... right ... I remember memorized? The answer to both now. CRM. It's an initialism that questions is no. What should you many of us have heard, but it's If your sectional is do? The answer is simple .. .leave possible that you really don't un­ the traffic pattern, climb to a safe derstand how a term that's used altitude, and get out the checklist. by the airlines could be applied back in the luggage This is not a procedure that you to the cockpits of our personal have to have memorized. It is not airplanes. If we consider that it compartment, it isn't an emergency situation ... yet. Us­ refers to using all available tools, ing the checklist will ensure that it could make a bit more sense. you don't miss anything. Check­ Let's take a look at those tools oing to do you much lists are one of the best tools in and how we can use them, espe­ g our CRM flight bag. cially when the yogurt starts to Passengers .. . they sometimes creep up above the eyeballs. My good when the can be one heck of a distrac­ list is not prioritized; because tion, especially if they have not of my "can't remember much," been briefed on the sterile cock­ they're listed as I think of them. batteries in your pit concept, which is no talking Let's see now ... checklists . . about anything (the wife and . they're a good tool (especially kids, the ball game, the great for my personal CRM). I have handheld GPS die. joke they just heard, etc.) except a checklist in my airplane for flight-related issues anywhere in every phase of the flight, from the airport environment. That preflight through post-flight. It is one that has been includes from on the ground while taxiing until 5 to in a slow evolution from the earliest days of my fly­ 10 miles away from the airport on departure, or the ing, and it includes all the things I have forgotten at reverse, if arriving. one time or another. For example, my cruise check­ Passengers can indeed be major distractions, but list includes, after setting the power, checking that they can also be fantastic aids as well, again, if they the flaps and landing gear are cleaned up. (I know are properly briefed. They can look up information I'm not the only one who has forgotten to do that.) from a variety of resources while you fly the airplane. Cowl flaps closed, transponder on altitude (so that They can help program the GPS (if they know how), controllers don't ask me to recycle the XPDR, their and they can dial in radio frequenCies. Most impor­ nice way of saying you forgot to turn it on, dummy), tantly, your passengers can serve as an extra set of and heading indicator checked with the compass are eyes in scanning for traffic. Do ensure that they have all included in my checklist, as they are all things been briefed to call traffic in "clock" direction and I have forgotten at one time or another as a result altitude relative to you.

32 MARCH 2006 What about all the possible resources for informa­ ceiling. About 10 miles before reaching Emporia, tion that you, or your passengers, might be referenc­ Kansas (KEMP), the fog ended. At this time there was ing? I certainly hope you have brought along all the a pilot on the frequency with Kansas City Center current and proper charts that you might need, but I who was inbound to OjC from the east. It was obvi­ have noticed that many pilots forget to bring along ous the fog would not be lifting for a while, prevent­ a current Airport/Facility Directory (AFO) or other suit­ ing the approach, but the pilot was unable to pick up able reference for airport, NAVAID, and other related the weather at EMP. He was thus unsure of where he information. Many pilots are now tending to rely should divert. A quick call from me to Kansas City solely on their GPS for this information (as well as Center confirmed that the fog ended a little bit east the daily lunch special at the airport restaurant) but of EMP and that he could easily divert there. forget that if the database in the GPS is not current, Remember that what goes around, comes around! then the information might very well not be reli­ I'm sure there have been times that you wished there able, and if the batteries die, that information will were a pilot report (PIREP) to confirm weather con­ become unavailable. ditions somewhere along your route of flight, but Having current charts and publications is a big part none existed. If we all spent a little more time giving of CRM, but another important part that is sometimes PIREPs, it would definitely aid in everyone's CRM. forgotten is proper cockpit organization. If your sec­ These are but a few of the tools that we can use tional is back in the luggage compartment, it isn't go­ in effective cockpit resource management. Next ing to do you much good when the batteries in your month I would like to discuss some more of them. handheld GPS die. So be sure the charts are not only Hopefully my CRM (can't remember much) won't in the airplane, but also accessible in an organized take effect until I complete the article. In the manner. For those of you pilots flying instrument meantime may you be blessed with blue skies and flight rules (IFR), this is even more important. tail winds. For the IFR pilot, ATC is an essential part of good Doug Stewart is the 2004 National CFI of the Year, CRM. ATC can be a great source of weather infor­ a NAFI Master Instructor and a DPE. He operates DSFI mation, and weather avoidance vectors. just be sure Inc. (www.dsflight.com) based at the Columbia County you confirm with controllers whether or not they are Airport (1B1)...... painting the weather. just because the last control­ ler to hand you off was painting the weather does not necessarily mean the current controller is, even when they are sitting side by side in the same radar room. So please be sure to confirm that the new con­ troller is in sync with what you need. For the visual flight rules (VFR) pilot, ATC can also be a wonderful CRM tool. How often have I heard on the frequency, "... uh, approach ... uh ... any chance of vectors for the Boondock airport?" A tactful way of saying, "Help ... I'm lost." Even if you are superb at pilotage and dead reckoning, and don't ever get lost, ATC can still be a great resource. If you use ATC to provide flight following, control­ lers can (on an available basis) call out traffic for you and sometimes help to steer you clear of potential airspace violations. Remember, though, that the re­ sponsibility for remaining clear of restricted airspace Just Uke in the Good Old Days is totally yours, the pilot in command, if you are fly­ ing VFR. So is staying clear of other airplanes. The radar coverage and communication from ATC is a All the Randolph products, aD the Randolph handy reference, but it doesn't serve as a replace­ colors, aD the Randolph quaHty. An aviation ment for your eyeballs. Regardless, whether IFR or icon is back on the market again... to stay. VFR, ATC is another one of the good CRM tools for all of us to use. While discussing CRM tools relative to the radio, certainly other pilots on the frequency can be good 800-362-3490~ resources. As an example, on a recent flight to the Or e-mail us at info@ randolpbaircraft.com West Coast, I had departed johnson County Execu­ ~ tive Airport (KOjC, near Kansas City) into a lOO-foot

