NOVEMBER/DECEMBER 2016

Cruising the Vintage Line Vintage Airplane Straight & Level STAFF GEOFF ROBISON EAA Publisher/Chairman of the Board VAA PRESIDENT, EAA Lifetime 268346, VAA Lifetime 12606 ...... Jack J. Pelton Editor ...... Jim Busha ...... [email protected]

VAA Executive Administrator. Hannah Hupfer 2016 — Certainly, a year to remember! 920-426-6110...... [email protected] Art Director...... Olivia Phillip Trabbold

Happy Thanksgiving and Merry Christmas to all of our members! Graphic Designer. . . . Amanda Million I believe 2016 was certainly an exceptional year for the membership of the VAA. But for me personally, I felt it was just a great year for some of the ADVERTISING: Vice President of Business Development best accomplishments we as an organization have executed on in recent Dave Chaimson. . . . . [email protected] times. I am always amazed every year to see how generous the VAA mem- Advertising Manager bership is to this organization. We actually received significant financial Sue Anderson...... [email protected] support from a very broad base of our membership. Whether it’s you sup- porting the Friends of the Red Barn fund, or donating dollars designated VAA, PO Box 3086, Oshkosh, WI 54903 toward supporting the new construction at the Vintage Tall Pines Cafe, or Website: www.vintageaircraft.org Email: [email protected] incoming funds directed toward the funding of the numerous individual programs we offer each year during AirVenture, they all add up to being VISIT very significant in our endeavors to constantly improve the offerings we www.vintageaircraft.org provide the membership at Oshkosh each year. for the latest in information and news AirVenture Oshkosh 2016 was an absolute success story when you take and for the electronic newsletter: a true measurement of the number and quality of the features and attrac- Vintage AirMail tions on the field this year. The lead air show attractions this year were the Martin Mars and the Snowbirds, in my book. It was a pleasure to watch an aerobatic jet team operate with such precision. The Snowbirds performance VINTAGE AIRCRAFT ASSOCIATION isn’t all about the volume of noise or the amount of smoke that can be in- Current EAA members may join the Vintage terjected into a show. The precision I witnessed with this act was nothing Aircraft Association and receive VINTAGE AIR- but exceptional and impressive. This is from a guy who is not much into the PLANE magazine for an additional $45/year. flippy-flop aviation shows, but I was very impressed with the Snowbirds. EAA Membership, VINTAGE AIRPLANE The Martin Mars water bomber was equally as impressive as the Snowbirds magazine and one-year membership in the EAA Vintage Aircraft Association are available to me. The actual physical size of this aircraft is breathtakingly impressive. IT TOOK YEARS OF PASSION AND INNOVATION TO BUILD THIS CAR. for $55 per year (SPORT AVIATION magazine not Then, to actually witness it perform its mission in real life was just amazing. included). (Add $7 for International Postage.) IT TOOK 24 HOURS AT LE MANS TO PROVE IT. In the Vintage area, 2016 was also a busy year with all of the various air- Whether on the road or on the track, every single element of the Ford GT was designed to deliver the extraordinary craft anniversary celebrations for many of the Vintage aircraft types. My FOREIGN MEMBERSHIPS speed, exceptional handling and pure performance found only in purpose-built racing cars. Its carbon-fiber body and all-time favorite will forever be the eight Spartans we had on display this Please submit your remittance with a its 600-plus horsepower 3.5L EcoBoost® V6 engine are the ultimate expressions of technological innovation. year in the Antique parking area at AirVenture. It was a great year! check or draft drawn on a United States Fifty years after its original victory, the innovative balance of power and efficiency in Ford’s EcoBoost engine delivered EAA’s government relations team works hard for us to preserve the bank payable in United States dollars. Add an incredible class win at the 24 Hours of Le Mans. freedom of flight and reduce the regulatory barriers affecting affordabil- required Foreign Postage amount for each ity and accessibility to participation in aviation. Their efforts continu- membership. And the same EcoBoost technology that propels our supercar can be found in over 5 million engines that power many Membership Service of our vehicles worldwide. That’s just one of the ways we help drivers go further every day. ously result in real and positive progress for aviators all over this nation. It seems to me that every time we make a little progress in the field of PO Box 3086 Oshkosh, WI 54903-3086 The Privilege of Partnership advocacy for our membership, our House and Senate throw yet another Monday–Friday, 8:00 AM—6:00 PM CST controversial bill into the mix for consideration on the floor. The latest EAA members are eligible for special pricing on eligible Ford Motor Company vehicles through Ford’s Partner Join/Renew 800-564-6322 Recognition Program. To learn more about this exclusive opportunity for EAA members to save on a new Ford or controversial piece of proposed legislation that the EAA is actively work- [email protected] ing on Capitol Hill is the fight to shut down some of the most significant Lincoln vehicle, please visit www.eaa.org/ford. (Ford GT not eligible for Partner Recognition Program pricing) EAA AirVenture Oshkosh long-term threats to the general aviation community ever proposed. The www.eaa.org/airventure ATC privatization proposal contained in the Aviation Innovation, Reform, 888-322-4636 continued on page 57 www.vintageaircraft.org 1

2016-Nov_EAA_Divis_Ad-Ford_GT-Final.indd 1 9/16/16 9:52 AM Vol. 44, No. 6 CONTENTS NOVEMBER/DECEMBER 2016

6 VAA Volunteer Awards Rick Princell and Bob Perkins 14 Remembering Buck Elroy E. “Buck” Hilbert 21 Phil Coulson 2016 VAA HOF recipient Sparky Barnes Sargent 28 Cruising the Line Sparky’s 2016 AirVenture notebook MOOSE PETERSEN Sparky Barnes Sargent 48 Radiant Reliant The Stinson SR-9F legacy Moose Peterson

COLUMNS 1 Straight & Level 2016 — Certainly, a year to remember! Geoff Robison

5 VA Red Barn Thank You

8 Ask the AME Congenital heart disease John Patterson, M.D., AME

10 How to? Remove a broken stud ANY COMMENTS? Robert G. Lock Send your thoughts to the Vintage Editor at: jbusha@ COVERS eaa.org 12 Good Old Days 58 The Vintage Mechanic FRONT COVER: The Vinatge area at Air- For missing or replacement venture welcomes all; big or small. magazines, or any other The Duramold process of wood fabrication Photo by JJ Gaines. membership-related questions, Robert G. Lock please call EAA Member Services BACK COVER: Photo by Connor Madison at 800-JOIN-EAA (564-6322). 63 VAA New Members

2 NOVEMBER/DECEMBER 2016 www.vintageaircraft.org 3 TM Friends of the RED BARN

VAA members like you are passionate about your affiliation with vintage avia- A Special Thanks tion, and it shows. You’re the most loyal of all EAA members, renewing your VAA membership each and every year at a rate higher than any other group within We thank our Friends of the Red Barn supporters for their generous investment in the future of VAA. the EAA family. We appreciate your dedication! Each year we give you another Diamond Plus Level Bronze Plus Lynn Merrill opportunity to strengthen your bond with the VAA by inviting you to become a Patrick Carroll Dennis Beecher Steve Moyer Friend of the Red Barn. Charlie Harris Geoffrey Clark Sandy & Barry Perlman Mark Holmquist Sydney Cohen Tim & Liz Popp This special opportunity helps VAA put together all the components that make Stephen Jacobson Donald Coleman Robert Porter the Vintage area of EAA AirVenture a unique and exciting part of the World’s Arthur Loring Roger Florkiewicz Ron Price Ken & Lorraine Morris Herb Reiskin Jerry Riesz Greatest Aviation Celebration. This special fund was established to cover a sig- Donna Perkins Shiloh Aviation LLC John Rothrock JR nificant portion of the VAA’s expenses related to serving VAA members during Wes Schmid David Smith Michael Schnell EAA AirVenture Oshkosh, so that no dues money is used to support the conven- David Stoddard Jeffrey Shafer Diamond Level Carson Thompson Bob Siegfried, II tion activities. Ron & Jonathan Apfelbaum Robert Tyler Joseph Smokovitz This is a great opportunity for Vintage members to join together as key finan- Jerry & Linda Brown Tom Vukonich Dean Stoker Art Kudner Bob & Pat Wagner Tim Talen cial supporters of the Vintage division. It’s a rewarding experience for each of us Donald Lange Jan Wolfe Alan Thiel as individuals to be a part of supporting the finest gathering of Antique, Classic, Richard & Sue Packer Michael Wotherspoon Carl & Pat Tortorige and Contemporary airplanes in the world. Ben Scott David Tschopp Ronald Tarrson Bronze Level Ed Yess At whatever level is comfortable for you, won’t you please join those of us who Leonard Weiser Dave & Jeanne Allen recognize the tremendously valuable key role the Vintage Aircraft Association Lloyd Austin Loyal Supporter Gold Level Lowell Baker Cam Blazer has played in preserving the irreplaceable grassroots and general aviation air- Jim Gorman Hobart Bates Charles Butch planes of the last 100 years? Your participation in EAA’s Vintage Aircraft Associ- Mark & MariAnne Kolesar Michael Bednarek Bruce Denney ation Friends of the Red Barn will help ensure the very finest in EAA AirVenture Joseph Leverone Phil & Pat Blake Dru Dunwoody Bill & Saundra Pancake R.B. Bottom JR Geff Galbari Oshkosh Vintage programs. Robert Busch Lee Holmes To participate in this year’s campaign, fill out the donation form by visiting Silver Level Steve Buss Col Peter Karalus our website at www.VintageAircraft.org/programs/redbarn.html to make an on- Gary Brossett George Chaffey Richard Kempf Dave Clark Gerald Cox Jim Lockwood line contribution. And to each and every one of you who has already contrib- Dave Fisher Dan Dodds John Mahany uted, or is about to, a heartfelt “thank you” from the officers, directors, staff, Tom Hildreth Robert Epting John O’Callagan AJ Hugo Terry Griffin Charles Pearcy and volunteers of the Vintage Aircraft Association! International Cessna 195 Club Mike Hance Frank Schelling Bob Jacoby Michael Harrington Kevin Stahl John Kephart Ian Harvie Robert Staight Larry Nelson Allen Johnson James Tibbets Dwain Pittenger Marc Krier Harland Verrill James Roberts John-Michael Lee Fred Weaver Terry J. Ross Barry Leslie Kelch Aviation Museum Michael Shepard Ed Lewandowski Duane Wething Thomas Lymburn Michael Williams

4 NOVEMBER/DECEMBER 2016 www.vintageaircraft.org 5 VAA Volunteer Awards

Geoff Robison congratulates Rick Princell on his award. Geoff Robison presents Bob Perkins with his award. Rick Princell Bob Perkins EAA 790294, VAA 24119 EAA 238103, VAA720611 Behind-the-Scenes Volunteer of the Year Vintage Flightline Volunteer of the Year

Rick Princell is a longtime, active VAA volunteer In 2006, Bob and Barb Perkins told their neighbor, and most of his contribution is behind the scenes. a Vintage volunteer named Margie, they were going to Rick has owned a Kolb Ultrastar, and he partially Oshkosh. Margie told them to be sure and volunteer completed an Osprey GP-4 before selling it when his work life became busy. There will be more! with Vintage while there. They took her up on it — Rick is owner of GRP Contracting, Inc. of even though they only stayed for a couple of days — Plainfield, Indiana, where he is a custom cabinet and and have been coming back ever since. furniture maker. Though he’s quiet and humble, it’s Bob enjoys working at the intersection where he been said that he can make anything out of wood. can watch everything right on the runway and see He is married to Teri Princell, financial manager of every type of flying vehicle. He still finds it amazing GRP Contracting, Inc. His 20-year-old son, Tanner, is to be so close to so many different planes and see a private pilot and a sophomore at Purdue University aircraft that some would never see. He says his best in the Flight Management program. Tanner also is memory of Oshkosh was when the Concorde came in one of our VAA Youth Ambassadors and participated and he was so close to it that he could actually feel the in the youth forum in the hangar this year. vibration, adding he’s never been to any other place Rick has custom-made all the display cabinets where one can have that experience. and counters in the VAA Red Barn hospitality area, display furniture for the Red Barn store, and the Bob and Barb agree that the biggest challenge with shelving that covers two walls of the VAA bookstore. volunteering is just getting to the air show with their He is “behind the scenes” because he makes all the 1939 Waco AGC-8. If it isn’t weather, it’s mechanical items at his Plainfield shop, then brings them to — and sometimes both! Bob says he enjoys the volun- Oshkosh in his large workshop trailer for installation. teers, camping and hanging out, going to dinner after We thank Rick for his continued efforts in making a long day and sharing stories. our VAA area at AirVenture a spectacular place for When asked what he would tell people who haven’t members and visiting guests! volunteered before, he said, “I don’t see why you wouldn’t volunteer. Just try it for a day and see the other side of things. Volunteers work very hard but they get to see things you wouldn’t see anywhere else on the field. Volunteers have a lot of fun, and you will meet people that you would not ordinarily meet and get to know people from all over the world.” 6 NOVEMBER/DECEMBER 2016 www.vintageaircraft.org 7 Ask the AME

John Patterson, M.D., AME

Congenital heart disease

T.S. writes, “I had surgery on my heart as a hormones to increase blood pressure. baby, and I want to pursue a career in aviation. Even in this asymptomatic patient with successful What are my chances?” surgery at an early age, the aviation medical examiner will not be able to issue the medical. The FAA lumps Well, to answer this question I needed more in- coarctation of the aorta in with other congenital dis- formation. It turns out T.S. had a condition at birth eases of the heart such as ventricular and atrial septal called coarctation of the aorta. He had surgery as an defects (holes in the wall between the two atria or infant and has been closely followed by his pediatric two ventricles). This is because of the similarities in cardiologist. He has no activity limitations and is on surgery for correction as an infant and the work-up no medication. He is active in sports, has no prob- for issues postsurgical. Necessary for evaluation is an lems with high blood pressure, and has no exercise echocardiogram, which is an ultrasound of the heart. intolerance. In short, he leads the normal life of a This will indicate blood flow in and out of the heart teenager. Should be no problem, right? Well, yes and and consequently the effectiveness of the “pump.” no, so read on. For some patients, a stress test may be necessary to ensure adequate exercise tolerance. The echocar- Even in this asymptomatic diogram also evaluates heart valve function, and this is important in coarctation of the aorta since it Red and Marilyn with their first-ever-sold, and oldest remaining, Cessna 180, a homebuilt Wittman Tailwind and their Fusion Energi Plug-In Hybrid patient with successful surgery may be associated with a bicuspid valve. Typically the aortic valve (between the left main ventricle and at an early age, the aviation the aorta) has three sections or cusps. The bicuspid We purchased our new Fusion Energi Plug-In Hybrid from Harper The Privilege of Partnership Ford, in Eureka, CA, using the Ford Partner Recognition Program. valve has only two leaflets or cusps. This is signifi- EAA members are eligible for special pricing on Ford Motor medical examiner will not be It’s the third new Ford that we have bought using this program and cant in that the valve may be restricted (stenosis) or Company vehicles through Ford’s Partner Recognition Program. we’ve saved thousands of dollars in the process. It’s truly a painless leaky. The purpose of the valve is to close when the To learn more about this exclusive opportunity for EAA members able to issue the medical. experience with no hassles or negotiating at the dealership. ventricle of the heart is filling with oxygenated blood to save on a new Ford vehicle, please visit www.eaa.org/ford. Coarctation of the aorta is a condition where and open when it is contracting. In some cases it may We really enjoy driving our Fusion. We like the styling, the quiet the main artery, or oxygen-carrying blood vessel be necessary to replace the valve if it is blocking the cabin, the good power and acceleration, great handling and the Tell Us Your Story from the heart to the rest of the body, is narrowed flow of blood or leaking enough to allow the mixing excellent fuel economy it provides. Locally, it runs strictly as an or strictured. The heart has to work harder un- of oxygenated with nonoxygenated blood. Valvular electric vehicle, charged from our solar panels. But we can drive Ford Motor Company is proud of our long-standing partnership der higher-pressure conditions to pump the same heart disease is a topic for another issue, as a number it anywhere, no matter the distance, with the combination of the with EAA and wants to hear from you! Feedback from those amount of blood, and so if not caught early enough, of pilots with valve replacement are required to be on battery power and gasoline engine. who have participated in Ford’s Partner Recognition Program is appreciated and owners are occasionally featured in EAA it can lead to heart enlargement and eventually to blood thinners, another issue with the FAA. Prior to our Fusion, we purchased an F-150 and a Mustang GT, at publications. Send us your story and photos to Kevin at heart failure. This occurs when the heart is unable In summary, T.S. will be required to go through a Harper Ford, using Ford’s Partner Recognition Program. Without a [email protected]. We look forward to hearing from you! to pump the blood out of the heart, and it backs up special issuance process, with the FAA reviewing his doubt, this is a fantastic program benefit for EAA members. into the lungs and the rest of the body. Long-term records regarding his surgery and subsequent car- effects, even if heart failure does not occur, usually diology follow-up. At the minimum, a recent echo- Thank you Ford and EAA! Red H., EAA 257929 Lifetime results in high blood pressure. This is thought to be cardiogram will be necessary on submission, but he due to the kidneys seeing less blood and pressure has an excellent chance of pursuing his dream of an than they expect, so they autoregulate and release aviation career. 8 NOVEMBER/DECEMBER 2016

2016-Dec_Testim_Ford-EAA_Divis_Ad-Final.indd 1 9/22/16 12:25 PM Aircraft Finishing Products How to? STC’d for Certified Aircraft

ROBERT G. LOCK Safe for You, Safe for the World, Safe for Your Airplane

As luck would have it, the stud came out leaving the threaded portion of the cylinder pretty well in- tact. On occasion a mechanic gets lucky and things turn out as planned. Remove a broken stud For Certifi ed Aircraft, Stewart Systems is FAA approved for use with any certifi ed fabric. Superfl ite, Ceconite or Polyfi ber A broken stud can ruin the day, but perhaps Non-Flammable a couple pointers might aid in solving the prob- Non-Hazardous lem before it happens — or if it does happen, what EPA Compliant is involved in removing the broken end. First, the Stewart Aircraft Finishing Systems common location for stud breakage centers on the 5500 Sullivan St., Cashmere, WA 98815 exhaust system. Brass nuts are the proper means to 1-888-356-7659 • (1-888-EKO-POLY) fasten the exhaust system components to a cylinder, www.stewartsystems.aero so before you pull extra hard on that breaker bar, try Figure 3 this. When maintaining Pratt & Whitney R-985 en- gines on Stearman crop dusters, I devised a way to remove stubborn brass nuts that had seized on a stud In Figure 4, note that the hole had been previously by taking a small gas torch and carefully heating the modified with a threaded insert called a Heli-Coil. nut on opposite sides until it melted. That way I got the nut off without breaking the stud, and after re- Figure 1 moving the exhaust section I carefully used a thread chaser to clean rusted and deformed threads on the stud. However, if a stud does break, what is the best way to get it out? First, a drilling fixture must be made to accurately center drill bits on the stud, placing the bit in the ex- act center of the stud. Studs are made of heat-treated nickel steel and are very hard and difficult to drill, so if you try to remove by trying to hit the center, you will probably wind up damaging the aluminum cylinder head. I cut a steel plate that would fit over the exhaust port and drilled it to fit over the studs of another cylinder. Then I cut a 1/4-inch bushing and Figure 4 brazed it to the plate so a 1/4-inch drill bit would fit, and the plate was installed on the affected cylinder Figure 2 Installation of a Heli-Coil requires a special tap for and the center of the broken stud was drilled out. a coarse threaded stud, so the threaded portion was The plate was removed and an “easy out” was bit (Figure 2). cleaned and a new insert driven. Then a new stud was driven into the hole, then an attempt was made to ex- I used a 1/4-inch drive socket that would fit over driven, and the job of stud removal and replacement tract the stud. If needed, the bushing can be drilled to the easy out and began to extract the broken stud; was finished. In this photo is my special fixture for a larger inside diameter to use a larger diameter drill with a little coaxing it came out (Figure 3). correctly removing the broken stud. 10 NOVEMBER/DECEMBER 2016 www.vintageaircraft.org 11 Good Old Days SCRAP From pages of what was . . . Take a quick look through history by enjoying images pulled from publications past. BOOK

