JANUARY 2011 STRAIGHT & LEVEL

GEOFF ROBISON PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION Setting a course for 2011 Happy New Year to each and every left lane of GA’s highway! What will mote access to the dream of fl ight.” member of the Vintage Aircraft Asso- we be talking about next January that This is an easy one, and can be mostly ciation. Here’s wishing you all a suc- got pushed up the pipe during 2011? accomplished by promoting mem- cessful and prosperous 2011. What are the real goals of the FAA, bership in the EAA/VAA, and by sim- What will 2011 bring to us? Time and the Transportation Security Ad- ply writing that check to renew your will tell, but we can likely assume that ministration, regarding regulatory own membership. there will be a mixture of more at- issues for GA? The best we can do to- To accomplish Tom’s third pillar, tempts to modify, restrict, or in some day is to stay informed, continue to “Preserve the heritage of flight,” just cases, even deny us the opportunity be engaged, and reach out to local visit the EAA AirVenture Museum to to further enjoy our rights to our avia- legislators, especially when they get see what your EAA organization rou- tion-related passions. it right. They need to know they are tinely does to preserve our aviation One example of course is the FAA’s supported in their efforts to defend heritage. This is why we still operate continuing initiative to eliminate GA. Let’s all stay the course. one of the few remaining B-17s, build a through-the-fence (TTF) operations I recently reread a column that was Bleriot, or restore an old Waco biplane. at public-use airports. Where is the written and published in the January And finally, Tom promoted “pre- common sense? Come on, the mice issue of Vintage Airplane magazine right paring for the future of fl ight.” Please running around in my hangar repre- after the events of 9/11. The guest col- continue to reach out to our youth, sent a lot more risk to me than the umn was written by our own Tom Po- and pave that path to a life of avia- guy with a key to a gate he can taxi berezny, and he eloquently wrote of tion, whether it’s through the spon- his Cessna through. We have seen what the terrorists did to damage gen- sorship of a young person to EAA’s Air some movement on the federal gov- eral aviation on that fateful day. Not Academy at Oshkosh or your chapter ernment’s part to continue the discus- to dismiss the tragic loss of the thou- participating with a Boy Scout Troop sions and even delay implementation sands of American lives that occurred to accomplish their aviation merit of its goals to lock out these users. on that day, but Tom did a wonderful badge. Even though these TTF arrangements job of describing to the membership The interesting element here is that have existed for years, and to date what we needed to do next to counter- Tom’s remarks of nine years ago re- have yet to represent any real threat act these horrifi c circumstances. main very much relevant to the orga- to our security, these government of- He said, “We need to protect, pro- nization today. Because of the events fi cials do seem to be polite, but very mote, preserve, and prepare. These are of 9/11, we need to continue to meet much resolute. the four fundamental pillars of main- our challenges head on, challenges Where would we be today with- taining America’s free skies.” that will not always come from the out those valued congressional mem- I will personally never forget that FAA. We truly are an entity that makes bers of the aviation caucus, our vocal day or the nagging thoughts of “What remarkable things happen. Let’s all EAA/VAA membership, and the EAA’s will become of our rights to pursue strive to help make a difference in this advocacy initiatives? For certain, our our personal aviation interests?” ongoing debate. access to the general aviation (GA) Tom continued, “Protect our right Remember, it’s time to run your system would be much more lim- to fly, and turn these negatives into checklist and buckle your seat belts, ited today. So where is this all going? positives by staying the course with our because 2011 is shaping up to be yet What new initiatives will our govern- existing ongoing initiatives, whether another exciting year for the Vintage ment propose in the next 12 months? it be through Young Eagles, advocacy Aircraft Association. You have to wonder who in the world initiatives, or communications.” is really driving this truck down the He also stated that we should “pro- AIRPLANE january Vol. 39, No. 1 2011 CONTENTS IFC Straight & Level Setting a course for 2011 by Geoff Robison 2 News 4 The May Family’s Spectacular 1936 Sportster “Rearwin popularity is proof of Rearwin superiority” by Sparky Barnes Sargent 10 Type Club Listing 14 The Antiques in Winter 4 If airplanes could talk . . ., Part II by Roger Thiel 16 My Friend Frank Rezich, Part IV The war years by Robert G. Lock 22 Light Plane Heritage The Longren Biplane by Jack McRae 24 2010 VAA Hall of Fame Inductee Morton W. Lester by Jack Cox and Morton Lester 28 The Vintage Mechanic 24 Test fl ights by Robert G. Lock STAFF 32 The Vintage Instructor EAA Publisher Rod Hightower Was that a landing? Or was it a carnival ride? Director of EAA Publications Mary Jones by Steve Krog, CFI Executive Director/Editor H.G. Frautschy Production/Special Project Kathleen Witman 34 Mystery Plane Photography Jim Koepnick by H.G. Frautschy Copy Editor Colleen Walsh Senior Art Director Olivia P. Trabbold 37 Classifi ed Ads EAA Chairman of the Board Tom Poberezny Publication Advertising: Manager/Domestic, Sue Anderson COVERS Tel: 920-426-6127 Email: [email protected] FRONT COVER: The Reawin marque seems to be a popular subject for a few recently completed Fax: 920-426-4828 projects in the Antique airplane community. This is the May family’s Rearwin Sportster, originally built Senior Business Relations Mgr, Trevor Janz in the fall of 1936. Read more about it in Sparky Barnes Sargent’s article starting on page 4. Photo by Bonnie Kratz. Tel: 920-426-6809 Email: [email protected] BACK COVER: Continuing our salute to great aviation magazine covers of the past, Model Airplane Manager/European-Asian, Willi Tacke News has been a fi xture within the modeling community for over 80 years, and is still going strong. Phone: +49(0)1716980871 Email: willi@fl ying-pages.com This great cover, from September of 1934, created by famed illustrator Jo (Josef) Kotula depicts the Fax: +49(0)8841 / 496012 Italian dual-engined seaplane racer, the Macchi-Castoldi 72 racer of 1933/34. Interim Coordinator/Classifi ed, Alicia Canziani Tel: 920-426-6860 Email: [email protected]

VINTAGE AIRPLANE 1 VAA NEWS

Naval Aircraft Get Extreme Makeovers Help celebrate naval aviation centennial at Oshkosh EAA AirVenture 2011 is a designated Tier 1 event for the Centennial of Naval Aviation celebration this year, so get ready for a host of special appearances and activities in Oshkosh next July. While many initiatives have yet to be announced, one special treat is confi rmed and well underway: repainting several current inventory airplanes in colors from previous eras. “It’s all part of our outreach to help celebrate the centennial of naval aviation,” said Capt. Richard Dann, director of history and outreach for the centennial. “We’re attempting to teach about the heritage, which many people may not be aware of.” Examples include a pair of T-45 Goshawks painted in yellow-winged, pre-World War II tactical aircraft schemes; an S-3B Viking done up in the colors of naval airplanes that fought in the Battle of Midway; an MH-60S Seahawk helicopter painted like those of Helicopter Attack (Light) Squadron THREE (HAL-3) Seawolf fi re teams from the Vietnam era; and an F/A-18F with a truly unique scheme modeled after the current Navy Working Uniform. These aircraft “in every manner of heritage paint” will take part in designated Tier 1 events—including AirVenture Oshkosh 2011, Dann said. Although he could not commit to which airplanes would be participating at Oshkosh, he indicated that several of the approximately 26 aircraft will appear. To see a photo gallery of some of the airplanes you could see at Oshkosh this summer, visit EAA’s Facebook page. You can also learn more about Centennial of Naval Avi- ation events, including the Curtiss-Ely Pusher replica (at right) built for the celebration, on page 20 of the January issue of Sport Aviation.

Advance AirVenture Camp Scholler opens on June issue of Sport Aviation. The coupons Admissions, Camping, Flights 24, 2011, and those who make an are filled out and ready to mail in. Now Available Online advance purchase for camping get You can also enter online at www. Advance purchase of AirVen- the convenience of express registra- AirVenture.org/sweepstakes or during ture 2011 admission and camping tion at the campground entrance, AirVenture 2011—but why wait? is now available on the AirVenture including specially designated lines The grand prize is a Cessna 162 website, and this year you can pre- on peak arrival dates. Skycatcher, along with fuel for a purchase camping at AirVenture’s Advance admission ticketing year courtesy of Shell Aviation. Camp Scholler for all arrival dates. is made possible through sup- You’ll also have a chance to win With rates remaining the same port from Jeppesen. To get your a 2011 Coleman camper—factory as last year, EAA members and non- advanced admission, visit www. new and loaded with features. Other members can make prepurchases AirVenture.org/tickets. great prizes include a HotSeat Flight via a secure website, allowing ticket Also new for 2011, attendees can Sim GTX Extreme PC Bundle, Bose holders to speed through the ad- pre-purchase fl ights on EAA’s 1929 3·2·1 GSX Series III DVD home en- missions process. Both daily and Ford Tri-Motor, joining advance tertainment system, Canon EOS weekly admissions are available, as purchase flights of EAA’s B-17 Alu- 50D camera kit with lens, and Ham- is the ability to join EAA and im- minum Overcast. ilton Men’s Khaki Pilot watch. mediately receive the best possible EAA thanks all sweepstakes par- admission prices available only to Win a Skycatcher ticipants for helping grow avia- EAA members. Discounts are avail- From Cessna and EAA! tion. Every donation to the EAA able to those who prepurchase Air- Entering to win an airplane has Sweepstakes directly supports EAA Venture tickets online before June never been easier. We’ve made it programs. These programs help 15, 2011, including $2 on daily simple to enter the 2011 EAA Share members share the spirit of aviation adult admissions and $5 on weekly the Spirit Sweepstakes. You’ll find among fellow enthusiasts and the adult admissions. 10 entry coupons bundled with this next generation of aviators. 2 JANUARY 2011 VAA/EAA AirVenture Volunteers of the Year

Each year, near the end of the annual fl y-in, the Vintage Aircraft Association honors two of its own as volun- teers of the year. Each typifi es the amazing talents and dedication exhibited by the hundreds of VAA volunteers who contribute thousands of hours of their time so their fellow members can have an enjoyable week away from home, immersed in the glories of recreational aviation. Here are this year’s honorees: EAA AirVenture 2010 Art Morgan Flightline Volunteer of the Year—Bradford Payne

Bradford Payne is a longtime EAA volunteer who has been com- ing to AirVenture since 1971. A professional pilot since 1994, and a current United Air Lines pilot, Brad earned his pilot certifi cate in 1986. From the beginning it was his destiny to become the avia- tion guru he is. He grew up in Dayton, Ohio, just three blocks from the Wright brothers’ house, and his uncle was Orville’s paperboy! For many years, Brad’s entire family attended EAA’s air show as a family vacation. Each of them has volunteered at EAA at some point. Brad and his brothers were particularly interested in the VAA, where they could ride the scooters! Bradford has been a fl ight line volunteer since 1984, and for volunteers who want to learn more Geoff Robison, Bradford Payne and about our aircraft, he teaches several aircraft identifi cation classes George Daubner. during the fl y-in. With his experience as a member of the National Intercollegiate Flying Association, where he competed in aircraft recognition, Bradford truly is an expert in identifying and explaining the differences among the various aircraft, and he does an impressive job teaching others how to learn to identify aircraft as well. Bradford also creates an information sheet each year for every type club aircraft we will be parking in the Vintage area as well as special identifi cation fl iers to help every vol- unteer become familiar with the aircraft in our division. Brad is one of the volunteers who can wear any hat and work any of the positions on the fl ightline—and is willing to do so! He continues to add to the VAA mem- bership. Before they married, he told Jennifer, his then future wife, “Oshkosh is a non-negotiable part of the relationship.” Jennifer has also become a vital part of our division, and by this summer, they will have added a total of two upcoming members to our organization, as they will welcome their second child! Brad loves air- planes but enjoys the company of all the other volunteers in the VAA. He feels like he fi ts right in because it is the one place his passion for aircraft is shared by so many others! He looks forward to attending every year. For him, it’s Christmas in July! Congratulations, Bradford Payne, on receiving the annual Art Morgan Flight Line Volunteer of the Year award! EAA AirVenture 2010 Behind-the-Scenes Volunteer of the Year—Tom Hildreth If there ever was a volunteer who never says no to a request, that would be Tom Hildreth. Tom has been volunteering at school when he was a teacher, singing in his church, and “calling” square dances, his special love. Over several years, Tom has done everything from electrical work (helper) to carpentry work (he recently helped put in new fl ooring in the judges’ trailers) to helping install air conditioners and many other tasks. During the most recent work parties, how- ever, he has been proven to be the Michelangelo of VAA painters. He has put a brush to almost every “metal color” building on the landscape. We all wonder how he seems to get all of the paint on the buildings and none on himself; it’s uncanny. Geoff Robison with Tom Hildreth. During AirVenture, at the Tall Pines Cafe, he is the head ca- shier, VAA breakfast greeter, offi cial head counter, and pancake historian. He remembers hundreds of our guests and never fails to inquire about their families and fl ying buddies. Tom also has been a frequent soloist during the religious services in the EAA Fergus Chapel during AirVenture. If you ask Tom to do something, you had better get out of his way; before you know it, he’s already on the job.

