D c MB R VOL. 33, No. 12 2005

CONTENTS COVERS 1 Straight and Level FRONT COVER: The relatively rare Cessna LC-126C is a de­ rivative of the civilian Cessna 195. Mike Barron and his fa­ ther, John, both experts in Cessna 190/195 restorations, restored this fine example, decked out in the Air Force's 2 VAA News Alaskan Air-Sea Rescue colors. EAA photo by Bonnie Bar­ tel. EM camera plane flown by Bruce Moore.

4 Saving the Orphans BACK COVER: Udet Bags Two is the title of this oil painting by At EAA AirVenture Oshkosh 200S, EAA brought together the FAA Steve Anderson of Chino Hill s, California. Steve specializes in WW-I era aviation art, and his painting depicts the shoot­ and aircraft type cl ubs to address one of the toughest problems ing down of a pair of Spads within five minutes of one another facing owners of "orphaned" aircraft. on July 26,1918. "Lo," painted on the side of Udet's Fokker D.VII is his nickname for his fiance , Lola. The garishly painted by David Sakrison Fokker, with it's candy-striped upper wing and the taunting phase " Du Doch Nicht!! " ("Certainly Not You!") painted on the top of the elevators was as recognizable as the Red Baron 's 6 Reminiscing with Big Nick Red Fokker Dr.1 Triplane. Udet would finish the war with 62 vic­ The Pylon Club: Part V tories. Udet Bags Two is one of the paintings featured in the EAA Sport Aviation Art Exhibit in the EAA AirVenture Museum. by Nick Rez ich The paintings will be on display through May 15, 2006.

12 It's a Generational Thing STAFF The Barron family LC-126C Publisher Tom Poberezny by Budd Davisson Editor-in-Chief Scott Spangler Executive Director/Editor H.G. Frautschy Administrative Ass istant Jennifer Lehl 20 Th e Vintage Instructor Managing Editor Kathleen Witman Wings program News Editor Ric Reyno lds by Doug Stewart Photography Jim Koepnick Bonnie Bartel 24 Pass It to Buck Advertising Coordinator Sue Anderson Tools Classified Ad Manager Isabelle Wiske by Buck Hil bert Copy Editor Colleen Walsh Director of Advertising Katrina Bradshaw 26 Calendar Display Advertising Represen tatives: )lortheast: Allen ~'fur rav Phone 609-265- \666, FAX 609-265-\ 66 \ <- mail: (//lellllll/rra.'«,)n;ni/spr;ns.colII 28 Mystery Plane Southeast: Chester Baumga rtner by H.G. Frautschy Phone 727-S73-0SR6, FAX 727-556-0177 e-mail; cbaum 111 @'l1Iillrisprillg.cum Cent/al: Todd Reese Phone 800-444-9932. FAX 816-741 -6458 e-mail: todd(q·spc-llIag.colll Mountain &. Pacific: Keith Knowlton &. Associates 29 Classified Ads Phone 770-516-2743, e- mail: kklloll'/[email protected] GEOFF ROB ISON PR ES IDENT, VINTAGE AIRCRAFT ASSOCIATI ON Let your voice be heard! I hope everyone had a great Thanks­ loss of aircraft at some of the airports for a moment that it will not impact giving holiday. By the time you read we visited. Our hearts go out to all of you or the manner in which you oper­ this column, Christmas and New Year's the victims of Wilma, but especially to ate your aircraft. To me the real issue is will be right around the corner. So those members who have been affected. what may come next. here's wishing you and yours a Merry We wish you all an expedited recovery. Who else fancies the idea of creating Christmas and a Happy New Year. I hope you all took the time to offer Similarly restricted zones around these The weather today is windy, but I'm your comments along with the many United States? We all know the current still able to sit in the hangar and write thousands of other aviation voices mayor of the windy city has a great pas­ this edition of "Straight & Level" dur­ throughout this country in opposition sion for general aviation ... right! Let's ing mid-November. We actually have to the serious attempts to restrict our all pay close attention to this issue. had a weekend with temperatures in freedom of flight in the Washington, This is a serious challenge that needs the 60s, but old man winter is blowing D.C., area. As a result of the more than our personal attention. We also need to up our skirt today with winds hovering 18,000 comments filed, we have won continue to pay close attention to tem­ at around 40-plus miles an hour. Alas, an additional 90-day period for com­ porary flight restrictions (TFRs). Let's all the snow will soon fly. [It did two days ments to continue to be heard. Let's all stay diligent and not give these guys after he sent this inf-Ed.] continue to voice our opposition on any more bullets for their guns. The fall Vintage and EAA board of this ominous issue. February 6, 2006, My partner and I just finished up directors meetings were conducted in is now the new deadli ne for having some extensive prewinter preparations late October in Oshkosh. The planning your comments heard by the U.S. De­ and preventive maintenance on our for EAA AirVenture Oshkosh 2006 partment of Transportation on the pro­ Cessna 120. This is a great bird . It's no is already well underway. The Vintage posed permanent Washington, D.C., award winner, but what a treat to fly. I Chapter 37 volunteer work crew was air defense identification zone (ADIZ). keep making noises around the house also on hand that weekend to con­ It's easy to submit your comments about acquiring an LSA-approved vin­ tinue with the restoration of Harold through the DOT website: http://dms. tage aircraft for the hangar (for all the Neumann's 90-AW Monocoupe Lit­ dot.gov/submit/dspSubmission.cfrn. right reasons), but I have come to the tle Mulligan. The wing is now ready Simply enter FAA-2004-1700S in the conclusion that I need to build a larger for covering, and the Warner engine Docket ID block, and then complete hangar because I just cannot convince is ready to be removed from the air­ the page according to instructions. myself that the 120 would need to go frame. Progress continues to be made, CongreSSional representatives have first, since it's just a bit overweight per and our next trip to Oshkosh will be also weighed in on this issue, insisting LSA rules. There's no way, honey! The on the weekend of December 17, when that the FAA conduct public hearings 120 is tough to beat; 4 gallons an hour, we will be doing a lot of rib stitching. throughout the affected region to pro­ 90 miles an hour, $300 to $400 annu­ That is one big wing! This upcoming vide all pilots, airport operators, and als, fleet discounts through AUA in­ trip will also allow the whole restora­ small-business operators a reasonable surance folks. Ha! I hope my wife is tion team the opportunity to attend opportunity to be heard on th is critical listening. Did that sound convincing? the Wright Brothers Memorial Dinner issue. Public hearings on the issue will Wish me luck! at EAA's premier aviation museum on allow the government to hear firsthand Anyway, do you have your trusty the birthday of flight. accounts of general aviation's ongoing steed ready for the frosty winter fly­ After the board meetings, it was off plight within the existing ADIZ and ing season? Let's all be safe out there. to Florida for a couple of weeks of vol­ how devastating it would be on local Again, happy holi days to you all! unteering on the EAA B-17 Tour. We communities to make it permanent. Let's all pull in the same direction managed to stay out of the way of Hur­ Don't make the mistake of assuming for the good of aviation. Remember, ricane Wilma, but as the tour headed this is a freedom-of-flight issue concern­ we are better together. Join us and have further south we witnessed some of the ing only the airspace way out there in it all. A~ aftermath, particularly related to the the eastern United States! Don't think VINTAGE AIR PLA N E EAA Makes ADIZ The temporary ADIZ has caused - There is no practical admin­ Opposition 'Unequivocal' substantial harm to the region's lo­ istrative method for handling the EAA left no doubts where it cal airports and businesses, as well current ADIZ procedures, and none stands on a proposed permanent as general aviation pilots in the re­ are outlined in the SFRA proposal, Washington, D.C.-area air defense gion. EAA's 39 pages of comments which further burdens already­ identification zone (ADIZ), in outline these hardships with both stretched controllers in the region. comments submitted to the Fed­ broad rationale and specific indi­ - A multitude of flight safety and eral Aviation Administration on vidual examples. In addition to economic threats in the affected re­ November 1. The FAA proposal, drawing opposition from national gion remain under the proposal, and which has also drawn strong op­ aviation organizations, FAA's pro­ in a number of cases they are worse. position from nearly every other posal is publicly opposed by mem­ EAA has also filed Freedom of In­ national aviation organization, bers of Congress, affected commu­ formation Act requests to a half-dozen would convert the existing tem­ nities, and thousands of individual federal agencies, requesting all in­ porary flight-restricted area into a EAA members and other pilots. formation pertaining to the research permanent special flight rules area EAA has several specific objec­ into this proposal and its creation. (SFRA), severely restricting gen­ tions to this proposal, as outlined eral aviation activities in a wide in its comments to FAA Docket region within 50 miles of the na­ FAA-2004-17005-15898: tion's capital. - It is the first airspace proposal "EAA's comments, consistent whose sole focus is to deprive Amer­ with more than 18,000 others icans of their right to have access made to the FAA thus far, stren­ to the National Airspace System. It uously assert that converting the specifically targets recreational and current ADIZ into a permanently general aviation pilots. restricted area is a very bad idea -It is the latest in a disturbing trend and an even worse precedent," said where specific agencies and even pri­ Tom Poberezny, EAA president. "Se­ vate corporations have superseded curity around our nation's capital is the FAA's authority and mandate to a necessity, but this proposal does manage airspace, without operational nothing to enhance security while need or safety-of-flight issues, and de­ it eviscerates the general aviation spite overwhelming public comments infrastructure in that area." opposed to the proposals. DOT Heeds EAA's Call for Extended Comment Period and Public Hearings Paul Poberezny In response to an astounding 18,000 (and counting) comments re­ Honored by FAI ceived, the FAA extended the public comment period for 90 days and EAA Founder and Chairman announced that public hearings would be scheduled for the controver­ Paul Poberezny was honored by sial D.C. ADIZ proposal. The extension pushes the new deadline to Feb­ the Federation Aeronautique In­ ruary 6, 2006. ternationale at October's FAI EAA members now have additional opportunities to assert their centennial celebration in Paris, rights in an important freedom-of-flight issue, thanks to their own France, as one of history's "High grassroots efforts, their association's advocacy work, and echoing rally­ Flyers" who have made notable ing cries coming from many corners of the general aviation community. accomplishments to aviation. The FAA says dates and locations for the promised public meetings will Along with founding and lead­ be announced at a later date in the Federal Register. ing the rapid growth of Experi­ EAA asks members who receive replies from local congressional rep­ mental Aircraft Association and resentatives or other government officials to please fax those replies to the annual fly-in and conven­ the DOT Docket at 202-493-2251 or submit them via the DOT Docket tion, Paul helped establish the website at http://dms.dot.gov/submit/dspSubmission.c(m. Enter FAA­ FAI's Amateur Built & Experi­ 2004-17005 in the Docket ID block, and then complete the page ac­ mental Aircraft Commission cording to instructions. (CIACA). Congratulations, Paul!