VINTAGE AIRPLANE 33 BY H.G. FRAUTSCHY

THIS MONTH'S MYSTERY PLANE COMES TO US FROM A MEMBER'S COLLECTION, WHICH WE'LL NAME WHEN WE GIVE THE ANSWER. I LOOK FORWARD TO YOUR REPLIES.

Send your answer to EAA, Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your answer needs to be in no later than April 15 for inclusion in the June 2006 issue of Vintage Airplane. You can also send your response via e-mail. Send your answer to [email protected]. Be sure to include your name, city, and state in the body of your note, and put "(Month) Mystery Plane" in the subject line. Those of you who are regular readers of the column caught the fact that during the page layout process, we wound up with the Mystery Plane from last September, the Aerial Mercury Senior. Our apologies! The December Mystery Plane, also from the "Emy" Emerson Collection, brought plenty of replies.

DECEMBER'S MYSTERY ANSWER Here's our first letter:

The December Mystery Planes are SE-SAs of the Skywriting Corpora­ tion of America. They are all painted white, are powered by 200-hp Hisso engines, and are lined up on Curtiss field, Long Island, where they were based. The picture was taken in 1923. Skywriting was made practical by an Englishman, John C. Savage, after about three years of experi­ menting with oil mixtures, heat­ ing means, valves, etc. Cyril Turner, formerly an RFC pilot in WWI, did most of the original test flying. The first full word written was "VIM." Shortly after, skywriting be­ came commercial as the Wakefield company paid to advertise their