Western Flying, 1946

12 NOVEMBER/DECEMBER 2016 www.vintageaircraft.org 13 sic board members and an equally exceptional group of enthusiastic EAA member supporters. The An- tique/Classic Division of EAA was on its way to greatness. Remembering Buck found many homes in his aviation life, but what he found in EAA, Vintage, and the other EAA divisions was truly his avia- Buck tion Home Sweet Home. Buck was a strong, active contributing member of many aviation organi- zations, including FAI, NAA, Sil- ver Wings, OX5 Aviation Pioneers, Buck in 1951 at an artillery camp in Japan. Civil Air Patrol, and others. He was privileged and honored by his ac- tive 32-year air-carrier career with United Airlines, during which he flew DC-3s, Convairs, Vickers Vis- counts, DC-6s, DC-7s, 707s, 727s, and near the end of his tenure, DC-8s. United selected Buck to fly the Varney Air Lines J-4-powered 1926 Swallow Mail Plane Public Relations Commemorative Tour in 1976. (Varney was a predecessor air carrier to United.) ALL PHOTOS COURTESY OF THE HIBERT FAMILY Buck served his country in the Army Air Corps during World War Buck in the 1970s with an Aeronca C-3 and 747. II, progressing from aviation me- Elroy E. ‘Buck’ Hilbert chanics school to flight training to domestic B-17 flight operations. Buck Memories ber was 21 Lifetime, his Vintage pecially the esprit de corps. He was recalled to the Air Force The EAA and the Vintage Air- number was 5 Lifetime, his War- In the beginning, a small nu- in 1950 and flew reconnaissance craft Association have long been bird number was 2,928, and his cleus of 30 to 40 EAA member en- missions over North Korea in un- extremely favored (with apolo- IAC number was 8,262. thusiasts, led by Paul Poberezny, armed AT-6s. And halfway around gies to Sir Winston and met at the EAA head- the world, he bumped into Paul Po- the young RAF lads of EAA Director Emeritus quarters at Hales Cor- berezny, who was also involved in the spring and summer VAA Director Emeritus ners on November 6, the police action in Korea. of 1940) by “The Few” — 1971, and again on Feb- With this background, it was the few who came, who EAA Foundation Trustee ruary 26, 1972, with the only natural that Buck would be joined, who liked what November 16, 1924 – August 3, 2016 intent to form an EAA inducted into the Illinois Aviation they found and stayed … “Antique/Classic Divi- Hall of Fame; notably, Buck was for a lifetime. Buck Hilbert stayed Buck found in EAA not only what sion.” From those two early meet- the first inductee into the EAA Vin- Paul Poberezny and Buck Hilbert in 1975 at Sun ’n Fun. from the beginning of EAA until he he liked; he also found an organiza- ings and that early group came the tage Aircraft Association Hall of left us very early on the morning tion that was a perfect fit. He liked tremendously successful organi- Fame in 1993. the most important organizations of the presidency of the Antique/ of August 3, 2016, at his Union, Il- the leadership, he liked the people, zation that we know today as Vin- All of his aviation associations in his avocational aviation life. His Classic Division in February 1972, linois, home with his family at his he loved what EAA and Vintage tage Aircraft Association. Buck was were important to Buck, but his devotion and unwavering support and then during his more than half bedside. He was 91. Blessed are the did, and what EAA stood for — the elected president at the February deep, more-than-half-a-lifetime in- were continually on display, from a century of service on the EAA very few of Buck’s level. honor, the integrity, the culture, the 26, 1972, meeting, where he was volvement in and never-ending loy- EAA’s earliest days with Paul and and VAA boards of directors and Buck Hilbert was a perfect ex- programs, the achievements, the supported by an exceptionally able alty to EAA and Vintage spoke for EAA at Hales Corners and Rock- EAA Foundation Board. His service ample of “The Few.” His EAA num- membership, the airplanes, and es- group of early EAA Antique/Clas- themselves, proving that they were ford, followed by his acceptance included a three-year span as An- 14 NOVEMBER/DECEMBER 2016 www.vintageaircraft.org 15 would have wanted the memorial. is in connection with the rebuild- not only an airline pilot but also were done for some time, even into Charles W. Harris ing of the Swallow mail plane, an accomplished general aviation the early days of DIA. On one of Vintage Aircraft Association which was done in Ed’s shop. pilot/mechanic who was always these occasions, Buck got hold of Director Emeritus One day upon returning from a deeply involved in all things avia- someone who worked in the tower trip, Ed discovered the old rusted tion. He loved to fly, and it showed! and arranged for several non- I first had the opportunity to fuselage, wings, tail surfaces, etc. I would like to mention a couple radio airplanes to receive clear- interact with Capt. Hilbert while in front of his shop, Mac-Aero in of events I experienced with him ance to fly in for the family day. We serving as his flight engineer at Seneca, Illinois. It didn’t take long that I will never forget: had an N3N-3 (built by the Navy, United in the early ’80s. As with before Ed found out that Buck was I was a DC-6/7 first officer on re- for the Navy) that was able to join most who have made his acquain- responsible for the “gift,” which serve and was called out for a trip this group. It was a blast, and on tance, it was a pleasure and benefit turned out to be the Swallow. Buck to fly a DC-7 cargo liner from ORD departure we made a fairly tight to me. Buck was a savvy, seat-of- had heard about Ed’s experience to DEN with a Pratt & Whitney circle around the tower, and I have the-pants aviator. I appreciate all in rebuilding planes and took a R-2800 loaded in the back. When I a great picture of the ORD tower he has done for us. chance that Ed would be willing to arrived at the crew desk, Buck was framed between the wings. An- Ed Yost do the job. So with Buck, Ed (who already there, wearing a leather hel- other unforgettable event put to- became the chief engineer), Mike met and goggles and laughing a lot, gether by Buck. Buck showing off a few of his EAA badges in 1992. I first met Buck about 50 years Branand, and Rick Moen, the Swal- as usual. Turned out that I was fly- There are many, many other sto- ago when I joined the old Chicago low restoration was completed in ing this trip with him. The airplane ries that have touched other peo- tique/Classic Division president, the operating divisions. chapter of the Antique Airplane time for the re-enactment of the was painted all white with no name ple just as these two have touched lengthy spans as VAA treasurer, Remembering Buck … such a plea- Association. I have always known first delivery of commercial mail in on it, only an N number. So Buck me. Ol’ Buck lived on the Funny and his regular column, Pass It to sure, such a nice feeling. All of us him to be cheerful, generous, the United States on April 6, 1976. told me to file a VFR direct plan, Farm, which could be located by Buck, which ran in Vintage Airplane who knew Buck are better for hav- knowledgeable, and an all-around What a proud day that was for Ed and away we went. We took off and the mailboxes at the entrance to magazine for 18 years. All these ing known him. In his quiet way he fun guy. One of my best, of many, and for Buck, who was the Swal- climbed to 1,000 feet, and when his driveway. One was just a mail- contributions typified Buck’s ongo- inspired and improved all the lives memories is from July 1969, when low pilot! we were out of sight of O’Hare, he box, while the other was on a 10- ing support and service to EAA and of everyone with whom he came in I was helping Buck prepare for the Ethel McConnell turned off all the radios, and we foot or so pole plainly marked the Vintage division. contact. For those of us he left be- big air show at DuPage Airport. never went more than 1,000 feet “air mail.” He had a runway and Buck was a people person, just hind, it is hard to let him go, even We were fencing off a grassy area A tribute to Buck would be in- above ground level from then on. hangar on this property and still like Paul. They were two peas in a at 91 years. by driving stakes into the ground complete without mentioning his It was a gorgeous day, clear blue, flew until recently. I talked to him pod, and their harmonious rela- Remembering Buck is a pure plea- and stringing a line, with little pen- outstanding leadership with the no bumps, and we cruised that way just a couple of months ago, and tionship and endeavors on behalf sure and an inspiration to us all. nants, between the stakes. National Aeronautic Association. all the way to DEN. Of course, we he related that he stopped flying of EAA and Vintage made those or- Where Do We Get Such Men? A friend of Buck’s came over and Buck served as chairman of the did not travel in a straight line. He because of his eyesight and was ganizations better every day. Dur- Postscript: A fly-in memorial asked him if he would like to ride Contest and Records Board from didn’t think direct meant a straight not real happy about it. He was a ing EAA’s and Vintage’s early years service in Buck’s honor and mem- on a Ford Tri-Motor, which was go- 1991 through 1998. I was honored line. We saw a lot of folks stand- guy who thought outside the box — from the 1960s and especially ory was held at the Wings and ing to fly some reporters and pho- to serve with him on that board ing outside looking up — including to the point that I don’t think he through the 1970s and 1980s — Wheels Museum at Poplar Grove tographers back to Meigs Field at from 1995 on and am now its vice men on tractors, waving — and we knew there was a box. the organizations experienced tre- Airport near Chicago on Satur- Chicago’s lakefront. Of course, chairman. He asked me to join the dipped a wing over the Robb Me- Many folks will miss him very mendous growth. Paul and Buck day, October 1. Chicago was Buck’s Buck accepted on the condition board in 1995 at the awards presen- morial at Lexington, Nebraska. I much, as will I. I truly loved flying worked together closely through hometown and his home base for that they also include me, which tation for my setting a new world worked on the Robb ranch during with him, and for that matter do- all of those challenging years. 91 years. It was only natural that they did. It was a beautiful day, and record (speed) for commercial air- college, and the memorial was a ing anything with him. He was one When we Remember Buck, a the memorial was held in the Chi- we had a great ride to Meigs and craft from Chicago to Paris. He was VFR checkpoint in early aviation. of a kind — a great kind! gentle, warm, comfortable feeling cago area. It was not only Buck’s back. This is just one example of a great chairman and friend. We landed uneventfully at DEN Howard P. Morgan Jr., Captain, begins to set in. One begins to re- hometown, it was also where he how fortunate I was to be one of Dick Ionata and never heard a thing from any- UAL (retired) member an ancient, open-cockpit was a teenaged line boy in the late Buck’s many friends. one on that flight. This is the first J-4 Wright-powered 1926 Swallow 1930s and early 1940s (at Elm- Jack (John W.) Taylor I am writing in regard to my very time I’m telling this story in print, One of life’s great truths is that biplane, which Buck completely re- hurst Airport), and where he so- EAA 82813 good friend “Buck” Hilbert. He was as the statute of limitations has when you lose someone dear to built, circling low around Wittman loed, at the age of 16, in an early VAA 718 all aviation, all the time. We met surely passed. you, you really come to appreciate field during long-ago EAA conven- Aeronca Chief at Wooddale Airport early on in my career with United Back in the ’70s, when UAL was what they meant to you, even if tions, keeping an eye on things. We in 1941. Chicago was where Jack I am Ethel McConnell, wife of Airlines, sometime around 1965. still a family, the company had a you’d made sure they knew it when also begin to remember Buck’s dear, Rose would send Buck out to solo Edward McConnell, who passed We flew together on many trips family day during which it opened they were alive. That’s certainly departed wife, Dorothy, who in her Jack’s tiny, 40-hp Rose Parrakeet away July 3 this year. I was sorry in the DC-6/7 and Boeing 727. He up one of the hangars, served true for my pal Buck. All of us have own way was as valuable to the con- single-seat biplane while Buck was to hear of Buck’s passing just one was one of my favorite captains to lunch, and invited folks to fly their lost one of vintage aviation’s big- vention organization as Buck was to still 16. Chicago was where Buck month later. My memory of Buck fly with during that time. He was little airplanes into ORD. These gest boosters in Buck Hilbert, who 16 NOVEMBER/DECEMBER 2016 www.vintageaircraft.org 17 his personal willingness to help fel- later Sedan flights due to Buck’s best to fix them. the audience yelled for them to “quit low pilots and budding restorers willingness to share. I know so “He,” of course, is Buck Hilbert. telling their dirty jokes, and get on that made him an aviation house- many others who likewise had a No way did I call him Elroy. It was with the awards.” You could feel the hold name from coast to coast and friend in Buck Hilbert, and while always just Buck. One of those peo- wet blanket that had been thrown beyond. As just one of the many I join with all of you in mourning ple you hold in your heart despite over the room, and most of us di- who benefited from his wealth of his passing and expressing our con- the miles and months that sepa- rected our displeasure at the person knowledge and willingness to share, dolences to his six children — Rob- rate you. The guy with the smile who had voiced that opinion. I know just how active he was in ert, Christine, Alice, Elroy, Lee and that made you wonder what he was But Buck, always the gentleman sharing all that he knew. Leslie — I’m equally sure you’ll join up to. The guy who gave so much to and professional, took the occasion The decades-long run of his Vin- me in smiling and remembering aviation and EAA. And to a young to tell all of us what a fine, caring, tage Airplane column, Pass It to his aviation life well lived. photographer who needed a “dad” Christian individual Evander was, Buck highlighted just some of the As he always signed off his col- to mold him into a better person. and that neither of them would correspondence he shared with umn: Over to you, Buck. Hopefully, you did, Buck. But ever intentionally do anything to members looking for guidance H.G. Frautschy now, as you watch down from offend anybody. They then contin- Buck in 2015 amidst many airplane-building materials and tools. and expertise. As a flight instruc- above, please nudge me when I need ued on with the presentation, with tor and an A&P with an inspection He called me “son,” and I called a little attitude correction now and never another humorous or amus- passed away on August 3, 2016, at early United Air Lines (that air- authorization, he could answer al- him “Dad.” And he took me under then. Please keep guiding me. ing aside, and I suppose the pro- the age of 91. plane now hangs in the Museum most any question for you. You his wing early in my EAA career. Thank you for being there for tester was happy with the changed He started his airline career fly- of Flight in Seattle). There was the name it — if it had wings he knew Not just as my first photo pilot, but so many of us, Dad. And caring so tone of the evening. ing DC-3s with United Air Lines, Fleet on floats, done just because about it, or he knew who to call. as someone who took the time to much. But for the rest of us, it was an and when he retired, he was well he thought it would be fun to fly. He was very active in working with guide me through all the trials and Jim Koepnick unfortunate turn of events and into his third decade as a jet pi- (He was right!) The list of airplanes Paul and Tom Poberezny, and later tribulations it sometimes takes to mood in the evening. From that lot. As much as he enjoyed flying he owned and flew is a pilot’s “want the government programs staff, as get an air-to-air photo mission off One of my lasting memories point forward I always appreciated the big iron, coming home to the list,” spanning from the golden age various issues related to the main- the ground. of Buck Hilbert is from one of Buck even more and felt bad for Funny Farm, his farm strip south of aviation into the 1970s. tenance and flying of vintage air- He was the one who opened the my early years of attending Osh- those two fine gentlemen having to of Union, Illinois, was always his In 1972, Buck was part of a planes came up, requiring regular left window on a Cessna 180 so I kosh. As an early member of the sacrifice their personalities to ac- goal. That’s where his beloved Dor- small group of enthusiasts who interaction with the FAA. could take my first air-to-air photo Antique/Classic Division of EAA commodate someone who had ob- othy was waiting for him, along asked Paul Poberezny if they could His love of aviation was infec- for EAA. He was the one who yelled (249), I read his column in Vintage viously had a bad day. with his half-dozen children. organize parking for antique air- tious, and it ran through his fam- “shoot … shoot” when a subject Airplane every month. I always ap- RIP, Buck, and thank you for all When he was home, flocks of planes during the annual fly-in ily’s veins as well. Among his six plane would actually move in close preciated the sense of humor he you did for EAA, VAA, and the An- aviators would descend on the han- that was just beginning its run in children are three pilots, and thou- enough to our side for me to take showed in his writing, and his love tique/Classic movement. gar and the house as well. Some of Oshkosh, and if they could have a sands of EAA volunteer hours were a picture. He educated me on how for old airplanes and their owners Ken Dwight us would drop in in the conven- designated area. Paul told them to put in by Buck, his late wife, Doro- to give hand signals to the other pi- was obvious in everything he said, Houston, Texas tional way, by landing on the strip; go ahead; they were on their own thy, and his kids. lots. And he put his heart into every did, and wrote. EAA Lifetime 61196 others would make clouds of dust to set it up. That’s a simplistic ex- During my many years as ed- mission because he wanted it to be In this particular year at Osh- Century Club 92 traversing the long gravel driveway planation of the beginnings of the itor of Vintage Airplane, hardly a successful for EAA and for me. kosh, probably 1972 or 1973, Buck from Union Road. No matter how Antique/Classic Division of EAA, day went by without my talking to He was the one who would com- and Evander Britt were announc- I consider myself very fortunate you got there, the reason you came now your VAA, and Buck was right Buck about his column, his knowl- mit some small transgression be- ing the winners in the Antique/ in that it was Buck who signed me was always clear. Buck loved to talk in there from the beginning, help- edge of who else knew more about fore the convention that would Classic category in an evening up at the very beginning of An- airplanes. How to fly ’em, how to ing to organize the show as well as a particular problem, or just to kib- result in Paul taking the battery meeting. At the time there were tique/Classic at a fly-in in South fix ’em, and what to look for when pounding the nails and wielding a itz about aviation and stuff. While out of the T-6 photo plane so we only two permanent buildings on Carolina you wanted to buy one. He knew paintbrush. His Aeronca C-3 was he certainly could be opinionated, couldn’t use it. And he was the one the grounds, plus the Steakhouse John Turgyan what you wanted to know, so you one of the seed airplanes brought and sometimes downright irasci- who made amends to Paul so we and the Homebuilder’s Café. I be- Vintage 3 just had to pull up a chair and let to the fly-in to show the way for ble, I always knew he was a straight could get the battery back in and lieve those are the buildings that him educate you! the thousands of antique, classic, shooter. And I flat-out loved the go flying. now serve as the Federal Pavilion While attending a Hatz Fly-In Aeroncas were a big part of his and later contemporary airplanes man; he was my “Midwest dad” — But most of all, through the and the Sky Shoppe. This meeting at Poplar Grove, Buck posed this life — he owned and flew Chiefs, that have since parked in the area someone I knew I could go to if I years, he was there for me. Drop- would have been in what is now the question to our group: “What’s the Champs, and even a 15AC Sedan. south of the control tower. needed some advice or just some ping by my office to say hi and see Federal Pavilion. difference between jumping on a There were amazing restorations While Buck was good at being a conversation. His generosity to- how things were going any time he Buck and Evander were having trampoline and jumping on an ac- like the Swallow biplane he rebuilt big-picture guy (he served in each ward me and my family was deeply was visiting Oshkosh. Listening to their usual grand time, with lots of cordion?” Answer: “Nobody cheers so he could commemorate the pi- of the officer positions of the divi- appreciated; all of my family en- whatever troubles I might have in fun, laughter, and good humor. But when you jump on a trampoline.” oneering airmail flights of the sion, starting with president), it was joyed their first Champ rides and the corporate world and doing his early in the presentation someone in Galen Johnson 18 NOVEMBER/DECEMBER 2016 www.vintageaircraft.org 19 CALL FOR VINTAGE AIRCRAFT ASSOCIATION