2 DECEMBER 2005 EAA AirVenture 2006 Website Launches It's never too early to start plan­ ning for the World's Greatest Avi­ ation Celebration, and the EAA AirVenture Oshkosh 2006 website goes live this month. Visit www.airventure.org to find out what you need to ensure your unfor­ gettable visit. And come back regularly during the days, weeks, and months AHair or Orion? leading up to the July 24-30 event. Both actually. Last month's caption regarding the back cover painting by David Darbyshire wasn't as clear as it should have been. David's watercolor showed a Lockheed in Shell Oil Company colors, after its conversion to a dif­ ferent model. In our caption, I should have referred to it as an Orion, and not

... r>-.. __..~ ...... 107 ..... its previous iteration. _..." - --- ... ""...... ,... The aircraft, originally built as the serial number 180 Lockheed Altair DL-2A, was first delivered to Transcontinental and Western Air in September 1931. It was put into service hauling the mail, but was damaged the following month Type Club List when it was landed gear-up in Columbus, Ohio. It was returned to Lockheed, Every year we publish a listing of where it was rebuilt as a Lockheed Orion 9C Special. It was the only Orion so type clubs that assist aircraft owners built with a metal fuselage. Delivered to Jimmy Doolittle and the flight depart­ who fly and maintain aircraft that fall ment of Shell Petroleum Corporation, it was dubbed the "Shellighting." within our judging categories, plus Doolittle and Shell operated the airplane until May 7, 1936, when it was other clubs whose mission may be of damaged in an accident. Over the next two years, the airplane was rebuilt at interest to our membership. The list Parks Air College in Cahokia, Illinois, and was sold to Paul Mantz in 1938. will again be published in the Janu­ Eventually, it was acquired by Swissair and restored to represent the Lockheed ary issue of Vintage Airplane as well Orion operated by that company in the 1930s. It remains the only example of as being posted on the VAA website. its type and is on display in the Swiss Transport Museum in Lucerne, Swit­ If you are the contact person listed zerland. You can visit the museum's website at www.verkehrshaus.org. Enter for your type club and you've not "Lockheed Orion" in the search window at the upper right of the screen. The heard from us via e-mail or regular screen text will appear in German, but a click on the "en" link included in the mail, but you would like your club left side of the title bar at the top of the page will convert the page to English, listing to be updated, please contact making your navigation to the correct page a bit easier. Jennifer Lehl, VAA administrative as­ Sistant, at vintageaircra{[email protected] or 920-426-6110. By contacting us right away, you'll help us do our best to ensure the listings are accurate.

Grass RunwaylFuel List We've received feedback from roHtlsbOI:tS show you the a number of you who have found with expert Instruction on how the list compiled by Kris Kortokrax to build your own aircraft. to be handy when planning flights There are many opportunities In that will require a fuel stop. We're the coming year to learn the funda· glad you've found it useful, and mental skills you need, such as com­ Kris continues to refine the list as posite construction, sheet metal ba­ . . .. . Students watch instructor Jim Miller dem- he reviews comments sent back to SICS, fabriC covering, and electrical onstrate fabric construction techniques. him via our website, as well as from wiring and avionics. other sources. The list is organized Courses are scheduled for lanuary 28-29 in Oshkosh, Wisconsin; February 11­ alphabetically by sectional chart, 12 in Lakeland, Florida; March 4-5 in Dallas, Texas; and March 18-19 in Watson­ and shows airports with grass run­ ville, California. ways and fuel service. We strongly Tuition ranges from $229 to $289 for EAA members. To enroll in this or any EAA recommend checking the status of SportAir Workshop, or to learn more, call 800-967-5746 or visit www.sportair.org. continued on page 26 VINTAGE AIRPLANE 3 SAVING THE ORPHANS At EAA AirVenture Oshkosh 200S, EAA brought together the FAA and aircraft type clubs to address one of the toughest problems facing owners of "orphaned aircraft".

DAVID SAKRISON AIR VENTURE TODAY STAFF WRITER FOR GOVERNMENTAL AFFAIRS

ebuilding or restoring a vin­ TC, must be covered under a supple­ an aircraft whose manufacturer is still tage or classic aircraft presents mental type approval (such as a fie ld in business (such as a Piper, Cessna, Rcountless challenges. Among approval or an STC), a special ap­ Beechcraft, and others), sometimes them is trying to find the engineer­ proval that allows aircraft modifica­ you can get engineering data from ing data needed to rebuild or reman­ tions that aren't covered under the the manufacturer. Of course, you can ufacture parts in conformity with the TC. Obtaining supplemental type usually get factory-built parts, so you original type certificate. Obtaining approvals can be a lengthy and ex­ may not need the data. that data can be especially challeng­ pensive process. In extreme cases, If the aircraft manufacturer has ing for "orphaned aircraft"-aircraft the use of non-conforming parts gone out of business and you need whose manufacturers are no longer or assemblies may require recerti­ engineering data to rebuild or re­ in business. Owners and restorers fication of the entire aircraft, plac­ manufacture a componen t, there trying to obtain engineering data for ing it in the Experimental category, are several unpleasant possibilities: orphaned aircraft face a web of logis­ since obtaining a new TC and parts The engineering data is lost; the tical and legal barriers. manufacturing approval (PMA)­ documents are nowhere to be found. Representatives of a dozen air­ required for factory-built, TC'd air­ "In some cases," said John Colomy, craft type clubs met at EAA AirVen­ craft-is far too expensive for the chief of the FAA's Small Airplane Di­ ture Oshkosh 2005 to discuss this vast majority of aircraft owners and rectorate, "there isn't any data. We and other issues relating to older air­ restorers. Since it is a TC'd aircraft, have an address, but the lights are planes. They were joined by officials such an experimental aircraft would off and nobody's home. II from the FAA's Small Airplane Di­ most likely be placed in the Experi­ The data exists, but its whereabouts rectorate and by members of EAA's mental-Exhibition category, with re­ are not widely known, and there is no headquarters staff. The meeting was strictions placed on when and how easy way to find it. marked by a strong spirit of cooper­ it could be operated. A few years ago, the FAA began ation and shared goals. Representa­ • Having the engineering data on compiling a database that included tives of the FAA, EAA, and type clubs which the TC was based allows the the location and owners of or­ were unanimous in expressing their owner or restorer to rebuild an aircraft phaned-aircraft type certificates and frustration with the existing hurdles to its original factory specifications­ engineering data. But the "high-re­ and their eagerness to work together to authentic showroom condition. source, lOW-yield" project was halted to create effective solutions. For many owners and restorers, that due to federal belt-tightening. is the ultimate goal of any restoration. You know who owns the data and WHO N EEDS Returning an aircraft to factory speci­ where it is, but you still can't get your ENGIN E ERING DATA? fications increases both its aesthetic hands on it. The former manufactur­ If you are rebuilding or restoring value and its dollar value. ers, or their heirs, have the engineer­ an aircraft, having th e manufactur­ • For many owners and restor­ ing data and related documents but er's original engineering data for that ers, the absence of original engi­ refuse to release them because of con­ aircraft makes it possible to rebuild neering data for even a few parts cerns about liability. In several cases, or restore the aircraft in conformity can bring a restoration project to a attorneys have advised the heirs of with its original type certificate (TC). screeching halt. aircraft manufacturers that releasing That offers significant advantages: the engineering data would place the • Aircraft parts that do not con­ WHAT MAKES heirs under the same legal liability as form to the original TC, or which ENGINEERING DATA an active manufacturer. in the absence of engineering data HARD TO GET? "If owners won't release propri­ cannot be proven to conform to the If you are rebuilding or restoring etary data, we can't get it-we can't

4 DECEMBER 2005 force it," said Colomy. "There is mation is in the public domain and [in working on this problem] has nothing we can do but work with what is proprietary. been useful," said John Colomy. the owners of the data" to try to One type club member suggested "We want to work with you to help make it available. that the FAA should tell TC owners to us deliver some long-term care for EAA's Earl Lawrence told the "either support the type certificate or aging aircraft." gathering at Oshkosh that the li­ give it up" into the public domain. Part of the problem, Frautschy ability issue is very real. If you own "We need to get to that point le­ told the FAA officials, is that "we the data, Lawrence explained, and gally," said Colomy, but we're not don't really have a clear sense of you release it and allow new parts there yet. "It might boil down to EAA what [the FAA] is up against" in try­ to be built, you create a new 18­ pushing for narrow legislative action ing to solve this problem, or a clear year liability tail, just like an exist­ [by Congress] on the property rights sense of what the EAA and type ing aircraft manufacturer. of orphaned type certificates and en­ clubs can do to help. "Whatever we Some restorers have proposed gineering data," he added. can do, let us know." that type clubs or the Several type club EAA purchase existing members asked for engineering data for more-and more fre­ orphaned airplanes. quent-information But the type clubs on what the FAA is can't afford to assume doing to address the that liability, Lawrence problems confronting said, and neither can orphaned aircraft. "If the EAA. you [the FAA] give us Th e FAA has cop­ an indication of what ies of the engineering you're doing, we may data but cannot release be able to come up them without violating with some creative the type certificate own­ ways to help," said er's intellectual property one type club mem­ rights. The data was ber. Colomy agreed submitted to the FAA to issue a quarterly re­ (or its predecessors) as part of the WHAT'S THE port on the FAA's activities, and original application for a type cer­ SOL U T ION? EAA agreed to distribute that re­ tificate. And under law, the FAA is At the August meeting in Oshkosh, port. His first report was sent in required to protect that data as pro­ there was strong consensus on the November and distributed via e­ prietary information-intellectual need for a solution and the need to mail to the type clubs. property belonging to the aircraft work together, but little was offered "We need you to help us de­ manufacturer-even if there is no in the way of practical solutions. velop a road map for dealing with longer a manufacturer or heirs to The FAA staffers pointed to one this issue," Colomy said. "What," claim those rights. approach that does not work: If you he asked, "must the owners of or­ At the August meeting in Osh­ don't get the response you want phaned aircraft go through to find kosh, one type club member cited from the FAA, they said, please don't the owner of a type certificate? And a typical case: the aircraft manu­ call or write to your congressperson. by what process can type certifi­ facturer closed its doors in 1945; When that happens, congressional cates by placed in public domain no heirs have been found; but FAA staff members send questions to the and made available?" Working to­ won't release the engineering data FAA, "and we spend our time an­ gether, he added, the FAA, EAA, because it is proprietary informa­ swering Congress' questions instead type clubs, owners, and restorers tion. Unlike patents, type certifi­ of spending our time working out a need to look for a practical and cre­ cates and PMAs don't expire and solution to your problem." Lawrence ative solution. become public domain after a set and H.G. Frautschy agreed: "Work Addressing his fellow type club period specified by law. But if there through the EAA," said Frautschy, members, Bill Harper, president of is no owner of the type certificate, EAA Vintage Aircraft Association Di­ the Travel Air Restorers Association, who owns the engineering data? rector. "We're here to work for you." said, "You're keeping a damnably Whose intellectual property is it? One FAA staffer added: "We really old gaggle of airplanes flying, with There is no clear answer, and there do try to respond to your questions no help from the type certificate is plenty of confusion, inside and as quickly as we can." owners. That's evidence enough of outside the FAA, about what infor­ "Getting the type clubs involved your creativity." ...... VINTAGE A I RPLANE 5 REMINISCING WITH BIG NICK