34 MARCH 2006 partly removed to prevent charring. This system was soon superseded by white smoke led through lengthened exhause (sic) pipes to a Y junction at the stern post ..." The latter arrangement seems to be on your photo examples. There is some more interesting info on their practice techniques for the skywriting that I am omitting here, but jackson goes on later to say: "... Two were shipped to Amer­ ica, where they wrote 'Hello, New York' over the city and then car­ ried out a million dollar contract with the American Tobacco Com­ pany. They operated as the Skywrit­ ing Corporation of America whose fleet eventually numbered II, five of which were later Americanised with under-slung radiators and streamlined, spin polished cowl­ ings. In this form they continued to write 'Lucky Strike' until the end of 1924, when they passed into local ownership and were allotted new constructors and licence numbers 1-5 and NC2677-81 respectively." The examples in your photo have the original cowling, which is quite different from the later American­ ized, streamlined ones as pictured product on May 30, 1922, with the The six aircraft are Royal Aircraft in the book. There is a neat reminis­ word "CASTROL." Factory SE-SA World War I surplus cence of Savage and the American Savage formed the Savage Sky­ fighters converted for skywriting. Tobacco Co. on Aerofiles.com (use writing Company, and acquired They are probably part of the fleet of the SEARCH capability on "skywrit­ more planes and pilots. The busi­ the Skywriting Corporation of Amer­ ing" to find it quickly). ness did well in Europe, but was not ica operating from 1922-1924. Jack Erickson so successful in England. Savage ex­ All of my information comes State College, Pennsylvania panded into the United States late from A.j. jackson's book British Civil in 1922. He brought two of the SE­ Aircraft 1919-59 Vol. 2, published Other correct answers were re­ SAs with him, and bought the rest by Putnam of London. The infor­ ceived from Don Connell, Des here. They had been built here un­ mation is on pp. 230-235. Moines, Washington; Chuck War­ der license during the war, and were "... In civil form the S.E.SA will ing, Roanoke, Virginia; Toby Gur­ readily available. The company was be associated forever with Major J. sanscky, Sydney, Australia; T. based on Curtiss field, and did a c. Savage and skywriting, his first Streett, Baltimore, Maryland; Tom good business. aircraft G-EATE being used by Cyril Lymburn, Princeton, Minnesota; The original of the picture used Turner for the first public demonstra­ Don Harris, Cherry Hill, New Jer­ in Vintage magazine had the com­ tion of black smoke writing on May sey; Russ Brown, Lyndhurst, Ohio; pany name "The Skywriting Corpo­ 30, 1922. Smoke producing chemi­ Wayne Van Valkenburgh, Jasper, ration of America," written in large cals of secret formula were carried in Georgia; and Stephen S. Martin letters on the fuselages. I guess you a specially installed tank in the fu­ of Huntington Station, New York, "whited" them out to make us work selage and could be fed at will, by who mentioned that one of the harder. (Yes, we did. Couldn't make it means of a cock, into the hot exhaust past members of the Bayport Aero­ too easy for aIL ofyou!-HGF) gases. The smoke was led through a drome, Tom Murphy, actually was Arnol Sellars special pipe under the fuselage and an early skywriter and flew this Tulsa, Oklahoma the starboard elevator fabric was type of aircraft at one time...... VINTAGE AIRPLANE 35 Blue Phoenix continued from page 25 continued from page 21

The second question is about the chips away from the work, help from work, but for safety and fire drill bits. How are we supposed to cool the tip, and allow cutting oil inspection reasons, I wasn't al­ choose from all those drills that are to reach the tip. lowed to see my hangar. A day known by different sizes? Numbered The tip, when looked at from later, Wright brought the photos (1 through 80), metric (heaven for­ the bottom, looks a bit like an of the disaster to my house, along bid), fractional, or decimal. hourglass. Believe it or not, the with cheerful photos of the arrival In my case, the problem is nar­ angle at which the lips or cutting of NC14302. My hangar suffered rowed somewhat. I haven't a metric edges are cut makes a big differ­ the most damage, as it was right drill bit in the shop, nor any deci­ ence. Aluminum should have an next to the source. I was very con­ mal-sized bits. I haven't seen any of included angle of 118 degrees. cerned of the source of the blaze, as them since my apprentice days, a That makes the sharpening angle I had practiced good house keep­ long time ago. 59 degrees. Use a high speed and ing and safety measures. A few days I do have a couple of sets of keep steady downward pressure to later I was to learn that an electri­ numbered drills and a rack and box prevent the bit from chattering in cal short and careless housekeeping of fractional. the work. in the hangar next door caused it. I The aircraft metal work uses Bits used for stainless steel wasn't allowed to view the damage mostly numbers 40, 30, 21, and II. should have a sharpening angle of in the daylight until almost a week All are just slightly larger than the 70 degrees, 140 degrees included, later-it was sickening! rivet diameters to be used. The rivet with a slow tip speed and some­ By my knowing the history on is about .002 to .004 inch smaller what heavier downward pressure. this Fairchild, I had no doubt that than the hole being drilled by its Soft materials such as soft alumi­ 01 Blue was to be a phoenix and corresponding number drill. That num, lead, copper, and brass are 90 fly again. Carefully, this skeleton way it slips into place easily, and degrees or a 45-degree sharpening was photographed, disassembled, the small space on the sides of the angle. Speed is determined by how and stored in a safe location. The rivet shank allows for shank expan­ the cutting is going. engines were taken home for in­ sion when the head is bucked. A Unless you are a production spection and preservation, and the good supply of nicely sharpened shop, and most of us are not, drill ashes were sifted for fittings, sam­ numbered drills of these sizes is an bit sharpening gauges, and actual ples of craftsmanship, and puz­ absolute necessity. sharpening and going for the op­ zle pieces. Some areas were spared Wood work, on the other hand, timum angle for the material used, for replicating, and this Fairchild requires a brad-pointed drill, and are best left to the experts who do will fly again someday because the whatever you do, don't try to use it every day. I find that in the long owners who preserved her history one of them in metal. It isn't tem­ run it is easier to just run down to from 1934 until 2005 saved pho­ pered or intended for anything the supply house and buy myself a tos of the step-by-step restoration except woodwork. However, with couple of each size and a few more in 1977. When the right person care, it can be reworked to work for spares. comes along with dreams, ambi­ well in Plexiglas, polycarbonates, Of course, you can expend some tion, and craftsmanship, the Bille and plastics. There are special bits dollars and buy one of those fancy Phoenix will fly again. This person made just for drilling Plexiglas and bench-top drill bit sharpeners. is to take on the duties of caretaker its plastic cousins. These bits are de­ However, if I did, I'd endanger my and to write Part Two! The 54 days signed to minimize chipping of the reputation as a retired "cheap air­ of enjoyment with serial number edges of the drilled hole; chips or line pilot!" There is another rea­ 915 will stay with me forever. This edge cracks can quickly lead to a son, too. couldn't have been possible if Jon long crack in an expensive wind­ I'd have to read the book to see Bartell hadn't done everything pos­ shield. I'll describe the technique how the proper sharpening angle is sible to let me enjoy her, just like for drilling plastic next month. set. That could be a problem, because Bob Fergus did for him, and Jim Maybe a description of the drill someone who doesn't understand did for Fergus. is in order now. A drill bit has three English wrote most of those books. Now that this is done, I can main parts. The shank is what you English that I can read, that is. start writing the biography on 01 stick in the chuck, and the drill size That's the drill and it's over to Blue. This will take some time, but is usually stamped onto the shank. you, it will be worth it! I hope to have The tip does the actual cutting it finished before the Blue Phoenix work; the flutes allow transport of is completed. ....