Nominate your favorite vintage aviatorNominations for the EAA Vin- the present day. His or her contribution can be in the areas tage Aircraft Association Hall of Fame. A great honor could be of flying, design, mechanical or aerodynamic developments, bestowed upon that man or woman working next to you on administration, writing, some other vital and relevant field, Phil your airplane, sitting next to you in the chapter meeting, or or any combination of fields that support aviation.The per- walking next to you at EAA AirVenture Oshkosh. Think about son you nominate must be or have been a member of the the people in your circle of aviation friends: the mechanic, Vintage Aircraft Association or the Antique/Classic Divi- historian, photographer, or pilot who has shared innumerable sion of EAA, and preference is given to those whose ac- tips with you and with many others. They could be the next tions have contributed to the VAA in some way, perhaps VAA Hall of Fame inductee—but only if they are nominated. as a volunteer, a restorer who shares his expertise with oulson The person you nominate can be a citizen of any coun- others, a writer, a photographer, or a pilot sharing sto- try and may be living or deceased; his or her involvement ries, preserving aviation history, and encouraging new C in vintage aviation must have occurred between 1950 and pilots and enthusiasts. 2016 VAA HOF recipient To nominate someone is easy. It just takes a little time and a little reminiscing on your part. •Think of a person; think of his or her contributions to vintage aviation. by Sparky Barnes Sargent •Write those contributions in the various categories of the nomination form. Photos Courtesy of the Coulson Family •Write a simple letter highlighting these attributes and contributions. Make copies of newspaper or magazine articles that may substantiate your view. •If at all possible, have another individual (or more) complete a form or write a letter about this person, confirming why the person is a good candidate for induction. Private pilot Phil Coulson (EAA tory, here are a few of the high- ward, and exclaim, “Oh boy, it’s a 71350, VAA 572) of Lawton, Mich- lights. First of all, Phil didn’t grow double-winger!” We would like to take this opportunity to mention that if you have nominated someone for the VAA Hall of Fame; nominations for the honor are kept on file for 3 years, after which the nomination must be resubmitted. igan, is the EAA Vintage Aircraft up in an aviation family, but he “I’d ask my dad what kind of air- Mail nominating materials to: VAA Hall of Fame, c/o Charles W. Harris, Transportation Leasing Corp. Association’s 2016 Hall of Fame was intrigued and inspired by the plane it was,” Phil recalls, “and if PO Box 470350 recipient. Vintage members may sights and sounds of aircraft early it had two wings, it was always a Tulsa, OK 74147 know him in his 30-year role (now on. “When I was about 2 or 3 years Waco.” That small seed slowly ger- E-mail: [email protected] emeritus) as board member of the old, I remember my mother called minated through the years. Remember, your “contemporary” may be a candidate; nominate someone today! VAA division of the Experimental my brother, Gene, and I outside to By the mid-1940s, Phil was Find the nomination form at www.VintageAircraft.org, or call the VAA office for a copy (920-426-6110), or on your own sheet of paper, simply include the following information: Aircraft Association. A reserved see the Graf Zeppelin flying over hooked on flying, and enjoyed •Date submitted. and gentle-natured man with a our farm,” Phil recalls. “As the years watching the B-24 Liberators •Name of person nominated. ready smile, Phil was also chair of passed, I thought maybe I had been drone overhead as they departed •Address and phone number of nominee. •E-mail address of nominee. the Vintage Parade of Flight at EAA too young to remember that, so it Henry Ford’s Willow Run plant. •Date of birth of nominee. If deceased, date of death. Oshkosh from 1981 through 1989. must have been a dream. But eight (Phil could never have imagined •Name and relationship of nominee’s closest living relative. Since 1990, he has served as a vol- years ago, our local weekly pa- that one day, far into his future, he •Address and phone of nominee’s closest living relative. unteer antique aircraft judge. per reprinted news from the past would be culminating the flight of a •VAA and EAA number, if known. (Nominee must have been or is a VAA member.) •Time span (dates) of the nominee’s contributions to vintage aviation. And, if you know Phil, you likely about the Graf Zeppelin flying over lifetime at Willow Run.) At around (Must be between 1950 to present day.) know his effervescent and resilient Paw Paw, so I know it was not a age 15, he built a model of a Taylor- •Area(s) of contributions to aviation. wife, Ruthie, who volunteered for dream after all, and I guess that’s craft with a 4-foot wingspan, but •Describe the event(s) or nature of activities the nominee has undertaken in aviation to be worthy of induction into the VAA Hall of Fame. 38 years in the VAA Red Barn dur- where the flying bug started.” he didn’t have enough money to •Describe achievements the nominee has made in other related fields in aviation. ing the convention. But there’s far When Phil was a young boy, his buy an engine for it, so he hung it •Has the nominee already been honored for his or her involvement in aviation and/or the more to their story. ears would perk up on those rare from the ceiling in his bedroom. contribution you are stating in this petition? If yes, please explain the nature of the honor and/or award the nominee has received. occasions when he heard an air- Phil worked on his uncle’s farm •Any additional supporting information. Early Inspirations plane flying over his family’s farm during the summer of 1946, mow- •Submitter’s address and phone number, plus e-mail address. For those who aren’t familiar in southwestern Michigan. He and ing hay, milking cows, and doing •Include any supporting material with your petition. with Phil’s personal aviation his- Gene would run outside, look sky- other chores. When it was time for 20 NOVEMBER/DECEMBER 2016 www.vintageaircraft.org 21 While Phil worked to achieve his Engine Out! dreams throughout his life, most Phil once heard an old OX-5 pi- often with Ruthie by his side, he lot say, “If you haven’t had an en- inadvertently created a niche gine-out, you will.” And Phil did within the world of vintage avia- — not once, not twice, but thrice tion. He volunteered to help park in one flight. “Back in 1966, I took airplanes at Rockford, and contin- off with Ruthie in our J-3 Cub on ued as a volunteer at Oshkosh. skis, and as I turned away from the In the meantime, that seed, the field the engine quit, so I had to notion of a Waco biplane that was change hands quick to get a hand so innocently planted by his father, on the primer and pump it,” Phil had taken root and began seeking says. “I got the engine going again, sunshine when Del Hickcox gave and then I’m climbing up, starting Phil a ride in his Fleet 16B Finch. to make another turn, and it quits “Right then I was hooked on open- again. I got it going and turned cockpit biplane flying,” Phil recalls, downwind, and it quit again! So I “but I wanted a Waco.” just dead-sticked it in and landed Phil and Ruthie dressed in flying attire and standing by their 1930 Waco Horace Sackett and Phil Coulson with Phil’s freshly-restored 1930 Waco INF. INF, celebrating Phil’s and NC644Y’s 50th birthday. The following year, Phil sold his on the runway. After we landed, interest in the Taylorcraft and Cub “I took the project over to Hor- must have been 20 airplanes at Ruthie said, ‘I don’t think I want to him to go back to high school, he quirements for pilot training at Cruiser and bought a 150-hp Piper ace’s shop, and he was my guiding Horace’s landing strip, lined up fly anymore!’” was rewarded for his work. “My that time. Instead, he spent about Tri-Pacer (N74490). It was a nice air- light,” Phil says. “He was held in on both sides of the runway, and That little episode may have uncle took me over to Gobles Air- four years as a senior weapons and plane, but he still envisioned owning high esteem as a pilot-mechanic- even the local newspaper reporter been a good practice session for port and bought me an airplane munitions specialist in Korea and and flying a Waco. One day in 1965, inspector, and I’ve always said that was there with a camera crew,” what came years later. “On May 30, ride with Horace Sackett in the then in Merced, California. After he happened by a friend’s shop at his brains and my brawn restored Phil reminisces, laughing. “These 1976, I was flying the Waco INF PT-23,” Phil says. “Horace told me discharge, Phil headed back to his Marks Field and saw a tired old Waco the Waco INF. Horace was a great old biplanes can be a handful on back from the Waco fly-in in Ham- to just relax when he banked the home state on his 1954 Harley. He (NC644Y). Its 125-hp, five-cylinder welder, and could still work though the ground occasionally, and I had ilton, Ohio, and the Kinner swal- airplane in a turn, and I loved it! soon began working full time for Kinner engine was in a state of dis- he was crippled from arthritis. He this narrow corridor along the run- lowed both valve heads in the No. He asked me where I lived and he the Van Buren County surveyor, assembly, but Phil’s heart quickened told me what to do, and I repaired way. It didn’t fly hands-off the first 2 cylinder. I’d just overflown Miller flew me over to Glendale, and I saw with whom he had worked during nonetheless, because he knew it was the trailing edges of wings, brought flight, so we had to do a little bit of Field a couple miles back, and had our family farm from the air on my the summers in high school. Sur- a rare Model INF. the curve back into some of the re-rigging, but it did fly real nice.” looked at my chart and figured I’d first ride. It was just great!” veying and engineering evolved wing ribs that had been crushed by be home in an hour. As soon as I After that, Phil would hitch rides into a long-lasting career for him. 1930 Waco INF Restoration fabric shrinking, and built a new Aviation Adventures put the chart back in my jacket, the on the back of his brother’s 1947 He kept track of that Waco un- turtledeck. I also did the covering In the spring of 1975, Phil and engine backfired, got real rough, Harley and head to the airport. A Flying Marriage til it came up for sale in September and rib stitching. I learned how to Ruthie started going to fly-ins in and quit. Well, old biplanes come While Gene took flying lessons (us- Wedding bells rang for Phil in 1969. “I sold our nice Tri-Pacer and paint with a spray gun; I had never the eye-catching blue and orange down pretty fast, so I made a ing the GI Bill), Phil enjoyed flying 1961, when he married his sweet- bought that old bag-of-bones Waco had one in my hand until Horace Waco, and Ruthie acclimated quite 180-degree turn and looked down. with pilots who were building time heart, Ruthie. Having already been INF,” Phil says, chuckling, “and showed me how. I used the entire well to the open cockpit. “Ruthie There was a guy mowing hay in a in Champs and Cubs for their com- bitten with the flying bug, he let Ruthie was a little upset about that.” Stits process, which was pretty flew with me in the Piper J-5 and hayfield, and the wind was kind mercial certificates, and soon ac- her know that he just had to get It was a flying basket case, but Phil new at that time. When you restore the Tri-Pacer, and she wasn’t too of crosswind to him, so I just slid quired a “seat of the pants” feel for into flying. Fortunately, he took gave Ruthie her first flight and con- your own airplane, you really de- excited,” Phil says. “But she took to in behind him and put her down,” flying. Though Gene never earned her to local air shows when they tinued flying it until December. Phil velop an in-depth knowledge of it the Waco like a duck takes to wa- Phil describes. his private certificate, Phil was de- dating, so Ruthie had an inkling of worked on the Waco in his garage — how and why it works, how to ter! You know, it’s really all about “I thought, ‘Boy, he’s going to termined that he would. In 1948, what flying entailed and was sup- virtually every weekend, removing treat it and care for it — and you people, and she liked the people we be surprised when he comes back!’ he went to a local air show where portive. Phil bought a share in a fabric and disassembling the air- have more faith in it.” were meeting at fly-ins.” So I got out and looked at my air- Art Davis was flying a Waco ATO flying club’s 1946 Taylorcraft BC- frame for inspection. He soon real- Phil’s first flight after the res- And wherever they went, the plane, and I didn’t know what was Taperwing, and bingo! Phil now 12D. Then he and a buddy bought ized that the rusty tubing needed toration turned out to be a well- cameras came out and the Waco wrong with it because there was no knew what a Waco really looked a Piper J-5 Cub Cruiser (N27995), welding repair, and the woodwork documented event. “My brother was photographed time and again. outward sign of anything. This guy like and how it could perform at which he soloed in September needed repair as well. And, bringing and Ruthie wanted to be there, Good-natured Ruthie, who had a turned around at the end of the the hands of a skilled pilot. 1962. The same year, he went to things nearly full circle, it was Hor- but I said, ‘No, I’m just going over longtime career in banking, de- field, came back and went right by In 1950 Phil joined the U.S. Air the EAA convention in Rockford, ace Sackett (EAA 859) who became to Horace’s, and when it’s ready veloped her own slogan: “If I had me, and went up to the other end Force, hoping to fly, but he didn’t Illinois, which further whetted his Phil’s mentor during the Waco’s we’re going to fly it.’ Well I don’t a dollar for every picture that was and turned around to come back. meet the military’s education re- appetite for vintage aviation. five-and-a-half-year restoration. know how word got out, but there taken, our gas tank would be full!” I walked out and waved my arms 22 NOVEMBER/DECEMBER 2016 www.vintageaircraft.org 23 and stopped him and said, Miller Field, and I had one cylinder ‘Hey, I got a little problem running when I landed, and I said, here —’ and he said, ‘Don’t ‘That’s it! No more with that en- talk to me; they just hired gine.’ So I ended up putting a Kin- me to mow the hay,’ and ner R-56 on the INF. Vernon said, away he went! ‘If I was you, I’d find a different way “Shortly thereafter, here to fly down to Hamilton!’ I laughed comes a guy and his wife and said, ‘Oh no, I know how I’m on bicycles. They turned treated here!’ Vernon and his fam- out to be pilots who flew ily became good friends, and we’d out of Miller Field stop every year to see them.” and had seen me land Phil and Ruthie flew their afore- in this hayfield. She mentioned Cessna 190 (NC9338A) went and got her car, for seven years. “We enjoyed the and he stayed there best of two worlds — an open- with me and the air- cockpit Waco and cabin-comfort plane. When we got to Cessna,” Phil says. “Then two peo- Above, Phil at Lakeland Air Force Base in 1950 with an F-82. a phone, I called Ver- ple from Muskegon, Michigan, Left, Phil in the cockpit of his Beech Bonanza. non Miller at Miller wanted the 190 more than I did, Field, and they took so we updated to a Beechcraft G35 me over there. We got Bonanza (N4517D), which we it, and I gave my flight instructor’s nual fly-in at Dauster Flying Field, attire, and Ruthie would sell tick- some tools and went back to ended up flying for 20 years.” daughter her first ride, and she’s Creve Coeur, Missouri. Phil and ets and I would tell tall tales to the the airplane and pulled the In 1986, Mother Nature wreaked now an airline captain — I think Ruthie became well-acquainted waiting passengers and help load spark plug out. The cylinder havoc upon the Coulsons’ two han- that first flight had something to do with other airplanes at Dauster, them. We did this for three years in was full of oil and alumi- gars at their private strip, damaging with it,” Phil says. and when the opportunity arose Michigan and two years at Sun ’n num, and I knew it wasn’t both the Waco and Bonanza. Phil When the UPF-7 needed a bit to buy a rare and airworthy 1932 Fun. It was a great experience and going to fly. We got a trac- decided to stay ahead of the power more than TLC, Phil decided to Waco UBA (NC13041) from John was so much fun to meet the pas- tor and loaded the airplane curve and avoid what would surely have someone else restore it. All Cournoyer in 2008, they did so. sengers and work with Rob ‘Waldo’ on a transporter trailer, be a despondent case of flying with- told, he and Ruthie enjoyed flying “We sold the UPF-7 and bought Lock. Then in 2003, Waldo wel- and took it right down drawals, so he went to North Car- it for 20 years (despite the lack of the A model, which was the Cor- comed us to go along with him dur- a county road to Miller olina and purchased NC173E, the baggage space, which necessitated vette,” Phil says, chuckling. “It was ing the National Air Tour, which Field. I took all the cyl- late Espie “Butch” Joyce’s 1940 Waco shipping their baggage to fly-ins). a little hot rod, and a nice little air- was organized by Greg Herrick. I inders off and took them UPF-7. (The 1930 Waco INF was re- Throughout that time, they formed plane!” The UBA provided them was one of the five judges for the up to Horace Sackett. He paired and lent to the Kalamazoo Air lasting friendships with fellow more range than the UPF-7, com- National Aviation Heritage Invi- honed them and put new Zoo museum in the spring of 1990. Waco owners and pilots. “In 1993, paratively copious room for baggage, tational in Dayton, Ohio, and was valves in and everything. The museum later bought it for per- we established the American Waco and the coziness of side-by-side seat- scheduled to be at the Reno Air I’d fly our Cessna 190 manent display.) “We did most of our Club as a family-organized group ing. They flew it for six years, and it Races that September. Fortunately, down to Miller’s and work cross-country flying in the UPF-7, that operated by Robert’s Rules now resides in the Western Antique after talking to Greg Herrick, Rob on the engine — it took a and that was the Cadillac of the open of Order,” Phil recalls. “We had 23 Aeroplane & Automobile Museum in Lock, and Doug Martin (the Na- month of three-day week- Wacos,” Phil says. “It was smooth, people at the first meeting, and at Hood River, Oregon, where it contin- tional Aviation Heritage Invita- ends. Then I made a test easy to fly, and easy to land.” one time we grew to a little over ues to be flown. tional head judge), we figured out Above: some of the aircraft that flight on July 2 and flew home on 500 members and members in six that we could do both events.” Ruthie and Phil have owned from the Fourth of July.” New Directions foreign countries.” Flight of a Lifetime After Reno, Phil and Ruthie top; Piper J5 in which Phil soloed in 1962, 1953 Cessna 190 that they flew In 1981, there was nearly a re- In 1985, Phil’s niche in aviation Phil was elected to serve as pres- As you might imagine, Phil and joined back up with the National for 7 years, Beech Bonanza flown for peat performance. “That same en- became even more focused when ident of the club for a two-year Ruthie have many cherished mem- Air Tour in Alabama. Phil flew the 20 years, and the WACO UPF-7 that gine blew up again in the same he took on an advisory role in the term. Those two years ultimately ories. “Ruthie and I both volun- rest of the tour with Rob in the they also flew for 20 years. place, and Ruthie was with me,” Antique/Classic Division. Two years stretched into a two-decade tenure, teered to help Rob Lock when he New Standard — but Ruthie opted Phil says. “It was an early Kinner later, he was elected to serve on that during which time he (and Ruthie) started his Waldo Wright’s Flying to try out some other wings. “So, B-5 with a front exhaust; I learned division’s board of directors. Along also assumed the responsibility of Service biplane ride business,” Phil as Ruthie tells it, she ‘winged her they’re good for about 60 hours, the way, he gave rides to quite a few newsletter editor and publisher. recalls. “We flew the Bonanza to way through the entire tour’ with and then you should tear it down people. “Just seeing the smile they Since 1993, the American Waco meet him in various towns around rides in several of these unique an- and major it. We limped back to have as first-timers was well worth Club has continually held its an- Michigan. We dressed in period tique aircraft, including the FAA 24 NOVEMBER/DECEMBER 2016 www.vintageaircraft.org 25 DC-3, Ford Tri-Motor, Travel Air 6000, and Twin Otter. It was the greatest experience of our lifetime, and it was just something new ev- ery day — it was absolutely fantas- tic!” Phil says, smiling. “Then to top it all off, on our 42nd wedding anniversary, we got to fly together in Greg Her- rick’s Stinson trimotor. I was in the right seat and Ruthie was be- ing ‘flight attendant,’ serving pizza to pilot John Mohr, me, and pas- senger Frank Rezich on the tour’s return flight from Dayton, Ohio, to Willow Run Airport, Dearborn/ Ypsilanti, Michigan. I got to fly the Stinson for the entire trip at A mosaic was commissioned by pilot Carlo and his wife Patrizia Martino from Italy as a gift to Phil and Ruthie for their 20 years of leadership in 1,500 feet MSL, with John doing the American Waco Club. Martino’s friend, pilot Alfonso Bove, created the takeoff and landing. We’re so the masterpiece. This 300-pound mosaic was shipped from Italy and is grateful to Waldo and to Greg Her- on loan at the Waco Historical Society Museum. rick for the flight of a lifetime!”