VINTAGE AIRPLANE 3 The May Family’s Spectacular 1936 Sportster

BY SPARKY BARNES SARGENT

SPARKY BARNES SARGENT 4 JANUARY 2011 “Rearwin popularity is proof of Rearwin superiority”

Sportster Model when Dr. Otto Kostal purchased 7000 proudly an- it. Kostal kept it in good stead un- nounced: “Rearwin til April 1945, when he sold it to popularity is truly in- Ed Swan in Kearney, Nebraska. ternational. The By then, the tailskid had been re- shipment of two placed with a castering tail wheel. Rearwin ‘Sport- Swan, who was a good friend of sters’ now on Jerry May, enjoyed the airplane the way to Air- until he sold it to Harold Olson of taxi Company, Minden, Nebraska, in 1952. Lt., Cape Town, Jerry, who had become well- Union of South acquainted with the Sportster, re- Africa, proves inter- calls, “The aileron ribs were rotted BONNIE KRATZ Dressed in national endorsement of Rear- by that point and had to be replaced. a custom black- win engineering skill, Rearwin So they decided they’d switch over and-white scal- craftsmanship and Rearwin high to metal Piper Cub ribs, since that loped paint scheme, quality. The Modernistic lines of this would be easier to do than making replete with gold trim and marvelous plane represent streamlin- wood ribs—but the inspector said, chrome accents, the May family’s ing at its best.” ‘No, you can’t change the design Rearwin Sportster conjures a spec- In 1937, Rearwin Airplanes’ mar- of the aircraft.’ They got disgusted, tacular image of dapper 1930s black- keting slogan declared: “Rearwin and fi nally they pushed the airplane tie formality, from its classy cowl popularity is proof of Rearwin superi- outside and tied it down, where it right down to its wheel spats. It’s an ority.” As touted in era advertising, a sat for almost three years. Anyway, aeronautical treasure that just keeps Rearwin pilot’s letter to the company I asked him about the Rearwin one improving with age, thanks to the ef- stated: “‘Everywhere the smart ap- day, because I had known this air- forts of one Nebraskan family. pearance, effi ciency and economy of craft almost all its whole life. We the Sportster elicited most favorable got together on a price fi nally, and I Rearwin Sportster comment.’—Capt. Wm. W. Ford, went ahead and bought it in June of It’s estimated that Rearwin Air- Richmond, Ky.” The company also 1954—I’ve had it ever since.” planes, which was based at the highlighted the Sportster’s capabili- At first, Jerry figured he might Fairfax Airport in Kansas City, ties by stating that it had the “…fast- end up using the airplane for parts, manufactured approximately 50 of est take-off, quickest climb, highest but he was instead admonished by the Model 8500s, and today, only ceiling, [and] slowest landing in the his knowledgeable father to restore seven are listed on the FAA Regis- $2000-$3500 class…[and a] roomy, it. Together, they brought it back to try. The Model 8500 was similar to luxurious cabin with unexcelled visi- fl ying condition. The Rearwin was, the earlier Model 7000, except it was bility in all directions…. And it’s easy in retrospect, the first member of powered by an 85-hp LeBlond 5DF to own a Rearwin for you need pay Jerry’s own family, for he wouldn’t engine and was endowed with a few only one-third down.” meet and marry his lovely bride, extra features. Marketed primarily as Vivian, until 1963. “I rebuilt it and a sportsman’s airplane, the tandem N16473 flew it for 20-some years,” says design measured 22 feet 3 inches The May family’s Model 8500, Jerry, a gentle-mannered man with from spinner to tailskid and had a N16473 (serial number 502), fl ew a pleasant, unassuming personality. wingspan of 35 feet. The Sportster’s away from its birthplace in Kan- “Then we decided it needed to be gross weight was 1,460 pounds, it sas City in September 1936, its Le- re-covered, because it had cotton ‘A’ had a useful load of 830 pounds, Blond radial purring happily with on it,” he explains, “but this time, and with its roomy tandem cabin, a Flottorp birch propeller spinning all kinds of projects of everybody its baggage compartment carried at on its nose. Landing in Hastings, else’s got in the way for all these least 50 pounds. A 12-gallon fuel Nebraska, under the care of Frank years. I didn’t get it done as soon as tank was in each wing, and with a Cushing, its lustrous red factory I wanted to, but about three years 5 gph fuel burn, the Sportster could fi nish, highlighted by a dark blue ago, I said, ‘It’s got to get fi nished cruise 103 mph at 1900 rpm, thus stripe and gold pinstriping was ad- now!’ So we started in on it and put offering a 480-mile range. mired by onlookers. The Sportster in actually about a year and a half A 1936 advertisement for the changed hands again in July 1937, of really serious work.” VINTAGE AIRPLANE 5 JAY TOLBERT

down to his shop at the airport at an early age. Vivian lent a helping hand when needed with the air- plane projects and laughs good-na- turedly when she explains, “I just go along with them, and do a lot of cooking and praying for them! And keep them happy—they have strong wills, all three of them.” Aviating and working on air- planes naturally evolved into a way of life for the sons. Mike, the young- est son, reflects, “Since I grew up with it, I thought everybody had airplanes—then I’d go to school, and they were like, ‘What’s an air- SPARKY BARNES SARGENT SPARKY Three generations of the May family (L-R): Mark and daughter, Amelia; plane?’” Mike works with the family Mike; Vivian; Jerry; and Mike’s son, Josh. business, May’s Aircraft Services, and is working toward his inspection One Generation Amelia Earhart and Charles Lind- authorization (IA) rating. His son, After Another bergh. He was a [welding instruc- Josh, also does aircraft maintenance The May family comes by avia- tor] for Swallow Aircraft. He worked for the family business. Mark, who tion honestly—it’s just in their with Walter Beech, Lloyd and Wa- has his IA, has his own corporate genes. Jerry’s father, Walter, learned verly Stearman, and all the won- maintenance facility, AOG Aircraft to fl y in 1926 and barnstormed with derful people at Swallow Aircraft. Services in Watkins, Colorado—and Harold Warp [of Minden, Nebras- He also worked for my great-uncle shares his love for aviation with his ka’s “Pioneer Village” fame, and Glen Morton, of Morton Aircraft, in young daughter, Amelia. the founder of Warp Brothers Plas- Omaha. Later, he started May’s Air- tics—Editor] in matching Swallow craft Service Inc. with my father in Teamwork biplanes. Jerry’s eldest son, Mark, Minden, Nebraska. My grandfather The family worked together as a shares additional highlights of his was instrumental in my father buy- team to breathe new life into their grandfather’s aviation career: “My ing the Rearwin, and both of them languishing Sportster. Fortunately, grandfather was an A&E, and was restored it the fi rst time.” they didn’t have to do any extensive an excellent mechanic and welder, When Jerry and Vivian had their hunting for parts, since the airframe and also a machinist. … He was a own sons, Jerry happily infl uenced and engine were complete. As for pa- great pilot, and was friends with the youngsters by taking them perwork, Jerry says, “I have all of the 6 JANUARY 2011 airframe and engine logs all the way it would be more attractive that the Sportster is the chrome—which, back, even the service bulletins from way,” he says, adding with a gentle Mark readily admits with a big smile, the factory. I had everything for the laugh, “and not being much for the “is my fault.” He just likes chrome— project, which is very rare, and the red paint, I fi gured that would be the and you’ll see it on the rudder pedals, airplane has never been wrecked in thing to do! That is the original kind the custom kick plates on the new its whole life.” of stripe that was on the aircraft, and wood fl oorboards just below the ped- Still, wood and fabric deteriorate the lettering on the fi n is also in the als, the control sticks, the door han- over time, and various parts needed exact location and what was on it dle and step—even the vented fuel repair. New wood ribs for the wings from the factory. I painted it with a caps. There are custom-made chrome and ailerons were made by using a stencil, and had a friend do the gold cowling washers, as well, which bear rib fixture based on the original rib pinstripe around the stripe. Then I the Rearwin name. patterns, and the original spars were decided to spruce it up a little more Another shiny touch is the cus- stripped and inspected for cracks and by adding the scalloping, which I did tom gold lettering on the varnished dry rot. Surprisingly, they were found on every fourth rib, and of course on wood baggage compartment door to be in airworthy condition and the tail section.” and the wing root area surrounding were reused, along with the original the fuel gauges. Over the front seat, a brackets, fi ttings, and drag wires. The Custom Touches skylight lights up the plush, soft gray wood turtledeck was repaired, and In addition to those scallops, an- leather upholstery and highlights all of the wood components received other detail that really dresses up the fi rst-class interior.. three coats of spar varnish. New aluminum leading-edge skins were installed, new control cables were fabricated, and new tinted Lexan was used for the three-piece windshield (later models had a formed, curved one-piece windshield). Finally, Ceco- nite fabric was installed and fi nished with Air-Tech Coatings. “The instruments are all original,” says Jerry, “and it doesn’t have an al- timeter, because it has a nonsensitive Zenith height meter—there are very few of them around. The compass was missing; somebody had put a little Airpath compass in it, so Mike found this bubble-faced one in Cali- JAY TOLBERT JAY fornia, which is the original type for The simple and original instrument panel includes a Zenith height meter. the aircraft.” During the Rearwin’s previous res- toration, it was painted green. This time, Jerry decided upon the black- and-white paint scheme. “I thought SPARKY BARNES SARGENT PHOTOS SPARKY The Sportster uses easily available 800x4 tires, thanks to a special The large windows, skylight, and ring that sizes the original 3-inch The lettering on the tail is in keep- original-type three-piece windshield wheel to a 4-inch wheel. ing with the original. provide excellent visibility. VINTAGE AIRPLANE 7 Jerry thought of a nifty way to add generally run about 40 to 45 mph Warm Memories corrosion protection to two specifi c ar- on fi nal. It’s slow, and it lands at 35 Ask any member of the May fam- eas of the airplane. “A friend of mine mph. It’s very easy to fly, and we ily, and they’ll tell you that what applied a spray-on black coating—like make three-point landings because they like most about their treasured you put in the bed of a pickup truck— we like that better anyway.” Rearwin is that it’s a family airplane. behind the speed ring and also inside Speaking of landings, the Model “Mike and I remember the fuselage the wheelpants. It keeps it lightweight 8500 originally had Goodyear 18x8-3 sitting in the garage on its landing and stiffens that speed ring—it stays tires and standard Rearwin oleo gear,” says Mark with a smile, “and round when you mount it and tighten shock absorbers. “Those balloon tires playing in it—so it’s always been part the bolts. It really makes a world of are nonexistent now,” says Jerry, “but of our lives.” Josh, tickled by his un- difference, and I’d recommend that— Bob Lamb in California was making cle’s comment, chuckles and says, “It it’s the way to go!” rings to put over the wheels to con- was in that stage when we were little vert them to 4 inches—just like a Cub kids, too!” To which the entire family LeBlond laughs heartily. The Model 8500’s 85-hp LeBlond Reminiscing, Mark says, “Back in 5DF was manufactured by LeBlond the old days we used to all four go in Aircraft Engine Corporation of Cin- the airplane. Mike would sit on Mom’s cinnati, Ohio. It was a fi ve-cylinder, lap, and we’d trade in fl ight—I’d go to air-cooled radial, and an Eclipse Type the back and he’d go to the front. I Y-150 starter was optional, as was a was 5 years old the last time that I fl ew Jones Motorola fuel pump. For lu- it—we had a Sears catalog underneath brication, it had a dry-sump, double- me, and I was making landings. I’d gear-type pump with both scavenger flare, and Dad would do the rudder and pressure gears in a single unit. pedals. So I have a lot of good memo- It weighed 220 pounds and sold for ries with the airplane. It was a big part $1,250 at the factory. of my grandfather’s life, too.” Parts availability for such an en- At age 73, this Sportster Model gine is a primary concern these days. 8500 has only 575 hours’ total time, Years ago, there were a few parts still and around 35 hours since its re- available. “I had bought parts for a 70- cent restoration. Jerry has logged hp engine that I did for another air- 100 hours on it during the years he’s craft, and when I did that, I thought, had it fl ying—and that number will ‘They’re going to become sparse.’ So wheel. He had the approval, and I in- no doubt increase as the May family I bought extra valve springs, bush- stalled the kit during the fi rst rebuild. enjoys creating new memories with ings, pins, pistons, and those types So we just reused those rings and used their Rearwin. The well-deserved of items,” Jerry explains, “so I had Cub 800x4 tires. It has multi-disc me- accolades that N16473 received my supply. Then when I overhauled chanical brakes—one disc is station- contribute to those memories; it it this time, I had them available to ary, the next moves with the wheel, garnered the Customized Aircraft use—but now, there are no extras left! and so on. When you push the heel Champion - Bronze Lindy at Air- One thing we did add this time was an brakes with your feet, it pulls the arm Venture 2009, and the Grand Cham- Airwolf filter, because we thought it out and squeezes them together—it pion, Rearwin Family, and Texas would be benefi cial.” has excellent brakes. Those pads are Chapter awards at Blakesburg 2008. nonexistent now, too, but these are There’s one thing for certain— Flying the Sportster still in great shape, and I think they’ll when Jerry embraces a new member To the family’s delight, the Sport- last for many years. The aircraft was of his family—whether human or ster returned to the Nebraska sky built way ahead of its time, really; airplane—it’s for keeps. He’s owned again in September 2007. Describing there are a lot of things on it you see the Rearwin Sportster for 55 years its flying characteristics, Jerry says, years and years later—so Rearwin had and his Luscombe 8A for 51 years. “It has great visibility, and it’s a very some really great ideas.” “I do hang on to things,” he says stable airplane. On takeoff, it’s pretty Describing the landing gear, Mike with a broad, contented smile, add- docile—you just push the stick all says, “There is a coil inside the shock ing, “My wife feels safe! We’ve been the way forward, and it picks the tail on the main landing gear—it’s a hy- married for 46 years.” To which Viv- up and doesn’t run very far. It will draulic spring shock. It has an orifi ce ian quickly laughs and responds, fl y off the ground, fully loaded, at 40 hole, a metal plunger, and rebound “The older you get around him, the mph. If you really want to climb, it springs—and it’s the neatest, softest safer you are!” With that said, the fu- will climb at about a 45-degree an- gear! You can bounce it hard, and it ture of the May family’s Rearwin is gle. During approach to landings, we feels like you hardly touched.” well-secured. 8 JANUARY 2011 AUA is Vintage Aircraft Association approved. To become a member of VAA call 800-843-3612.