36 MARCH 2006 missed by the entire team at Osh­ kosh. Our hearts go out to his fam­ ily as well as his many friends and associates at the Fox Valley Techni­ cal College in Oshkosh. For those who may be inclined, a memorial scholarship fund has been set up at Fox Valley Tech in Daryl's name. Please contact Fox Valley Techni­ cal College, 1825 N. Bluemound Drive, P.O. Box 2277, Appleton, WI 54912-2277, 920-735-5600 or 800­ 735-3882. The Harold Neumann Mono­ Come or t e wee en coupe restoration team of volun­ teers from VAA Chapter 37 made BUILD FOR A LIFETIME another trip to Oshkosh in Janu­ ary. This trip was scheduled for the purpose of transporting the Mono­ coupe fuselage to a hangar at the Dekalb County Airport in Auburn, March 18-19 watsonville. CA • Sheet Metal Basics Indiana, home to Vintage Chapter • Electrical Systems & Avionics 37. The 350-mile trip home went • Introduction to Aircraft Building without a hitch. Many thanks to • Composite Construction all the volunteers for taking such March 24-26 Riverside. CA • Repairman (LSA) Inspection- Airplane good care of Harold's airplane while in transport. Chapter 37 President March 24-26 Frederick, MD • Repairman (LSA) Inspection- Airplane Tim Fox was on hand, and is plan­ Mar. 31-April 2 Griffin,GA • TIC Welding ning on setting a schedule of work (Atlanta Area) weekends soon for anyone wish­ ing to visit the project, or help out April 1-2 Calgary, Ab, • Sheet Metal Basics in the restoration. Also that week­ Canada • Fabric Covering end was the annual Skiplane Fly­ in at Pioneer Airport at Oshkosh. April 22-23 Detroit, MI • Fabric Covering • Sheet Metal Basics • Electrical Systems & Avionics Even though there was no snow in • Introduction to Aircraft Building sight, a good time was had by all in • Composite Construction attendance. A large crowd of avia­ tion enthusiasts were on hand for May 5-7 W. Palm Beach, FL • Repairman (LSA) Inspection- Airplane some great chili, and to wish Au­ drey Poberezny a happy birthday. May 6-7 Oshkosh, WI • RV Assembly Of course, on Sunday morning as (EAA HQ) we prepared to depart Oshkosh with the Monocoupe it was snowing like mad. By the time we finished our early morning breakfast there was a good 2 inches on the ground! Let's all pull in the same direc­ ~ EAA ~A' tion for the good of aviation. Re­ 1-800-WORKSHOP member, we are better together. ."DII·rJfJl. 1-800-967-5746 Join us and have it all. WORKSHOPS ---~--- www.sportair.com YOU CAN BUILD IT! LET EAA TEACH YOU HOW. VINTAGE AIRPLANE 37 The following list of coming events is furnished to our readers as a matter of information only and does not constitute approval, sponsorship, involve­ MAJOR ment, control, or direction ofany event (fly-in, seminars, fly market, etc.) 2006 listed. To submit an event, send the information via mail to: Vintage FLy-INS Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Or e-mail the infor­ For details on EAA Chapter fly-ins and other local aviation events, mation to: [email protected]. Information should be received four visit www.eaa.org/events months prior to the event date. Sun In Fun Fly-In Linder Regional Airport (LAL), Lakeland, FL MAY 5-7-Burlington, NC-Alamace County Airport (KBUY). April 4-10, 2006 VAA Chapter 3 Spring Fly-In. All Classes Welcome! BBQ Fri Night, www.sun-n-fun.org Acft Judging/Banquet Sat Night. Info: Jim Wilson 843-753-7138 or EM Southwest Regional-The Texas Fly-In eiwi/[email protected] Hondo Municipal Airport (HDO), Hondo, TX May 11-14, 2006 MAY 21-Warwick, NY-Warwick Aerodome (N72). EAA Chapter 501 www.swrfi.org