People and Planes Phil has particularly enjoyed the nostalgia of flying antique biplanes, which were at the leading edge of aviation decades ago. He reflects, “Your airplane is just your vessel in space, and each flight is different. I like that part of it. And I’ve learned that most people connected with aviation are the best type of people in the world; we’ve made longstand- ing friendships that we’ll cherish for years to come.” Phil smiles big when he mentions being an antique aircraft judge at Phil and Ruthie were the recipients of the Bob Poor Memorial Award in Oshkosh, and at the National Avi- 1998, shown here at the AWC fly-in they attended with their UPF-7 Waco. ation Heritage Invitational from 2003 to 2013. Those experiences want to fly, go do it.” And to those for this honor. I hope, through the are “all about the people and the of us who already fly: “Plane safety years, that I may have influenced beautiful airplanes,” he shares, add- is a big thing with me — be sure some people to preserve and main- ing with a laugh, “I always said, ‘I’m you have enough fuel on board, tain the old airplanes, and fly them on an ego trip, because I get to look and look outside the cockpit. Just safely. I hung up my helmet and at the best airplanes in the world. I remember, you fly the airplane. goggles as an active pilot in 2012, SHARE YOUR AVIATION SPIRIT get to climb into them, look inside Don’t let it fly you.” after 55 years and 3,700 hours. It’s them, and talk to the owners about Reflecting upon his induction been a real good flight!” how they fly.” into the VAA Hall of Fame, Phil says, Congratulations once more, THIS HOLIDAY SEASON To those who aspire to fly, Phil “I’m just humbled by the whole af- Phil, on being the 2016 Vintage EAA HERITAGE TERVIS admonishes, “Do it now! You’ve got fair. Ruthie and I are still shocked Aircraft Association’s 2016 Hall of Look for the new 2016 EAA Merchandise Catalog TUMBLER MUG to organize your priorities. If you and surprised that they selected me Fame inductee. in your mailbox or shop online today. 26 NOVEMBER/DECEMBER 2016 $18.99

EAA.ORG/SHOP • 800.564.6322 Your EAA merchandise purchase supports EAA programs that grow participation in aviation. © 2016 EAA N492C Cruising the Line There was a sparkling gem tucked away on the last row of airplanes, with its tail just feet from a cornfield. N492C is a 1959 Meyers 200 owned and restored by Dave Smith of Milaca, Minne- Sparky’s 2016 AirVenture notebook sota. Dave beamed with pride as he described the work he’d just completed on the airplane. “The airframe was in rough shape Article and photos by Sparky Barnes Sargent when I bought it out of Austin, Texas,” says Dave. “The ailerons and elevators were beat up, and what looked like corrosion on the cabin turned out to be some body filler. Overall, it lightened up by 60 pounds when we got done. We replaced the nosebowl, regarious enthusiasm a golf cart to cruise the expansive but even better than capturing that upper cowl, and a few miscellaneous skins on the aircraft that abounded among Air- flightline this year, because my swift glance is the rich experience had hangar rash. We were able to get a new doorframe from the Venture attendees this knees wouldn’t have cooperated to of stopping and talking with a vari- factory and then put new skin on it. We installed a new panel, new leather and velour interior, and new glass.” year, though the ever- carry me hither and yon all week ety of pilots, ranging from the very Dave modified the traditional Meyers paint scheme a bit, partly to help people recognize it as a Meyers and not mistake it changing Wisconsin skies (and I cringe when I say that, be- young to those who are much older. for a Navion. “Meyers always put the N-number on the side of the fuselage and a large check type design on the tail, but I just wereG alternately sunny, cloudy, cause I’ve so thoroughly enjoyed Of special note this year was a let the trim lines flow on from the fuselage to the tail and put the N-number on the tail with the Meyers name. The Meyers and rainy. A virtual kaleidoscope walking the line in previous years). tribute to World War I aviation, 200 logo on the nose was originally chrome-plated aluminum, but over time it gets dull and pitted. So we had chrome letter- of brightly polished aluminum and For me, the best part of AirVen- as well as milestone anniversa- ing made up, and I put it underneath the clear coat so it’ll hold that shine and never fade out.” colorful, boldly painted airplanes ture is listening to people’s stories. ries for many airplanes: The Swift, N492C is powered by a 260-hp IO-470, and Dave says it’ll cruise around 200 mph while burning about 12 gph. Its fuel ca- provided a wonderful array of eye Sometimes pilots share sentimen- Navion, and Cessna 120/140 cele- pacity is 80 gallons. “It is a very comfortable cruising airplane!” he says. “The downside is the takeoff roll. It’s a ground lover. candy this summer. tal memories revolving around a brated their 70th; Interstate Cadets But the framework is built like a tank, and it’s an easy flier, and real stable. I would compare it to a Comanche. I bought it in The fields were filled to over- specific airplane that has facili- had their 75th; the Spartan 7Ws had February 2015, and in the meantime I restored a Cessna 170 and a 180 as well. The Meyers took its maiden flight Sunday — just two days before Oshkosh.” flowing, and vintage airplanes tated change in their lives. Other their 80th; and Boeing celebrated Dave was happily surprised during the awards ceremony this year. His Meyers won Reserve Grand Champion Customized Sil- were mingled among other air- times, their personal accounts of its centennial. There were perhaps ver Lindy, and his 1938 Beech E17B Staggerwing (N233EB) was awarded the Antique Reserve Grand Champion Silver Lindy. craft, from the Vintage area down sometimes arduous, yet always re- more Interstates at AirVenture than to the cornfield w-a-a-ay south warding hands-on restoration are have ever been together since they of the Ultralights area. The number amazing and inspiring. So it’s one rolled out of the factory at El Se- N27900 of vintage airplanes in attendance thing to cruise by and marvel at gundo, and there were eight ex- Vintage member Clifton Korn of Hayward, Wisconsin, enjoyed was up by 7 percent; the official the different types of airplanes — quisite Spartan Executives nestled spending time with his 1940 Piper J-3C-65 Cub, despite intermit- count was 1,032. So it was a good whether authentic or customized together, wingtip to wingtip. So tent rain showers. It was his 16th trip to Oshkosh. Cliff says that thing I had the privilege of using antique, classic, or contemporary — c’mon, let’s go cruise the flightline! he had always wanted a J-3 of his own based on some fond childhood memories. “When I was 5 years old we had a resort southeast of Hayward NC19498 at a place called Winter, and there was a field next door where One of the eye-catching antiques in the vintage field was a 1939 a gentleman had a Cub that he kept in an old barn,” says Cliff. Cessna C-165 Airmaster, owned by Glenn Larson of Sarasota, Flor- “When we would hear him flying, my cousins and I would run ida. Powered by a 165-hp Warner Super Scarab, NC19498 stands barefoot over there and watch him land and take off, and talk tall on its Wipline 2350 amphibious floats. It has a 34-foot 2-inch to him. Finally one day he invited me to take a ride, and I was wingspan and cruises at 120 mph. Glenn’s father, Brad, restored hooked. I started flying when I was in the military in 1965, but I was not a military pilot; I joined one of these flying clubs and the airplane 28 years ago in Santa Paula, California. learned to fly in a Cessna 150.” “In 2002, we installed the floats, and this is the only Airmas- Cliff finally got a Cub of his own, 55 years after his first flight in one. “My son and I bought a 1941 J-3 Cub in 1990, after it ter on floats to my knowledge,” says Glenn. “Only about five had been stolen and crashed at Lake Hood in Anchorage,” says Cliff. “It’s back home in Wasilla, Alaska, where I live part time. have ever been on floats, although they all came from the fac- We flew that Cub from Alaska to Oshkosh and back, and shortly after that I bought this one in Hayward, and it’s never been tory with float fittings. My dad used to be in the Air Transport completely torn down, but in 1980 it was re-covered and the engine was rebuilt. It still has its original engine and wheels. Command during World War II, flying troops from Minneapolis to Other than the metal prop, it’s pretty much stock from the factory, and I have the logbooks all the way back to 1940.” Alaska when they were building the Alaska Highway. One day he was in Fairbanks with a movie camera, and he filmed Noel Those logbooks reveal some interesting history about NC27900, especially from 1942 to 1944. “The plane was based some- Wien with his Airmaster on straight Edo floats beaching up onto the shore of a river. After seeing that movie as a little boy, I where in Illinois, and the U.S. Navy took it to Great Lakes Naval Air Station to give primary training to naval cadets,” says Cliff. dreamed of owning a red Airmaster on floats just like Wien’s plane. “They changed the N-number on it and designated it as the serial number, 4434. I was here years ago, and an old stooped “Wien’s Airmaster had a Curtiss Reed metal prop turning 1600 rpm on takeoff. I talked to Noel’s son, Merrill Wien, and he gentleman came up with a cane and looked inside the aircraft. Then he looked up at me and said, ‘I learned to fly in this said it performed well. Our Aeromatic prop turns 2350 rpm at full takeoff power. That makes a big difference, especially getting airplane.’ I said, ‘Yes sir, a lot of people learned to fly in J-3s.’ He said, ‘Well, I learned to fly as a naval cadet.’ I said, ‘Oh, off the water. Our Airmaster is pretty much stock, but we do have a seaplane emergency door on the left side. The ‘Siesta Key you had L-4s?’ He said, ‘They called them L-4s, but some of them were yellow — and I learned to fly inthis airplane.’ Two Rum’ logo on the nose is just my way of having fun advertising for a friend’s business — we may even use the Airmaster in a weeks later, he sent me a copy of his logbook with his solo entry, and the serial number 4434 was in the logbook! commercial for them!” Unfortunately, a week after that he died, but it was a very touching experience to meet him.” 28 NOVEMBER/DECEMBER 2016 www.vintageaircraft.org 29 NC37429 N75PM Even as a young child, Mike Latta of Auburn, Washington, N75PM is a 1947 North American Navion owned by Vintage mem- knew that flying was all he wanted to do. And that’s exactly ber Pete Heins of Arcanum, Ohio. Pete and his best friend, Mike what he’s done — he flew as a crop duster in Cubs, Pawnees, Ag “Buzzard” Hartman (of The Hartman & Heins Show on WarbirdRa- Wagons, and what they used to call “Snows” (known as a Thrush dio.com) were taking shelter in the Navion’s comfy cabin during an today). That experience landed him a job as a bush pilot for Wien early-morning rain shower. After the shower passed by, they kindly Air Alaska. “Then I flew for their mainline operation, and by the climbed out and shared a few stories with me. time they went out of business, I was a captain on a 727,” says Pete came from an aviation family; his father was a pilot before Mike. “Then I went from the left seat to the unemployment line World War II and then a squadron commander flying C-47s during in January 1985 and flew for three other airlines before I ended the war. “He bought a Ryan PT-22 when we were growing up, then up retiring from American after flying the 767.” he traded that for a Waco UPF-7,” recalls Pete, “and I was one of He found himself going a bit stir crazy in retirement, so he those kids who worked as a line boy from the time I was 14 until I latched onto an airplane project. “I’d seen this 1942 Interstate Cadet for years in my neighbor’s rafters, and he had purchased was 23. I also spent some time in the Air National Guard.” it from a gentleman who had it in his rafters for 20 years,” says Mike. “It had last flown in 1965, and I bought it in December He became associated with Navions in 1957, when there was a wrecked Navion in the hangar next to his dad’s hangar. 2010. It was just a pile of tubing, and I had no idea what I was getting into! Thank heavens for Tim Talen, who is very sharp in “I used to sit in it, and I said, ‘One day I’m going to have one of these!’ I bought my first Navion in 1979,” says Pete, “and I restoration. He coached me through it over the phone. The Cadet came out of the factory with a 90-hp Franklin, [and the one bought this airplane in 1980. I flew it until 1985, and then I rebuilt it in 1985 and ’86. I put two brand-new military surplus I had] was held together entirely by rust and corrosion. But with the help of Steve Knopf of P.Ponk Aviation, I landed three wings and a new military surplus tail on it. Three times I was awarded the Best Navion at Oshkosh, and one time the Best 150 field approvals out of the Seattle FSDO. I have an O-200 Continental on it now, and it also has 6-gallon Taylorcraft wing tanks hp-and-Above Classic Lindy [1993] here at Oshkosh.” in it, in addition to the main 15-gallon tank. The O-200 burns between 5-1/2 to 6 gph, and 27 gallons gives me about a four- Pete did all the work on the Navion himself. “I did all the mechanical and electrical work, hydraulics, and I painted it my- hour range.” self,” shares Pete. “I’ve been a pilot for 51 years, and the Navion is absolutely the finest all-around single-engine airplane It took Mike two years, 11 months, and two weeks to complete NC37429, and he’s been enjoying it ever since. “It’s a dream there is. It’s a strong and stable airplane, and everybody who ever owns one will feel like it’s the best airplane on the market. to fly,” Mike proclaims with a smile. “It’s just worlds better than any Cub, and I’ve got a lot of time in Cubs. This airplane is far It’ll get off in 250 feet with one person in it. It’s not the fastest airplane, but it’ll get along at about 160 to 165 mph. This is an more responsive, and it has a different airfoil, which makes it faster. With a 100-hp engine it will do 100 to 105 mph; it’s built original paint scheme; it’s the last one they put on the airplane. But it was a dark green fuselage with a cream-colored stripe, stronger, and it’s mildly aerobatic as well. You don’t see Cubs doing the Jelly Belly routine. Incidentally, the Jelly Belly Cadet and green is not a good color to paint an airplane. It’s almost like camouflage because nobody can see you, so I painted it [NC37428] is only one number different from mine. The Cadet came out in 1940 as competition to the Cub, but the Cadets were white with a dark-green stripe.” more expensive to build.” Pete’s Navion holds 40 gallons in the main tank and 20 gallons in the auxiliary tank, which provides about four hours’ Interstate manufactured a little more than 300 of the S-1A Cadets, and 92 are still on the FAA Registry. “There may be 50 still flight time. N75PM is a North American Navion, and “they were all zinc chromated on the inside; that was the big difference flying, and we had 20 altogether here at Oshkosh,” shares Mike, “and an Arctic Tern is here. A gentleman by the name of Bill between the North American and the Ryan-built airplanes. It’s hard to believe that this is the 70th anniversary of the Navion,” Diehl got the tooling and the type certificate and created the Arctic Tern from the Interstate Cadet. There is a military L-6 ver- he says, laughing, “because I’m a 1949 model myself, so the airplane and I are almost the same age!” sion here as well (of which there are only five on the registry).” He installed the 285-hp IO-520-BB Continental engine conversion in N75PM (with an 86-1/2-inch-long McCauley prop) last Mike taught three of his four children to fly, and now it’s time for the next generation to learn. His 10-year-old grandson, fall. “We’ve flown it 150 hours the last six months, and it’s great,” says Pete. “That combination gives an excellent climb and Dane Jensen, was excited about being his grandfather’s copilot on the flight home from Oshkosh. Dane smiles happily when cruise. I can hang it on the prop with a good 15- to 20-degree angle of attack on climb-out, and it’ll climb at 4,000 to 5,000 he says, “I like flying in this airplane; it’s comfortable and fun, and it’s cool to be in an antique plane because you can see fpm with a couple of people in it. The Navion is a real lady and has a very docile stall, because it has stall strips on the wings more than flying in a commercial plane!” that stall the center section before the tips. The high-lift tips have an under camber on them, so that keeps the wingtips and ailerons flying. I’ve got over 3,000 hours in this airplane.” Pete also owns a 1930 Waco, and that’s how he and Waco Classic factory pilot Mike “Buzzard” Hartman met. “I’m lucky that Pete lets me fly the Navion,” says Mike, grinning. “It’s our traveling airplane, and on Sundays we usually fly to different -air NC38130 ports to see who’s got the best-tasting pie! Wacos have a little bit of attitude; the Navion is so much fun to fly with this engine A handsomely restored 1941 Piper J-5A Cub Cruiser was a and propeller combination — every time we take off, we’re looking at each other, giggling!” standout on the flightline, and not just because of its deep- orange color. It’s fairly rare to see Cub Cruisers out and about these days. NC38130 was also paying tribute, via lettering on its fuse- lage, to the Civilian Pilot Training School at Clarksdale School of Aeronautics at Fletcher Field in Coahoma County, Mississippi. Cur- rently owned by Dave Herrmann of Two Rivers, Wisconsin, this Cub Cruiser was awarded Best Original Long Wing Piper at Sentimental Journey 2014. (Herrmann started AirplaneHub.com, a website for buyers and sellers of aviation-related items.) “I bought it from a gentleman named Ralph Young in West Vir- ginia,” says Dave. “He had it restored in 2014 to what it is today, and his dad was in the Civilian Pilot Training Program. It has a C-85-12 with a starter, and the Aircraft Specialties Services STC with an O-200 crank, connecting rods, and pistons. I’ve had a few J-3s and decided to try the J-5, and I do like it. It’s similar to a J-3, but it has a little heavier feel. It weighs almost 930 empty, with a gross weight of 1,400 pounds. It’s actually a little lighter on the ailerons than a J-3, and it flies rock-solid stable. “It’s a very good cruising airplane at a little more than 80 mph, and it has two 14-gallon wing tanks and a small header NC14985 NC158Y tank. It also has Cleveland wheels and brakes, and the tires are a little unique with little dimples on the surface. It has a full An exquisitely restored 1936 Ryan ST, owned by Ted NC158Y, a beautiful 1930 Davis D-1K, owned and restored by radio in it, and an alternator and battery. Two 1940s-sized people can sit together in the back seat, and you can solo from the Teach of Dayton, Ohio, was in front of the VAA Red Barn. John Machamer of Gettysburg, Pennsylvania, won the Silver Age front or back. I have flown it from the back, and it’s like a recliner back there!” NC14985 won the Antique Grand Champion Gold Lindy. (1928-1936) Champion Bronze Lindy. 30 NOVEMBER/DECEMBER 2016 www.vintageaircraft.org 31 N16598 N3455C Jim and Eileen Wilson of Cross, South Carolina, were happy Dave Finamore of Longmont, Colorado, took advantage of an op- campers with their 1936 Waco YKS-6 at AirVenture this year. Al- portunity to re-evaluate what he enjoyed most about flying. That though Jim didn’t grow up in an aviation family, he says he was ultimately resulted in his purchase of N3455C, a 1954 Cessna 170B, “born and raised directly across from a small airport. I lived under in 2007. “I’d owned a Cessna 182 and a 210, and after my partner the traffic pattern, and Cubs and Champs were flying right over my and I sold the 210, I wanted another airplane,” explains Dave. “So I house. When I was about 11, I found out I could easily get to the started trying to remember, ‘Why did I learn to fly in the first place?’ airport on a bicycle, and I spent every spare minute there until I It was because I always liked old airplanes, and I enjoyed the visual went to college. Flying was the first thing I ever had a conscious appeal of flying and looking at the earth from above. That’s what thought about! I learned to fly in a J-3 at Trinca Airport in northern I really love doing! So I thought, of course I want a tailwheel air- New Jersey, and got my private at 18.” plane. I have an instructor friend who owns a Citabria, so I went up In addition to the YKS-6, the Wilsons have a 1943 Piper L-4H for a few hours with him, and he signed me off. I didn’t want to buy an airplane and then find out I wasn’t capable of flying it!” and a 1930 Fairchild KR-21. Jim is currently restoring a Travel Air 4000, and he’s also the esteemed editor and publisher of An- Dave decided on a 170 because he has two kids who like to fly with him. “Then my mechanic called and said, ‘Dave, you can tique Airways, the newsletter of the Carolinas-Virginia Antique Airplane Foundation. stop shopping for an airplane, because the airplane you want is in my shop and it’s for sale,’” recalls Dave. “The guy who owned Jim and Eileen have owned their Waco since 2000, and Eileen smiles broadly when she says it was her idea to buy the bi- it decided I was the guy who was going to buy his airplane, so we worked out a deal. It was more than I wanted to spend, but plane. She thought it would be quite nice to carry a decent amount of baggage and travel in a comfortable cabin biplane, so for me, spending a little more up front is better than buying a project. It has a 180-hp Lycoming O-360 engine, which is great for when Jim showed her a picture of the YKS-6 in Trade-A-Plane, she said, “Go get it!” me in Colorado. It’s been fantastic; it has never failed to make me look good as a tailwheel pilot! A previous owner really took And travel they have. In 2005, they flew the Waco from South Carolina to Alaska and back. Jim and Eileen accompa- beautiful care of it and did a lot of maintenance, got the gear rigged properly so that it tracks straight on the ground, and it just nied their pilot friends Kathy and Rick Hegenberger, who flew their own L-19s. “We flew to Anchorage in 40 hours, taking six performs really well.” and a half days to get there. We had absolutely beautiful weather,” says Jim. “It’s hard to put into words the beauty of flying Dave’s first Oshkosh experience was in 1987, and he’s brought both his son and daughter there through the years. His son, across British Columbia, the Yukon Territory, and into Alaska. Probably the most memorable experience was when we stopped Will, who pretty much learned to fly in the 170, earned his private certificate a couple of years ago. Now 21, Will is working on in Edmonton; the next morning it was hard to see the cars in the parking lot because of ground fog. his instrument rating and was with his father at AirVenture this year. “One of the local pilots said, ‘Oh, no problem! You can get out of Edmonton on Special VFR. Then just get down below the “It’s been really fun owning and flying the 170,” reflects Dave. “I’ve learned so much about flying. So many times I’ll fly and fog — it doesn’t get real low, and there aren’t any towers — and just fly due north until you come to this river. Then turn left be landing and maneuvering on the ground, and I’ll think, ‘Oh, that’s why my instructor told me to do this or that! Those things and you can get right down on the river if you want, fly several miles and you’ll come out on this lake, go left and you’ll be may be a good idea in a nosewheel airplane, but not necessarily as critical as in a tailwheel airplane; the nosewheel allowed me looking out at the runway at Slave Lake Airport.’ So here we go, watching all these little tendrils of fog coming down, raining, to be lazy. And when I had the turbo 210 I didn’t make that many landings. I went places in it because that’s what it’s good for. and we did just what he said. And we [followed similar advice] from flight service — they really try to get you where you want “I had about 1,600 hours of flight time when I got the 170, but I felt like I hadn’t really learned the lesson of airspeed control to go, and they know the territory. That was a lesson in trust!” on final and landing when flying the 182 and 210. The 170 really rewards you when you have your airspeed just right! I usually try The Waco has a 275-hp Jacobs engine and holds 70 gallons of fuel. It’s a standard cabin model with a throw-over yoke and an to three-point it, but if I’m a little fast, I’ll end up rolling it up on the mains. I cruise it at 20 inches at about 2350 rpm (around austere baggage compartment (compared to custom cabin models). Jim says he flight-plans 100 knots burning 15 gph, but it usually 100 knots), and it burns about 9 gph at that power setting. It has 40 gallons of fuel, and if I’m below 10 gallons, I’m looking for a burns around 14 gph, which allows a good three and a half hours of range. Laughing, Jim remarks, “It flies as fast as I can think!” place to land because the unusable fuel is listed as 3 gallons. In the 170, we do a lot of fun flying around the local area. This air- Their other travels include flights to the National Waco Club Fly-In at Mount Vernon, Ohio, the Triple Tree Fly-In in South plane has shorter legs than the 210, and I explore different airports I’ve never been to before. And that’s really fun!” Carolina, and the spring and fall VAA Chapter 3 Fly-Ins. And for the past five years, they’ve enjoyed being Andrew King’s in- vited guests on barnstorming stints through Ohio and Indiana. N13HS Jim recently verified some interesting history about N16598 — hence the Civil Air Patrol markings on the fuselage. “The Civil Vintage member Brian Gregg of Guthrie, Oklahoma, flew his re- Air Patrol flew this airplane out of Grand Isle, Louisiana, in 1942 and into 1943,” says Jim. “There’s mention of that in the logs, cently restored Taylorcraft to AirVenture this year, accompanied by and the Civil Air Patrol confirmed that the Waco was on their list. They flew off an old road, guarding the coast, and we’re his 13-year-old daughter, Bailey. N13HS has been in his family for proud to have an airplane that did that! So a couple of days before we came up here, we put the basic CAP symbol on it and a long time; it was his grandfather’s airplane, and Brian has cher- the ‘dummy’ bomb to capture the spirit of it all.” ished memories of flying in the Taylorcraft with his grandfather on the weekends. “Granddad had a private strip just north of Guth- rie, and he passed away in 1996. Then my uncle had the airplane, and I went to college and got a degree as a pro pilot.” Brian is putting his aviation degree to good use, and there’s no doubt that his grandfather would be proud that he introduced his grandson to low-and-slow flying. Brian started his professional career by flying aerial oil and gas pipeline inspection, and is currently director of flight operations for Guardian Aerial Patrol. When Brian’s uncle wanted to sell the Taylorcraft, Brian bought it and started flying it. “I had probably 80 hours on it and then it got damaged in a windstorm in Guthrie in 2006,” says Brian, “so we removed the left wing’s fabric and replaced the cracked spar. Then I met Alan Brakefield down in Goldsby, and he put new fabric on both wings and the fuselage as well. Then we replaced the windows, the baggage compartment, and the seat sling. Greg Semler out of Guthrie overhauled the Continental O-200. It took quite a while to get it all done, but I was never in a hurry. Alan painted it just like it was when my NC6364M and NC6365M, Award-winning Stinson Sister Ships granddad had it. Alan’s passion for aviation got me fired up, and I was excited to see the project progressing!” These two sister ships are Franklin-powered 1948 Stinson 108-3 Flying Station Wagons, and both are owned by Richard Reflecting on the family Taylorcraft, Brian says, “There are a couple of things about the project that stand out to me. One is Preiser of Delray Beach, Florida. Richard has been NC6364M’s caretaker for many years, and it won the small Classic (September the throttle knob — we couldn’t get another one that was the same, so we retrofitted that knob to the cable, which was awe- 1945-1955) Preservation Plaque. Richard just completed the pristine restoration of NC6365M, and it won the Classic (September some. Another thing is the smell of the airplane. I remember it when I was a kid flying in it, and it’s still the same after all of 1945-1955) Grand Champion Gold Lindy award. that work! I have no idea why that is, but it’s different from any other plane I’ve ever been in.” Brian’s flight to Oshkosh brought back some sentimental memories for him, and it’s likely that he and his daughter will be forming memories of their own as they continue sharing flights in one special Taylorcraft. 32 NOVEMBER/DECEMBER 2016 www.vintageaircraft.org 33 N34337 “… there was a guy on the airport who had a Swift, and I remember There was a single-place Luscombe model on the flightline falling in love with that gorgeous little polished airplane.” that turned quite a few heads this summer. Bill Bradford of Independence, Missouri, built a replica of the 1945 Luscombe — Steve Wilson, Swift owner Model 10. Being retired with time on his hands, Bill worked on N34337 about 40 hours a week for 26 months. “I based it N3876K and N77753: on photos of the prototype, since there are no plans or draw- Steve Wilson of Granbury, Texas, knows his two Temco Swifts ings,” says Bill. “It’s pretty close to original, but one of the from the inside out. That’s because he painstakingly restored things I couldn’t see in the pictures was the fuel system, so each one. Steve’s Swift saga really started when he was a lit- I built up two 6-gallon tanks in each wing, and I’ve got a tle boy in Elkins, West Virginia. Back in 1948, when his mother 5-gallon tank that I’m sitting on — everything feeds to a cen- and stepfather wanted some time to themselves, they simply ter-section tank. The canopy is a little bit more rounded than dropped Steve off at the airport on a Saturday or Sunday. “That the original egg-shaped one because I tried to keep it simple typical Luscombe pressure, and the elevator is just a hair may sound strange today, but in those days it didn’t seem too to make, and it has a set of Jim Younkin wheelpants.” lighter. The rudder pressure is about the same. I learned early unusual,” says Steve. “I knew all the pilots and all the airplanes, Though the original prototype had a Continental A-65- on in the test flight that in a crosswind you’d better three- and there was a guy on the airport who had a Swift, and I re- 8, Bill happened to have a C-85-12 on hand and decided to point this thing on the ground until you get down to about member falling in love with that gorgeous little polished air- install it since it would drive an engine-driven fuel pump. 45 to 50 mph! It has a 105- to 110-mph cruise.” plane. I thought that was the most beautiful airplane I had ever He’s been learning more about the replica’s flying character- The prototype Model 10 flew in early December 1945, but seen. It took me another 20 years to own one.” istics each time he flies it. “In the air it flies somewhat like a it was destroyed in a windstorm the following spring and Steve traded a Luscombe for a basket-case 1948 GC-1B Swift 1948 Temco GC-1B Swift, owned by Steve and Luscombe with a shorter vertical fin and rudder,” says Bill. never went into production. Bill’s replica has a color scheme (N77753) in 1968. “It had been hard-landed in West Virginia, and Barb Wilson of Granbury, Texas, and powered “I don’t know if the canopy’s blocking the tail, because you that matches the all-metal, clipped-wing 1947 Luscombe the guy had taken the wings off,” shares Steve. “I picked that up, by a Continental O-300. kind of get the RV/Bonanza effect in rough air, but if it’s fairly 8A (N2133K) that he and his father, Brad, built (and that was and it took me 18 months to get it flying. I built it up with a 125- smooth, it flies pretty good. The aileron controls have pretty awarded Best Custom Classic at AirVenture 2005). hp engine. In those days there weren’t that many conversions, and I didn’t know much about Swifts at all. I flew it for about 20 years, and then rebuilt it again in 1996 and put a 145-hp Con- tinental in it, along with modern avionics, and it’s been pretty much flying that way since.” N3876K is a 1948 Temco GC-1B as well. Coincidentally, it was also wrecked in West Virginia. “This one was also hard-landed, and it passed through a number of hands after that,” says Steve. “When I was in Illinois in 1997, it belonged to a Southwest Air- lines captain who lived near me. He wanted to sell it, and about that same time we were getting ready to move to Texas, so I N23JW bought it and hauled the parts down there. Barb and I started N23JW is a rare 1953 four-place Taylorcraft 15A Tourist. N6557Q on part of it in about 2003. We eventually finished it in 2008 and Steve and Barb Wilson with their son, Ben. Owned by Tim and Ryan Newell (father and son) of Massillon, Jan and Paula Lee of Sandpoint, Idaho, were delighted to put a 210-hp Continental O-300 in it, while retaining the original Ohio, the airplane won the small Classic (September 1945- win the Contemporary (1956-1970) Grand Champion Custom- cowling. It’s IFR-equipped with a lot of modern stuff in there, 1955) Outstanding Taylorcraft Plaque. ized Gold Lindy for N6557Q, their 1965 Alon A2 Aircoupe. but I tried to keep it light, so it’s not painted. It’s a good cross- country airplane.” Indeed, Steve has logged about 600 hours on it since then. He and Barb have not only made numerous trips to AirVenture, but also flown coast to coast several times and have flown to Alaska and back as well. This year marks Steve’s 50th convention, 48 of which he has attended consecutively. Their son Ben flew N77753 to AirVenture, so both Swifts were there to help celebrate the 70th anniversary of the aircraft. “The Swift started production in 1946 after the war, and most all were built that first year,” says Steve. “Temco took over when Globe went bankrupt, and they built the airplane up until about 1951. About 1,500 Swifts were built, and they were either 85 hp or 125 hp. Today, you see all kinds of engines in them. My 210-hp The other 1948 Temco GC-1B Swift owned by N22D N81E Swift cruises at 140 knots, and my 145-hp Swift cruises around 115 Steve and Barb Wilson is powered by a C-145 Here’s an eye-catching, clipped-wing 1942 Boeing PT-17 Finished in CAA colors, N81E was remanufactured by Rare to 120 knots. engine. Stearman, customized by the late Johnny Dorr, who had an Aircraft in Faribault, Minnesota. This five-place 1936 Stin- “I like the original look,” continues Steve, referring to the ag pilot training school in Merigold, Mississippi. Dorr flew air son SR-8B Reliant cruises at 140 mph and lands at 70 mph. It Cheshire cat cowling. “It’s a little slower than the ones with a custom cowl, but I like it so I’m willing to sacrifice a few shows in this biplane. N22D is currently registered to Hobby burns 14 gph from its 70-gallon fuel capacity. N81E won the miles an hour.” Hill Farms Inc. of Lewes, Delaware. Bronze Age (1937-1941) Runner-Up award.