THE PYLON CLUB: PART V BY NICK REZICH

PHOTOS COURTESY OF NICK REZICH

Before we close the book on the Pylon Club, I must tell The Stag Beer people showed as promised and were just one more story that I believe you will find amusing. qUite surprised to find the mobile mooring van parked Have you ever heard of Stag Beer? I didn't think so. out front and the crew inside. After the formal intro­ Neither had I, and I was in the saloon business. When ductions were over, John Murray, who was in his usual a Stag Beer salesman called on me to put Stag Beer in superb selling form, went to work on the beer people, the place, I gave him a flat no! But when he informed and by midnight he had arranged for the exclusive use me that Stag, the Griesedieg, chartered the Goodyear of the blimp in the afternoons to fly the Club's mem­ blimp and would have it in Chicago for two weeks bers and the free use of the night sign advertising the as part of their advertising campaign, I changed my American Legion Air Show and the Pylon Club. BE­ mind about an order. I had an American Legion Air LIEVE YOU ME, this guy Murray could sell ice cubes Show scheduled for Chicago during the time the blimp to the Eskimos. First to ride in the blimp were our would be in Chicago, and I figured it would be a great daytime bartenders, Roy and Milo. Roy was shy, mild added attraction if I could have the blimp fly during mannered, and scared of airplanes and would ride only the show. I gave the salesman an order for SO cases of with John; Milo on the other hand, had a striking per­ beer with the provision that he bring in his boss the sonality, was able to tell the tallest story with a straight day the blimp arrived. With an initial order of SO cases face, had an incredible memory, and loved to fly with the salesman promised me the president of the brew­ John .. . with the aid of Jim Beam or Lord Calbert. ery plus five free "promo" cases. Milo and Capt. Smith became instant friends-know­ When the blimp arrived at the old Ashburn Airport ing Milo's personality, this was to be expected. John Murray, our PR man, and myself were on hand to After the first hour's flight Capt. Smith invited Roy greet Capt. Vernon Smith, the skipper, and the rest of and Milo back for a little dual on all the ballast valves the crew. I had flown with Capt. Smith some years ago and the flight controls. For the next four days Roy and in Miami and this was an opportunity to renew an old Milo would go directly from their mail route out to Ash­ acquaintance and invite the crew to the Club. burn Field and fly in the blimp. After about eight hours Reprinted from Vintage Airplane May 1975

6 DECEMBER 2005 of blimping they memorized all the The Goodbeer .. • er, Stagyear. .. uh, Stag Beer blimp. specifications-amount of helium, size, weight, horsepower, etc.­ along with all the procedures of flying a Blimp plus all the balloon lingo. Before the blimp left Chi­ cago, Capt. Smith presented both Roy and Milo their blimp Pilot's Certificates, which were proudly hung on the back bar for all to see. With certificates in hand Roy and Milo became the Club's balloon experts. BELIEVE YOU ME, if you didn't know beforehand that they were mail carriers, you would swear they were the world's foremost bal­ loon pilots. It didn't take long before John Murray recognized their talents as balloon pilots and suggested we capitalize on their humor and balloon knowledge. John im ­ mediately designed a poster and a matchbook cover which read, "Pylon Club featuring Roy and Milo-winners Polish Balloon Races 1901-1903./1 I had 1,000 matchbooks printed with the new cover and Capt. John Murray in the captain's chair ready for take·off. VINTAGE AIRPLANE 7 Therefore, we are more than pleased to enclose membership cards both to you and Mr. J. Dona­ ghue as well as the DC-3 pilots who visited our city. Please be assured a riotous wel­ come awaits you at the Pylon Club. Sincerely, Pylon Club Nick Rezich

About three nights later I re­ ceived a long-distance call from a very excited Mr. Kaliszewski want­ ing to talk to Roy or Milo. After I informed him that Roy and Milo had left for the evening, he began to tell me about the 1901-1903 Polish Balloon Races. I was soon to learn that our pho­ ney Polish balloon gag was going to backfire. As the conversation continued I came to find out that Mr. Ka­ liszewski and Mr. Donaghue were Left to right, Roy, Milo and Big Nick. Notice photos of balloons over Nick's shoulder. good friends of the real Roy and Milo who actually won the races along with the poster I hung some photos of early day of 1901-1903 and that they had helped in the design balloons, Blimps and dirigibles on the wall to go along and building of the winning balloon. He went on to with the gag. tell me that they had not seen or heard from their Then came the 'Polish Joke." Browsing through friends since leaving them behind the Iron Curtain and the Sunday Tribune I came upon an article about Pol­ were most happy to hear that they were in the U.S.A. ish baBoon pilots in MPS who were conducting some He inquired about their health and their connection upper-atmosphere tests in a balloon and had sighted with the Pylon Club. With a name like Rezich he asked some flying saucers. By mere coincidence John Mur­ if I had anything to do with their release or escape from ray had also read the article, and the next night John Poland. By now I didn't have the guts or the heart to suggested we write a letter to the Polish balloonists tell him it was all a gag. He then inquired if Roy and and invite them down for a weekend. I immediately Milo would be in the place Saturday and Sunday, and if dispatched the following letter: so, they would fly down for a visit. Again I didn't have April 30, 1952 the guts to tell him about our Roy and Milo. I assured Mr. J. J. Kaliszewski him that the balloonists would be in the Club over the Supervisor of Balloon Manufacture weekend andtold him to call me when they landed at Aeronautical Research Laboratories MDW, and I would send a car to pick them up. General Mills Now!! What the hell do you do about entertaining a Minneapolis, Minnesota couple of REAL Polish balloon pilots who come to see Dear Mr. Kaliszewski, their long-lost ballooning friends and all I have to offer After your terrific title we are understandably out of is a couple of mailmen masqueraded as balloon pilots? breath; however, our lounge is recognized as a meeting Well, the first order of the day was to make sure that place for pilots, maintenance men and balloon pilots. both Roy and Milo were not in the place and make The enclosed matchbook covers will explain the bal­ sure they didn't come in. Next I recruited my brother loon angle. Mike and the late Dan Clark to act as /I Ambassadors of Your recent sighting of flying saucers, as you know, Good Will" representing Roy and Milo. Mike, being received nationwide recognition. The revelation that a historian of sorts, was able to answer most of their ballooning is still being practiced in this country comes questions about early day balloons. In fact if it wasn't to us as quite a pleasant surprise. for Mike and his knowledge about early day aviation S DECEMBER 2005 we would have blown the whole bit. place close to his home in LanSing, Illinois, instead. When they arrived, the first thing they spotted were When I found it almost impossible to fly for Interna­ the photos of the balloons encircled with a huge wel­ tional Harvester and run the Club properly, I informed come sign, signed by Roy and Milo. the membership that I was going to close the Club and They were anxious to see Roy and Milo, and then move to the country, where I could spend more time the 64 million dollar question-"Where are they?" I with my newborn son, James. very nervously informed them that because of their With the announcement of the Club's closing came age and a very important dinner the next day I had not a torrent of suggestions and offers to keep it open, been aware of, they had just left and regretted not be­ none of which I felt were acceptable. I set the closing ing able to stay and visit. date, and without any other communications other By now Dan and Mike took than member to member, the reins, Dan plying them with they came from all four cor­ drinks and Mike talking about ners of the U.S.A. and some balloon races. Next we cranked And so went the from Europe. up the band and played polkas Now, I wouldn't say we to which they sang and danced. had the biggest or loudest By midnight they were having pylon Club. party in Chicago, but I do re­ so much fun they more or less call that the University of Il­ forgot about trying to see Roy or linois measured a tremor of Milo. They stayed until closing about 6 on the Richter scale, and flew back to MPS the next with the epicenter being in morning, never knowing that another 1,000 stories the vicinity of 3017 W. 63rd Roy and Milo and the Polish Bal­ St. When it was all over and loon Race was all a gag. that you time to turn in the key for And so went the Pylon Club. the last time, I then fully re­ I could tell another 1,000 stories alized my costly mistake of that you wouldn't believe, and I wouldn't believe having 3-D murals painted could write 2,000 chapters that on the walls instead of can­ are X-rated, but I promised the vas. I would have paid any boss and Father John I would keep it clean. If you are amount to have been able to take just one of them really interested in hearing more about the Pylon Club, with me. The murals stayed, but the wealth of mem­ meet me at the volunteer booth, and after you sign ories contributed by the Pylon Club membership up we will all sit down to a cool one after the evening will remain with me forever. show and I'll tell it all. Yes, I miss the Pylon Club to this day. And as I pen The Pylon Club closed on a rather sad note. PRPA this closing chapter I find the lines are becoming deflated my interests somewhat, but the real reason I blurred and am having difficulty swallowing. closed the Club was my desire to fly. I dedicate this series to all the wonderful people who Club Member Bill Dotter, chief pilot for Interna­ entered and exited the Pylon Club, leaving behind a trea­ tional Harvester, came in one night and made me an sured friendship that has enriched my life. Thank you!! offer to fly a DC-3 for International Harvester. I could Mr. Mulligan Addendum not resist accepting. International Harvester was one Here are some never-before published photos of the of the first corporate fleet operations that had good "Mulligan" taken at the crash site by Mr. Earl Ewing of equipment, good pay, and stability. Sellersville, Pennsylvania. Mr. Ewing was one of the men I tried to keep the Club open and fly every day, but it who built the first DGA and later became my boss as plant just didn't work out. Schedules, hours, and image never superintendent. He and the late Mike Molberg went to work out. Rather than sell the place, I approached for­ New Mexico to bring back the remains of the Mulligan. mer Thompson Trophy racer Bruce Raymond-second These photos reached me the long way around. John in 1948, 4th in 1946-and asked him to take over the Turgyan visited with Mr. Ewing recently to learn all Club and run it as his business without any invest­ about the DGA 15 and past Howard history. Mr. Ewing ment. All I wanted was to see the place stay open as the gave John the photos to send to me. Pylon Club with an aviation personality at the head of Mr. Ewing says he will try and be on hand at Oshkosh it. Bruce was somewhat reluctant to get involved in the for the Howard Forum. If he makes it to Oshkosh in his saloon business, and he also feared the place might lose T-craft, I promise you a very interesting speaker. He is the business with me being out of it. I tried to convince now retired after spending many years with Bell Aircraft him that he had nothing to lose but his time, but the as plant manager during and after World War II. deal never jelled. He opened a hamburger and root beer -Big Nick VINTAGE AIRPLANE 9 Above: That's the Howard company truck in the background, driven to New Mexico by plant superintendent Eart Ewing and the late Mike Molberg to retrieve the remains of Mr. Mulligan. Although some scraps and junk were left behind, the major portions of the aircraft were trucked back to Chicago and after study, were chopped up and passed out to employees and friends as souvenirs.