Annual Fly-In. 10am-4pm. Unicom advisory frequency is 123.0. Golden West EM Regional Fly-In Food available. Trophies awarded for difference classes of aircraft. Yuba County Airport (Myv), Marysville, CA June 9-11, 2006 Registration for judging closes at lpm. Info: Don Provost 973-492­ www.goldenwestflyin.org 9025 or donprov@opton/ine.net Rocky Mountain EM Regional Fly-In MAY 21-Romeoville, IL-Lewis Romeoville Airport (LOT). EAA Chapter 15 Front Range Airport (FTG), Watkins, CO Fly-In Breakfast. 7am-Noon. Info: George Linkis 630-243-8213 June 24-25, 2006 www.rmrfi.org MAY 27-Zanesville, OH-Riverside Airport. EAA Chapter 425 Pancake Breakfast Fly-In, Drive-In Breakfast. 8am-2pm with lunch items available Northwest EAA Fly-In Arlington Municipal Airport (AWO) , after 11am. Info: Chuck Bruckelmeyer 740-454-7487 Arlington, WA July 5-9, 2006 JUNE 2-3-Bartlesville, OK-Frank Phillips Airfield. 20th Annual Biplane www.nweaa.org Expo. Info: Charlie Harris 918-622-8400, www.bip/aneexpo.com EM AirVenture Oshkosh JUNE 15-18-St. Louis, MO-Dauster Flying Field, Creve Coeur Wittman Regional Airport (OSH), Airport (lHO) . American Waco Club Fly-In. Info: Phil Coulson 269­ Oshkosh, WI July 24-July 30, 2006 624-6490, rcou/[email protected] or Jerry Brown 317-422-9366, www.airventure.org /brown4906@ao/.com, www.americanwacoc/ub.com EM Mid-Eastern Regional Fly-In JUNE 24-Zanesville, OH-Riverside Airport. EAA Chapter 425 Pancake Marion Municipal Airport (MNN), Breakfast Fly-In, Drive-In Breakfast. 8am-2pm with lunch items available Marion,OH August 25-27, 2006 after 11am. Info: Chuck Bruckelmeyer 740-454-7487 JULY IS-Zanesville, OH-Parr Airport. EAA Chapter 425 Pancake Virginia Regional EM Fly-In Dinwiddie County Airport (PTB), Breakfast Fly-In , Drive-In Breakfast. 8am-2pm with lunch items available Petersburg, VA September 30-0ctober 1, 2006 l after 11am. Info: Chuck Bruckelmeyer 740-454-7487 www.vaeaa.org AUGUST 26-Niles, MI-Jerry Tyler Memorial Airport (3TR). VAA Chapter EM Southeast Regional Fly-In 35 Fly-In Drive-In Corn & Sausage Roast. llam-3pm. Rain Date August Middleton Field Airport (GZH), Evergreen, AL 27th . Info: Len Jansen 269-684-6566 October 6-8, 2006 www.serfi.org SEPTEMBER 2-Zanesville, OH-Riverside Airport. EAA Chapter 425 Pancake Breakfast Fly-In, Drive-In Breakfast. 8am-2pm with lunch items Copperstate Regional EM Fly-In Casa Grande (AR) Municipal Airport (CGZ) available after llam. Info: Chuck Bruckelmeyer 740-454-7487 October 12-15,2006 SEPTEMBER 22-23-Bartlesville , OK-Frank Phillips Airfield. 50th www.copperstate.org Annual Tulsa Regional Fly-In. Info: Charl ie Harris 918-622-8400. U.S. Sport Aviation Expo www.tu/saf/yin.com Sebring Regional Airport, Sebring, FL October 26-28, 2006 SEPTEMBER 30-Hanover, IN-Lee Bottom Flying Field (641). 10th Annual www.sport-aviation-expo.com Wood, Fabric, & Tailwheels Fly-In. Come see what everyone is talking For details on EAA Chapter fly-ins and about. If you love the good old says, then you 'll love this event. Info: other local aviation events, visit www. eaa.org/ events www.LeeBottom.com 38 MARCH 2006 Something to buy, sell, or trade?