34 NOVEMBER/DECEMBER 2016 www.vintageaircraft.org 35 N1654N N6102K John Maxfield of Northville, Michigan, keeps his 1948 Funk N6102K is a 1947 Republic RC-3 Seabee, registered to SES BEE N9373A N8568H (N1654N) looking good. LLC of Appleton, Wisconsin. N9373A is an award-winning 1949 Cessna 195 owned by 2016 marks the 70th anniversary of the Navion. The 1947 Russell Alis of Fairbanks, Alaska. It received the Classic (Sep- Ryan Navion in the foreground (N8568H) is registered to tember 1945-1955) Class IV (236-hp and up) Bronze Lindy. Douglas and Kathy Taylor of New Middletown, Ohio.

N9812X NC13993 NC13PH NC26868 N9812X is a 1961 Cessna 185, registered to James Smith of Heads-up view of Mrs. Mennen, the 1937 Spartan 7W This dazzling 1938 Spartan 7W Executive, the Spirit of Triple Vertigo is a snazzy 1941 clipped-wing Piper J-3C-65 Fitchburg, Wisconsin. (NC13993) owned by EAA Aviation Foundation Inc. Tree, belongs to longtime owner Pat Hartness of Triple Tree owned by Alvin and Loretta Musser of Memphis, Missouri. Aerodrome in Greenville, South Carolina. NC13PH received the N26868 received the Bronze Age (1937-1941) Outstanding These gorgeous Bronze Age (1937-1941) Champion Bronze Lindy. Closed Cockpit Monoplane award. polished Spartan Executives comprise an elegant reflection of the Golden Age of Aviation.

NC237E NC1244G NC237E was one of two Airmasters on the field this year. This elegant 1932 Waco UBF (N1244G) is owned by John This 1940 Cessna C-165 is registered to Vernon Heyrman of De Cournoyer of Chesterfield, Missouri, and was the Silver Age Pere, Wisconsin. (1928-1936) Runner-Up.

N398CM NC50227 N398CM is a 1947 Republic RC-3 Seabee registered to G.W. NC50227 is a 1942 Stinson Vultee V-77 registered to David Bardin of Granville, New York. Hanus of Mound, Minnesota. 36 NOVEMBER/DECEMBER 2016 www.vintageaircraft.org 37 N8074K Now here’s a fairly unusual record: NC8074K has been regis- tered in Iowa every consecutive year since it was new in 1947. Rick Gritters of Pella, Iowa, has been well-acquainted with this Stin- son 108-2 since he was a teenager, and knows its history. “The Schield-Bantam Co. up at Waverly, Iowa, owned it first, and six months later it was sold to Bob Kuyper in Pella, and he had it until about 1969,” says Rick. “Then Ron Kramer, who was the best man at my dad’s wedding, bought it and, after flying it a few years, restored it. Ron did a lot of the restoration himself, including over- NC2189E NC20200 hauling the Franklin engine. Mac’s Aircraft at Boone, Iowa, did Snoopy adorns the nose of NC2189E, a 1946 Aeronca 7AC One of eight Spartan Executives at AirVenture, NC20200 the beautiful cover job. Ron received the Reserve Grand Champion Champ owned by Duane, Jessica, and Kyle Jones of New Carl- is a 1937 Spartan 7W registered to Steven Marini of Danville, award at Oshkosh in 1976. isle, Ohio. It was the 2013 Outstanding Aeronca Champ. California. “Shortly after its restoration in 1975, when I was a junior in high school, I got a ride in the back seat up to Oshkosh. Subse- quently I joined EAA and have been a member since 1976. I got my A&P shortly after that. Ron sold the airplane to Mac’s son- in-law, who had it for a short time, and then Royce Pierson bought it and kept it at his grass strip. I started maintaining it for him in about 1979, and then in 1998 I bought the airplane.” Rick, who has his IA, started Classic Aviation Inc. at the Pella Municipal Airport. He and his wife, Brenda, ran that FBO for about 11 years until they sold it in 1999. He also worked as an A&P at a couple of other little airports and has been a mainte- nance instructor, mechanic examiner, and flight instructor. His airplane is the “small tail” version of the Stinson Flying Station Wagon and is powered by a smooth-running 165-hp Franklin. When Rick bought it, its total time was 1,365 hours. The 1970s Ceconite fabric and dope finish are still in good shape, but Rick has repainted the cowling and wheelpants, and replaced the lower stabilizer skins due to some corrosion. He enjoys flying the Stinson. “It’s a very stable airplane and very coordinated on the controls,” he says. “Cruise is around 105 mph, burning 10 gph, and it has two 20-gallon wing tanks. Its useful load is 925 pounds, and it’s a good grass field air- NC11767 N3086N plane. I usually wheel-land it. It has a wide wheel base and air-oil shock struts, which make you look good!” Trevor Niemyjski of Franksville, Wisconsin, owns NC11767, N3086N is a 1947 Cessna 140 registered to Charles Dischner a 1935 Lambert-powered Monocoupe 90A. of Plattsburg, Missouri.

NC81369 Bill Liimatainen of Monroe, Wisconsin, owns this War- ner-powered 1946 Fairchild 24W-46. NC81369 has a wing- N2538D N3607Q span of 36 feet, 4 inches, an empty weight of 1,732 pounds, Sparkling despite gray skies was this 1952 Cessna 170B William and Ann Toole of Goochland, Virginia, own and a gross weight of 2,562 pounds. It cruises at 115 mph (N2538D), registered to Olan Hanley of Bellevue, Washington. N3607Q, a 1967 Beech A23-24 Musketeer. and lands at 53 mph.