The culprit that caused the crash of Mr. Mulligan-a prop blade that separated from the hub in flight.

Miraculously Benny Howard and his wife, Maxine, survived this crash, although both suffered severe leg injuries and Benny ultimately lost the lower portion of one leg.

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AMATEUR I AVIONICS l LANO MOBILE I MARINE I RECEIVERS I SYSTEMS ional The Barron family LC-126C

Budd Davisson

the spirit of entrepreneurialism was alive and well in the Barron household."

12 DECEMBER 2005 t's his fault," John Barron ,, says as he playfully slaps at his grown son, Mike. "He's the one who got us Thing into this whole 195 thing. Even as Ia kid he was trouble. He'd sit over there on a couple of phone books, not quite able to see over the panel on the 140, and fly instruments nonstop. He was nothing but a voice-command autopilot that eats. And now he has my grandson, Dillon, doing the same thing! It's his fault!" You have to be around all three gen­ erations of Barrons-John (60), Mike (38), and Dillon (lO)-at one time to really enjoy the Dangerfieldesque feel­ ing to their relationships. They can't get no respect, to paraphrase what Rodney would say. But underneath it all is an enormous amount of respect borne of understanding of what each has contributed to the whole that is the Barron family. With Dillon be­ ing the third generation of Barron to bear the weight of a severe case of av-infection, it would be hard to pick a more aviation-oriented family. And their Cessna LC-126C is equally as unique as they are. John and Mike Barron (they'll prob­ ably argue who I should have listed first) have become the go-to guys for 195s nationwide because they not only restore the airplanes, but also duplicate a wide range of airframe parts that restorers would have a dif­ ficult time doing with out. As with so many things in aviation and life, however, that wasn't the plan. It just sort of happened. John, the patriarch of the group, lives in Perry, Missouri, not far from where he was born and raised, and can clearly remember the exact moment the flying bug bit. "I was standing in our backyard, The LC-126C is brightly marked to and a Cessna 120 flew overhead and make it visible for its primary mission, its shadow went right across me." He air-sea rescue in Alaska. says it as if he can still feel that shadow upon him to this day. "I had a college friend who flew, and that's what really got me into learning to fly. Then, I happened PHOTOS BY STEVE SCHULTE to be out at the airport when I saw a 150 have an accident, and some­

VINTAGE AIRPLANE 13 withpure amilitary plain metal spartan, III11IIIIIIII floor and minimal upholstery. The ex­ pansive cockpit is ac­ cented by the familiar Cessna "piano key" switches in the lower center of the instru­ ment panel.

14 DECEMBER 2005 - .... ~ ..

"""-' . - .. ' •. '.~~ ~.b. ~~'" -;"~"':t.;.~~ "~l "-,1;-~\ ~~"V;'~· ..'- <'If.:'~-';: how I talked the owner into letting He remembers, "My most memo­ me help rebuild the airplane in ex­ rable airline trip was my first as cap­ change for flying time." tain on the DC-9. Dispatch had set Obviously John Barron's taste it up so my co-pilot would be my for things mechanical and re­ son, Mike, and they let us pick any creating flying machines started at trip we wanted. We picked Spring­ an early age. field, Missouri, because they have a "I was out of college about 11 Bass Pro Shop there. That's as good months, working a regular job, a layover as it gets." when I realized I had to be doing Mike was born while his par­ something with airplanes." ents were still in college, so he lived To make a circuitous story under­ through the entire process of his standable, let's just say that some­ dad building a career in aviation. how he wrangled a job as a ground "I got my first airplane ride when instructor for TWA. I was 2 weeks old in a Taylorcraft," John laughs when he says, "There he says. "I don't remember much I was the senior ground school in­ about it, obviously, but I got very structor on Boeing 707s, and I'd seriously active in flying by the time never so much as ridden in a jet." I was 6 or 7 years old. My dad had We wondered how that hap­ a long string of airplanes and was pened, but didn't ask the question constantly going places in them, because it was obvious the answer and he'd toss me in the other seat. was going to be a long one. He did, By the time I soloed at 16 I had however, ride the ups and downs three or four hundred hours. of airline life until finally retiring "In the beginning I couldn't while flying B767s. see out and could touch nothing Below: When mounted on floats, almost but the control stick or yoke, but every airplane must have additional fin Dad told me how the instruments area added to compensate for the side worked, so that's how I flew the area of the floats' added forward of airplane. My son, Dillon, has to the CG. On some aircraft the fins seem do the same thing in the 195, but to be added as an afterthought, with he flies looking out the side most little regard to the aesthetics of the of the time. I don't know how installation. Not the LC·126j its beauti· he's going to react when he's tall ful auxiliary fins match the rest of the enough to actually see over the structure perfectly. nose of an airplane." In true Barron family fashion, Dillon got his first flight when he was 9 months old in a Cessna 170A. He was barely 1 when he made his first cross-country and has been to Oshkosh nine times. Proud grand­ dad John says at 4 years old Dillon could do everything in the airplane but taxi or land it. He gets a chance to fly a lot of airplanes but seems to like the Twin Beech best, as he claims he can see out of it better. An airline family always has its ups and downs because it's almost inevitable that furloughs are going to happen, yet the bills have to be paid. In the Barron family, how­ The LC·126C has this left side escape ever, it could easily be said that the hatch added for float operations, just furloughs were the good periods, in case of emergency. while flying the line was an inter- VINTAGE AIRPLANE 15 ruption in the various businesses and that's when the love for the air­ wasn't available and the one we they were building. plane and his natural entrepreneur­ had was only good for a pattern, Mike says, "Dad had me rib­ ial bend crossed. so we'd make a new one. In air­ stitching really young, and the first "Even though I couldn't really planes like the 195, certain parts I remember was helping re-cover afford it, I bought a project that get used up a lot, like gearboxes the surfaces on a T-6. Dad started had been in pieces for something and belly skins and wing ribs. Plus rebuilding airplanes every min­ like 20 years. It was up in Michigan, other parts, like the magnesium ute of his free time, and naturally, and it was a really short-notice deal, aileron hinges, corrode like crazy, he put me to work. Among other so I didn't have time to plan for it and there is no replacement. things I'd be the guy holding the and get some help. In fact, my mom At some paint, when a restorer bucking bar down in the tail cone, and I went up there and loaded it has to duplicate the same compo­ which probably didn't help my by ourselves. We worked most of nent over and over, he is forced hearing any." the night, crashed in the lobby of into tooling up like the original The elder Barron worked in avi­ the FBO at about two o'clock, and manufacturer to make sure the ation-parts businesses during fur­ drove back to Missouri at four. It parts are true. lough periods, and Mike grew up was a long day, but I had my 195." "We have jigs for every compo­ learning not only how to craft That first airplane was a 300­ nent of the airplane, including the pieces of metal into machines hp, 1948 model, but circumstances wings, fuselage, and tail. There are that fly, but also slowly that you forced him to put it in storage for only a few parts of the airplane that don't have to go looking for a job a while. we haven't tooled up for, and sev­ because, if you're clever, you can "Eventually, I sold that airplane eral more parts and STCs are in the invent one: the spirit of entrepre­ to a customer and rebuilt it for him. works to add to the PMA list." neurialism was alive and well in He wanted it polished, so we had It's that last part, the FAA PMA the Barron household. to do a bunch of reskinning. Then, approval, that can often be harder "I was 13 or 14 when a family little by little, I found myself doing than making the part itself. friend bought a 195, and I can't more and more 195 work." "The first couple of times we begin to tell you how much effect Anyone who spends a good por­ went for STCs or 337s on some of that airplane had on me," he re­ tion of their days working on a our stuff it was like pulling teeth. members. "I'd sometimes go down specific type of old airplane gets There was absolutely no con­ to the airport just to sit and look to know that airplane really well sistency. However, after you go at it. I found out really early what and quickly realizes which parts are through the same process with the an airplane is supposed to look and hard to find and which are, in some same people enough times, it be­ sound like." cases, nonexistent. comes almost, but not quite, rou­ It was some years before Mike "As I'd be working on an air­ tine. We know what they want was able to scratch that 195 itch, plane we'd find that some part just before they ask, and that's the kind