Classified Word Ads: $5.50 per 10 words, 180 words maximum, with boldface lead-in on first line. Classified Display Ads: One column wide (2.167 inches) by 1, 2, or 3 inches high at $20 per inch. Black and white only, and no frequency discounts. Advertising Closing Dates: 10th of second month prior to desired issue date (Le., January 10 is the closing date for the March issue). VAA reserves the right to reject any advertising in conflict with its pOlicies. Rates cover one insertion per issue. Classified ads are not accepted via phone. Payment must accompany order. Word ads may be sent via fax (920-426-4828) or e-mail (c/[email protected]) using credit card payment (all cards accepted). Include name on card, complete address, type of card, card number, and expiration date. Make checks payable to EAA. Address advertising correspondence to EAA Publications Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086

Warner engines. Two 165s, one fresh BABBITT BEARING SERVICE - rod flying wires available. 1994 pricing. O.H., one low time on Fairchild 24 bearings, main bearings, bushings, Visit www.flylngwlres.com or call mount with all accessories. Also master rods, valves, piston rings. 800-517-9278. Helton Lark and Aeronca C-3 project. Call us Toll Free 1-800-233-6934, Find my name and address in the e-mail [email protected] Website SPECTACULAR PRIVATE airport and Officers and Directors listing and call www.ramengine.com VINTAGE estate home for sale. Upper bracket­ evenings. E. E. "Buck" Hilbert. ENGINE MACHINE WORKS, rare opportunity. Located 45 min south N. 604 FREYA ST., SPOKANE, WA of Montgomery, AL. Just minutes from CUSTOM PRINTED T-SHIRTS for your 99202 historic Greenville. Private historic flying club, flight shop, museum. Free airport with 3000' putting green runway, samples. Call 1-800-645-7739 or 1­ Airplane T-Shirts great approaches, large main hangar 828-654-9711 150 Different Airplanes Available with offices, 2 aux hangars, 10,000 WE PROBABLY HAVE YOUR gal fuel and much more. Charming AIRPLANE! Sourthern estate home features 4500 A&P I.A.: Annual, 100 hr. inspections. www.airplanetshirts.com sq. ft. and is situated on picturesque Wayne Forshey 740-472-1481 1-800-645-7739 private lake. Located in area of other Ohio - statewide. exclusive property. 60 acres total, 1938 CESSNA AIRMASTER 1874TI, more acreage available. Tremendous THERE'S JUST NOTHING LIKE IT 165 HP WARNER SUPER SCARAB, development potential. When only ON THE WEB!! 480 HRS, CURTISS REED PROP, the best will do! $2.5 million. www. www.aviation-giftshop.com ALWAYS HANGARED, FRESH mcgowinfiled.com or call Jimmie A Website with the Pilot in Mind ANNUAL $54,500 (707) 812-0300 Ann Campbell at Prudential Ballard (and those who love airplanes) OR (707) 480-1012 Realty 334-221-5800.