Howards N9429E N45569 There was a good showing of Howard DGA-15Ps on the Jonathan Arney of Pittsford, New York, is the registered This 1946 Luscombe 8A (N45569) is registered to John Hupe flightline this year. owner of N9429E, a 1946 Aeronca 11AC Chief. of Wamego, Kansas.

38 NOVEMBER/DECEMBER 2016 www.vintageaircraft.org 39 NC8841K NC83569 As twilight settles on the field, friends gather near this 1947 N6811 This 1946 Aeronca 7AC Champ (NC83569) was restored via Stinson 108-1 to watch the night air show. NC8841K is owned C-GFIB Note the vortex generators on this 1957 Piper PA-22-150 C-GFIB, owned by Sasa Balagovic of Collingwood, Ontario, the Candler Field Museum Youth Aviation Program at Peach- by Harve and Carolyn Applegate of Queen City, Missouri, and Pacer (registered to Elizabeth Schnaubelt of Lake Geneva, Canada, is a 1951 Ryan Navion B. state Aerodrome in Williamson, Georgia. In the background is received the Classic (September 1945-1955) Class II (81-150 hp) Wisconsin). Ron Alexander’s Candler Field Express, a 1940 DC-3A. Bronze Lindy.

N2922S CF-PEB Ward Aviation of Marysville, Ohio, is the registered owner Arjan and Cheryl Dekeyzer of Melbourne, Ontario, Can- N80836 NC17616 of this 1967 Cessna 150G. ada, own CF-PEB, a 1941 Taylorcraft BL-12. Jerry Kirby of Westmoreland, Tennessee, is the happy This 1938 Spartan 7W Executive (NC17616) is registered to owner of N80836, a 1946 Globe GC-1B. Redman Company LLC of Nye, Montana.

NC688E Big Sky Stearman of Oregon City, Oregon, restored this NC96325 N7845E 1929 Bellanca CH-300 Pacemaker. NC688E (formerly NC26E) is N96325 shines like a beacon on the flightline. This Many pilots first soloed in Cessna 150 models. This owned by Warren Wright of Norman Wells, Northwest Ter- 1946 Taylorcraft BC-12-D is registered to David Doherty of “straight tail” 1959 Cessna 150 is registered to Terry Wallace ritories, Canada. It won the Silver Age (1928-1936) Outstand- O’Fallon, Missouri. of Bedford, Texas. ing Closed Cockpit Monoplane award.

C-FATE NC879H Big Red is a 1944 Consolidated Vultee Stinson V-77 Gull- Pole Pass Airways LLC of Seattle, Washington, is the reg- N3165Z wing. C-FATE is owned by Soren Christiansen and Ross Ad- istered owner of this rare 1929 Hamilton Metalplane H47. This 1959 Piper PA-22-150 Tri-Pacer (N3165Z) is registered ams of Okotoks, Alberta, Canada. NC879H attracted numerous admirers. to Arnold Seligman of Louisville, Kentucky. 40 NOVEMBER/DECEMBER 2016 www.vintageaircraft.org 41 N52573 WWI Encampment N52573 (in the foreground) is a 1942 Boeing A75N1 (PT-17) A special treat this year was the encampment of authentic N470CM N412W Stearman registered to Draggin Ads LLC of Bentonville, Arkan- and replica World War I aircraft, complete with living history This customized 1959 Downer Bellanca 14-19-3 was parked Greg Heckman flew this 1932 Curtiss-Wright Travel Air 12W sas. In the background is a 1941 Boeing A75N1 (N44JP) owned volunteers in period attire. Engine run-ups allowed visitors to south of the Ultralights area. Owned by Scott Johnson of Ce- to AirVenture. (Its cockpits are covered for protection from rain by John Parish of St. Louis, Missouri. N44JP was the World hear the unique “voices” of antique engines such as Gnome dar City, Utah, N470CM received the Contemporary (1956-1970) showers.) N412W is owned by the Kelch Aviation Museum of War II Military Trainer/Liaison Aircraft Runner-Up. and Le Rhone rotary engines. Outstanding Bellanca-Outstanding in Type award. Brodhead, Wisconsin.

C-FIQD N2991T Nestled against the cornfield was a 1966 Piper PA-28-140 This 1966 Aero Commander 200D (N2991T) is registered to N28329 NC985V Cherokee (C-FIQD) owned by Doug Leeper of Barrie, Ontario, Stephen Freeman of Bartlett, Tennessee, and Phillip Hart. N28329, a 1941 Interstate S-1A Cadet, was first purchased NC985V is registered to Keith Kocourek of Wausau, Wis- Canada. for use in the Civilian Pilot Training Program and flew official consin. This 1943 Stinson Vultee V-77 is powered by a 450-hp Navy missions after Pearl Harbor. It was restored by owner Pratt & Whitney R-985 and can cruise at 165 mph. It won the Kevin Brown of Watsonville, California. Customized Aircraft Champion Bronze Lindy.

N27E N37436 This 1944 Beech D17S was one of several Staggerwings on A 1942 Interstate S-1A Cadet, NC37436, is owned by Rich- N10349 the flightline. N27E is registered to Michael Grossberg of At- ard O’Reilly of Simi Valley, California. It has a 100-hp Conti- SPAD VII Virtually glowing on Lake Winnebago is N10349, a de lantic Beach, Florida. nental O-200. Old Rhinebeck Aerodrome’s Spad VII was built by the late Havilland DHC-2 Beaver registered to Marshall Aviation Ser- Carl Swanson. vices Inc. of Elkhart, Indiana.

N534KT N4358V NC23977 NC37334 Note the straight tail on this 1962 Beech D50E Twin Bo- N4358V is a 1948 Jacobs-powered Cessna 195 registered to Wayne and Dana Podeweltz of Merrill, Wisconsin, own this 2014 VAA Hall of Fame inductee Timothy Talen of Spring- nanza (registered to Wesley Norton of Ashton, Oregon). Layson Aviation LLC of Spring Lake, Michigan. 1939 Aeronca 65-C Chief. field, Oregon, owns this Interstate S-1A. 42 NOVEMBER/DECEMBER 2016 www.vintageaircraft.org 43 NC4518H NC17601 N48443 Protected from the rain showers, this 1948 Piper PA-15 Vaga- NC17601 is a 1937 Spartan 7W Executive registered to John Brian Christian of Peyton, Colorado, owns this 1943 Inter- bond was registered to Ed Brown of Vandalia, Illinois; it is now O’Keefe and Nostalgia Aircraft of Winthrop, Washington. state S-1B1 (NC48443, military L-6 Grasshopper). C-FLYL with its new owner, Jim Finger, in Carthage, North Carolina. By official count there were 101 seaplanes in attendance this year, but there was one of staggering size that held everyone’s gaze — the 1945 Martin JRM-3 Mars (C-FLYL), owned by Coulson Aircrane Ltd. of Port Alberni, British Co- lumbia, Canada. It was awesome to behold — whether it was at rest on Lake Winnebago or flying by and dropping a load of water!

N800UD N145SA This 1959 PZL Mielec PZL-102-B is powered by a Continen- This twin-engine 1955 Czechoslovak A/C Works-Omnipol tal C-90. N800UD is owned by Vincent Spence of Oshkosh, Super Aero 45 is registered to William Shepherd of River N6948 Wisconsin. Ridge, Louisiana. EAA’s 1917 Standard J-1 is finished in The Great Waldo Pepper paint scheme and powered by a Hispano-Suiza.

Taking Flight Soon WWW.BANDC.AERO

NC17007 Alternator for This 1935 American Eaglecraft Eaglet B-31 is powered by a NC37330 N5683C 45-hp Szekely SR3. NC17007 is owned by the Airpower Mu- Lycoming-powered NC37330 is a 1941 Interstate S-1A registered to Aaron Mattix N5683C is a 1952 Cessna 140A registered to John Hooker of seum Inc. of Blakesburg, Iowa, and was restored by EAA vintage Pipers of Independence, Kansas. Freeport, Illinois. Chapter 211 in Grand Haven, Michigan.

N222A N94100 Taxiing in to the seaplane base is this distinctive 1954 This replica 1918 Fokker D-VIII Triplane is powered by a Piaggio P.136-L1 (N222A) registered to Ocean Air Inc. of River Gnome rotary and was built by Brian Coughlin of Cazenovia, NC17007 316-283-8000 • BandC.aero Falls, Wisconsin. New York. Close-up of the American Eagle logo on the Eaglet’s tail.

44 NOVEMBER/DECEMBER 2016 www.vintageaircraft.org 45 Live your dreams.

NC68189 N6183 Join EAA today and make your dream of Alex Vickroy of Ashland, Wisconsin, enjoys flying his This fine 1916 Sopwith Pup replica is owned by the owning an aircraft a reality. EAA members Howard DGA-15P (NC68189) on floats. Golden Age Air Museum of Bethel, Pennsylvania. get access to member-exclusive discounts on fi nancing rates and loan fees for the purchase of aircraft or kits.

Making your dream a reality starts here. Visit EAA.org/fi nance today.

N454LR Close-up of the Le Rhone rotary. World War I N454LR Sparky Barnes Sargent This replica 1918 Fokker DR.I is powered by a Le Rhone ro- Sparky holds a commercial tary and was built by Paul Dougherty of Bethel, Pennsylva- glider certificate with private nia. It won the Replica Aircraft Champion Bronze Lindy. pilot single-engine land and sea ratings. She personally re- stored her own 1948 Piper PA- 17 Vagabond, which she flies frequently. Sparky has had more than 280 aviation articles and numerous photographs published in national and international publications, and has written and published three aviation books to date. She was the first female re- Finance cipient of the Bax Seat Trophy, awarded in recognition of Solutions NC5738C her work, which “communicates the excitement and ro- mance of grassroots aviation.” To learn more, visit Administered by National Heads-up view of NC5738C, a 1950 Cessna 170A registered Aircraft Finance Company to Jerry Long of Benton, Kansas. http://dgaenterprises.com/books/. 46 NOVEMBER/DECEMBER 2016 Radiant Reliant The Stinson SR-9F legacy Article and photos by Moose Peterson