16 DECEMBER 2005 of backup we give them. Edo 3430 floats and skis "We started out mak­ in addition to the stan­ ing easy parts, like interior dard landing gear. The trim pieces that go around original skis supplied the carpet, and the etched with the airplanes didn't sill plate for the door, and have sufficient 'floata­ the plastic overlays on the tion' for the 8-foot-deep bottom of the instrument snows encountered in panel. Then we got into the Arctic regions and building structural parts, had to be enlarged. beginning with ribs. Now liThe'A' models were we even make things like very much standard a new milled 2024 replace­ Cessna 195 models with ment for the magnesium an emergency escape aileron hinges. door, Single-side ex­ "We're especially proud tended baggage compart­ of the aluminum wheel­ ment, float attach kit, pants we make. They are exterior steps and grab finished better than those handles for Wing-top ac­ that came out of the fac­ cess, specified radio gear, tory. We also duplicate the jettisoning main cabin lower cowl pieces with the door, auxiliary vertical intake in them. And we got seaplane fins, and aircraft an STC to put oil drains in lift rings. the intake tubes to make it easier to 195s flying and another 100 that are liThe 'B' model was the same ex­ prevent 'hydraulicing' [hydraulic sitting in someone's hangar or barn cept for the addition of a heater locking] the engines." collecting bird droppings. However, cover over the top of the heater It's no secret that a significant very few of those are the military in the cabin, Goodyear crosswind number of 195s have suffered version, the LC-126, and that, Mike gear, and radio equipment. ground loop damage, and when decided, was what he wanted for liThe LC-126C models were the they decide to go around, they gen­ his own airplane. most modified of all with all of the erally do serious damage to the "I wanted an LC-126C not only previously mentioned items plus airplane, including yanking the because it's a sorta warbird, but for accommodations for single or dual gearbox out of the fuselage. This is our business and lifestyle it would stretcher installations, extended a major deal and requires rebuild­ work much better than a regular cabin/baggage area with a large ing the entire lower, forward part 195. The big baggage compartment cargo door. It had a dual light tail of the fuselage. Because the Barrons and extended passenger area would cone (white and yellow), parachute had seen the same damage so many let us carry props and big parts to pack seats, and snap-on cushioned times, they designed a way to at customers, and Dillon and I could upholstery with snap-over seat cov­ least minimize the damage. get lots of camping gear in there." ers. The auxiliary vertical fins were "We got an approval for a mod­ LC-126s are an airplane that designed and added to the aircraft ification in which, among other most of us know very little about, by Cessna as part of the standard things, we put an interior skin on but Mike and John have become seaplane installation. Along with that part of the airplane, which experts on it. that came the lift rings, zinc chro­ greatly stiffens it up. A lot of what "During the Korean war period mate primer inside and out, and we did was a theoretical improve­ there were a total of 83 LC-126 air­ the seaplane (escape) door on the ment until one of our custom­ craft produced. Fifteen LC-126A left side of the fuselage. The aircraft ers did a dandy little ground loop models were purchased by the worked well on floats, but was not a in an airplane that was equipped military in 1949 and delivered in strong performer getting 'un-stuck' with that mod and tested it for us. 1950. Five LC-126B models were from the water. There is not enough We were really pleased when we purchased in 195 I, and 63 LC­ aileron to 'walk' it out, so most com­ saw that the damage was confined 126C models were purchased in monly it's abruptly rotated at 50-60 in such a way that we only had to 1952. These airplanes were used mph, then accelerated in ground do about half of the usual amount for a large variety of workhorse effect before climbing out. The air­ of repair." duties and training. Each aircraft plane also has an extremely high Mike guesses there are about 550 was delivered to the military with rotation rate in a spin with floats, VINTAGE AIRPLANE 17 something I don't plan on trying. the Fort Rucker Fly­ "One of the really fun parts of ing Club plane until taking this airplane to fly-ins is around 1962. When talking to guys who flew them for surplused, it went to the Air Force. A lot of them oper­ Texas and was flown ated in Alaska, where they landed up until 1967 when it on just about everything, and we'd was disassembled. It hear stories about landing on rocky was purchased by the ridges, winding dirt roads, shore­ late Thomas Henley lines, and up to 8 feet of loose (father of Mark and Al­ snow! They said they'd often sink len Henley of the Aero­ up to 3 feet deep in loose snow and Shell T-6 team fame). have to dig and pack ramps in front They returned it to fly­ of the airplane to get it 'back on top ing status in 1991, and for takeoff. "' I bought it from the "Their standard short-field land­ brothers in 2002. ing procedures were something else. "Since then we have They'd slow to just above stall, con­ replaced some skins trol sink rate and angle with power, and airframe compo­ then prior to touchdown stand on nents. We installed an the brakes and hold on! The air­ engine with the cor­ plane would hit in a tail-low atti­ rect 300-hp configu­ tude and skid to a stop in about 100 ration, replaced the feet! I used to do that regularly in a prop, installed correct Helio, but I haven't tried it in a 195 crosswind gear, then and won't unless I have no choice." stripped, polished and A number of the airplanes were painted the aircraft operated by the 10th Rescue Squad­ in the arctic-rescue ron that became something of a scheme. This airplane legend during the 1950s. was built as a tribute "The 10th Rescue Squadron was to the aircraft type as Dillon BalTOn cleans up the family Cessna LC-126C. sometimes referred to as the'10th well as to those who Like his father, Mike, and grandfather, John, he's been hunting and fishing squadron' as fl e w themin what bitten hard by the aviation bug. they often provided recreational were truly wild parts of Alaska. I • Lift rings for cabin top aircraft services for VIPs. But, there plan to take this airplane to Alaska • Original split rear seat back are lots of stories about Col. Allen's in the future, if nothing else be­ . Stretcher and installation hard­ adventures of aircraft torture in the cause my son, Dillon, insists. ware Aleutians. Like landing at sea with "The airplane is a 1952, LC­ • Original radios or faceplates zero visibility by setting up a 50­ 126C, serial number 7815, 300-hp • Edo 3430 float installation kit foot-per-minute descent and pull­ Jacobs R-755-A2 engine, Hamilton or kit and floats (damaged or ser­ ing power when they started hitting Standard 2B20 propeller. It has the viceable) for patterning. Pictures wave tops, then waiting sometimes original Goodyear crosswind gear, and data for reference. two to three days anchored in a and we also have skis. I plan to • Many airframe parts, as he is rocking cockpit! put it on amphibiOUS floats, which building another from a stripped­ "They said they were always run­ has never been done. I don't know out and damaged fuselage. ning out of interior space for stuff, which floats yet. That depends on It has been said that the fam­ so they routinely strapped the rest who is most willing to work with ily that flies together stays to­ to the floats and the aircraft exterior. me on the STC." gether. However, when you have They said it flew a little crooked at Mike says he's a long way from three generations of pilots in the times, but was very acceptable. All satisfied with the airplane because same airplane, the pressure on fam­ of these men's affections and memo­ there are still some original equip­ ily relationships can often become ries of this airplane are very strong." ment parts he hasn't been able to strained. After all, who gets to fly? The Barrons spent some time locate. His shopping list includes: Since it's a given that young Dillon looking for a "C" model, and persis­ • Main cabin door jettison han­ is going to be sitting in one of the tence finally paid off. dle, pan, and hardware front seats, who gets the other one? "This aircraft served at Fort Rucker, • Yellow nav light lens John or Mike? That's a good kind of at least in its last years, and then was • Original floor mat for cabin family problem to have...... 18 DEC E M B ER 2005 A beautiful day is not complete unless it is seen from the inside of a cockpit. The Vintage Aircraft Association is providing you with the opportunity to bring the magic of flight to your home, office, or hangar. Take flight with the 2006 VAA Calendar, Free Skies Forever!