WHAT OUR MEMBERS ARE RESTORING For many years, we ran a regular monthly feature called 'What Our Members Are Restoring ". Over the past couple of years, the number of submissions for that feature has dwindled to a trickle, and we 'd like you to help us give it a boost. In the distant past, each new and renewing member of EM and VM received an "activity card" that gave the member the opportunity to tell headquarters what airplanes they were working on. Since that card is no longer part of a new-member packet, we have no way of knowing what you're up to, so here's our request. Are you nearing completion of a restoration? Or is it done and you're busy flying and showing it off? If so, we'd like to hear from you. Send us a 4-by-6-inch print from a commercial source (no home printers, please-those prints just don't scan well) or a 4-by-6-inch, 300-dpi digital photo. A JPG from your 2 .5-megapixel (or higher) digital camera is fine. You can burn photos to a CD, or if you're on a high-speed Internet connection, you can e-mail them along with a text-only or Word document describing your airplane. (If your e-mail program asks if yoa'd like to make the photos smaller, say no.) For more tips on creating photos we can publish, visit VAA 's website at www. vintageaircraft.org. Check the News page for a hyperlink to Want To Send Us A Photograph? For more information, you can also e-mail us at [email protected] or call us at 920-426-4825.

VINTAGE AIRPLANE 39 VINTAGE Membershi~ Services Directory

AIRCRAFT ENJOY THE MANY BENEFITS OF EAA AND ASSOCIATION THE EAA VI NTAGE A IRCRAFT ASSOCIATION EAA Aviation Center, PO Box 3086, Osh kosh WI 54903-3086 OFFICERS Phone (920) 426-4800 Fax (920) 426-4873 President Vice-President Web Site: www,vintageaircraft,org and www.airventure.org E-Mail : vintageaircra([email protected] Geoff Robison George Daubner 1521 E. MacGregor Dr. 2448 Lough Lane New Haven, IN 46774 Hartford, WI 53027 EAA and Division Membership Services Flight Advisors info rmation .. 920-426-6864 260-493-4724 262-673-5885 cllief7025~{loJ.com vaa{lyboyCiVt rlSfl.com 800-843-3612 ...... FAX 920-426-6761 Flight Instructor info rmation 920-426-6801 (8:00 AM-7:00 PM Monday-Friday CST) Flying Start Program _...... 920-426-6847 Secretary Treasure r Steve Nesse Charles W. Ha rriS -New/renew memberships: EAA, Divi­ Library Services/Research .... 920-426-4848 2009 Highland Ave. 7215 Eas t 46th 51. sions (Vi ntage Aircraft Association, lAC, Medical Questions _.... . _ .. 920-426-6112 Albert Lea, MN 56007 Tu lsa, OK 7~147 507-373-1674 918-622-8400 Wa rbirds), Na tional Association of Flight Technical Counselors ... , ... 920-426-6864 stlles@''fleskmedia.com [email protected] Instructors (NAFI) Young Eagles ...... , _ . _ 877-806-8902 -Address changes DIRECTORS -Merchandise sales Benefits AUA Vintage Insurance Plan _ 800-727-3823 Steve Hender Jeannie Hil l -Gi ft memberships 85 Brus h Hill Road P.O. Box 328 EA A Airc raft Insurance Plan . 866-647-4322 Sherborn, MA 0 1770 Harvard, IL 60033-0328 50B-653-7557 815-943-7205 Term Li fe and Accidental. ... 800-241-6103 sst [email protected] dinghao®owc.l1et Programs and Activities Death Insurance (Harvey Watt & Company) EAA AirVenture Fa x-O n- Demand Directory Editorial ...... __ ...... 920-426-4825 David Bennett Espie "Butch" Joyce ...... _...... 732-885-671 1 Vi ntage ..... _ . __ ..... FAX 920-426-6865 P.O. Box 1188 704 N. Regional Rd. Roseville, CA 95678 Greensboro, NC 27409 Auto Fuel STC5 ...... 920-426-4843 - Submitting article/photo 916-645-8370 336-668-3650 Build/res tore info rmation ... 920-426-4821 • Adve rtiSi ng in fo rmation antiqller@;nreadl.co1ll [email protected] Chapters: locating/organizing920-426-4876 John Berendt Steve Krog Ed uca tion ...... 888-322-3229 EAA Aviation Foundati on 7645 Echo Point Rd. 1002 Heather Ln . - EAA Air Academy Artifact Donations ...... 920-426-4877 Ca nnon Fall s, M N 5S009 Hartford, WI 53027 507-263-24 14 262-966-7627 - EAA Scholarships Financial Support...... _ , . 800-236-1025 mjb(cItJd@rcol1ll ect. co l1J sskrog@aoi. com