y 1925 when Eddie mother incorporated the Stinson of keeping a plane in the air. Eddie Late in 1916, the commander of spin. With no known recovery, it’s other stunts were legendary, do- Stinson proposed Aviation Company, announcing wanted to fly, so he finally went to the 1 Aero Squadron decided to believed he pushed the stick for- ing 157 at Love Field. So were his his first aircraft, he their intention to “manufacture, Dayton, Ohio, to learn how to fly at hire a civilian to fill the void and in- ward to expedite the inevitable, but exploits with a bottle, and after a had already lived a sell, rent and otherwise engage the Wright School of Flying. And struct new pilots — Eddie Stinson. by mistake or not, Eddie discov- long review, the Army made the full aviator’s life in in the aircraft trade.” Katherine from there, he never looked back. Many graduates later remembered ered how to get out of a spin. The change from buck private to chief an active family of was wowing the audiences at this World War I had a dramatic ef- their instructor and some of the Army was duly impressed and had civilian instructor. Baviators. His older sister Kather- time with her exhibition flying in fect on U.S. aviation with $13 stunts he would fly during instruc- him instruct the 1 Aero Squadron Eddie Stinson moved to Detroit, ine was only the fourth woman in a Wright B Flyer, and by the sum- million being poured into the over- tion. Up to this time, no course was in this technique. Shortly thereaf- Michigan, in 1922. In June, Ed- the United States to receive her mer of 1914, had done so well that looked program. Many American taught for recovery of the “cork- ter, the United States entered WWI die Rickenbacker, then automaker Fédération Aéronautique Interna- her younger sister Marjorie wanted pilots had joined the Lafayette screw twist” or spins, which ended and Eddie became a buck private, (and America’s leading WWI ace), tionale pilot certificate at age 21. to get into the act. This whole time Escadrille, so the Army found a mostly in tragedy. There is a story instructing officers. His exploits hired Stinson to fly him around In April 1913, Katherine with her Eddie was learning the mechanics shortage of qualified instructors. that Eddie was flying and got into a in a plane doing loop-the-loop and the country to survey commercial 48 NOVEMBER/DECEMBER 2016 www.vintageaircraft.org 49 uary 25, 1926. Stinson had done flightline when the gas truck came the SR-5 Reliant came out, the first it! He pressed the starter button, up to the Model R. He waved him on, plane in its class to have “speed ar- the Curtiss propeller turned, and as the tanks could wait till later. The resters” or flaps. the SB-1 began to taxi, doing all of steel company man wanted a ride. In 1935 the SR-6 came out, and this without the usual ground sup- Eager for a sale, off they flew, head- it was the last of the straight-wing port. In a flurry of snow kicked up ing out of Lake Michigan. They’d Reliants. Just prior to this release, by his takeoff, he was up in the air been flying only a few minutes when the Model L prototype was made with ease. It was a cold winter day, the engine quit. The steel man recog- and flown. It was considered too but all were impressed with the nized the place and convinced Stin- “hot” a plane for the average pri- starter and brakes as they stood son to put down on the golf course vate pilot, and it was scrapped. in the chill. Stinson with passen- rather than the beach. They struck a Then Bob Ayer’s classic gull wing gers Dick Fitzgerald and Bill Mara flagpole, and while all walked away, seen on the Model A and on the aviation possibilities. Flying in a in the warm, heated cabin in the Stinson had broken ribs. He was scrapped Model L was adapted Junkers, they had problem after upholstered seats flew overhead. taken to the hospital where sadly he for the Reliant in the summer of problem plaguing their tour. Fi- The Stinson Detroiter performed died the next day. 1935. On January 8, 1936, with nally, Rickenbacker took the train, beautifully just as Stinson said it On a rainy day, Eddie Stin- the marked performance increase saying to Stinson, “I’m through would. On its first public flight, son was laid to rest. Surrounded without adverse flight characteris- with commercial aviation for the 500 turned out to see the Stinson by the leading aviators of the day, tics, the first production of the Gull time being.” The future head of Detroiter fly. Packard Field was Jimmy Doolittle flew overhead in Wing SR-7 Reliant began. Eastern Air Lines added, “There’s covered in snow as Eddie Stinson a single flight as 2,000 mourners In 1937 the SR-9 came out and not a plane in the U.S. fitted to flew in short sleeves. And the tires came to his home to pay tribute. was considered the masterpiece of make such a long trip.” This started had chains, so he could stop in 100 It was said that Americans every- classic styling. What made the SR-9 Stinson thinking about just such a feet as he stepped on the brakes. where mourned Eddie Stinson’s so distinguished was its molded plane. Then in September, he was The SB-1 was a success. In May passing. It was a hard year for Stin- windshield. (All previous Reliants a test pilot in the employ of Bill 1926 the Stinson Aircraft Corpora- son Aircraft with fewer than 50 air- had flat-panel windshields.) Bob Stout, designer of the Ford Tri- tion was born. craft being built. Through salary Ayer was hunting in Northern Motor, which would later open up Stinson’s SB-1 did very well cuts, though, the company made Canada; his hosts were associated the skies to commercial passenger commercially and led to many new it through the year without losing with the Ontario Provincial Air service. Stout had built a large, cor- innovations and designs. Stinson any of its labor force. But some- Service and flew 80-mph de Havil- rugated monoplane, the ST-1. The wasn’t one to sit on his laurels! thing was going to have to be done land biplanes. Ayer did some quick ST-1 was a twin-engine torpedo For the next seven years, both to stay open. thinking and told the Canadians a bomber. Stout thought Stinson the company and the pilot grew Then in early 1933, it em- beefed-up Reliant would serve them was the only pilot of the day who in fame and experience. Adding barked on the line of aircraft it is better. They were skeptical. Ayer could get it off the ground for the member Bill Mara was in charge of novations in one aircraft, that was parking brakes and interior design, best known for: the Reliant. Rob- added the 450-hp Pratt & Whitney test flight. Stinson was successful organizing the event and enlisted new. Stinson admitted he was no monoplanes and additional usable ert L. Hall joined Stinson Aircraft Wasp Junior, and the SR-9F was flying it for the Navy demonstra- Stinson to survey the air route of engineer, but he knew folks who loads, amphibians, tri-motors, and as a designer and was tasked with created. In 1937 more than 200 SR- tion and many times thereafter, the tour. Days after the successful were. So when asked why such retractable landing gear, Stinson designing a light utility aircraft 9s were sold; 27 were 9Fs with the making a number of improvement tour ended, Stinson walked into the an unorthodox airplane would be didn’t sit still in design or in the to complete a Honduran air force price range of $9,500 to $18,000. suggestions. Soon afterward, he ac- offices of the Detroit Board of Com- commercially successful, he had a air. In January 1932, the Model R (HAF) request. A tandem two- quired his own Junkers and started merce with a large roll of brown pa- simple answer. Firsthand experi- received its certification and Stin- seater meeting the HAF require- The Vast History of a somewhat successful charter pas- per under his arm. ence convinced him that the ad- son was off to sell it. The Model R ments was in a prototype, and it Stinson SR-9F N18445 senger service. When Stinson unrolled the pa- vancement of commercial aviation was a revamp of the very popular was flying a few weeks later. In the Stinson SR-9F N18445, S/N Early in 1925, the Detroit Board per, he laid out in front of Mara depended on the principal features Stinson SM-2 Junior. The Junior spring of 1933, business began to 5720, has led a full life, serving of Commerce Aviation gathered to and others on the board his design of his design. With a capitaliza- fuselage was shortened 3 feet in pick up with the introduction of the many pilots in many different roles. discuss promoting air transporta- for a four-passenger cabin biplane. tion of $25,000, Stinson Airplane making the Model R along with Model SR, the first Reliant. The SR Originally purchased by George B. tion in the United States. A plan In 1925 an enclosed airplane was Syndicate was formed. Stinson aesthetics, courtesy of talented differed from the Model R mainly in Barham of Midland, Texas, he got was devised based on the Glidden a rare bird. Stinson added to this promised he’d have the first proto- stylist Lloyd Skinner. having an all-new cantilever landing N18446 (the original number) Tours, which helped to popularize novelty a cabin heater, wheel type within three months, a claim The Model R had to sell, so Eddie gear, improved styling, and tandem from the Stinson factory in Wayne, automobile travel. Edsel Ford be- brakes, and an electric starter. doubted by all. Stinson flew it up to Chicago, Illinois, two-seater. In 1933 Stinson rolled Michigan, on October 18, 1937. came interested in the idea, donat- These by themselves were not new The Stinson Detroiter, the SB-1, on a sales flight. He’d been flying all out the SR-1, SR-2, SR-3, and SR- The Defense Supplies Corpora- ing $50,000 in cash and giving birth innovations in aviation. But collec- rolled out two months and 10 days day and was talking to the head of 4; 100 were built under the design tion in Washington, D.C., acquired to the Ford Reliability Tour. Board tively, having all three of these in- later and was first flown on Jan- a large steel company exec on the direction of Jack Irvine. In 1934 it on May 8, 1942, for the price of 50 NOVEMBER/DECEMBER 2016 www.vintageaircraft.org 51 making calls. Yeah. Cold calls. I got few of the SR-9s have interchange- rough shape. They were stripped in touch with Abel Hera who was able wings, all but the 9F. If the down, cut open and inspected, and the previous owner. When I called wings of the project weren’t viable, portions refabricated, so the tanks him, I just said, ‘Hey, would you they wouldn’t have had a project. are original but restored. One modi- consider selling?’ And he said, ‘You Since they are heat-treated steel fication on the wing is where origi- know, not right now, but keep call- truss construction, they had come nally there was fabric covering the ing me.’ I think about a year later through the decades intact. The fuel tanks; now it’s metal to facilitate I called him, and he said, ‘Yeah, ribs, which were extruded alumi- their inspection. come on down and have a look.’ So num, had to be replaced, and there “The wingtip bows had to be re- I went down in 2007, I think it was was only one guy that had the cor- fabricated. They’re steel. And all April 2007, and checked out the rect rib material for the gull wings. the gas caps, all of the control sur- airplane for the first time. I asked, “What makes the ribs so faces were serviceable; they just “I went down to Florida to look difficult?” Scott explained, “All Reli- needed to be cleaned up. And Abel, at the project and came into the ants have square tube ribs. There’s the gentleman we bought the Re- hangar, your classic pack rat han- a machine that will take a circular liant from, had done some work gar full of stuff. Parts and bits and tube and turn it into a square tube. on restoring. Like the rudder had then stuffed in the back of this To tool up and to do that is very ex- been cleaned up and primed, and it hangar was this sad, old 9F fuse- pensive, so there just aren’t many was kinda ready to go. He had been $15,000. It was transferred over to Hatchery, Cordele, Georgia, Octo- he got out of the restoration busi- lage up on its gear with the gurney that exist. And to have to go and slowly pecking away at certain lit- the U.S. War Department, Wash- ber 9, 1957; and Mercy Flights Inc., ness,” Scott said. I went on to ask, door on the side; the wings were in have it made would have been ex- tle groups of the parts. We were ington, D.C., on October 8, 1942, Medford, Oregon, May 18, 1960, “But why the SR-9F of all the pos- another hangar. And I just started tremely expensive. I think we pretty able to get the original wing lights, for $15,206.56. There it was used when it was modified with the gur- sible Reliants?” inspecting everything, and to me, much got the last batch of this one which are rare; it’s hard to come by as part of the War Training Service ney door and registered N139MF. “The gentleman that we paid it looked like a viable project, al- gentleman’s stuff and had all the ribs a lot of this stuff,” Scott said with a program. Its registration changed to Then Jack Mulkey, Klamath Falls, tribute to in the restoration of this beit a lot of work. But being so rare made. There are four fuel tanks, two smile, taking pride in bringing this WTS145. The U.S. Civil Aeronautics Oregon, purchased it January 29, airplane, Jack Nees, was my fa- and the excitement of finding the in each wing, and they were in pretty beautiful aircraft back to life. Administration (CAA), Washing- 1964; Stuart Petersen and Roy ther’s aviation mentor,” Scott said. prize, you kind of overlook a lot of ton, D.C., acquired it July 13, 1945. Gerhard, Boise, Idaho, January 16, “When my father got into collecting the hurdles. We clearly wanted the The CAA used it for giving CAA in- 1979; and Abel Hera, Miami, Flor- antiques, he asked Jack, who hap- 9F, but unfortunately, he wouldn’t spectors instrument training. Reg- ida, September 8, 1984. Its current pened to be a walking encyclopedia sell it separate of an SR-10 that he istration changed to N129E. There proud owners, Woodson K. Woods of aviation. He asked Jack, ‘What was also selling. We didn’t want the the Stinson was rebuilt. III and Scott Woods, in February do I need to have? What are the best 10 but had to have the 9F, so we It was then returned to the ci- 2008 changed it to N18445, as airplanes?’ He said, ‘Waco UBF-2 put a deal together for both the air- vilian registration when Agair In- N18446 was unavailable. and a Stinson SR-9F.’ It was the pin- planes as he wanted us to cart both corporated, located in Eagle Field, nacle of the Stinson line because of of them out as a package deal. And Dos Palos and Fresno, California, The Start of the Stinson SR- the design aesthetics of the SR-9 that’s what we did. acquired it October 28, 1946, for 9F N18445 Project with the curved windshield but also “The 10 was donated to the Cin- the reported price of $2,500. Then It’s not until you’re up close to the power and performance of the cinnati Aviation Heritage Society over the next 10 years, it had a a Reliant or have the opportunity 985 Pratt & Whitney, which made and Museum that they set up at the number of owners: Rex Williams, to sit in its luxurious cabin can you the F model the most desirable. terminus of the old All American Tolleson, Arizona, September 19, gain a sense of why this is such a Many 9Fs were either wrecked in Aviation (AAA) airmail route. This 1951; Miller Body Works Inc., Las popular aircraft! The Woods fam- the bush or somehow went off the Reliant SR-10 was used by AAA as Vegas, Nevada, May 14, 1952; PMP ily has a long history with aviation registry and were lost with time. an in-flight mail pickup and drop-off Aviation Co. Inc., Turner, Oregon, from Spitfires to Wacos, but when There only remain, still to this day, ship. So we found a home for that. April 4, 1954; Roy Bradley, Fort it came time for a new project, the five on the U.S. registry. And there’s “In the summer of 2012, the SR- Worth, Texas, August 26, 1954; definitive project, it was a Stinson one in Canada that was the multiuse 9F arrived at Rare Aircraft, Farib- William E. Quick of Expressos Reliant that was at the pinnacle. version with the Pratt & Whitney. ault, Minnesota, and the two-year Aereos Quick, Tegucigalpa, Hon- I asked, “So your dad had a thing “The Waco project was done, so restoration project began.” duras, September 10, 1954; Joe for Stinsons for a long time?” Scott it was time to go after that SR-9F.” Marrs, Marrs Aircraft, Hollywood, Woods didn’t hesitate for a heart- I asked, “How did you find a SR-9F Restoring to Flight Stinson Florida, July 13, 1955; O.K. Wil- beat in answering the question. project?” He said, “I looked on the SR-9F N18445 liams, Floresville, Texas, December “He owned an SR-9F project back registry, and I found there were The airframe of N18445 is all 5, 1956; U.S. Worm and Minnow in the ’80s, which he sold when five on the registry and I started original, and the wings are as well. A 52 NOVEMBER/DECEMBER 2016 www.vintageaircraft.org 53 While the fuselage is all original, engine came with the project and But what everyone notices first V-77 restoration, the military ver- weeks on what was going on with ishing, it was time for the N18445 it had to be brought back from mod- may have been the original engine thing is the distinctive and gor- sion of the Stinson Reliant, and the airplane. And yeah, they had a to be ferried to its new home.” ifications made to carry stretchers. on that airplane,” Scott said. “I’m geous paint the SR-9F wears. “So, they had finished that interior in full-service, full-time shop produc- With the biggest smile yet, Scott What Rare Aircraft had to contend not sure from the factory, but it we knew from the beginning that a similar tan, just a little lighter. As ing Waco UPF-7s and Stearmans, said, “Jimmy Rollison, who is a with: “They had cut out some tube came with the airplane; it was from we wanted to do the classic Stin- soon as we saw that and the black, and so there was a couple months friend of ours and kind of the one metal to make room for the gur- that era. There are some original son lightning bolt, which we’d seen red, and gold on the exterior, we where things slowed down a little guy — he’s flown everything, he’s ney to work,” Scott explained. “So reworked parts that are in that en- so many pictures of. But we’d also could see that it was going to look bit. But that’s kinda the nature of got the experience, and we wanted they had to weld in another piece of gine, essentially a brand-new over- seen a lot of restorations that had great! We picked a little bit darker, the shop environment. But I’d call it flown out of there in the middle the fuselage, and a few other little haul. Prop came out of an H&S Prop been done over the years where kind of more of a milk chocolate them every couple of weeks just to of winter. And he’s the kind of guy things had to be done on the fuse- Shop. It was a numbers-matching- people had really got it wrong, I color. They had all the swatches check on it and kinda had to leave who just shows up and gets the lage for the stringers, the wooden blades A-quality, so it’d never been mean, just awful. Many have light- there, and it really turned out nice. them alone to do the work, but was job done. He picked it up in Feb- stringers that form the fabric. So cut down or messed with. Basically, ning bolts at weird angles, and it To add to the originality, the entire definitely always chomping at the ruary 2015 and flew it back here. all that was done. They sandblasted, a new, old stock, overhauled and just points down or too far up. And interior was fabricated using pho- bit to see progress.” I met him in Chino, after, I think media-blasted the whole frame, in- cleaned up. But it’s recertified, but we’re very visual people, and we tos from an original SR-9 interior “And when it was first rolled out, it was on his third day, I met him spected it, and then powder-coated very high-quality prop.” really wanted to get it right. And that Rezabek had in his files.” what was that experience like?” I in Chino, and we did the last leg to the whole fuselage. All the airframe Scott didn’t bring a lot of mod- luckily we were working with Rare Scott, who lives outside of San asked. Scott said, “I remember get- Petaluma together.” parts were there, as far as the fin- ern aviation into the restoration. Aircraft ’cause Roy Redman is also Francisco, California, was quite ting a video because I wasn’t there. “And what was that flight like?” I ished parts; we had to refabricate “We have a Garmin Aera 560 GPS, very visual. Roy took an original a distance from Rare Aircraft in But the first engine run, which I asked. Scott seemed a little choked 40 percent of the stuff. The bump and then we have the Trig radios picture of that scheme, and he Minnesota where the restoration think was in October of 2014, and up when he said, “Getting into that cowling, the wheelpants were origi- and Trig transponders, which are scaled the lightning bolt exactly, went on for two years. During that just chills, of course, seeing it come airplane with him, I sat right seat, nal, but had to be reworked. A lot the smaller,” he said. “We wanted the one that’s on the wheelpants time, the Woods visited their baby. to life. And really it had no hesi- and taking off from Chino was the of the sheet metal, the whole boot to keep as much acreage on the and the one that’s on the fuselage, “I think it’s about right, about six tation, started up without a hitch most surreal thing just because cowl around and behind the bump panel original, so we didn’t wanna and we wanted to make sure it was times in the two years, yeah,” he and ran great; everything went re- I’d been carting around this pile cowl, that all had to be refabri- have any big radios in there. So perfect. So that and also the way said. “A couple times with dad and a ally well, and then within a couple of parts for so many years. And to cated from the original pattern, we went with a smaller style. But that the paint drops back to the few more times by myself.” I asked, of days, they had done the weight actually fly away in that airplane which we had. So we had to reverse- the panel, other than that, is very point of the lightning bolt, the lit- “And how many phone calls?” and balance and had the cowling for the first time, I was kind of … engineer the oil-cooler housing and original. All of the instruments tle diamond, all of that had to be “Boy, probably more than they put on and painted. And then be- what’s the word? In shock, I guess.” the structure that mounts to the were restored to have the original right, and he nailed it! would have liked,” Scott said with fore we knew it, there was a test engine mount with the help of our look to them. No, it’s not an IFR “As for the interior colors, we a gigantic smile! He went on to re- flight. I got a video of a flyby of our Flying Stinson SR-9F friend Rick Rezabek, using his SR- airplane. There’s nothing modern, had always planned on doing some- late about working with Rare Air- Stinson in the air on its first flight. Scott’s first left-seat flight was 9F parts as patterns.” no modern instrumentation other thing in the tan and brown family. craft. “They were great; they gave It was November 12, I think, 2014. not too long afterward. He said, Now for the engine itself. “The than the GPS.” Rare Aircraft had just completed a us full pictorial updates every two After taking care of some final fin- “It was, probably about two weeks 54 NOVEMBER/DECEMBER 2016 www.vintageaircraft.org 55 after the airplane was delivered era. So there was a lot of attention, said. “I like to hold 80 to 85 mph here, we went up. I did four hours a lot of interest. And there were in the pattern from abeam mid- Straight & with Jimmy Rollison as my flight even a couple people, fellow pilots field onto base to final [and] then instructor, and so in that two there, that were thinking about cross the numbers around 75 to 80 weeks, I had done a bunch of taxi having one done for themselves, if mph. Pull the power and just do a Level tests just to get used to the con- they could find one.” nice, even flare, and it just settles continued from page 1 trols and the rudder pedal system, “So, what’s it like to fly the SR- right down on that big gear. Just which is different than anything 9F?” I asked. Scott replied, “Well, a touch of forward pressure on and Reauthorization (AIRR) Act of I’ve ever flown. It’s a different the biggest thing … I mean, as far the yoke and you roll up onto the 2016, H.R. 4441, would be disas- system but works extremely well. as handling on the runway, if you mains, and it just tracks amazingly trous for all of general aviation. I They’re heel brakes, full footpad, start straight, the thing tracks straight; you don’t have to do a lot quote the EAA’s formal position on heel brakes. I went out and did straight and true. You have your of work to keep it straight, unless these issues here for your consider- some fast taxis down the run- normal P-factor and torque to deal of course there’s gusty wind, but ation: “This proposal would separate way, got used to the feel of it. And with but not pronounced. That big it’s just a sweetheart.” the nation’s air traffic control sys- then he came over, and we did our rudder provides excellent direc- In September 2015, Scott Woods tem from the FAA to be managed flights. We did four hours of fly- tional. You don’t have to put a ton flew the Stinson SR-9F to the Reno and operated by a not-for-profit ing together over two days before of right rudder in. The most cru- National Championship Air Races, corporation. The corporation would I soloed the airplane, and I was cial thing on takeoff is watching and it was entered in the National be run by a board of directors com- surprised, pleasantly surprised your manifold pressure, and you Aviation Heritage Invitational prised of system stakeholders eco- at how great the characteristics don’t want to go over 36 inches. where it won the Paul E. Garber nomically dominated by airlines and of the airplane were and how If it happens here and there, it’s Trophy for Best Classic. But when other commercial and labor inter- straightforward she is to land — fine, but there’s propensity for you ask Scott about the whole proj- ests, leaving general aviation to be that wide 9-foot gear spread. It’s the engine to have damage be- ect, he’ll say, “The greatest part was marginalized over time. This means just such an honest-behaving air- cause of overboost, so that’s the doing the project with my dad; it that GA access to airspace, the avail- plane. And just tracks straight and most critical thing on takeoff. As was a real coming together for us. ability of ATC services, funding for true, and [I] couldn’t have been far as climb-out, I mean, it’s just Unfortunately, he was unable to rural airports, charting, weather happier with what I was flying.” like any other airplane. You just share in the last part of the project services, and flight service will all be Scott has not kept this beauti- watch your speed as it climbs like due to health reasons, but it just at the discretion of a private indus- ful aircraft in the hangar. He is out a bat; you could pull up to 70 mph, really brought us together. It was try board heavily weighted in terms sharing it with the public. “Our and you’re climbing out well over a very special thing to share, and of influence to the airlines and as- first fly-in was Columbia up in the 1,500 feet per minute. It’s re- so that’s what it really has been all sociated interests. This is not just foothills of California on June 20,” markable; it’s a climber; it’s a per- about. That and, of course, Jack about whether or not there are user he said. “We met our friend Rick former. Then you level off, get it Nees’ words.” Scott’s dad was able fees for GA, which currently there Rezabek, who has the other flying up on the step, and it’s just like to get to Reno to see the Stinson are not. It is about the future pres- 9F here in the States, and so we got cruising in a big Packard in the SR-9F for the first time and the ervation and health of the entire GA those two birds together for the sky. It’s just super comfortable; it presentation of the trophy. system of access and infrastructure first time, which was so great. The has very responsive roll rate. Yeah, Scott finished by saying, “But we enjoy today. Though there are next event we took it to was the it’s just a sweet bird.” we’ve always been airplane fanat- many positive provisions within the Monterey McCall’s car week event, Keep in mind the Stinson has re- ics, antique airplane people, and AIRR Act, this disastrous ATC priva- which kicks off car week for Mon- ally cool yokes. “We had the origi- we’ve put a lot of time and re- tization proposal outweighs them terey. This includes the Concours nal control wheels with the project. sources into them over the years. all. Members are encouraged to d’Elegance. We were invited to But they needed restoration, and And others that do so also under- contact their senators and represen- bring the Stinson down and put it that was something we had to farm stand the strong calling to pre- tatives and tell them that any ATC on display there with all the other out. We actually found a guy who serve the last of aviation’s wildlife. privatization proposal should be cars, warbirds, and other great air- restores Ferrari and other classic When we get our sights set on a removed from the AIRR Act before planes. It was very interesting to car steering wheels, and he really special one, we’ll put everything it is considered further.” see classic car aficionados’ reaction did an amazing job.” into it. Especially rare ones like the Now, let’s all do our part and to the airplane. People loved it! It “Is landing a Stinson Reliant as SR-9F!” reach out to our legislators and let was like a magnet! It really has a easy as they say?” I asked. “As far them know that we oppose H.R. lot of cues from old Packards. The as landing the airplane, you want Note: I want to thank Scott Woods 4441 as written. interior, when you look in there, it to set up a nice manageable ap- for flying the SR-9F and Steve Bow- just feels like an old car from that proach as with all airplanes,” he man, the photo platform pilot. 56 NOVEMBER/DECEMBER 2016 www.vintageaircraft.org 57 The Vintage Mechanic