Aviation insurance with the EAA Vintage Program offers: Lower premiums with payment options QAdditional coverages QFlexibility on the use of your aircraft QExperienced agents On-line quote request available QAUA is licensed in all states

Remember, We’re Better Together! The best is affordable. Give AUA a call – it’s FREE! 800-727-3823 Fly with the pros… fly with AUA Inc. www.auaonline.com This aircraft type club information is listed on our website, www.vintageaircraft.org, throughout the year. We list it here for your added convenience. These groups can be a great resource for you. A Type Club can save you money, keep you from making mistakes others have already made, show you how to restore, maintain and fl y your airplane — in short, provide the equivalent of many years of hard won experience at a very low cost.

Aeronca Aviators Club Cessna 150/152 Club Robert Szego Lori Parsons P.O. Box 66 P.O. Box 1917 Coxsackie, NY 12051 Bird Airplane Club Atascadero, CA 93423-1917 518-731-3131 Jeannie Hill 805-461-1958 [email protected], www.aeronca.org P.O. Box 328 [email protected] Dues: $29 1-yr, $55 2-yrs; Harvard, IL 60033-0328 www.cessna150152.com Int’l $37 1-yr, $69 2-yrs 815-943-7205 $35/yr Internet; $45/yr Print U.S. Aeronca Aviator, Qtrly Postage donation Int’l see website Publication: 6/yr Fearless Aeronca Aviators (f-AA) American Bonanza Society John Rodkey J. Whitney Hickman Exec. Dir. Cessna Flyer Association 280 Big Sur Dr. Mid-Continent Airport Jennifer Dellenbusch Goleta, CA 93117 PO Box 12888 [email protected], www.cessnafl yer.org 805-968-1274 Wichita, KS 67277 $40/yr [email protected] 316-945-1700 http://aeronca.westmont.edu [email protected] Cessna Owner Organization Dues: None www.bonanza.org Dan Weiler, Executive Director $55/yr. US/Canada N7450 Aanstad Rd National Aeronca Association ABS Magazine, Monthly Iola, WI 54945 Jim Thompson 1-888-692-3776 304 Adda Street National Bücker Jungmiester Club www.cessnaowner.org Roberts, IL 60962 Celesta Price $49.95/yr; or $29.95 Online [email protected] 300 Estelle Rice Dr. Cessna magazine: Monthly www.aeroncapilots.com Moody, TX 76557 254-853-9067 Cessna Pilots Association Auster Club John Frank, Exec. Director Stuart Bain Bücker Club 3940 Mitchell Rd. 31 Swain Court Newsletter Editor Santa Maria, CA 93455 Lake Ronkonkoma Gordon Clement 805-934-0493 New York, NY 11799 [email protected] www.cessna.org 631-285-1095 Website Editor $55 US, Canada, Mexico; [email protected],lub.b.b.orgoorrgrg, wwww.austerclub.orgww.wwww.ausaussterteererclucclub.obboorgg Stephen Beaver $70 Int’l [email protected] CPA Magazine, Monthly Beech Aero Club 614-937-4189 E-ATIS Electronic Wkly www.beechaeroclub.orgub.b.b.orgorgg www.bucker.info Cessna T-50 “The Flying Bobcats” T-34 Association, Inc.ncnc. Buhl LA-1 “Bull Pup” Owners Group Jon D. Larson 880 North County RRoad,oadd, 9900-E00-0000 E William R. “Bill” Goebel P.O. Box 566 Tuscola, IL 61953-7560-7560 894 Heritage Creek Dr. Auburn, WA 98071 [email protected], www.t-34.com Rhome, TX 76078 253-670-8218 $50/yr Paper; $25 Electronic 940-627-5938 [email protected] Mentor Monitor, Qtrly [email protected] www.angelfi re.com.mi2/bobcat2/bobcaat Contact club for dues infonfo Bellanca-Champion Clubub InternationalIn Bird Dog Association (L-19/O-1) Publication: Qtrly Robert Szego DanD Kelly P.O. Box 100 3343 Texas Heritage Dr. Eastern Cessna 190/195 Association Coxsackie, NY 12051 LaVernia,L TX 78121 Cliff Crabs 518-731-6800 830-391-41208 25575 Butternut Ridge Road [email protected] [email protected] North Olmsted, OH 44070 www.bellanca-championclub.comonncluccllulubb.cbccoomm www.IBDAweb.comw 440-777-4025 $38 1-yr, $72 2-yrs; $30/yr$ US; $50 Int’l [email protected] Int’l $43 1-y, $81 2-yrss EE-newsletter Monthly $15 initial, then as required Publication: B-C Contact!,act! Qtrly Publication: 4/yr 10 JANUARY 2011 Fairchild Club Howard Club & Mike Kelly Howard Aircraft Foundationation 92 N. Circle Dr. Michael Vaughan, Presidentident Coldwater, MI 49036 6991 N CR 1200 E. 517-278-7654 Charleston, IL 61920 [email protected] 217-549-6103 www.fairchildclub.org [email protected] $20/yr www.howardaircraft.org Publication: Qtrly $30/yr International Cessna 120/140 Association Publication: Qtrly Christian Vehrs, President Fairchild Fan Club P.O. Box 830092 Robert L. Taylor The Arctic & Interstate League Richardson, TX 75083-0092 P. O. Box 127 Steve Dawson, 262-642-3649 770-460-6164 Blakesburg, IA 52536 W626 Beech Dr. [email protected] 641-938-2773 East Troy, WI 53120 www.cessna120-140.org antiqueairfi [email protected] [email protected] $25/yr US,Canada; $35/yr Int’l www.antiqueairfi eld.com Wayne Forshey, 740-472-1481 Publication: 6/yr $18 for 3 issues. Fairchild Fan [email protected] Newsletter Qtrly via email International Cessna 170 Assoc. International Fleet Club 22 Vista View Ln. Jim Catalano Interstate Club Cody, WY 82414 8 Westlin Ln. Robert L. Taylor 307-587-6397 Cornwall, NY 12518 P.O. Box 127 [email protected] 845-534-3947 Blakesburg, IA 52536 www.cessna170.org fl [email protected] 641-938-2773 $45/yr http://web.mac.com/fl eetclub antiqueairfi [email protected] 170 News, Qtrly Contributions www.antiqueairfi eld.com Publication: 3-4/yr $18 for 3 issues, Interstate Intercom International Cessna 180/185 Club Bob Warner Funk Aircraft Owners Association Continental Luscombe Association P.O. Box 306 www.funkfl yers.org [email protected] Mike Culver, President & Editor Van Alstyne, TX 75495 $12/yr 17514 NE 33rd Pl. 903-482-1805 Funk Flyer, Monthly Redmond, WI 98052 [email protected] 425-861-8307 www.skywagons.org [email protected], www.luscombe-cla.org $25/yr Great Lakes Club $25/yr US; $27.50 Canada; $30 Int’l USD Robert L. Taylor The Courant Publication: 6/yr P. O. 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Gilbert Rd Unit # 106 Blakesburg, IA 52536 $50/yr US & Int’l Gilbert, AZ 85295 641-938-2773 1st yr U.S. +$7.50; Int’l +$10 480-650-0883 antiqueairfi [email protected] American STAR, 6/yr [email protected] www.antiqueairfi eld.com www.luscombe.org $18 for 3 magazines Canadian Harvard Aircraft Association Donations. 244411 Airport Road Online and Print Culver Club Tillsonburg, ON N4G 3T9 Brent Taylor Canada Meyers Aircraft Owners Association P.O. Box 127 www.harvards.com Doug Eshelman Blakesburg, IA 52536 1563 Timber Ridge Dr. 641-938-2773 Hatz Biplane Association Brentwood, TN 37027 antiqueairfi [email protected] Chuck Brownlow 615-400-3382 www.antiqueairfi eld.com P.O. Box 85 [email protected], www.meyersaircraftowners.org $18 for 3 issues Wild Rose, WI 54984 Postage fund donation 920-572-5954 Newsletter: 3-4/yr de Havilland Moth & Chipmunk Club [email protected] David M. Harris www.hatzbiplane.com Monocoupe Club 2024 75th St $20/yr Frank & Carol Kerner Kenosha, WI 53143 Publication: Qtrly 1218 Kingstowne Place 262-652-7043 St. Charles, MO 63304 mothfl [email protected] Hatz Club 636-939-3322 Paper Tiger, Electronic Barry Taylor [email protected] P. O. Box 127 www.monocoupe.com Ercoupe Owners Club Blakesburg, IA 52536 Dues: 25/yr Carolyn T. Carden antiqueairfi [email protected] P.O. Box 7117 www.antiqueairfi eld.com Western Association of Mooney Mites Ocean Isle Beach, NC 282846946969 $18 for 3 issues, Hatz Herald Michael Harms 910-575-2758 P.O. Box 391641 [email protected] Heath Parasol Club Mountain View, CA 94039 www.ercoupe.org William Schlapman 650-966-8292 $25/yr Electronic 6431 Paulson Road [email protected] $30/yr Paper US; $35 Paper Int’l Winneconne, WI 54986 www.mooneymite.com Coupe Capers, Monthly 920-582-4454 Dues: None VINTAGE AIRPLANE 11 N3N Owners & Restorers Association Piper Aviation Museum Foundation Stinson Historical & H. Ronald Kempka 1 Piper Way Restoration Society 2380 Country Road #217 Lock Haven, PA 17745 Robert Taylor Cheyenne, WY 82009 [email protected] P.O. 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Box 6656 Graham, TX 76450 National Stinson Club Ventura, CA 93006 940-549-6415 All Pre-War Models, 10,105, & V-77 805-754-0044 www.shortwingpipers.org Charlie Gay, President [email protected], www.navionpilots.org Donations: Min $25/yr 25 Runway Road $25/yr Online Discussion Forum Tunkhannock, PA 18657 [email protected] Navion Skies Short Wing Piper Club 570-836-3473 voice Raleigh Morrow Eleanor Mills $20 US & Canada; $25 Int’l P.O. Box 2678 P.O. Box 10822 Stinson Plane Talk, 4/yr Lodi, CA 95241 Springfi eld, MO 65808 209-482-7754 417-883-1457 Sentinel Owner & Pilots Association Fax: 209-367-9390 [email protected] (Stinson L-5) [email protected], www.navionskies.com www.shortwing.org James H. Gray Email newsletter monthly Dues: $40/yr USA & CaCanada;anadnaadada;a; $50$$50/yr500//yr/y InInt’lnt’lt 1951 W. Coolbrook Ave. Publication: 6/yr Phoenix, AZ 85023 NavionX...for the Navion Afi cionado Short Wing Piper Newss 602-795-0413 Chris Gardner [email protected], www.sentinelclub.org 1690 Aeronca Lane Supercub.org $22 Electronic Fleming Field Airport PO Box 150 $30 US/Canada Print South St Paul, MN 55075 Waldron, MO 64092 $40 Int’l Print 651-306-1456 816-200-2827 Newsletter: 2/yr www.navionx.org www.supercub.org Donations: Min. $25/yr West Coast Swift Wing Parrakeet Pilot Club Online Discussion Forum Gerry or Carol Hampton Barry Taylor 3195 Bonanza Dr Box 127 Porterfi eld Airplane Club Cameron Park, CA 9568282 Blakesburg, IA 52536 Tom Porterfi eld 530-676-7755 voice & faxax 641-938-2773 3350 Co Rd U; Hangar A [email protected] antiqueairfi [email protected] Abernathy, TX 79311 $15/yr paper; $5/yr email www.antiqueairfi eld.com 806-328-5347 Publication: Monthly $18 for 3 issues porterfi [email protected] The Parrakeet Pilot www.porterfi eldplane.ning.com Taylorcraft Foundation, Inc. Forrest Barber, President Brodhead Pietenpolnpol AsAAssociationssocsosocociatiiaa iononn Rearwin Club 13820 Union Ave. NE Doc Mosher Robert L. Taylor Alliance, OH 44601 P.O. Box 3501 P. O. Box 127 330-823-1168 Oshkosh, WI 54903-35014903-3503501 Blakesburg, IA 52536 [email protected] President [email protected], www.pietenpols.orgwww.piepiiieetentetenenpolppoolols.oss..oorgrg 641-938-2773 [email protected], www.taylorcraft.org $16/yr antiqueairfi [email protected] $20/yr Publication: Qtrlyrly www.antiqueairfi eld.com $18 for 3 issues Taylorcraft Owners Club Cub Club Steve Krog Steve Krog International Ryan Club 1002 Heather Lane 1002 Heather Lane Lynne Orloff Hartford, WI 53027 Hartford, WI 53027 P.O. 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12 JANUARY 2011 American Waco Club,Club, Inc.Inc.ncc Glenn H. Curtiss Museum Seaplane Pilots Association Phil Coulson 8419 State Route 54 3859 Laird Blvd. 28415 Springbrookook DrDr.. Hammondsport, NY 14840 Lakeland, FL 33811 Lawton, MI 4906565 www.glennhcurtissmuseum.org 863-701-7979 269-624-6490 [email protected], www.seaplanes.org [email protected] International Fellowship of Flying Rotarians $45/yr US; $55/yr Int’l www.americanwacoclub.comacocloc ub.ubb comc Lynn Miller, Secretary-Treasurer Water Flying, 6/yr P.O. Box 479 $35 US; $45 Int’l’l Seabrook, TX 77586 Waco World News, 6/yr Sentimental Journey to Cub Haven 281-474-4260 Kim Garlick/Carmen Banfi ll [email protected], ww w.iffr.org P.O. Box J-3 National Waco Club $40/yr US Andy Heins Lock Haven, PA 17745-0496 570-893-4200 50 La Belle St. International Flying Farmers Dayton, OH 45403 [email protected] P.O. 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Box 364 Bungee Cord, Qtrly Jeffersonville, IN 47131 The Ninety-Nines, Inc., [email protected], www.deafpilots.org Women Pilots Organization Waco Historical Society 4300 Amelia Earhart Rd. Waco Aircraft Museum Reno Air Racing Association Oklahoma City, OK 73159 Don Willis, Exec. Dir. 14501 Mt. Anderson St. 800-994-1929 1865 South County Rd. 25A Reno, NV 89506 [email protected], www.ninety-nines.org Troy, OH 45373 775-972-6663 $65/yr 937-335-9226; noon-5 Sat-Sun www.airrace.org Publication: 4/yr [email protected] www.wacoairmuseum.org Florida Antique Biplane Association North American Trainer Association $30/yr Larry Robinson (T6, T28, NA64, NA50, P51, B25) WACO Word, 4/yr 10906 Denoeu Road Kathy & Stoney Stonich Boynton Beach, FL 33472 25801 NE Hinness Rd. Brush Prairie, WA 98606 Women in Aviation, International 561-732-3250 3647 State Route 503 South [email protected] 360-256-0066 [email protected], www.NorthAmericanTrainer.org West Alexandria, OH 45381 $48/yr 937-839-4647 The Flying Wire, Monthly $50 US/Canada; $60 Int’l USD NATA Skylines, Qtrly www.wai.org $39/yr; $29 students Florida Cub Flyers, Inc. OX5 Aviation Pioneers Aviation for Women, 6/yr Larry Robinson R.R. “Duke” Iden, Treasurer 10906 Denoeu Road 3015 Homeworth Rd. WWI Aeroplanes, Inc. Boynton Beach, FL 33472 Alliance, OH 44601 PO Box 730 561-732-3250 330-525-7920 Red Hook, NY 12571-0730 [email protected] [email protected] 845-835-8121 $48/yr Dues: $20/yr [email protected], www.ww1aeroinc.org Cub Tales, Monthly OX5 News, Monthly Skyways and WWI Aero VINTAGE AIRPLANE 13 The Antiques in Winter If airplanes could talk . . . BY ROGER THIEL Part II