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Wings program

Last month I ended my column ticipate in a personal recurrent train­ award for the next phase." (For com­ with a statement that if we all made ing program." There are 20 phases plete information, you can read the it a point to obtain frequent recur­ of the program. A set of wings and FAA's AC 61.91H.) Furthermore, com­ ren t training, we could certainly a certificate are awarded for the first pleting a phase of the program will reduce the number of aviation acci­ 10 phases, and just a certificate for fulfill the requirements of a flight re­ dents. That statement came from a phases 11 through 20. view as mandated by FAR 61.56. gut feeling, and to be honest, I had "All training requirements for each Let's look at what training is re­ no numbers to back it up. But a week phase of the program must be com­ quired to complete a phase of the after completing that article, I seren­ pleted within 12 months. After com­ program. A pilot must attend an dipitously got some numbers to fuel pleting a phase of the program, pilots FAA-sponsored or -sanctioned safety the fire for recurrent training. seminar or industry-conducted re­ Jack Keenan, the Boston FSDO current training program. (There are Safety Program manager told me sta­ ".. . pilots who online seminars that will fulfill this tistics had been released document­ requirement as well.) In addition to ing that pilots who participated in participated in the safety seminar, a pilot must ob­ the Wings program reduced their tain three hours of flight training, to chances of having an aviation­ include one hour each of maneuvers, related accident by 98 percent. That the Wings takeoffs and landings, and instru­ is a rather Significant number. And it ment training. would certainly seem like incredibly program reduced I have heard many pilots say: cheap insurance. (And in fact, insur­ "Why should I get three hours of ance underwriters have taken notice. their chances of flight training when I can save a lot Some of them are now offering pre­ of money by just getting a biennial mium discounts to pilots who un­ flight review (BFR) every other year, dergo training within the program.) having an and that BFR will only be an hour However, I wouldn't be surprised if of flight and an hour of ground?" there are readers of this column who aviation -related The vast majority of the pilots who are unfamiliar with the Wings pro­ think this way typically log less than gram. And then there are others who, accident by 100 hours per year (and some barely although familiar, prefer to forego it log 10 hours in a year.) Back in the and just conduct a flight review every days when I was flying air taxi and other year. So let's take a look at the 98 percent." operating under FAR Part 135, I had Wings program, offiCially known as the to undergo recurrent training every FAA Pilot Proficiency Award Program. may begin working on the require­ six months. And I was flying more To begin with, the Wings program ments of the succeeding phase at than 1,000 hours a year. I always is an FAA recurrent training program. any time; however, 12 months must had a love/hate feeling about those Its purpose is to "provide pilots with pass between the date of completion checkrides. I never looked forward the opportunity to establish and par­ of that phase and application for the to them, because I knew I was going 20 D E CEMBER 2005 to have to work hard, dealing with (maneuvers, takeoffs and landings, a vast variety of simulated emergen­ The Wings and hood work). The second session cies. But afterward I always felt grati­ we will build upon skills that were re­ fied that I had received the training, program IS a viewed (or sometimes learned for the and I always felt that I was a better first time) in the first session. pilot as a result. wonderful For example, in the first sessions So I'll say it once again; a great rea­ of maneuvers we will practice slow son for participating in the Wings flight, steep turns, and basic power­ program is it's cheap insurance. Not opportunity to on and -off stalls and recoveries. In the kind you pay a direct monetary the second session we'll fly approach premium for, but insurance against practice not only and departure stalls, cross-controlled the possibility of an accident or inci­ stalls, "falling leaf" stalls, and if the dent that comes about as a result of those things you client is up to it (and the airplane ap­ less than sufficient recurrent train­ proved for it), spins. We might also ing. I doubt that any of us go out to include chandelles, lazy-eights, and our airplane to fly with the thought, rarely, if ever, do, wingovers as well. "Gee .. . I think I'll have an accident In the realm of takeoffs and land­ today!" But if we don't train for that but also to learn ings, the first session will concentrate eventuality, how will we ever be pre­ on normal and crosswind takeoffs pared for it when it does happen? some things you and landings, short- and soft-field Engines do quit. We occasionally do ones as well, and absolutely some fly inadvertently into IMC condi­ go-arounds. (It has been my observa­ tions. And every once in a while, might never have tion that many pilots rarely, if ever, the wind does kick up above fore­ practice go-a rounds. Yet there are so cast velocities or vectors and we practiced before. many accidents, some of them fatal, find ourselves facing a crosswind that come as a result of a botched go­ landing that exceeds our personal abilities. Receiving periodic train­ ing for these eventualities (and so many more) will have us ready when they do occur. I know that most private pilots do not fly the amount of hours that professional pilots fly. But if the pro­ fessional pilots (flying in passenger­ carrying operations) must undergo recurrent training every six months, how is there any way t hat a pilot who only flies from 10 to 100 hours per year will be able to rationalize only one hour of flight training every hese are the first tools you need to buy other year, as in a BFR? Twhen you re ~ cover your airplane. Anyone The Wings program is a wonder­ who has used them will tell you they're the ful opportunity to practice not only next best thing to having one of our staff right those things you rarely, if ever, do, but also to learn some things you beside you. The VHS tape and the DVD will might never have practiced before. give you the Big Picture, and the manual will Here is the basic syllabus I use for cli­ walk you step by step through every part of ents who come to me for the three the process. You're never on your own when hours of training for the program. you're using Pol y~ Fibe r. " 7 •. To begin with I try, if pOSSible, to ! ' '" I I... ~ .l'''' ~ schedule the training for one day, di­ )-\ ~~. vided into two sessions, each one­ www.polyfiber.com e-mail: [email protected] i " , . ~ , I , ~ , ' and-one-half hours long. In each ) 1 ! ~ I I II .l'j / session we will spend one-half hour Aircraft Coating. on each of the three areas of training 800-362-3490 VINTAGE A I RPLA N E 21 around.) In the second session we'll After all, how often will a pilot Wings program training session with kick it up a notch. I like to spend a lot have a 5,OOO-foot by ISO-foot run­ me not feeling as if that pilot has got­ of time practicing simulated power way to glide to when the engine ten a big bang for his or her buck. failures, all to a landing. quits for real? More often than not, My clients leave the training feeling We might start by learning how the only landing sight available more confident, knowing they are a much altitude we'll lose in a power­ might very well be a short, recently bit more prepared for the eventuality off, gliding 270-degree turn. I typ­ plowed field surrounded by trees of the yogurt creeping up over their ically do this over the runway and and/or power lines. If we train to eyeballs. Their insurance companies also see the results of turning both that eventuality, we will be so much are happy to know that the risk level into and away from the wind. We'll better prepared to handle it, when for them has gone down. And the then add the altitude lost to the field the need arises. skies have been made a bit safer for elevation, and simulate an engine What I do with my client for the all of us. failure on takeoff, make the turn hood-work depends on whether he Check with your local FBO or your back to the runway, and land. or she is instrument-rated. The first FSDO's aviation safety inspector for Then after practicing some 180­ session, regardless of rating, consists the date of a local Wings program degree power-off landings, I like to of basic attitude flying and recoveries and get started. The Wings program practice a simulated engine failure from unusual attitudes. The second is a win-win situation. I'll be taking from altitude (3,000 feet to 4,000 feet session for the VFR pilot typically my own Wings program training AGL at a minimum). This is flown to consists of flying a nonprecision ap­ next month for yet another phase. a landing, but not to just any land­ proach, as well as getting vectors to Won't you join me in the program? ing on the runway. Instead we en­ a straight-in landing, as if it were an deavor to make it a spot landing over ASR (approach surveillance radar) ap­ Doug Stewart is the 2004 National a 50-foot (imagined) obstacle. Oh, proach. For the IFR-rated pilot the CFI ofthe Year, a Master Instructor, and and did I mention that it also has to second session is usually spent doing a DPE. He operates DSFI Inc. (www. be a soft-field landing and we have to partial panel work. dsflight.com), based at the Columbia be stopped within 1,000 feet? I have yet to have a client finish a County Airport (lBl). ....

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• 1960: Owned and operated charter service in Bessemer, AL

• 1963: Appointed pilot position Governor's office

• 1966: Employed by Air America as line captain flying (,45 Beechcraft

• 2005: Still flying "Super Swift" or Poor Man's P-51

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WW-II brought about the im­ to learn how to do things with Hah! Piece of cake, I thought! I mediate need for production of my hands and my head. was sure wrong. war materials. Guns, airplanes, The grizzled machinist who The first thing I found out was ships, tanks, you name it. We was to be my teacher was old to that the hack saw wouldn't cut needed everything. this kid; he was probably almost straight, or so I thought. After Coupled with this almost im­ 30! He took me over to the tool several attempts my mentor fi­ mediate need were the drafting crib and checked out a hacksaw, a nally took time from his job to and enlisting of many of the men file, and a square. explain to me the right way to use and women who manufactured that infernal tool. the items, and the tools to make Look at the edge. That edge is the items so desperately needed composed of a whole bunch of lit­ to carryon the war effort. tle chisels. They are heat-treated There wasn't time to bring a The grizzled to be harder than the material person into the shops and teach you want to cut. them all the finer points of the Each time you push the saw business, such as how to properly machinist who across the material, those little use tools to their advantage. There chisels chip away some of the was no time for apprenticeships. was to be my metal. When you pull it back, the One of the things that puts man chips are cleaned out and the little ahead of the animal is his ability teeth or chisels are ready to take to invent and to perfect tools to teacher was old out some more metal on the next help him accomplish his goals­ stroke, and I do mean stroke. the ability to see a problem and to this kid; Push it hard and you'll make then devise a way to solve that more work for yourself and prob­ problem. ably, as you've found out, make The wheel didn't just happen. he was probably the cut go awry. Why? Because It was invented to assist humans some of the cuttings are now in transporting heavy objects almost 30! jammed in the spaces between from place to place. There have the teeth, and they can't do their been many variations in how the job. Another thing, there are sev­ wheel is used, but the basic inven­ eral different saw blades; some are tion was there, long ago provided 18 teeth to the inch, some are 24. by a long forgotten early man. Next was the raw-stock rack, There are others, too, and the de­ I was fortunate to be at the tail and there he selected a chunk of signed use is for thinner materi­ end of the apprentice world. I was steel, handed it to me, and ex­ als, heavy materials, soft or hard, put into a machine shop to learn plained that I was to cut and fin­ as required for the job. Some for the business. There was no way ish that chunk of steel into a per­ bar stock, some for tubing, some my family could ever send me off fect I-inch cube using only the for plate, and others for alumi­ to college or pay my way through tools and measuring square I had num and or brass or other alloys. acting or journalism school. I was in hand. This was the beginning for me.

24 DECEMBER 2005 From that day on it was up to me 14 Teeth Per Inch). for Softer etala, they're not using them properly to envision what the tool I was Large I::leCtiona- or not using the proper tool. The using was trying to do, and ap­ CORRECT INOOB.B.ECT old axiom of "Get a bigger ham­ ply it to the job it was intended mer" comes into play when some­ for. Sure, there were many times one just can't understand and re­ I was in a hurry, or wasn't really alize that his white-knuckle grip in the mood, when I almost de­ isn't doing the job. If the job re­ liberately ruined the work or the sists your efforts, then stop! Stop J11De Tee\b. No Cblp tool, trying to do something that CJearaDee. Teet.Il ~ and analyze the job. Think about wasn't what it was designed fo r. it. What can I do? There must be But the tool always won. It would 18 Teeth Per Inc~~h, Tool Steel, High an easier way. What tool do I re­ earbon e.nd . ,.speed Steel disintegrate itself before it would ally need? give in. Do I need some penetrating oil to The next thing my mentor did loosen this nut? Am I going the right was watch me ply the file. Again way with the torque? Will a little he let me mess up the piece a cou­ heat do the job, or maybe a breaker ple of times before he stepped in FIDe TIIe\b. No Chip . bar? Don't make the mistake of trad­ C__ .Teet.Il~ and again became the teacher. ing off your intelligence for brute The file, much to my amaze­ strength. There has to be a way-you 24 Teeth ~er Inch, for AnJde Iron, ment, was much the same as the Brus, Copper, lrog Pipe.~tc. just need to find it. saw blade. It, too, was a flat plane We have all seen tool marks on with all the little chisels to do the machines and equipment. Here is job of planing off excess metal a nice-looking, almost-new piece and shaping the piece. Again, let of equipment, and some guy has the tool do the work. Just guide used a vise grip on a chrome­ it, being careful to hold it square plated piece. Man, that goes right and draw it back across the work through me. Use the proper tool. to cleanse the metal chips out of If you don't have the proper tool, 32 Teeth Per loch, for Conduit and the teeth. Other'I'hiD 'f'ubiDg. Sheet Metal Work then go get one, or get someone It took me all that first week to who has it. make the 1-inch cube. A whole In doing our owner-assisted an­ week to really learn to measure nuals, the first time one of the and to use that hacksaw and file. owners comes into the shop, it is I didn't accomplish a thing for a constant struggle educating him the corporation that first cou­ or her in the use of the right tools. ple of weeks. I did accomplish No gas pump pliers, no butch­ something for myself, though. I ered-up screwdrivers, NO ham­ learned one of the first and fore­ mers, and NO brute force. most basics: that the tool is there We use replaceable bit screw­ to work for you. Guide it and use drivers. We use hand tools, not it in a manner that allows the tool its flight characteristics-and I was power screwdrivers and impact to do its job. a pilot! wrenches. We also take our time That whole concept helped me But back to the tools. I suppose and do the job like it's supposed the rest of my life in many jobs. the first real tool was the lever. How to be done. Parts are "fit" to­ Even learning how to fly. many types of levers can you visu­ gether, not forced into place, and How? Well, the airplane is built alize? Watching kids have fun on a we make every effort to keep a to fly. It already knows how. It is teeter-totter. The two-by-four lifting clean house. That doesn't apply designed to fly. All I had to do was an object. The "crow" bar, pinch bar to our language, though. Some­ let it fly. Let it do the work, while . .. boy there are a lot of uses for le­ times that is the only recourse we I guided it to where I wanted to vers. They are door handles, screw­ have when it comes to a stubborn go and do what I wanted to do drivers, foot pedals, you name it. Just situation. It helps to swear a little with the least disturbance of its about everything we touch, even the once in a while. normal flight characteristics. keys on this typewriter, are deriva­ It's over to you, and there will be It was that simple. All I had to do tions of the lever. more of this if I hear you want it. was learn the rest of the basics-he The biggest problem I have crosswind effects, the parameters of with people and t ools is when ~"~ VINTAGE AIRPLANE 25 continued from page 2 MAJOR FLy-INS fu el availability before departing, 200 6 as the hours of operation and fuel u.s. Sport Aviation Expo (Rescheduled from October 2005) status can vary from day to day. We Sebring Regional Airport, Sebring, Florida expect to post a revised version of January 12-15, 2006 the list on www. vintageaircraft.org www.sport-aviation-expo.com as a downloadable PDF before the Sun 'n Fun Fly-In next flying season begins in the Lakeland Linder Regional Airport (LAL), Lakeland, Florida spring. We ask that only persons April 4-10, 2006 authorized to make changes to the www.sun-n-fun.org listing, that is, airport managers, EAA Southwest Regional-The Texas Fly-In airport owners, etc., send in any re­ Hondo Municipal Airport (HDO), Hondo, Texas visions to the list. Send your revi­ May 12-14, 2006 sions to [email protected], and www.swrfi.org please put "Grass Runways/Fuel" in Golden West EAA Regional Fly-In the subject line of your e-mail...... Yuba County Airport (MYV) , Marysville, California June 9-11, 2006 www.goldenwestflyin.org