Dave Clark Robert D. "Bob" Lumley MEMBERSHIP INFORMATION 63S Vestal Lane 1265 South 124th St. Plainfield, IN 46168 Brookfield, W I 53005 EAA lAC 317 -839-4500 262-782-2633 Membership in the Experimental Aircraft Current EAA m embers may join the davecpdcr!liques t.llet lumper(if!('xecpc.com Association, Inc. is $40 for one year, includ­ International Aerobatic Club, Inc. Divi­ John S. Cope land Gene Morris ing 12 issues of SPORT AVIATION. Family sion and receive SPORT AEROBATICS IA Deacon Street 5936 Steve Court membership is an additional $10 annually. magazine for an additional $45 per year. Northborough, MA 01532 Roanoke, TX 76262 Junior Membership (under 19 years of age) EAA Membership, SPOR T AEROBAT­ 508-393-4775 8 17-491-91 10 (opeland l @jllllo.com genemorris@charter."et is available at $23 annually. All major credit ICS magazine and one year membership cards accepted for membership. (Add $16 for in the lAC Division is available for $55 Phil Coulson Dean Richardson Fureign Postage.) per year (SPOR T AVIATION magazine 2841 5 Springbrook Dr. 1429 Kings Lynn Rd not included), (Add $15 fo r Foreign L.lwton, Ml 49065 Stoughton, WI 53589 269-624-6490 608-877-B485 EAA SPORT PILOT Postage,) rcoll/sonS [email protected] dar@.)aprilaire.com Current EAA members may add EAA SPORT PILOT magazine for an additional WARBIRDS Da le A. Gustafson S.H. "Wes" Schmid $20 per year. Current EAA members may join the EAA 7724 Shady Hills Dr. 2359 Lefeber Avenue Indianapoli s, IN 46278 Wa uwatosa, WI 53213 EAA Membership and EAA SPOR T Warbirds of Am erica Division and receive 3 17-293-4430 414-771- 1545 PILOT magazine is available for $40 per WARBIRDS magazine for an additional $40 dalefaye@msIJ. com sllsch,nid@fllilwpc,co ln year (SPORT AVIATION magazine not in­ per year, cluded). (Add $16 for Foreign Postage,) EAA Membership, WA RBIRDS maga­ DIRECTORS zine and o ne year membership in the VINTAGE AIRCRAFT ASSOCIATION Warbirds Division is available for $50 per EMERITUS Current EAA m embers may join the year (SPORT AVIATION magazine not in­ Vintage Aircraft Association and receive cluded). (Add $7 for Foreign Postage,) Gene Chase E.E_ " Buck" Hilbert VINTAGE AIRPLANE magazine for an ad­ 2159 Carlton Rd . P.O. Box 424 Oshkosh , WI 54904 Union, IL 60 180 ditional $36 per year. FOREIGN MEMBERSHIPS 920-231-5002 8 15-923-459 1 EAA Membership, VINTAGE AIRPLANE Please submit your remittance with a GRCHA @dwrter.lIet [email protected] magazine and one year membership in the EAA check or draft drawn on a United States Ronald C. Fritz Vintage Aircraft Association is available for $46 bank payable in United States dollars, Add 1540 1 Spa rta Ave. per year (SPORT AVIATION magazine not in­ required Foreign. Postage amount for each Ken t City, MI 49330 6 16-678-50 12 cluded), (Add $7 for Foreign Postage.) membership. rFritz@path waYl1 et.com Membership dues to EAA and its divisions are not tax deductible as charitable contributions

Copyright ©2006 by the EAA Vintage Aircraft Association All rights reserved. VINTAGE AIRPLANE (USPS 062-750; ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA Aviation Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: [email protected]. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POST­ MASTER: Send address changes to Vintage Airplane. PO Box 3086, Oshkosh, WI 54903-3086. PM 40032445 Return undeliverable Canadian addresses to World Distribution Services, Station A, PO Box 54 , Windsor, ON N9A 6J5, e-mail: [email protected]. FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLAN E to foreign and APO addresses via surface mail. ADVERTIS­ ING - 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 POLICY: 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 remuneration is made. Material should be sent to: Editor. VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800. EAA® and EAA SPORT AVlATION®, the EM Logo® and Aeronautica™ are registered trademarks, trademarks, and selVice 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.

40 MA RCH 2006