This is the second installment what I hear. to the enemy. In a scoring system, of a story, wherein a large commu- “I’d rather not undergo this oc- they gave two points for downing nal lightplane hangar in the pres- casional inactivity, but it’s not com- an escorted twin engine bomber, ent-day American Midwest during parable to how I lived the fi rst years one point for a fighter, but two winter, six antique airplanes come of my life—as an observer/liaison points for downing an Allied liai- to life and tell their tales of De- airplane in World War II. son aircraft. The rifles of ground pression-era survival to the newer “Compare today’s stateside situ- troops were all but useless against airplanes, who are worried about ation to being shot at—hard, fast, a fi ghter or bomber, but not against recent national economic issues. early, and often! Compare it to not me, and I was often the only thing having my pilot know whether he for them to aim at. A German in- The Taylorcraft L-2’s Story and I would return from each of fantryman who brought down an A gruff voice spoke up, as if an our assigned observation missions Allied L-bird like me was rewarded older officer in well-deserved re- during the war. with a 15-day leave! My ‘eyes in the tirement at a veteran’s center: “I was among the very lightest sky’ were considered that valuable. “Complain, complain, com- and smallest of the warplanes, and “And this happened when I was plain! In a democracy, in what is a it was up to my pilot—and me— brand new. It was the existence for peacetime home front, undergoing to fly into combat in my fabric- which I was made! what for most of the world would covered, unarmed frame, with extra “Several bullets hit me, and all be a routine economic adjustment reserves of strength and spirit. but one of the strikes were quickly which they have weathered many “To kill my pilot and, not inci- identified and repaired. The field times before, I am dismayed with dentally, me was worth a great deal mechanic who fi xed me in 1944 in

14 JANUARY 2011 Italy, working on his third day with- “A salute to you all. And now, “My Cub yellow paint was not out sleep, saw that one hit to my I’m going to sleep.” originally the beautiful pigment tubing was only a crease and that it you see now, but was colored with was okay. That crease has since been The Piper J-3 Cub’s Story a more drab, sulfur powder the fac- regarded by 22 civilian mechanics as “My line of aircraft came from tory could get for almost nothing a minor factory fl uke. It is perfectly poverty, from the low ebb of the from the Pennsylvania hills. safe, but only I know the truth of early 1930s and from a hard-hit ar- “Elements of my design have that scary day when my frame de- ea—rural central Pennsylvania. taken on a cute and emblematic flected the bullet that would have “Nothing from this situation identity—my ‘clamshell’ doors otherwise killed my pilot. suggested success for our line, and that I am soloed from the rear “For decades no one knew what I yet this is where we found it, when seat, and the cork-and-wire fuel had been through. It would be 30- a reluctant oil man essentially in- gauge from my simplistic gravity- some years after the war that en- herited my aircraft factory as a bad feed fuel tank. But all of this im- thusiasts and restorers depicted the debt. In an unlikely startup, he sim- age is incidental; these features L-bird experience and accorded us a ply became determined that he was were each built into me for a gritty, historic dignity. going to ‘make the best’ of it all. must-do purpose. “And so in those years right after “The aerodynamics of the Piper “My small engine was, in fact, the war, I never complained about line were made as if in reaction to a bold new design, made at a time hard student landings and of various poverty, with the most elemental when aircraft engines were large, other neglects and pilot mistakes. design possible: a slow, fl at-bottom round, and expensive. It would “But look at me now! In only wing that wrought every shred of probably not have been a success the past few years, because of my lift it could from its modest power- except for the harsh times. My en- weight, I have become eligible plant. Lift, lift, lift—it turned any- gine enhanced frontal view, mak- for something called ‘light sport,’ thing it could find into an asset, ing my more modest cabin design which enables some pilots to fly clinging tenaciously to the winds workable. All of these designs hap- me all over again with a new en- themselves as if to say, ‘Give me a pened together, and they collected ergy. And this is yet another breath dime of forward, and I’ll give you a host of brilliant personnel—all of of goodness to my life, a life that back a dollar of up.’ whom somehow made their biggest could have ended so easily so many, “Popular as I became, in the be- steps in the hardest of times. many times. ginning, times were tight. There were “There are so many Ameri- “Squeak if you must, but only days at the factory when a customer can manufacturers who started when you really, really need grease. came to pick up one of my ances- in the early 1930s and who have These times, by the standards of most tors and it would have no engine in- endured. From that pit, from that of the world, are still quite grand. stalled. It was at the town’s railroad low ebb, they—including my mak- depot waiting for a check. Some Piper ers—found a grain of survival and created what would become a long- lasting success. “Give me a dime of forward, and I’ll “By 1940, the year in which I was give you back a dollar of up.” made, Piper’s numbers had swelled so large that it could advertise to ‘outsell all other light aircraft com- personnel would take the buyer to an bined.’ No other American factory orchestrated lunch while others took has been able to make that claim the payment check, presented it at before or since. the railroad, claimed my engine, and “And with the decades, my name took it to the factory and installed went on to become an emblematic and fl ight-tested it—all without the name for what a lightplane is. buyer even knowing! “I am evidence of the saying of architect Frank Lloyd Wright that ‘humanity built most nobly in time of scarcity, when so much more was needed to build anything at all.’ And so, my makers, by the gritty nature of what was thrust on them and by ferocity of effort, proved that the worst of times can be made into the best.” VINTAGE AIRPLANE 15 My Friend Frank Rezich Part IV The war years

BY ROBERT G. LOCK PHOTOS COURTESY OF REZICH FAMILY COLLECTION Frank with his trademark unlit cigar in his mouth, standing next to a Consolidated C-109.

nducted in the Army Air long-range flights and to carry ted with welded aluminum fuel Forces (AAF) and assigned fuel from India into China. These tanks in the nose and in the bomb to Air Transport Command aircraft were designated C-109s— bay areas. These tanks could carry —Ferry Command, the AAF they were essentially Consolidated an additional 2,900 U.S. gallons recognized Frank’s experi- B-24 ships constructed under con- of fuel, and the aircraft’s fuel sys- ence,I even as a young man of 20 tract by Ford, but stripped of all tem could be plumbed into the years. For large aircraft such as tanks to provide extra-long range bombers and transports, radial en- to ferry them from Miami, Flor- gines ruled, and Frank had plenty “I got ida, to India. These aircraft were of experience maintaining and developed specifically to supply operating them. A position as a sent through the fuel needs of the B-29s oper- copilot/mechanic/fl ight engineer ating out of China to bomb Ja- was the right place for his talents. basic school and pan. Frank indicated that the And that is where he went; he Laird Company manufactured the eventually became one of the fa- wound up in the aluminum fuel tanks, while the mous AAF “Flying Sergeants.” Glenn L. Martin Company fitted Frank told us, “Ford was produc- Air Transport collapsible Mareng fuel cells in ing a B-24 every eight hours in those the last of the modifi ed aircraft. days. If it was to become a ‘Hump’ Command— Some of the C-109s were fer- airplane, it went to Memphis. If it ried directly from Memphis to was a bomber, it went to another lo- Ferry Division.” the Azores, then on to North Af- cation to be reassigned. We picked rica, and eventually Burma/India. up all of ours at Memphis.” armament, bomb racks, etc. Some Other ships were ferried to Pan Frank talked about going to of these ships had their plastic Am Field in Miami or Dinner Key Memphis, Tennessee, to pick up nose and tail gun turrets faired in south Florida, then across the new B-24s that had been con- in with sheet metal to make a Atlantic to the Azores and North verted to tanker ships by instal- smooth rounded nose and tail. In Africa, landing at Libya or Trip- lation of special fuel tanks for Memphis these aircraft were fit- oli. Frank indicated he made a 16 JANUARY 2011 Pan Am base in Miami, Florida. couple of fl ights across the Atlan- take the crew chief and make him U.S. bases were in Shamshan Agra tic Ocean. In a telling statement the copilot. On the B-24s you and Teagon, India. Missions carry- Frank said, “I made a couple of would have a three- or four-man ing fuel to China were across the mistakes. I should have stayed crew. A lot of the time we would Himalayan Mountains in the area with Pan Am.” get some of those green copilots, that featured the highest moun- In the first photo in this arti- and the old man would say, ‘Frank tain in the world, Mount Everest; cle you can see Pan Am Field in you go.’ I can remember delivering after cresting the mountains, the Miami, Florida, as it appeared in four or fi ve C-46s and some Vega flight path took them into Kun- 1945. The terminal and hangar Venturas, but I don’t remember ming, China. Occasional fuel complex and parking ramp are to ever going to the Boeing factory. stops had to be made in Burma on the left of the photograph. Dinner I remember going to the Douglas the return trip. Key was located nearby and was factory and to the Curtiss factory There are several stories that designed for amphibian and sea- in Buffalo and also to St. Louis. I emanated from his time in the plane operation only. All Pan Am remember going to the Douglas service, and a couple will be docu- seaplane operations began and facility at Daggett, on the Mojave mented here. ended at this base. It was from Desert, to pick up some A-20s in “I have some pictures some- this Pan Am Field that Frank fer- 1945 to ferry over to Europe.” where where we lost the entire ried British aircraft to North Af- The C-109s were used to ferry nose case and propeller of the out- rica prior to his induction into the fuel to B-29 bombers stationed board engine while in fl ight. I re- military in 1943. in China, which were to be used call the same situation when I was Frank recalled his induction and to bomb Japan. There were many a flight engineer on C-54s near service in the military. “I got sent frightful moments flying a fully the end of the war.” through basic school and wound loaded C-109 across the Hima- Speaking about maintenance on up in the Air Transport Command layan Mountains, the famous the C-109s, Frank recalled, “Engine – Ferry Division. I took two C-46s “Hump.” Frank fl ew as a fl ight en- overhauls were done by a company and a C-47 to India. Whether you gineer on a fuel-laden C-109. His in Calcutta called Indian Aviation. flew right seat or not depended rank was sergeant. We were lucky to get 500 or 600 on whom you had for a CO [com- Frank was eventually based in hours out of the engines. We used manding officer]. They used to the Assam Valley region in India. to have to take off down the As- VINTAGE AIRPLANE 17 Frank served as a crewmember on the C-109, the aerial gas truck used to supply bases in the China/ Burma/India (CBI) theater of operations. The airplane had to gain an altitude of at least 19,000 feet to clear the mountainous terrain between India and China.