Rocky Mountain EAA Regional Fly-In Front Range Airport (FTG) , Watkins, Colorado June 24-25, 2006 www.rmrfi.org

Northwest EAA Fly-In Arlington Municipal Airport (AWO), Arlington , Wash ington The following list of coming events July 5-9,2006,2006 is furnish ed to our readers as a mat­ www.nweaa.org ter of information only and do es not EAA AirVenture Oshkosh constitute approval, sponsorship, in­ volvement, control or direction ofany Wittman Regional Airport (OSH), Oshkosh, Wisconsin event (fl y-in, seminars, fly market, etc.) July 24-July 30, 2006 listed. To submit an event, send the www.airventure.org information via mail to: Vintage Air­ EAA Mid-Eastern Regional Fly-In plane, P.O. Box 3086, Oshkosh, WI Marion Municipal Airport (MNN) , Marion, Ohio 54903-3086. Or e-mail the information August 25-27, 2006 to: [email protected]. Information should be received four months prior to Virginia Regional EAA Fly-In the event date. Dinwiddie County Airport (PTB), Petersburg, Virginia September 30-0ctober 1, 2006 MAY S-7-Burlington, NC­ www.vaeaa.org Alamace County Airport (KBUY). VAA Chapter 3 Spring Copperstate Regional EAA Fly-In Fly-In. All Classes Welcome! Casa Grande (Arizona) Municipal Airport (CGZ) October 12-15, 2006 BBQ Fri Night, Acft Judging/ www.copperstate.org Banquet Sat Night. Info: Jim Wilson 843-753-7138 or EAA Southeast Regional Fly-In [email protected] Middleton Field Airport (GZH), Evergreen , Alabama October 6-8, 2006 JUNE IS-IS-St. Louis, MO­ www.serfi.org Dauster Flying Field, Creve Coeur Airport (1HO). American U.S. Sport Aviation Expo Waco Club Fly-In. Info: Phil Sebring Regional Airport, Sebring, Florida October 26-28, 2006 Coulson 269-624-6490, www.sport-aviation-expo.com [email protected] or Jerry Brown 317-422-9366, For details on EM Chapter fly-ins and other local aviation events, [email protected], www. visit www.eaa.orgj events. americanwacoclub.com

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jan. 27-29 Denver, CO • Repairman (LSA) Inspection- Airplane (Westwood College) your com­ pressor. Add Glass Beads or jan. 28-29 Oshkosh, WI • Composite Construction other abrasive. Aim power gun (EAA Headquarters) • Fabric Covering • Sheet Metal Basics (included) at part and remove • Electrical Systems & Avionics rust, paint& scale quickly! Abrasive drops into funnel where it • Introduction to Aircraft Building is recycled. WORKS GREAT! • Gas Welding 22"d, 34"w, 20","h work area. 22 • Test Flying Your Project gasteel,14gasteellegs.Requires !...... ~~ 7-20 cfm air @ 80 psi & vac. Feb. 11-12 Lakeland, FL • Composite Construction (Sun N Fun Campus) • Fabric Covering • Sheet Metal Basics • Electrical Systems & Avionics • Introduction to Aircraft Building

Feb. 24-26 Des Moines, IA • Repairman (LSA) Inspection- Airplane If you have a comment, ques­ (Aircraft Super-Market) tion, or wish to contact us regard­ ing the content of Vintage Airplane or the activities of the Vintage Air­ craft Association, you're invited to Ww\M,poIyftber.com wwwalrcraftspruce.com send us a letter via regular mail or e-mail. Send your letters to: ~ EAA ",AI Vintage Aircraft Association 1-800-WORKSHOP Attn: H.G. Frautschy, Editor ilJtJJ/Irlll'l. 1-800-967-5746 P.O. Box 3086 WORKSHOPS Oshkosh WI 54903-3086 ---~--- www.sportair.com E-mail: vintageaircraft@eaa_org YOU CAN BUILD IT! LET EAA TEACH YOU HOW. VINTAGE AIRPLANE 27 BY H.G . FRAUTSCHY

THIS MONTH'S MYSTERY PLANE COMES TO US FROM THE EAA LIBRARY'S GARNER P. "EMY" EMERSON COLLECTION. WE'VE GOT A NUMBER OF PHOTOS IN THAT ALBUM THAT MAKE GREAT MYSTERY PLANES. I LOOK FORWARD TO YOUR REPLIES . THE AIRPLANE ITSELF IS PRETTY EASY TO IDENTIFY, BUT ITS MISSION IN THIS PARTICULAR INSTANCE SHOULD BE PART OF YOUR ANSWER.

Send your answer to EAA, Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your answer needs to be in no later than January 10 for inclusion in the March 2005 issue of Vintage Airplane. You can also send your response via e-mail. Send your answer to [email protected]. Be sure to include your name, city, and state in the body of your note, and put U(Month) Mystery Plane" in the subject line.

S EPTEMBER ' S MY S TER Y ANSW E R

The September Mystery Plane, also from the Emerson Collection, brought forth a few letters. Here's our first: The subject Mystery Plane is the quite remarkable Aerial Ser­ vice Mercury Sr. , which was built in 1924-25 by the Aerial Service Corp. of Hammondsport, New York, for the 1925 Post Office De­ partment competition for mail planes. Only the one (c/n IS, num­ bered retroactively) was built, but it was purchased by the Post Of­ fice Department and used as a mail plane until about 1928, according to the sources cited below. It had 28 DECEMBE R 2005 Something to

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

BABBITT BEARING SERVICE - rod Warner engines. Two 165s, one fresh WANTED-Metal wheel pants, Cessna bearings, main bearings, bushings, O.H., one low time on Fairchild 24 120-140-170-& early 180s. Must be master rods, valves, piston rings. mount with all accessories. Also near perfect as they will be polished. Call us Toll Free 1-800-233-6934, Helton Lark and Aeronca C-3 project. Will pay a premium. Will pay a finder's e-mail [email protected] Website Find my name and address in the fee. Dean Richardson (608) 310-6107 www.ramengine.com VINTAGE Officers and Directors listing and call or (608) 877-8485 ENGINE MACHINE WORKS, evenings. E. E. "Buck" Hilbert. N. 604 FREYA ST., SPOKANE, WA Airplane T-Shirts 99202 For Sale - 1939 Spartan Executive, 150 Different Airplanes Available 3500TT, 10 SMOH. 214-354-6418, WE PROBABLY HAVE www.lpjetservices.com YOUR AIRPLANE! CUSTOM PRINTED T-SHIRTS for your www.airplanetshirts.com flying club, flight shop, museum. Free Flying wires available. 1994 pricing. 1-800-645-7739 samples. Call 1-800-645-7739 or 1­ Visit www.flyingwires.com or 828-654-9711 call 800-517-9278. Extremely limited offering: ORIGINAL BENDIX LOOP ANTENNAE A&P loA.: Annual, 100 hr. inspections. GRAPHITE & ALUMINUM HOUSING THERE'S JUST NOTHING LIKE IT Wayne Forshey 740-472-1481 UNITS (securely stored since WWU) ON THE WEB!! Ohio - statewide. Repurposed by Concept-Engineer as www.aviation-giftshop.com A Website with the Pilot in Mind WANTED: Taylorcraft BC-12D left wing. Aerodynamic Wall Sconces. Inquiries: [email protected] (and those who love airplanes) 785-437-6078, [email protected]

the early registration (or identi­ Shrader, WeIman A., Fifty Years fication) [40]. The engine was a ofFlight: A Chronicle ofthe Aviation 400-hp Liberty 12. Industry in America 1903-1953, pub­ Aerial Service Corp. was also lished privately in 1953 by Eaton related to the Aerial Engineering Manufacturing Co. of Cleveland, Corp. of Hammondsport. Aer­ Ohio. (One photo of the Mercury ial Service was reorganized and Sf. on page 31.) renamed Mercury Aircraft Inc. Aerofiles.com reports on the in 1929 and remained in Ham­ firm's products, but does not have JOIN TODAY! mondsport. a photo of the Mercury Sr. 800-322-241 2 References: John Oack) Erickson AND RECEIVE t 2 ISSUES McRae, Jack, Billman, Owen and State College, Pennsylvania OF VINTAGE AIRCRAFT Strnad, Frank, American Airman, ALONG WITH OTHER GREAT BENEFITS Vol. 4, Nos. 2 & 3, February and Other correct answers were re­ March 1961. This is a brief history ceived from Wayne Van Valken­ of the companies and their products burgh and Tom Lymburn, (two photos of the Mercury Sr.). Princeton, Minnesota...... VINTAGE AIRPLANE 29 OSHKOSH be there!