ROBERT G. LOCK

The Duramold process of wood fabrication Part 1

Drawing from Henry Haskell’s patent for an aeroplane body. Wood construction took a large step forward when adhesive. This mixture was used to bond samples of Henry L. Haskell experimented with various types of birch veneer under heat and pressure for testing. He fabricating business, might include flying machines. between individual layers of veneer, and the assem- adhesives to eventually produce waterproof glue that ultimately succeeded in making samples that would The success of Haskell’s process was his invention bled layers were compressed by a heated press, which he could use to manufacture canoes. Haskell set up withstand the effects of boiling water for three hours of waterproof adhesive for bonding layers of wood transformed the resin into a hardened state. a small factory in Ludington, Michigan, and began without separating. In fact, his patent states that he veneer into complex shapes. His process, marked by Boat builders in particular welcomed this process. to perfect a process whereby thin veneers of wood boiled a sample for six days, and it did not fail. Thus the Haskelite Manufacturing Corp., was used to make In fact, in 1933 the steamship Washington became were placed around a mold to form the desired shape. came the invention of waterproof glue for many uses. Hasko serving trays, boats, trains, aircraft compo- the largest ship built of wood, using 435,000 square Since his canoe was to operate in water, a better ad- For this he applied for and received patent number nents, and automobile door panels. During World feet of resin-plywood bulkheads. The manufactur- hesive was badly needed. US1516587A. Haskell’s method of bonding birch ve- War II, Haskelite helped the war effort by manufac- ing process relied on a phenolic resin developed by neer into layers involved a mold with either vacuum turing wood veneer materials for tanks and combat General Plastics in cooperation with the Haskelite or pressure for compressing the wood and glue and ships, primarily PT boats. Manufacturing Corp., which was a leader in the man- heat for curing (up to 280 degrees Fahrenheit). The year was 1907, and a Belgian-born American ufacturing of plywood. The Haskelite Manufacturing Corp. existed from chemist named Leo Baekeland was conducting experi- 1917 to 1951; however, founder Henry L. Haskell ments that would lead to the discovery that a liquid sold the company in 1937. Haskell was an assignor could harden, and the first plastic was born. Baekeland for the corporation that held his many patents on called his invention Bakelite — it was the trade name wood fabrication and his exclusive waterproof glue for a class of thermosetting plastics made from phenol- invention. The early corporation manufactured ca- formaldehyde resins. These resins remained soft until noes, serving trays, and almost any item that re- molded under heat and pressure, and they formed a quired shaping plywood veneer into complex shapes. hard, durable, waterproof, fire-resistant material. In 1920, H.L. Haskell received patent number Bakelite proved a viable solution as a wood adhe- 1344634 for an “aeroplane body.” The application was sive and would have a tremendous impact on airplane filed on April 9, 1918, and the patent was granted on structures. Unlike casein or albumin glues, Baeke- A canoe is a good example of wood construction that June 29, 1920. I believe this to be the very beginning land’s invention formed a water-resistant, durable The Duramold F-46. needs to be waterproof. of what we now call the “Duramold” process of wood bond immune to mold and fungi. In 1912, Baekeland fabrication, although Haskell called his process “Du- patented a method for using phenolic resin as a ply- Col. Virginius E. Clark, designer of the famous His experiments led him to concoct a mixture of romold, Plymetl, and Phemaloid.” wood adhesive, but his method of applying the resin Clark Y airfoil, designed an airplane that was manu- black albumin (dried blood) and water. This he mixed The drawings on page 59 are taken from Henry proved too expensive for commercial use. However, factured using what he called the Duramold process. together into a thick viscous material that looked like Haskell’s patent number 1344634 as a method of con- in 1919, a Westinghouse employee, John R. McClain, Clark was Fairchild Aircraft’s vice president of engi- molasses. He settled into a ratio of 45 percent of al- structing a wood fuselage for a small airplane. The date patented a method for applying the resin in the form neering. The airplane, designated the Duramold F-46, bumin (by weight) and 55 percent water (by weight), was June 29, 1920. Although Haskell did not intend to of a dry film. McClain’s process involved impregnat- was constructed by a subsidiary of Fairchild Aircraft and to this mixture he added 9 percent silicate of build airplanes, he could foresee the time when this pro- ing paper or fabric with a carefully controlled amount called Duramold Aircraft Corp., which was estab- soda that acted as a catalyst to eventually harden the cess, an expansion from his waterproof glue and canoe- of phenolic resin. These sheets were then inserted lished in 1937 to move the project along and acquire 58 NOVEMBER/DECEMBER 2016 www.vintageaircraft.org 59 the Lockheed Vega developed a method of molding a birch or mahogany veneer strips are impregnated three-layer, double-curved fuselage half against a female with adhesive, most likely phenol-formaldehyde. A concrete form with hydraulic pressure. Loughead was release component is applied to the mold and the im- certainly the pioneer in commercially obtaining uniform pregnated veneer strips are laid up on the mold. pressure at right angles to the molding die by hydraulic At this point, one can use a current tool in ad- means. Even in those days he used an inflatable bag.” vanced composite construction — the warp clock. We’ll have more on Loughead later. This is the way this works: The zero-ply orientation

Photos from articles discussing the molding processes. manufacturing rights to the Haskell process. Thus the Duramold process is credited to Clark instead of Haskelite, but many of Henry Haskell’s inventions and patents were used. The original Duramold F-46 was powered by a Ranger (Fairchild) V-770 engine producing 450 hp, but it was later modified to include a Pratt & Whitney R-985 of 450 hp. Only one aircraft was constructed. Along with the autoclave, necessary monitoring con- Another picture from the Aero Digest Duramold story: In the February 1943 issue of Aero Digest, Sherman trols for pressure, temperature, and venting are also “Spreading glue on rear fuselage members before Fairchild authored a story titled “Details of Duramold installed. applying plastic plywood skin in the construction of Fabrication.” In the story, Fairchild stated, “About a Fairchild twin-engined advanced trainer.” The Du- six years ago, long before the war, Fairchild Engines Near the end of the story, Fairchild states, “The ramold plywood skin was cured on a mold inside the autoclave — it is smooth, has no seams, and fits the & Airplane Corp. started investigations of possible problems of providing heat up to 280 degrees F and structure perfectly. substitutes for aluminum and specified a material pressure of 80-100 psi to a surface of 125 square feet, which: (1) could be molded and fastened with adhe- a total pressure of over 875 tons, and the construc- sive, thereby eliminating the then high cost of join- From the Aero Digest Duramold story: “Mold for tion of commercially feasible dies to withstand this is longitudinal — on a fuselage, this direction would ing aluminum by riveting, and (2) would have about fuselage skin, rear section of Fairchild twin-engined pressure were not easy ones. Great credit is due the be fore and aft parallel to the longitudinal axis of the the same strength/weight ratio as aluminum and yet advanced trainer [AT-21], entering autoclave for steam Haskelite Manufacturing Corp. which collaborated in ship. The 90-degree ply is transverse or at right angles have a low enough density to provide sufficient local pressure treatment.” Contrast this small autoclave solving these problems.” to the longitudinal axis of the ship. The plus-45- and stiffness to insure structures which would have a per- with the massive units that produce today’s advanced To summarize the Fairchild patented Duramold minus-45-degree direction is at a 45-degree angle to composite aircraft components. fect contour and a smooth surface.” process, molds are made for the desired shape of the the longitudinal axis of the ship. This is an interesting statement because today the plywood veneer panel; these molds must be able to Birch or mahogany veneer was cut so thin that one aviation industry has achieved this with advanced com- withstand temperatures above 280 degrees Fahren- could see light through it, so it was very pliable. If se- posite construction. Fairchild cites two examples of heit and positive pressure of 80-100 psi. Very thin vere compound curves were required, as in a radome, pioneers of a similar early process, but not Duramold. Fairchild writes, “In this statement we have not lost sight of pioneers such as Gillmor, who in about 1923 developed the Curtiss Oriole, a two layer shell made by pulling strips of veneers over a form with casein adhesive between them, or Loughead, who in 1928 in

Right, a view of a large pressure tank being installed at the Haskelite factory in Grand Rapids, Michigan, to support the Duramold F-46 project and the Fairchild AT-21 fabrication. We now call these pressure tanks autoclaves. By the appearance of this old photo, a wall has been knocked out to install the large auto- Removed from the autoclave, the aft fuselage skins for the Fairchild/Duramold F-46. Note clave within the factory building. smooth lines with no seams, rounded passenger door, baggage door, and aft window. 60 NOVEMBER/DECEMBER 2016 www.vintageaircraft.org 61 STATEMENT OF OWNERSHIP, MANAGEMENT, AND CIRCULATION (Required by 39 U.S.C. 3685). 1. Title of Publication: Vintage TM Airplane. 2. Publication No.: 062-750. 3. Filing Date: 10/1/16. 4. Issue Frequency: Bi-Monthly. 5. No. of Issues Published Annually: 6. 6. Annual Subscription Price: $42.00 in U.S. 7. Known Office of New Members Timothy Allaben ...... Little Rock, AR Publication: EAA, 3000 Poberezny Road, P.O. Box 3086, Oshkosh, Greg Anders...... Bellingham, WA Stephen Bakkum...... Alexandria, MN WI 54903-3086. Contact Person: Randy Halberg, Telephone: Jim Becker...... Sutherland, NE Jackson Betts ...... Lessburg, VA 920-426-6572. 8. Headquarters or General Business Office of the Bud Bornemann...... North Ridgeville, OH Noreen Bowdon ...... Vancouver, WA Publisher: Same address as above. 9. Publisher: Jack Pelton, EAA John Boyko...... Franklin, OH George Brietigam ...... Fresno, CA P.O. Box 3086, Oshkosh, WI 54903-3086. Editor: Jim Busha, c/o Chris Brown ...... Fulton, CA Denny Brummett...... Somerset, KY EAA, 3000 Poberezny Road, P.O.Box 3086, Oshkosh, WI 54903- Amanda Brzezinski ...... Hatley, WI Jason Burton ...... Howell, MI 3086. Managing Editor: None. 10. Owner: Experimental Aircraft Douglas Cormody...... Beaufort, SC Jose M Carvalhosa Dias. . . . .Loures, Portugal Association, P.O. Box 3086, Oshkosh, WI 54903-3086. 11. Known Louis Champeau...... Houghton Lake, MI bondholders, mortgagees, and other security holders owning or Les Clanton...... Yazoo City, MS Christopher Cole ...... Warren, MI holding 1 percent or more of total amounts of bonds, mortgages, Wanda Collins...... Madisonville, TX Carole Cooke...... Aguila, AZ or other securities: None. 12. Tax Status: Has Not Changed During Angelika Criscione...... Central Islip, NY Robert Crowder...... Rocky Mount, NC Preceding 12 Months. 13. Publication Title: Vintage Airplane. 14. Amy Crozier ...... Black Creek, WI Henry Dittmer...... Berthoud, CO Issue date for circulation data below: Sep/Oct 2016. 15. Extent John Donaldson ...... North Vancouver, Canada David Dunn ...... Palmyra, WI and Nature of Circulation (Average No. Copies Each Issue During Adam Eisel...... Georgia, VT William English...... Mason City, IA Preceding 12 Months/ No. Copies of Single Issue Published Nearest Blake English ...... Rancho Cucamonga, CA Christopher Esch...... Chula Vista, CA to Filing Date): a. Total No. of Copies Printed (6851/6367) b. Paid Walt Fanti...... Greer, SC Daniel Feldman...... Libertyville, IL Circulation (By Mail and Outside the Mail): 1. Mailed Outside- James Finger...... Carthage, NC County Paid Subscriptions Stated on PS Form 3541 (Include paid Fritz Foy...... Santa Monica, CA Alex Gallman ...... Altus, OK distribution above nominal rate, advertiser’s proof copies, Danny Gallo...... Nashotah, WI David Gibb...... Ambler, PA and exchange copies) (5623/5514). 2. Mailed In-County Paid Chris Gilmore ...... Russell, OH Brian Gregg ...... Guthrie, OK Subscriptions Stated on PS Form 3541 (Include paid distribution Bruce Grumstrup...... Marshalltown, IA Elton Hannerman...... Anacortes, WA The Fairchild AT-21. above nominal rate, advertiser’s proof copies, and exchange John Hardin...... Malvern, PA Patrick Heavirland...... Forest Lake, MN copies) (0/0). 3. Paid Distribution Outside the Mails Including Stephen Hennessy...... Vancouver, WA Sales Through Dealers and Carriers, Street Vendors, Counter Chris Henry...... Oshkosh, WI An ad in an aviation publication for the Haskelite Howe Hildebrand ...... Navarre, FL Sales, and Other Paid Distribution Outside USPS (313/305). 4. Paid Robert Hilty ...... Wheatland, WY the material could be boiled in water to further soften Manufacturing Corporation. Philip Hipe...... Vero Beach, FL William Hoyt...... New London, NH and make the wood more pliable. Phenolic adhesive Distribution by Other Classes of Mail Through the USPS (e.g., First- Ed Huffman ...... Elmore, OH Class Mail) (40/41). c. Total Paid Distribution (Sum of 15b (1), (2), William Ireland...... Greensboro, MD could be applied wet, usually by rollers for even distri- Lyle Jansma ...... Bellingham, WA (3), and (4)) (5976/5860). d. Free or Nominal Rate Distribution George Kirby...... Orlando, FL bution, or dry in the form of a film. After application, ence with aircraft plywood and its role in developing Joseph Kirik...... Canton, MI the adhesive may dry but not cure; the adhesive only resin-bonded plywood. Fairchild and Haskelite jointly (By Mail and Outside the Mail): 1. Free or Nominal Rate Outside- Jeffrey Klaas...... Lakeway, TX David Lahrman...... Powell, OH cures at temperatures around 280 degrees Fahrenheit developed a bag-molding technique for producing air- County Copies Included on PS Form 3541 (0/0). 2. Free or Nominal David Leiting ...... Grand Forks, ND Donald Lester...... Owesnboro, KY and a positive pressure of 80-100 psi. A Duramold plane parts of phenolic plywood, termed “Duramold” Rate In-County Copies Included on PS Form 3541 (0/0). 3. Free or John Little ...... Plantation, FL Thomas Macdonald...... Laveen, AZ part may be made up of 40 to 60 layers of veneer — by Clark. Nominal Rate Copies Mailed at Other Classes Through the USPS Todd Mackey...... Brandon, FL Kevin Mackinnon...... Novato, CA so thin they can easily form to the mold. Thus, the Duramold fabrication process is a pre- (e.g. First-Class Mail) (0/0). 4. Free or Nominal Rate Distribution Brenden Maxwell ...... Temora, Australia Richard Mcclellan ...... Roscoe, IL Once the layup is completed, the part is covered cursor to current advanced composite fabrication Outside the Mail (Carriers or other means) (0/0). e. Total Free or Brian Mcnutt ...... Weatherford, TX Carlyle Melin...... Olathe, KS with a rubber bag and pressure is applied as the techniques — it just used birch or mahogany veneer Nominal Rate Distribution (Sum of 15d (1), (2), (3), and (4) (0/0). Christopher Mills...... Richmond, TX f. Total Distribution (Sum of 15c and 15e) (5976/5860). g. Copies Alvin Musser...... Memphis, MO part is inserted into the autoclave for final pro- instead of a unidirectional or woven bidirectional David Parker...... Bloomington, IL Not Distributed (See Instructions to Publishers #4 (page 3)) Elizabeth Pontiff...... Sterling, VA cessing. Here, the pressure and temperature are weave fibrous material. Ken Potter ...... Lanark, Canada (875/507). h. Total (Sum of 15f and g) (6851/6367). i. Percent Paid Rick Princell...... Plainfield, IN increased; the adhesive softens back into a creamy A total of 175 Fairchild AT-21 Gunner aircraft were Nancy Raty...... Bremerton, WA (15c divided by 15f times 100) (100%/100%). 16. Publication of Randall Riesbeck...... Waynesville, OH state, penetrating the wood fibers before it hard- constructed by Fairchild Aircraft and Engine Corp. Steve Rose ...... New Port Richey, FL Statement of Ownership: Publication required. Will be printed in Jerald Runyon...... Houston, TX ens. The autoclave is shut off and the part begins (106), Bellanca Aircraft Corp. (39), and McDonnell Chris Sabel...... Chardon, OH the November/December 2016 issue of this publication. 17. I certify Raymond Spore...... David, CA to cool, and then it is removed and allowed to com- Aircraft Corp. (30). These ships were constructed us- Casey Teets...... Arlington Heights, IL pletely cool. When removed from the mold, the ing Duramold skins. that all information furnished on this form is true and complete. Michael Thompson ...... Natchez, MS I understand that anyone who furnishes false or misleading James Tonelli ...... Locust Grove, GA part has been fabricated and can be installed on The next major use of the Duramold process would Peter Tracy...... Bishop, CA information on this form or who omits material or information Thomas Trenkle...... Burlington, IL the aircraft frame. be by none other than Howard Hughes for construc- Darren Vinelli...... San Antonio, TX requested on the form may be subject to criminal sanctions Gerald Vogt...... Erie, PA Clark worked with the Haskelite Manufacturing tion of his D-2 and HK-1/H-4 Hercules Flying Boat. Kurt Welday ...... Sumter, SC (including fines and imprisonment) and/or civil sanctions James Wells ...... Beavercreek, OH Corp. and its head, George Meyercord. It was a natu- Stay tuned for an in-depth report on that subject. I’ll Robbie Wills...... Conway, AR (including civil penalties). James Busha, Publisher, 10/1/16. Mark Wollen...... Poway, CA ral combination of corporations, as Clark had the share a few surprises and little-known facts concern- Stephen Wood ...... Whitewater, CO PS Form 3526, July 2014. Jeffrey Yakubisin...... Beach City, OH engineering experience and Haskelite had experi- ing the flying boat. Stephen Zoerlein...... Saint Charles, IL 62 NOVEMBER/DECEMBER 2016 www.vintageaircraft.org 63 VAA Directory

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President Secretary Geoff Robison Steve Nesse 1521 E. MacGregor Dr. 2009 Highland Ave. New Haven, IN 46774 Albert Lea, MN 56007 260-493-4724 507-373-1674 [email protected] [email protected]

What Our Members Are Vice-President Treasurer Dave Clark Jerry Brown Restoring 635 Vestal Lane 4605 Hickory Wood Row Are you nearing completion of a Plainfield, IN 46168 Greenwood, IN 46143 317-839-4500 317-422-9366 restoration? Or is it done and you’re busy [email protected] [email protected] 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 or a 4-by-6-inch, 300-dpi digital photo. DIRECTORS A JPG from your 2.5-megapixel (or higher) digital camera is fine. You can Ron Alexander Joe Norris burn photos to a CD, or if you’re on a 118 Huff Daland Circle 264 Old OR Rd. TM Griffin, GA 30223-6827 Oshkosh, WI 54902 high-speed Internet connection, you [email protected] [email protected] 920-688-2977 The EAA Vintage Aircraft can e-mail them along with a text- only or Word document describing your Association wishes to thank our George Daubner Tim Popp airplane. (If your e-mail program asks if N57W34837 Pondview Ln 60568 Springhaven Ct. volunteers for the many efforts Oconomowoc, WI 53066 Lawton, MI 49065 you’d like to make the photos smaller, 262-560-1949 269-624-5036 they put toward enhancing our say no.) [email protected] [email protected] organization and making it an For more information, you can association of which to be proud. e-mail [email protected]. Robert D. “Bob” Lumley Susan Dusenbury 1265 South 124th St. 1374 Brook Cove Road Brookfield, WI 53005 Walnut Cove, NC 27052 262-782-2633 336-591-3931 Copyright©2016 by the EAA Vintage Aircraft Association. All rights reserved. [email protected] [email protected] 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 bi-monthly at EAA Aviation Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin ADVISORS 54903-3086, e-mail: [email protected]. Membership to Vintage Aircraft Association, which includes 6 issues of Vintage Airplane magazine, is $45 per year for EAA members and $55 for non- John Hofmann Ray L. Johnson 548 W James St 347 South 500 East EAA members. Periodicals Postage paid at Oshkosh, Wisconsin 54902 and at additional mailing Columbus, WI 53925 Marion, IN 46953 [email protected] [email protected] offices. POSTMASTER: Send address changes to Vintage Airplane, PO Box 3086, Oshkosh, WI 54903- 3086. CPC #40612608. FOREIGN AND APO ADDRESSES—Please allow at least two months for delivery Earl Nicholas 219 Woodland Rd of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING — Vintage Aircraft Libertyville, IL 60048 [email protected] Association does not guarantee or endorse any product offered through the advertising. We in- vite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. DIRECTORS EMERITUS EDITORIAL POLICY: Members are encouraged to submit stories and photographs. Policy opinions ex- David Bennett Charles W. Harris pressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely [email protected] [email protected] with the contributor. No remuneration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, Robert C. Brauer E.E. “Buck” Hilbert [email protected] [email protected] PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800. Gene Chase Gene Morris EAA® and EAA SPORT AVIATION®, the EAA Logo® and Aeronautica™ are registered trademarks, [email protected] Phil Coulson trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these [email protected] S.H. “Wes” Schmid [email protected] trademarks and service marks without the permission of the Experimental Aircraft Association, Inc. Ronald C. Fritz [email protected] John Turgyan is strictly prohibited. [email protected]

64 NOVEMBER/DECEMBER 2016