sam Valley. One day we took off It blows a piston and all the s—t hind the flight engineer’s aft and about 100 feet the fi rst engine comes out. We get it feathered, but bulkhead and pointed to a device craps out—blows up. not too far down the road, attached to the structure. “See theth second engine on the that? It’s an auxiliary hydraulic samesa wing fails. Both guys pump. Now you stand there and [pilots][p were standing on op- watch it carefully while I throw positep rudder with both feet. the electrical switch.” When the WeW went maybe 30–40 miles electrically driven motor started downd the valley and finally there were sparks emitting from gotg it turned around and the unit, which was located less landedl it. We dumped all the than a foot from a fuel tank loaded fuel we could to make the with 115/145 fuel. Frank came airplane lighter, but even so back and said, “See that, sonny? the airplane was still very My unlit cigar won’t ignite that heavy. I think I still have fuel tank, but that thing sure as some of the pieces at home hell will. Nothing more was said!” somewhere in a cigar box. Near the end of the war, as the Everybody had failures— Allies continued to gain ground that was our biggest risk, an moving toward Japan, the B-29s engine failure on takeoff.” based in China were moved to There were humor- Guam and Saipan in the Mari- ous moments that Frank ana Islands. Long-range bombing recalled. “One day I was would dispatch from these new climbing on board the bases, and the China bases were C-109, and there was a eventually abandoned. When fl y- young copilot who de- ing the Hump to China was no manded I discard my ci- longer required, Frank went back gar. I told him it wasn’t to ferrying aircraft wherever they lit, but he insisted I throw were needed. Perhaps taken when the end of the war was it away before the fl ight.” Frank was released from mili- in sight, a young Frank Rezich, who so honor- Frank educated him im- tary service after the war ended ably served his country and became a mem- mediately. “Follow me, in 1945. Frank remembered what ber of the “greatest generation.” No cigar, sonny, and let me show happened in December 1946: “I but is that the neck of a bottle that obscures you something.” Frank came home. No job. Just a little his necktie? He sure looks happy! took the young man be- bit of discharge pay in my pocket. 18 JANUARY 2011 Frank’s fi rst airplane he purchased in 1942: a CPTP Waco UPF-7.

Mike came home first. What the So Frank went back to doing ily house for rebuild. The family heck, I fi nd Mike is running a beer what he did before the war. The shop was in the house basement business for the southwest side of fi rst airplane that Frank purchased and storage was in the converted Chicago. Mike said come to work after his discharge was a Civilian two-car garage. Frank completed for me, driving a beer truck de- Pilot Training Program (CPTP) repairs to the fuselage by replac- livering Blatz beer. I tried it for a Waco UPF-7 that had been ground ing the right landing gear and the couple weeks, but things didn’t looped. It was disassembled and damaged tubing structure around work out.” hauled on a trailer to the fam- the gear attach area. He found a

Frank’s nicely restored Waco UPF-7, NC32087. VINTAGE AIRPLANE 19 Mike Rezich bought this BT-13 for a commuter airplane to run back and forth from Stinson Aircraft outside of Detroit and the south side of Chicago. set of good lower wings, re-covered remembered, “They tried a spe- wasn’t much happening, so I and assembled the airplane, test cial clear coat on the polished sur- checked with United Air Lines. flying it and storing it at Willie faces, but it didn’t work, so the Well, United said come work for Howell’s Airfi eld south of the Chi- airplane ended up getting painted us as a junior fl ight engineer. But cago Municipal because of the mu- a sand/tan topcoat color.” Frank that is a bus driver’s job, so you nicipal airport’s expanded size and painted a red stripe on the fuse- can get laid off every six months. higher traffi c density. lage side and around the nose of I thought, ‘I can do better than Frank’s UPF-7 was only the sec- the engine cowling. He would also that.’ So I stayed home and started ond airplane owned by other than have to paint the civilian registra- calling around and found a hangar brother Mike. Up until this time, tion number on the rudder. The just west of Chicago, a little ways Mike owned all the family air- airplane was later modified as a on an airport that has a quarry on planes. Nick bought a Culver Ca- skywriter, and Nick had a contract it—Stinson Airport. Okay, I can go det new from the factory in 1942, to write “Muntz TV” over Chicago over there and work as an A&E. before Frank bought his Waco. one summer. He got some help There were guys buying up these The Culver was the only new air- from one of his friends, but had surplus airplanes. Aha, we want plane the family purchased. This problems when he wrote the ‘Z’ to convert them for civilian use. same Culver has been returned to in Muntz backward!” We’ve in- So I opened the hangar—Rezich the family, as Nick’s son Jim now cluded a shot from Frank’s col- Aircraft—and the fi rst and biggest owns it. (We’ll have more on it in lection of the BT-13 behind the jobs I had were Howard airplanes. Part 7.) Rezich home. Note the wood So I worked that shop because it Thanks to the 50-foot gate wings standing against the build- was right up my alley. Then Nick near the Rezich home on La- ing, on the right side of photo. talked me into building a racer. I Porte Street, Nick bought a sur- Jim remembered, “The wooden started that in 1946.” plus Vultee BT-13 ship to use as wings in the background are most Next month, in Part 5, Frank de- a “commuter” when he briefly likely from Gordon Israel’s ‘Red- signs the Rezich brothers racer for worked for Stinson Aircraft in De- head’ racer. One day Mike decided the Cleveland Air Races and is re- troit after the war. The airplane to clean up and threw them in the quested to join the Ford Motor was taxied to the family shop, burn pile.” Company as a technical representa- where it was converted to civil- Ready to proceed with his life, tive on the Pratt & Whitney R-4360 ian status and received a CAA li- it was time to move away from radial engine, which was being built cense complete with registration home. Frank recalled, “I looked by Ford under a licensing agreement number NC9535H. Nick’s son Jim around the airport, but there with Pratt & Whitney. 20 JANUARY 2011

Light Plane Heritage

published in EAA Experimenter December 1990

THE LONGREN BIPLANE

BY JACK MCRAE

ber. The wing panels, which were braced by a Warren truss system of struts, could be folded back against the fuselage, giving an overall width of 9 feet. The engine was originally a three-cylinder, 60-hp Lawrance, but later models used the six-cylin- der Anzani engine. The molded fi ber fuselage was said to have a strength-to-weight ratio double that of plywood, and to be highly resistant to splintering. The combustion point of 650°F made it relatively fireproof. Ash longerons and frames were used for reinforce- ment. The cockpit was entered through a door that was designed to Albin K. Longren was a self- poration of Topeka and in 1920 de- retain the strength of the fuselage. taught pilot from Topeka, Kansas, signed and built the New Longren, The wings used a modifi ed U.S.A. who started building and fl ying his a side-by-side two-seat biplane that No. 2 airfoil. The spars were built own airplanes in 1910. In 1919 he featured a well-streamlined, semi- up “I” sections of spruce. The wing formed the Longren Aircraft Cor- monocoque fuselage of molded fi - ribs had a plywood web and ash cap

Editor’s Note: The Light Plane Heritage series in EAA’s Experimenter magazine often touched on aircraft and concepts related to vintage aircraft and their history. Since many of our members have not had the opportunity to read this se- ries, we plan on publishing those LPH articles that would be of interest to VAA members. Enjoy!—HGF

22 JANUARY 2011 strips. Ailerons were used on the up- per wing only and were interchange- able, with control by torque tube. Swivel fi ttings allowed the wings to be folded without affecting the con- trols. When folded, the wings were braced to the fuselage to allow tow- ing to the airport by car. The tail surfaces were of a thick section for rigidity, with rudder and elevators operated by torque tubes. The elevator controls were entirely enclosed in the fuselage, and the rudder had only a short length of control cable exposed. The landing gear was of the cross axle type supported by streamlined V-struts on each side and used rub- ber cord for shock absorbers. The New Longren was intended to be a business and pleasure air- plane of moderate price ($2,465) for the individual owner. The low cost of maintenance and small storage space required were big advantages. The U.S. Navy was experiment- ing with small airplanes in the early 1920s and purchased three of the New Longrens “to test the servicing performance of molded fiber con- struction; a potential answer to faster and cheaper construction.” After sev- eral years of testing, the Navy decided to buy additional airplanes from Lon- gren, but by that time the company was no longer in existence. It had been unable to compete with the low prices of the World War I surplus air- planes that were then available. Specifi cations of New Longren Biplane The New Longren reportedly fl ew Weight Empty 550 pounds and handled well, and at a flying meet in Kansas City in November Useful Load 500 pounds 1921, it won the looping contest Gross Weight 1,050 pounds with 38 loops. The takeoff distance Wing Area 189 square feet was 125 feet, and the landing run was 75 feet. It was reported that a Wing Loading 5.55 pounds/square foot total of six were built. Power Loading 17.5 pounds/square foot Longren remained in the airplane business, however, and in the early Maximum Speed 96 mph 1930s built a very attractive two- Range 250 miles place, all-metal biplane in Kansas City, using the Martin 120-hp engine. Reference: He subsequently worked for the Spar- Aviation magazine, September 19, 1921 tan Aircraft Company in Tulsa and Aerial Age Weekly, September 26, 1921 then moved to California, where he Flight magazine, June 8, 1922 manufactured hydraulically operated Aircraft Yearbook, 1923 metal-forming machinery. VINTAGE AIRPLANE 23 2010 VAA Hall of Fame Inductee

Morton W. Lester EAA 55178, VAA 14

BY JACK COX AND MORTON LESTER

orn into an aviation fam- stored and donated it to the EAA Air- Morton purchased it, had it restored, ily—his father was a pilot, Venture Museum at Oshkosh. and donated it to the EAA AirVenture aircraft owner, and owner The Keith Rider Jackrabbit that Museum in Oshkosh. of Martinsville’s fi rst air- competed in Greve Trophy races in The prototype Ryan SCW was lan- port—Morton literally the late 1930s. It ended up as a sign guishing somewhere in Mexico until Bgrew up in and around airplanes and on a California restaurant—until Morton was able to locate it, bring it was fl ying long before reaching the legal age. (He soloed at age 10.) After college and military service with the Army Signal Corps (Korea), he em- barked on what would become a suc- cessful business career, which allowed him to become the owner of a long succession of aircraft, ranging from modern types such as Bonanzas, Co- manches, and Meyers 200s to vintage Wacos, Travel Airs, Howards, Mono- coupes, and many, many more. Of special signifi cance were a num- ber of prototypes and racing aircraft that Morton searched out, restored, and preserved for posterity by donat- ing them to aviation museums. In- cluded were the following: The Crosby CR-4 that competed in the Greve and Thompson Trophy air races in the late 1930s. Morton dis- covered the racer on a farm in North Lester Airport was a Piper dealer, and this pre-WWII photo shows their fi rst Carolina just days before it was to be J-5 Cruiser. Morton and his father are standing by the ship with Morton’s hauled away to a dump. He had it re- younger brother perched on the engine. 24 JANUARY 2011 Will Rogers and Morton share a similar philosophy when Rogers said, “I never met a man I didn’t like.” Well, Morton never met a plane he didn’t like. Whis- tlin’ Dixie was his Twin Beech. It began life as an Navy SNB. When people would ask what that stood for, AERO CLASSIC Morton simply replied, “Secret Navy Bomber.” Today “COLLECTOR SERIES” this ship is in Tullahoma, Tennessee, after Morton donated it to the Beechcraft Heritage Museum. Vintage Tires New USA Production Show off your pride and joy with a fresh set of Vintage Rubber. These newly minted tires are FAA-TSO’d and speed rated to 120 MPH. Some things are better left the way they were, and in the 40’s and 50’s, these tires were perfectly in tune to the exciting times in aviation. Not only do these tires set your vintage plane apart from the rest, but also look exceptional on all General Aviation aircraft. Deep 8/32nd tread depth offers above average tread life and UV treated rubber resists aging. First impressions last a lifetime, so put these jewels on and bring back the good times..… New General Aviation Sizes Available: 500 x 5, 600 x 6, 700 x 8 Desser has the largest stock and selection of Vintage and Warbird tires in the world. Contact us with your requirements. The Monocoupe had such a rich heritage that it is in a Telephone: 800-247-8473 or class by itself. This is Morton and his clipped-wing Mono- 323-721-4900 FAX: 323-721-7888 coupe 110 Special. He says, “It was a fun airplane, and 6900 Acco St., Montebello, CA 90640 3400 Chelsea Ave, Memphis, TN 38106 each fl ight was a thrilling and exhilarating experience.” In Support Of Aviation Since 1920…. www.desser.com VINTAGE AIRPLANE 25 The Antique/Classic judges pause for a photo in 1972. Morton is the third one from the left, standing in the back. back to the United States, restore it to among them a Travel Air 6000 and land, Florida, for many years. fl ying condition, and donate it to the a Beech 18 military version, have Morton was an early member of EAA AirVenture Museum in Oshkosh. been placed on loan by Morton to EAA/VAA Chapter 3 and served as Morton purchased a derelict air- other aviation museums. its president several times over the craft that at the time was believed In addition to owning and restor- years. He served as a member of the to be the prototype Johnson Rocket, ing vintage aircraft, Morton has been board of directors of what is now the saving it from being junked. He sub- active for decades in the activities of Vintage Aircraft Association, being sequently sold it to Leonard McGinty, various aviation organizations. He instrumental in the organization at who had it restored. After Leonard’s was instrumental in the creation of its start. He was the division’s vice death, the airplane was purchased by the Virginia Aviation Museum in president and authored many arti- the Swift Museum Foundation. Sub- Richmond. He served 10 years on cles for Vintage Airplane. Morton also sequent research has revealed that the Virginia Aviation Board, having served on the EAA Aviation Founda- the airplane was initially the Swift been appointed by three Virginia tion board for 30 years, including prototype and, later, after some mod- governors. Morton served 35 years co-chairmanship of the building ifi cations, was re-designated as the as a board member of the Blue Ridge committee during the move from Johnson Rocket prototype. It will be Airport Authority, with 23 years as Hales Corners to Oshkosh and 20 displayed in the Swift Museum. chairman. He also served as a direc- years serving on the executive com- Several other vintage aircraft, tor of the Sun ’n Fun Fly-In Lake- mittee. His lifelong collection of aviation-related audiovisual materi- als formed a signifi cant part of the nucleus of the collection of EAA’s audiovisual department when it was established in Oshkosh. Note: Morton has always been a generous soul with both his time and his resources, and to honor his time contributing to Vintage Airplane, we thought it only proper to present a selection of the photos lent to us with the captions in his own words. More of his photos are posted in a slideshow that you can access from This is my 1929 Travel Air Model 6000. It was truly a joy to fl y. As a foot- our website at www.VintageAircraft. note, it fl ew much better fully loaded than it did when fl ying solo. org/programs/hof.html. 26 JANUARY 2011 Drive one. All New 2011 Ford Explorer