...... ~_..... Ladies VAA Long Sleeve Denim Shirt This shirt is a must for every wardrobe. It looks great in the boardroom and wears perfectly in the hangar. Made of 100% Cotton with detailed embroidered logo on the back. V11183 SM LG V11184 MD XL

Copper Logo Corduroy Hats For a distinctive VAA caps will stand out in the Denim Fanny Pack V05118 $10.99 crowd . The VAA logo is displayed beautifully in copper on Fanny pack (use belt loops) or shoulder purse, your favorite color. Also available with brass logo. this bag is just right for a casual, fun day at the Navy V03518 hangar. Embossed VAA logo and airplanes on a Forest Green V03519 front pocket give it style. Aprox size 8 x 8 inches. Burgundy V03520 30 DECEMBER 2005 Pudgle little C,,"stmas Bear In , &t~ a'kiMiw'1 with presents celebrates this Bear in Plane 4- w x 3- h Biplane Pins Accent any outfit with one or more stylish biplane pins. Available in silver or gold tone. Pins have 1 inch wing span Gold V02845 $11.99 Silver V02844 $11.99

Denim Tote V00250 $1 Ann Clark Ltd. This washable denim tote will Cookie Cutter Baking Kit in handy. Use it for nmr.eries.(:harm& V04677 $13.95 of dothes or any travel essential. For any occasion or just for fun, prox. 14x19 serve up a batch of delicious cook­ ies. Kit includes aviation shaped cutters and recipes which are packaged up from the cookie ter people from Clark Ltd.

Amelia Earhart Doll V04735 $19.95 V03496 Travel Mug $9.99 Ready for aviation history, this Copper and black create a striking mug for doll representing Amelia Earhart "on the go" flyers. A real class act for enjoy­ is delightful in an outfit designed ing your favorite refreshment. for flight. She comes with book­ let of facts on Amelia Earhart's Marble Coffee Mug V40240 $5.95 historical feats. Stands 12" ta ~ 110z marblized dark blue mug is such a clas­ and a stand. sic that you will want a set of four or maybe six. VAA logo in gold tone.

E AIRPLANE 31 VINTAGE Membershi~ Services Directory

AIRCRAFT ENJOY THE MANY BENEFITS OF EAA AND ASSOCIATION THE EAA VINTAGE AIRCRAFT ASSOCIATION EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 OFFICERS Phone (920) 426-4800 Fax (920) 426-4873 President Vice-President Web Site: www.vintageaircraft.org and www.airventure.org E-Ma il: vintageaircra{t@eaa,org Geoff Robi so n George Daubner 15 2 1 E. MacG regor Dr. 2448 Lough Lan e New Haven, IN 46774 Hartford, WI 53027 EAA and Division Membership Services Flight Advisors information .. 920-426-6864 260-493 -4 724 262-673 -5 885 Flight Instructor information 920-426-6801 cliie([email protected] vaa{[email protected] 800-843-3612 ...... FAX 920-426-6761 (8:00 AM-7:00 PM Monday-Friday CST) Flying Start Program ...... 920-426-6847 Secretary Treasurer Steve Nesse Charles W. Harris . New/renew memberships: EAA, Divi­ Library Services/Research .... 920-426-4848 2009 Highland Ave. 721 5 East 46th Sl. sions (Vintage Aircraft Assoc iation, lAC, Medical Questions, .. . . , , , , 920-426-6112 Albert Lea, MN 56007 Tulsa, OK 74147 507-373-1674 918-622-8400 Warbirds), National Assoc iation of Fli ght Technical Counselors ...... 920-426-6864 stlles@desk'lledia.com [email protected] In structors (NAFI) Young Eagles ...... , ..... 877-806-8902 . Address changes DIRECTORS •Merchandise sales Benefits AUA Vintage Insurance Plan. 800-727-3823 Steve Bender Jeannie Hill . Gift memberships 85 Bru sh I·JiIl Road 1'.0, Box 328 EAA Aircraft Insurance Plan , 866-647-4322 Sh erborn, MA 01770 Harvard, IL 60033-0328 Term Life and Accidental, . , , 800-241-6103 508-65:1-7557 815-943-7205 sst / O@com casl.1Iet [email protected] Programs and Activities Death Insurance (Harvey Watt & Company) EAA AirVenture Fax-On-Demand Directory Ed itorial ...... 920-426-4825 David Benn C' 1t Espie "Butch" Joy<.-e , , . , , ...... 732-885-67 11 Vintage ...... FAX 920-426-6865 1'.0, Box 1188 704 N. Regional Rd, Roseville, CA 95678 Greensboro, NC 27409 Auto Fuel STCs, . , . , .. . . . , . 920-426-4843 • Submitting article/photo 9 16-645-8370 336-668-3650 Build/restore information ... 920-426-4821 • Advertising info rmation [email protected] wi"[email protected] Chapters: locating/organizing920-426-4876 John Berendt Steve Krog Ed ucation ...... 888-322-3229 EAA Aviation Foundation 7645 Echo Point Rd . 1002 Heather In. • EAA Ai r Academy Artifact Donations ...... 920-426-4877 Cannon Fall s, MN 55 009 Hartford, WI 53027 • EAA Scholarships Financial Support...... 800-236-1025 507- 263-2414 262-966-7 627 11ljlJfcllld@rcollnect. coI1l sskrog@aol _com

Dave Clark Robert D. "Bob" Lumley MEMBERSHIP INFORMATION 635 Vestal Lane 1265 South 124th SI. Plainfield, IN 46168 Brookfield, WI 53005 EAA lAC 317-839-4500 262-782-2633 Membership in the Experimental Aircraft Current EAA members may join the davecpd(g);ques l.I,el [email protected] Association, Inc. is $40 for one year, includ­ International Aerobatic Club, Inc. Divi­ John S, Copeland Gene Morris ing 12 issues of SPORT AVIATION. Family sion and receive SPORT AEROBATICS I A Deacon Street 5936 Steve Court membership is an additional $10 annually. magaZine for an additional $45 per year. Northborough, MA 01 53 2 Roanoke, TX 76262 Junior Membership (under 19 years of age) EAA Membership, SPORT AEROBAT­ 508-393-4775 817-491-9110 [email protected] [email protected] is available at $23 annually. All major credit ICS magazine and one year membership cards accepted for membership, (Add $16 for in the lAC Division is available for $55 Phil Coulson Dean Richardson Foreign Postage.) per year (SPORT AVIATION magazin e 2841 5 Springbrook Dr. 1429 Kings Lynn Rd not included). (Add $15 for Foreign Lawton, MI 49065 Stoughton, WI 535 89 269 -624-6490 608-877 -84 85 EAA SPORT PILOT Postage.) reo ulsollS 1 f)(tPCS .C01l1 [email protected] Current EAA members may add EAA SPORT PILOT magazine for an additional WARBIRDS Da le A. Gustafson S.H. "Wes" Schmid $20 per year. Current EAA members may jOin the EAA 7724 Shady Hills Dr. 2359 Lefeber Avenue Indianapolis, IN 46278 Wauwatosa, WI 5321 3 EAA Membership and EAA SPORT Warbirds of America Division and receive 317-293-4430 414-771-1 545 PILOT magaZine is available for $40 per WARBIRDS magazine for an additional $40 da/cfaye@msll. com s11schmid@mi/wpc.co I1l year (SPORT AVIATION magazine not in­ per year. cluded). (Add $16 for Foreign Postage_) EAA Membership, WARBIRDS maga­ DIRECTORS zine and one year membership in the VINTAGE AIRCRAFT ASSOCIATION Warbirds Division is available for $50 per EMERITUS Current EAA members may join tbe year (SPORT AVIATION magazine not in­ Vintage Aircraft Association and receive cluded)_ (Add $7 for Foreign Postage_) Gene Chase E. .E.. "Buck" Hilbert VINTAGE AIRPLANE magaZine for an ad­ 2159 Ca rlton Rd , P.O. Box 424 Osh kos h, WI 54904 Union, IL 60180 ditional $36 per year_ FOREIGN MEMBERSHIPS 920-231-5002 815-923-45 91 EAA Membership, VINTAGE AIRPLANE Please submit your remittance with a CRCHA @'>cilarter.llet b7ac@m(.llet magaZine and one year membership in the EAA check or draft drawn on a United States Ro nald C. Fritz Vintage Aircraft Association is available for $46 bank payable in United States dollars. Add 15401 Sparta Ave. per year (SPORT AVIATION magazine not in­ required Foreign Postage amount for each Kent City, MI 49330 616-678-50 12 cluded). (Add $7 for Foreign Postage.) membership. rFritl@paOlway"et.col1l Membership dues to EAA and its divisions are not tax deductible as charitable contributions

Copyright ©2005 by Ihe EM Vintage Aircraft Association All rights reserved, VINTAGE AIRPLANE (USPS 062-750: ISSN 0091-6943) is published and owned exclusively by lhe EM Vinlage Aircraft Association of the Experimenlal Aircraft Association and is published monthly at EM Aviation Center. 3000 Poberezny Rd. , PO Box 3086, Oshkosh, Wisconsin 54903·3086, e-mail: [email protected]. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POST· MASTER: Send address changes to Vintage Airplane, PO Box 3086, Oshkosh, WI 54903-3086, PM 40032445 Return undeliverable Canadian addresses 10 World Distribution Services, Station A, PO Box 54 , Windsor, ON N9A 6J5, e-mail: [email protected], FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTIS­ ING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORIAL POUCY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirety with lhe contributor, No remuneration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh , WI 54903-3086, Phone 920-426-4800. EAA® and EAA SPORT AVIATION®, the EM Logo® and Aeronautica™ are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and service marks without the pennission of the Experimental Aircraft Association, Inc. is strictly prohibited.

32 DECEMBER 2005 ave • mbers SAVE HUNDREDS, EVEN THOUSANDS OF DOLLARS on your next vehicle purchase.

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