100% Re-Invented The Privilege of Partnership Ford Explorer – the vehicle that defined a segment – has been EAA members are eligible for special pricing on Ford Motor Company completely reinvented for 2011 to raise the bar on SUV efficiency, vehicles through Ford’s Partner Recognition Program. To learn more performance, safety, technology and capability. For families with a on this exclusive opportunity for EAA members to save on a new Ford sense of adventure, the 2011 Explorer has it all: transformative ride and vehicle, please visit www.eaa.org/ford. handling, exceptional off-road prowess, superior towing ability and class-leading fuel economy from high-tech powertrains.

VEHICLE PURCHASE PLAN THE Vintage Mechanic

BY ROBERT G. LOCK

Test fl ights

his month’s discussion is on a subject that can up to the task at hand, with no distractions. I always Tcause stress, both emotional and physical. It is fl ew a similar type of aircraft around the local area to the test fl ight. scout out possible off-airport landing sites, which I In previous publications we have discussed various hoped would never be needed. I never jumped into the subjects dealing with aircraft restoration, but now is airplane and took to the sky unprepared! a good time to talk about the “dreaded” test flight. My test flights were conducted when I was ready, Perhaps you have spent several years restoring your not when the airplane was ready. There were times airplane to pristine condition and when the test fl ight took place one finally it’s time to see how well it . . . make to four days after the airplane was fl ies. Here are some of my thoughts ready for fl ight. on the test flight, and hopefully, that fi rst These days leading up to the test ideas that will make that fi rst fl ight fl ight were used to focus on the task safe, successful, and enjoyable. fl ight safe, at hand. I mentally conducted the When I was instructing A&P fl ight hundreds of times, and usu- mechanics at Reedley College in successful, ally didn’t get my normal sleep on central California, my airframe the days leading up to the fl ight. classes focused on restoring an and I calculated the center of gravity aircraft to flyable condition. (CG) location for the test fl ight us- These aircraft were quite sim- ing my actual body weight instead ple, mostly Aeronca 7AC and enjoyable. of the 170 pounds suggested by the 11AC/11CC, Cessna 140, and FAA. I knew exactly how much fuel Taylorcraft-type airplanes. was in the tank; I never test flew with full fuel but My classes numbered 20 to 50 students who all would have enough fuel for at least two hours of fl ight. took part in the “live” airplane work. I would have Knowing exactly where the CG was located gave an half of the class working in the lab, so I supervised indication of where to set the trim, which I usually set 10-25 students, all involved with return-to-service in the center of travel (not necessarily neutral). aircraft. Needless to say I spent many hours after stu- When I had a good mental picture of the fl ight, I dents left our facility closely inspecting their work. In would transfer the mental picture to reality by fl ying the end, I was the fortunate soul to fi re up and test fl y the traffi c pattern and local area to spot and memo- the airplane. rize my off-airport landing sites, if needed. I knew My duty as test pilot was also put to use in my when I was ready and I knew when the airplane was own shop, as I completed restoration of antique air- ready. Most of my fi rst fl ights lasted 20-30 minutes. A craft. Having been in the seat for the fi rst fl ight many landing was made and the aircraft and engine closely times, I developed some guidelines that have worked inspected for anything unusual. If everything was well for me. normal, I would get back into the air for another 45 First, test fl ights should be conducted in the early minutes to an hour. morning hours when the air is calm and cool. Select a Noted test pilot Chuck Yeager has always said, day when there are no crosswinds to deal with so that “There ain’t nothin’ dull about a test fl ight . . . you demon won’t enter into the picture. never know the outcome until you’re back safely on The mental state of the test pilot is as important as the ground.” To which I say, Amen. I still remember the ability to fl y an airplane. You must be ready and nearly all of my test flights—and they were all suc- 28 JANUARY 2011 cessful—I got back with no injury. I like to do a small amount of slow fl ight, conduct- There is less stress if you can minimize how many ing a sample landing pattern starting at 2,500 feet sets of eyes are watching the event. Ground crew above the ground. But while conducting any maneu- is essential, but I never liked inviting throngs of vers it is important to keep the engine cool. The air- people to witness my test fl ight. There were a couple plane should be trimmed for all flight attitudes and of times, however, when it seemed that the whole airspeeds. If the center of gravity is properly placed, darned town was there to watch. Such was the case this will happen. If the airplane is either nose- or tail- when I test flew a Stearman biplane. But it turned heavy you will run out of trim travel before control out well, despite the crowd. stick pressure neutralizes. After 20-30 minutes I land to There are different approaches to engine break-in; check the airplane and engine over before continuing. I suppose I’ve done most of them. I recall test fl ying a Takeoffs on a test fl ight can be fun, but the fi rst land- Fairchild PT-26 with a newly overhauled Ranger 200- ing is always a memorable event. Here are a couple of hp engine and an Aeromatic propeller installed. Since ideas to ponder. the Ranger tended to overheat on the ground with First, a good landing is always accompanied with a prolonged run-up, I preheated the oil to about 175 de- good approach. A lousy approach will usually result grees Fahrenheit, poured it into the oil tank, did only in a lousy landing. Biplanes have very poor visibil- enough ground run to assure the engine was ready, ity over the nose. They also come down fast if you then took off and fl ew. All the other test fl ights were pull the power off. With this in mind, make your conducted by running the engine on the ground until approach to landing by holding some power all the there was a rise in oil temperature. This would require way to the fl are. At airfi elds where I can dictate the several short runs to avoid glazing the cylinder walls. pattern (uncontrolled), I shoot the downwind at 800 Before takeoff, always check that control surface de- feet AGL, turn base at 600 feet AGL, and turn fi nal at fl ection is in the proper direction, especially ailerons, 400 feet AGL. elevators, and longitudinal trim. Keep pulling the power off; it’s a game to play on I always use full power on takeoff and into the ini- landing and keeps you from getting too bored. The tial climb. Horizontally opposed engines don’t mind game is to continue reducing power but not adding being operated at full power for prolonged periods. power to make the runway. To this day my approaches Radial and inline engines, however, don’t like the full are a little high to allow me to see the runway over the power for long periods. I would pull off some power, engine. I will never shoot a low fi nal and add substan- but not too much. tial power to make the runway. You cannot see any- Recent test fl ights behind the Wright R-760 radial thing in front of you, so don’t do it! engine were conducted by running the engine at full Another idea for the fi nal approach is to use a little power for no more than three minutes, then backing “slip” so you can see the runway. This trick worked off the power to 1800 rpm and leaving it there until it well when I was flying a Pitts S2C with Sean Tucker was time to descend and land. The Wright is placarded and Ralph Riddel at Salinas. You could set up a cross to operate from 1650-1800 rpm, so I ran it at 1800 rpm control slip and when you crossed, the numbers just during break-in. set the airplane down the runway—it was already Closely monitor all engine instruments for abnor- fl ared to the three-point attitude. Hold it there until all malities, especially the oil pressure gauge. The oil pres- three wheels touched down. Squeak and you’re down. sure gauge is the most important instrument in the Oh, it was fun! cockpit. If all other instruments fail, you can look out- The second fl ight can be a more in-depth investiga- side the cockpit, fl y the airplane, and land it safely. I normally climb to an altitude of 2,500 feet or above, and I stay over the airport in case of an emer- gency. If the fi eld is tower controlled, tell the tower folks that you are conducting a test fl ight and wish to stay above the airport for the next 20 minutes. Usually a shallow left turn is good because it’s in the direction of torque. Normally a newly overhauled engine will run hot for the fi rst few hours, so cylinder head and oil tem- perature indicators may read above normal. Next a test of fl ight controls, any unusual fl ight conditions should be noted immediately. If the airplane is as- sembled and rigged properly there should be no great surprises. If things aren’t going well, however, get the Short fi nal for 15. airplane back on the ground, but do it safely. VINTAGE AIRPLANE 29 tion of stability and control. Have a clipboard handy equilibrium. If this happens and in a short time period, so you can record what the airplane does as you con- the airplane demonstrates good static and dynamic stabil- duct the tests. ity. If the nose tends to stay in the displaced attitude, the First, the airplane should fl y straight and level when airplane demonstrates neutral stability. And if the nose trimmed. Fixed-wing aircraft have a tendency to roll tends to increase its oscillations above and below the ho- to the left as a result of pro- rizon the airplane demonstrates peller rotation (P-factor) and negative stability. Most old air- torque. On aircraft powered by planes should demonstrate posi- most American-built engines, To stability tive or neutral stability. the prop turns clockwise when Flight control deflection viewed from the cockpit, so the test the should be capable of good airplane wants to turn counter- control of the airplane at all clockwise. This can be corrected airplane, begin airspeeds. Don’t try any spec- by washing out the right wing tacular maneuvers at this time; or washing in the left wing, or at a safe you just want to check stability adjusting both settings. These and control response. adjustments are made until the altitude, at Reduce power to check for wings remain level with the ho- slow fl ight-handling of the air- rizon in level fl ight. least 3,000 plane as you prepare for land- Wash-out is removing a small ing. You can do this on the amount of the angle of inci- feet AGL. descent portion of your fl ight. I dence at wing tip, and wash-in usually make an imaginary traf- is increasing incidence at the tip. fi c pattern: crosswind, 90-degree This adjustment is done in small increments until the downwind slightly reducing speed, 90-degree turn to airplane fl ies wings-level at cruise power in level fl ight. base reducing speed, 90-degree turn to final, further The chances are good that the left wing will be washed reducing speed. You can do this in your descent to get in, so the slight increase in angle of incidence at the tip a feel of how the airplane will control in the traffic will cause a slight increase in drag on the left wing. This pattern, particularly if there are no recommended air- causes the nose to yaw to the left. This condition can be speed numbers written anywhere. adjusted by adding a small ground-adjustable tab to the Enter the pattern for landing and make a good cock- rudder and bending it to the left, which will cause the pit check. One important check during this phase of rudder to move to the right. Bend the tab until the yaw the fl ight is the pilot. Make up your mind what type of is removed. After these adjustments are completed, check landing you will make: three-point or wheel. the airplane in a power off stall; the wings should remain For me, the fi rst is usually a wheel landing; it’s just level through the stall. easier to fl y the airplane onto the runway, and I will To stability test the airplane, begin at a safe altitude, always have good rudder control due to the higher at least 3,000 feet AGL. Set the power to cruise rpm and airspeed. This is especially true if it’s the fi rst time I’ve trim the airplane for level “hands off” fl ight. Now apply flown this particular type of airplane. In all the air- a small amount of back pressure on the stick to cause the planes I’ve fl own I prefer the three-point landing once nose to rise above the horizon. Observe if the nose oscil- I get used to the ship. If the tail wheel is the steerable lates below the horizon, and tends to return to level fl ight or locking type, three-point landings work well for me.

Flight control and stability check. Landing at the end of the test fl ight.

30 JANUARY 2011 There is nothing more exciting than a test fl ight in a strange airplane. When I fi rst fl ew the Command-Aire from the Lakeland, Florida, airport in 1989, however, it felt like I had fl own it before, perhaps in another life. It was sweet! After 11 long years of restoration, my pride and joy fi nally took to the air. This photograph shows the Command-Aire taxiing back to the Sun ’n Fun museum hangar after the successful test fl ight.

Airspeed control on fi nal is critical to making good three-point landings. I have fl own the Command-Aire since 1989 and have many takeoffs and landings in all types of wind conditions, so I have the three-point at- titude memorized. I fl are the airplane out to that three- point attitude and hold it until a full-stall landing occurs at minimum airspeed. I even three-point land the airplane in crosswinds. The important point to remember is, the test fl ight is a check of systems, stability, and control. Make notes carefully so adjustments can be made in a controlled fashion. The airplane must be slowly “tweaked” until it fl ies just right. The photo above shows the New Stan- dard completing a fl y-by at low altitude for all those in attendance to see this beautiful airplane close up. Note that ailerons and elevator are streamlined, giving a clue that the rigging of the airplane is really close. Now go out and have some fun with that great bi- plane! Good luck and happy fl ying!

Editor’s Note: EAA’s Flight Advisor program isn’t just for homebuilders; it’s for any pilot who is preparing to test fl y his newly constructed or restored aircraft. You can learn more about the program on the Web at www.eaa. org/fl ightadvisors. To fi nd a Flight Advisor, log in to EAA’s online community at www.Oshkosh365.org and click on the EAA Members Only tab in the bar; on the left side you’ll see a listing for the program under the Flying head- ing. We urge anyone contemplating a fi rst fl ight to take advantage of this important member benefi t! —HGF VINTAGE AIRPLANE 31 THE Vintage Instructor

BY Steve Krog, CFI

Was that a landing? Or was it a carnival ride?

eldom is an incident or fore touching down (the fi rst time), how the scenario played out. an accident the result of he was nearly off the runway, with It all began on a sunny fall af- Sa single major mistake or his right wing overhanging the ternoon. While driving home from system failure. Rather, it runway lights. The touchdown was work, Dick* decided it would be a is the combination of a series of lit- hard, the aircraft bounced quite good day to do a little fl ying. Arriv- tle mistakes that compound as the high, and it appeared that a lot of ing at the airport he met John, his fl ight continues. This is the story of left rudder was being applied as the friend from the next hangar, who one of those incidents that demon- nose swung to the left. The second also planned to do some flying. strates how little mistakes do accu- touchdown caused the plane to veer John had already completed his mulate. The result was painless and hard to the left, and the “carnival preflight and was ready to depart inexpensive, but it could have been ride” began. He exited the runway causing Dick to hurry his prefl ight, much worse. to the left and rolled into a shallow so that they could depart together. While doing pattern work with a drainage ditch, which launched the Small problem No. 1. student, we landed, completed our aircraft a third time. While airborne Dick hurriedly entered the cock- back taxi, announced our intentions the nose began a swing to the right. pit and sat down hard in the seat. on the radio, and began taxiing into On the final touchdown, the air- He thought he heard a sound like position for a takeoff on Runway plane executed a full ground loop metal cracking but decided to ig- 29. Out of the corner of my eye, I to the left. nore it, as everything seemed nor- noticed an airplane that appeared I shouted to my student, “Watch mal. The engine was started, and to be entering the traffi c pattern for the wingtips!” but the arriving pi- Dick began taxiing toward the a landing on Runway 11. Neither lot was quite lucky. While riding runway following his friend John. the student nor I recognized the air- out a full 360-degree ground loop, While taxiing, Dick thought the plane other than it was a tailwheel the wingtips never touched the seat felt different but chose to ig- aircraft. My student immediately ground, nor did the tail ever come nore it. After all, he had never had demonstrated good common sense off the ground. Once stopped, the a previous problem with the seat. and stated, “I’m not sure what he’s airplane was pointing northwest Small problem No. 2. up to,” and taxied off the runway into the wind. Once in the air the two friends until he could determine what the The pilot who rode out this decided to fly to a nearby airport new arrival was going to do. “spectacular” arrival was quite and get a little fuel. Dick fell a mile The arriving airplane turned fi- shaken and remained in the air- or so behind John, because he nal and appeared to be aligned with plane for quite some time before seemed to be having a bit of a prob- the turf immediately adjoining the getting his courage up to exit and lem with the rudder pedals. The air- hard-surface runway. We both noted look at the airplane. plane wanted to yaw to one side. that this “could be interesting,” as Some time later I had an oppor- It was easily controlled, so Dick the wind was blowing about 10-12 tunity to speak with the pilot. Still didn’t think it was much of a prob- mph from the northwest, creating a quite shaken, he began explaining lem. Small problem No. 3. downwind landing situation. what he thought had happened. Dick didn’t see John enter the After turning final the airplane After allowing time for him to vent traffi c pattern and land, but he did continued drifting southward to- and start to relax, we reviewed what observe that John was already at ward the hard-surface runway. Be- had happened step-by-step. Here’s the gas island. Not wanting to hold 32 JANUARY 2011 John up, Dick decided to enter the never touched the ground. ough preflight may have found traffi c pattern and land as quickly as Upon close examination of the the tail wheel spring in need of at- possible. After all, the surface winds airplane, we found the seat was tention. Finally, being in a hurry when they departed were light and broken in two places. The initial and somewhat preoccupied with- variable. He entered on a left down- break probably occurred when the rudder problem, Dick failed wind for landing on Runway 11. Dick fi rst entered the airplane. The to check the windsock for surface The wind was blowing from the second happened on the second winds and most favorable runway, northwest at 10-12 mph, favoring bounce while he was trying to jam leading to a downwind landing. Runway 29. Small problem No. 4. the brake pedal to the fl oor, causing The combination of a broken Turning final, Dick noticed that him to lose control of the airplane. seat, missing tail wheel spring, and it was hard to keep the airplane Further, we found one tail spring downwind landing caused quite a aligned with the runway, and things and clip missing. It probably hap- ride for Dick. Thankfully the only seemed to be happening a bit faster pened on takeoff, causing the rud- thing broken was the seat frame; no than normal. The rudder pedals felt der directional control problems other damage was done other than uneven, and every time he relaxed encountered during the fl ight and Dick’s bruised ego. the right rudder the airplane rapidly especially on landing. This would The airplane has already been drifted to the left, causing him to cause uneven pressure on one rud- repaired, and new tail wheel con- overapply the right rudder, making der pedal while in flight and the trol springs have been properly in- the airplane drift to the right. Small tail wheel to be cocked to one side stalled. Once the weather improves, problem No. 5. when touching down. Dick and I have scheduled some Rather than opting to go around Could this spectacular arrival dual fl ights to repair his bruised ego! and land on a 200-foot-wide turf have been prevented? The sound runway, Dick continued his ap- of metal cracking upon fi rst getting *As you can imagine, we’ve proach to 11, hoping he could pre- seated in the airplane should have changed the names to avoid need- vent the airplane from running off caused a red fl ag to be raised. Even lessly embarrassing a fellow pilot. the runway. Small problem No. 6. though it felt okay, something just We can all imagine how it would be The touchdown was hard, and wasn’t right. Secondly, a more thor- to fl y in his moccasins! he bounced fairly high. While in the bounce, the plane wanted to veer hard to the left. Continuing with the landing, Dick tried to re- position his right foot on the right brake. But this caused him to relax on the right rudder, allowing the airplane to yaw even more to the left. Small problem No. 7. The second touchdown was also quite hard, rapidly causing a second bounce and allowing little or no braking action. A sec- ond metal crunch was heard, and the seat slid back and down. Small problem No. 8. Heading for the left side of the runway, Dick was now just along for the ride. All he could do was hang on and keep the stick back. The plane exited the runway, rolled into the drainage ditch, and again bounced back into the air. When it touched down the final time, it proceeded to complete a full 360-degree ground loop be- fore fi nally coming to rest, point- ing in the direction from which it came. No contact was made with runway lights, and the wingtip VINTAGE AIRPLANE 33 by H.G. FRAUTSCHY MYSTERY PLANE

This month’s Mystery Plane comes to us via Wes Smith. It is a twin of foreign manufacture and registration.

Send your answer to EAA, in the April 2011 issue of Be sure to include your name Vintage Airplane, P.O. Box 3086, Vintage Airplane. plus your city and state in the Oshkosh, WI 54903-3086. Your You can also send your re- body of your note and put answer needs to be in no later sponse via e-mail. Send your “(Month) Mystery Plane” in the than February 15 for inclusion answer to [email protected]. subject line.

OCTOBER’S MYSTERY ANSWER

We enjoy your suggestions for came from; we don’t want to will- 23-1201 after purchase by the Army Mystery Planes—in fact, more fully violate someone’s copyright. on 27 April 1923. It had flown in than half of our subjects are sent October’s Mystery Plane came to January, with the rather cumber- to us by members, often via e-mail. us from Duffy Thompson of Lake- some moniker of “Curtiss Pursuit Air- Please remember that if you want land, Florida, who was given a book plane, Experimental Type I.” Given to scan the photo for use in Mys- of aircraft photos that belonged to the Wright Field test number P-295, tery Plane, it must be at a resolu- the late Don O.W. Emerson. it was converted at one point as a fake tion of 300 dpi or greater. You may Our fi rst mailed response came two-seater to be entered in the 1923 send a lower-resolution version to to us from Tom Lymburn of Princ- Pulitzer race as the CO-X, but was dis- us for our review, but the fi nal ver- eton, Minnesota: qualifi ed. It was fi nally “surveyed” at sion has to be at that level of detail The October Mystery Plane is the McCook Field on 21 February 1925. or it will not print properly. Also, Curtiss XPW-8 (Model 33) first pro- Curtiss began development in Sep- please let us know where the photo totype. It was given serial number tember 1922 around its 440-hp D-12 34 JANUARY 2011 engine, featuring flush-top wing ra- bat Planes of the 20th Century designations were a postwar system diators. Parts of the design were infl u- and Dean and Hagedorn’s Curtiss of categorizing aircraft by their func- enced by Curtiss’ R-6 and R2C/E3C Fighter Aircraft: A photographic tion and powerplant and ran from the racers. These fl ush-mounted wing ra- History 1917-1948. “Type I” through the “Type XV.” The diators were meant to reduce drag but And some additional informa- Type I (Roman numeral for “one”) re- tended to leak, dumping hot water on tion from Wes Smith of Spring- ferred to “pursuit, water-cooled” types the pilot. They would also have been fi eld, Illinois: (PW-1 to PW-9). very vulnerable in combat! Eventu- While Peter M. Bowers refers to Design of the prototype ma- ally, three XPW-8 prototypes were the PW-8 in Curtiss Aircraft 1907- chine was announced to the USAS in constructed (23-1202 to 23-1203) 1947 as the Model 33 (company des- September of 1922, and the prototype and 25 PW-8 (PW = pursuit, water- ignation L-18-1), I side with Dean was fl own on January 23, 1923. The cooled) production aircraft (24-201 to and Hagedorn as they quote from new aircraft used the Curtiss D-12 24-225) were ordered on 14 Septem- the original report written by D.C. engine, a development of the wartime ber 1923. They were delivered from Maier, and the photo clearly does de- Curtiss-Kirkham K-12 (by way of the June to August 1924. Armed with a pict the prototype, which was some- intermediate CD-12, “Curtiss, Direct pair of .30-caliber Marlin machine what different; the report goes on Drive,” later simplified to “D-12”) guns, the PW-8 had a top speed of to state that the prototype only was designed by Charles B. Kirkham. By 165 mph at sea level, a range of 440 the L-18-1, not production PW-8s, April of 1923, the USAS had shown miles, and a ceiling of 23,300 feet. which were based on the second pro- an interest in the aircraft and sent The PW-8 led to the more famous P-1 totype. It should be mentioned that Maier from McCook Field to the Cur- Hawk series of Curtiss fi ghters. the U.S. Air Service (USAS) “type” tiss factory in order to test-fl y and ex- PW-8s were assigned to the 1st Pursuit Group at Selfridge Field, some even fl ying on skis. Lt. Russell Maughan flew PW-8 (24-204) from Long Island, New York, to San Fran- cisco on 23 June 1924, in a famous “dawn to dusk” fl ight that lasted 23 hours and 48 minutes with fi ve refu- eling stops. It covered 2,607 miles. Maughan had previously attempted two such flights in the prototype, 23-1201. A similar photo of 23-1201 in the snow, but with a pilot in the cockpit, appears in Wagner’s American Com- VINTAGE AIRPLANE 35 amine the machine. Impressed, the gine flowed into twin header tanks pleted as the PW-8A. In addition to USAS appears to have purchased the on the dorsal side of the upper wing, modified wings, it was later fitted aircraft as the XPW-8 (A.S. 23-1201; ran across corrugated cores and back with the chin-mounted tunnel radia- McCook Field Project Number P-295 to the engine. The unique compart- tor, which became standard on the was added in May 1923). After its mentalized construction of the wings Curtiss P-1 series. acquisition, on April 27, 1923, it was utilized multiple spars in place of the PW-8s were operated by the redesignated as a “Curtiss Pursuit more traditional two-spar system. Lt. 1st Pursuit Squadron at Selfridge Type I - PW-8,” the first aircraft in Russell Lowell Maughan, a combat Field, Michigan, and were fi tted with the U.S. Army to be designed solely as veteran of the 139th Aero Squadron skis for winter operations. In service, a pursuit airplane. Bowers states that during World War I, twice attempted PW-8s were retrofi tted with Curtiss- the application of the “X” prefi x was (unsuccessfully) to make the so- Reed forged duraluminum propellers actually not used until it was adopted called “dusk to dawn” transcontinen- for higher speeds. On July 11, 1923, in March 1924. the L-18-1 was authorized by the Nevertheless, after the procure- chief of the USAS to be modifi ed into ment of the fi rst three prototype air- a two-place aircraft in order to com- craft (A.S. 1201-1203), a contract pete in the third event of the 1923 for 25 aircraft (A.S. 24-201–24- Pulitzer Race, which was to be held 225; MSN 10503-10528) followed at Lambert Field, St. Louis. In addi- in September 1923, and Curtiss ap- The second tion to the rear observer’s cockpit, the plied the L-18-2/PW-8 company des- original Curtiss X-9048 was initially ignation to production aircraft. The replaced with a Curtiss EX29048-A second prototype was dimensionally prototype was wooden propeller. This in turn was somewhat larger than the L-18-1/ replaced with a new Curtiss-Reed. A PW-8, and the radiator area was in- high-compression D-12 was also fi t- creased. The chord of the upper wing dimensionally ted, and on September 24, 1923, the was extended, ailerons were added to aircraft was redesignated as the CO-X the lower wings, and the vertical fi n (corps observation, experimental). had an increased area. The rudder somewhat larger However, the U.S. Navy protested, size and shape was altered, and the based on the fact that this was not interplane gap was increased some- a true operational observation type, what, increasing the height. An aero- and hence, the St. Louis Air Board dynamic balance area was added to than the L-18-1/ was forced to disqualify the aircraft. the vertical rudder, and the overall Sadly, the aircraft ended its days at length was slightly increased. The McCook Field, being disposed of on span remained the same, but the air- PW-8, and the February 25, 1925. foil was changed to the Curtiss C-62, The continued evolution of the pro- and the positive load factor was in- totype aircraft through the PW-8 se- creased from a maximum of 8 to 12. radiator area ries is a complex one, in which many The L-18-2 had a Curtiss EX29048 modifications were made along the wooden prop and a low-compression way. The eloquent and definitive D-12 fitted. An additional aircraft, was increased. history of this aircraft is given in not a true PW-8, was also exported to the aforementioned Dean/Hagedorn Japan in 1930. The production PW- book, and I refer one and all to that 8s were delivered from June 14 to Au- worthy tome for a detailed history. gust 14, 1924. Additionally, two drawings of the The prototype aircraft can be iden- tal flight in July of 1923, using the PW-8 have been made over the years. tified by the slightly indented cowl- prototype machine. He accomplished The fi rst, a William Wylam drawing, ing between the cylinder banks and this feat the following year on June and the second, by Paul R. Matt. A complex split-axle undercarriage, 24, 1924, using the fourth produc- great description of the PW-8 can which was probably the first to use tion PW-8 (A.S. 24-204) modified also be found in Peter Bowers’ book rubber discs in compression. This with additional fuel tanks (75-gallon Curtiss Aircraft 1907-1947, and in was simplified on the L-18-2 and main, 47-gallon rear, and 45-gallon Aviation, July 14, 1924 (V.17 N.2. all subsequent aircraft. The PW-8 drop tank; McCook P-361). The fi rst “The Curtiss PW-8 Pursuit Plane series is remembered for the unique several PW-8s were used as test air- Described: Story of the Develop- surface evaporative cooling system, craft. A.S. 24-202 (P-358) was fi tted ment of This Plane From Racing adopted from the earlier R-6 racers. with an external supercharger. The Experience and Its Chief Construc- In this system, the water from the en- third prototype (L-18-3) was com- tional Features,” pp 746-748). 36 JANUARY 2011 Upcoming Major Fly-Ins VINTAGE U.S. Sport Aviation Expo Golden West Regional Fly-In and Air Show Sebring Regional Airport (SEF), Sebring, Yuba County Airport (MYV), Marysville, Florida California TRADER January 20-23, 2011 June 10-12, 2011 Something to buy, www.Sport-Aviation-Expo.com www.GoldenWestFlyIn.org sell, or trade? Sun ’n Fun Fly-In Arlington Fly-In Classifi ed Word Ads: $5.50 per 10 words, Lakeland Linder Regional Airport (LAL), Arlington Municipal Airport (AWO), 180 words maximum, with boldface lead-in Lakeland, Florida Arlington, Washington on fi rst line. March 29-April 3, 2011 July 6-10, 2011 Classified Display Ads: One column wide www.Sun-N-Fun.org www.ArlingtonFlyIn.org (2.167 inches) by 1, 2, or 3 inches high at $20 per inch. Black and white only, and no AERO Friedrichshafen EAA AirVenture Oshkosh frequency discounts. Messe Friedrichshafen, Wittman Regional Airport (OSH), Advertising Closing Dates: 10th of second Friedrichshafen, Germany Oshkosh, Wisconsin month prior to desired issue date (i.e., January April 13-16, 2011 July 25-31, 2011 10 is the closing date for the March issue). VAA www.AERO-Friedrichshafen.com/html/ www.AirVenture.org reserves the right to reject any advertising in en confl ict with its policies. Rates cover one insertion Colorado Sport International Air Show per issue. Classified ads are not accepted via Virginia Regional Festival of Flight and Rocky Mountain phone. Payment must accompany order. Word Suffolk Executive Airport (SFQ), Regional Fly-In ads may be sent via fax (920-426-4828) or e-mail Suffolk, Virginia Rocky Mountain Metropolitan Airport ([email protected]) using credit card payment (all April 30-May 1, 2011 (BJC), Denver, Colorado cards accepted). Include name on card, complete www.VirginiaFlyIn.org August 27-28, 2011 address, type of card, card number, and expiration www.COSportAviation.org date. Make checks payable to EAA. Address advertising correspondence to EAA Publications EAA Calendar of Aviation Events Is Now Online Classifi ed Ad Manager, P.O. Box 3086, Oshkosh, EAA’s online Calendar of Events is the “go-to” spot on the Web to list and fi nd aviation events in your WI 54903-3086. area. The user-friendly, searchable format makes it the perfect web-based tool for planning your local trips to a fl y-in. We invite you to access the EAA online Calendar of Events at http://www.eaa.org/calendar/ MISCELLANEOUS

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VINTAGE AIRPLANE 37 It’s gonna be Save on your AirVenture tickets. Buy online now at AirVenture.org/tickets a big day. All week long.

This year we’ve packed each day (and evening) of AirVenture with special events and attractions you’ll want to plan around.

Monday, July 25 Opening Day Concert Tuesday, July 26 Tribute to Bob Hoover Wednesday, July 27 Navy Day Thursday, July 28 Tribute to Burt Rutan Friday, July 29 Salute to Veterans Saturday, July 30 Night Air Show Returns Sunday, July 31 Big Finale, the Military Scramble

Join us for a big celebration of the 100th Anniversary of Naval Aviation. See it all, from the Curtiss Pusher replica to the Navy’s hottest hardware. All week long.

Advance tickets made possible by VINTAGE Membership Services Directory AIRCRAFT Enjoy the many benefi ts of EAA and EAA’s Vintage Aircraft Association ASSOCIATION TM EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 Phone (920) 426-4800 Fax (920) 426-4873 OFFICERS Web Sites: www.vintageaircraft.org, www.airventure.org, www.eaa.org/memberbenefi ts E-Mail: [email protected] President Vice-President Geoff Robison George Daubner 1521 E. MacGregor Dr. N57W34837 Pondview Ln EAA and Division Membership Services (8:00 AM–6:00 PM Monday–Friday CST) New Haven, IN 46774 Oconomowoc, WI 53066 800-564-6322 FAX 920-426-4873 www.eaa.org/memberbenefi ts [email protected] 260-493-4724 262-560-1949 [email protected] [email protected] •New/renew memberships •Address changes •Merchandise sales •Gift memberships

Secretary Treasurer EAA AirVenture Oshkosh 888-322-4636 www.airventure.org [email protected] Steve Nesse Dan Knutson Sport Pilot/Light-Sport Aircraft Hotline 877-359-1232 www.sportpilot.org [email protected] 2009 Highland Ave. 106 Tena Marie Circle Albert Lea, MN 56007 Lodi, WI 53555 Programs and Activities 507-373-1674 608-592-7224 [email protected] [email protected] Auto Fuel STCs 920-426-4843 [email protected] DIRECTORS EAA Air Academy 920-426-6880 www.airacademy.org [email protected] EAA Scholarships 920-426-6823 [email protected] Steve Bender Dale A. Gustafson 85 Brush Hill Road 7724 Shady Hills Dr. Library Services/Research 920-426-4848 [email protected] Sherborn, MA 01770 Indianapolis, IN 46278 Benefi ts 508-653-7557 317-293-4430 [email protected] [email protected] AUA Vintage Insurance Plan 800-727-3823 www.auaonline.com David Bennett Jeannie Hill EAA Aircraft Insurance Plan 866-647-4322 www.eaa.org/memberbenefi ts [email protected] 375 Killdeer Ct P.O. Box 328 Lincoln, CA 95648 Harvard, IL 60033-0328 EAA VISA Card 800-853-5576 ext. 8884 916-952-9449 815-943-7205 EAA Hertz Rent-A-Car Program 800-654-2200 www.eaa.org/hertz [email protected] [email protected] Espie “Butch” Joyce VAA Editorial/Executive Director 920-426-4825 www.vintageaircraft.org [email protected] Jerry Brown 704 N. Regional Rd. 4605 Hickory Wood Row Greensboro, NC 27409 VAA Offi ce 920-426-6110 [email protected] Greenwood, IN 46143 336-668-3650 317-422-9366 [email protected] [email protected] Steve Krog EAA Members Information Line 888-EAA-INFO (322-4636) Dave Clark 1002 Heather Ln. 635 Vestal Lane Hartford, WI 53027 Use this toll-free number for: information about AirVenture Oshkosh; aeromedical and technical aviation questions; Plainfi eld, IN 46168 262-966-7627 317-839-4500 [email protected] chapters; and Young Eagles. Please have your membership number ready when calling. [email protected] Robert D. “Bob” Lumley Offi ce hours are 8:15 a.m. - 5:00 p.m. (Monday - Friday, CST) John S. Copeland 1265 South 124th St. 1A Deacon Street Brookfi eld, WI 53005 Northborough, MA 01532 262-782-2633 508-393-4775 [email protected] [email protected] MEMBERSHIP INFORMATION S.H. “Wes” Schmid year (SPORT AVIATION magazine not included). Phil Coulson 2359 Lefeber Avenue EAA 28415 Springbrook Dr. Wauwatosa, WI 53213 Membership in the Experimental Aircraft (Add $7 for International Postage.) Lawton, MI 49065 414-771-1545 269-624-6490 [email protected] Association, Inc. is $40 for one year, includ- [email protected] ing 12 issues of SPORT AVIATION. Family WARBIRDS DIRECTORS membership is an additional $10 annually. All Current EAA members may join the EAA major credit cards accepted for membership. Warbirds of America Division and receive EMERITUS (Add $16 for International Postage.) WARBIRDS magazine for an additional $45 per year. Robert C. Brauer Charlie Harris EAA Membership, WARBIRDS mag- 9345 S. Hoyne PO Box 470350 FOREIGN MEMBERSHIPS Chicago, IL 60643 Tulsa, OK 74147 azine and one year membership in the Please submit your remittance with a 773-779-2105 918-622-8400 Warbirds Division is available for $55 per [email protected] [email protected] check or draft drawn on a United States year (SPORT OficAVIATION magazine bank payable in United States dollars. Add Gene Chase E.E. “Buck” Hilbert not included). (Add $7 for International 2159 Carlton Rd. 8102 Leech Rd. required Foreign Postage amount for each Oshkosh, WI 54904 Union, IL 60180 Postage.) 920-231-5002 815-923-4591 membership. [email protected] [email protected] IAC Current EAA members may join the Ronald C. Fritz Gene Morris 15401 Sparta Ave. 5936 Steve Court VINTAGE AIRCRAFT ASSOCIATION International Aerobatic Club, Inc. Divi- Kent City, MI 49330 Roanoke, TX 76262 Current EAA members may join the 616-678-5012 817-491-9110 sion and receive SPORT AEROBATICS [email protected] [email protected] Vintage Aircraft Association and receive magazine for an additional $45 per year. VINTAGE AIRPLANE magazine for an John Turgyan EAA Membership, SPORT AEROBAT- PO Box 219 additional $36 per year. ICS magazine and one year membership New Egypt, NJ 08533 609-758-2910 EAA Membership, VINTAGE AIRPLANE in the IAC Division is available for $55 per [email protected] magazine and one year membership in the EAA year (SPORT AVIATION magazine not in- Vintage Aircraft Association is available for $46 per cluded). (Add $15 for Foreign Postage.)

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

Copyright ©2011 by the EAA Vintage Aircraft Association, All rights reserved. VINTAGE AIRPLANE (USPS 062-750; ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA Avia- tion Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: [email protected]. Membership to Vintage Aircraft Association, which includes 12 issues of Vintage Airplane magazine, is $36 per year for EAA members and $46 for non-EAA members. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offi ces. POSTMASTER: Send address changes to Vintage Airplane, PO Box 3086, Oshkosh, WI 54903-3086. PM 40063731 Return undeliverable Canadian addresses to Pitney Bowes IMS, Station A, PO Box 54, Windsor, ON N9A 6J5. FOREIGN AND APO ADDRESSES — Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING — Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken. EDITORIAL POLICY: Members are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No remuneration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800. EAA® and EAA SPORT AVIATION®, the EAA 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 permission of the Experimental Aircraft Association, Inc. is strictly prohibited. VINTAGE AIRPLANE 39 Black Carry Tote This roomy leather tote is equi- ped with all the essentials for an over night trip. 5265032500000 $19.95

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Vintage B-15A Bomber Jacket This jacket is a replica of the 1946 issue. Quilted lining with strategic air command print. 100% cotton shell, zipper sleeve pocket knit waist and cuff . Imitation fur collar is removable. Men’s sizing. 5265697302082 SM 5265697303082 MD 5265697304082 LG *$57.99 5265697305082 XL} 5265697306082 2XL —* $61.99 Canvas Flight Cap 5265341503053 MD Sage 5265341504053 LG Sage 5265341503084 MD Tobacco 5265341504084 LG Tobacco $36.95

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