VOL. 32, NO.6 JUNE 2004

2 VAA NEWS/H.G. Frautschy

5 THE FIRST LOCKHEED Cedric Galloway

8 MYSTERY PLANE/H.G. Frautschy

10 2004 SUN 'N FUN EAA FLY-IN H.G. Fraustchy

16 THE SEVEN-YEAR PAINT JOB THERE ARE TRAVEL AIRS AND THEN THERE ARE TRAVELAIRS Budd Davisson

20 FLIGHT STORY A GRANDFATHER'S INSPIRATION Tom Matowitz

24 CHAPTER LOCATOR

26 THE VINTAGE INSTRUCTOR RESIGNATION/Doug Stewart

27 PASS IT TO BUCK TAKE THE PLEDGE/Buck Hilbert

28 CALENDAR

29 CLASSIFIED ADS

Publisher TOM POBEREZNY Editor-in-Chief SCOTT SPANGLER Executive Editor MIKE DIFRISCO News Editor RIC REYNOLDS Photography Staff JIM KOEPNICK Front Cover: What was going to be a quick paint upgrade turned into an Production Manager JULIE RUSSO award-winning restoration of this Beech Travelair owned by 5 partners. Advertising Sales LOY HICKMAN For more on the fun they had, see Budd Davisson 's article starting on 913-268-6646 Advertising/ Editorial Assistant ISABELLE WISKE page 16. EAA photo by Jim Koepnick, EAA photo plane flown by Walt Copy Editing COLLEEN WALSH Dori ac. KATHLEEN WITMAN VINTAGE AI RP...:L:::;A..N...E::....______--I Executive Director, Editor HENRY G. FRAUTSCHY Back Cover: The EAA Sport Aviation Art Competition is open to a wide VAA Administrative Assistant THERESA BOOKS variety of media, including stained glass. This Navy N3N was a Merit rib­ Contributing Editors BUDD DAVISSON DOUG STEWART bon winner in the 2003 competition for artist Gary Elshoff of Grafton, JOHN MILLER Wisconsin. Check out his website at www.flyingcolorsglass.com. ST

ESPIE "BUTCH " JOYCE PRESIDENT, VINTAGE ASSOCIATION Division change & Chapter fun

This is my 189th "Straight & not paid attention to educating Level" co lu mn while serving as these new people regarding the re­ president of the Vintage Aircraft lationship between EAA and its Association. After this one, the divisions. It is my hope that we a hangar on the airport on Friday July and August columns will be can do a better job in the future in night. After the sun went down, the last ones I will be writing as this regard. the group retreated to the hotel to your president. watch old movies before turning When you look at this year's I've had the in for the night. Saturday morning ballot, you will see that I will not the weather stayed great, and air­ be running for the presidency, but pleasure of planes started to fill the air. Before will be staying on as a director. I've the day was over, the number of had the pleasure of serving the serving the aircraft was estimated to be some­ membership as the president of where around 200! this division for 16 years, just more membership as It was great to see a number of than half of the 31 years the divi­ aircraft that I had not seen before sion has existed . The total the president at this fly-in . After lunch, the enjoyment of having done this is judges were hard at it, picking the hard to describe, because it has winners that would be honored at been such a long run. of this division the awards banquet Saturday Over the years we've enjoyed night. This dinner was held at the the largest growth in membership, for 16 years, some hotel that served as the head­ and with greater numbers comes a quarters hotel for the fl y-in. more stable financial position. just more than Sunday morning was one of those This was not my achievement days that we get here in North Car­ alone; I have had great support half of the 31 olina in the early summer-an from the officers, directors, mem­ early morning fog smothered the bership, and staff. years the division trees and grass. You know when It just felt like the right time to you look out of the window on turn over the leadership of the has existed. such a morning that you can have VAA to some younger people, folks a relaxing morning. As usual, the with new thoughts and new en­ I was able to attend the VAA fog burned off around 10:30 or ergy. I am not totally going away, Chapter 3 Spring Fly-In that was 11 :00 a.m., and people started to and look forward to serving as a di­ held at the Burlington, North Car­ depart for home, except for a group rector for a few more years. It is olina airport. This fly-in is held that decided to fly out to a local not my intent to try and run the each year on the first full weekend restaurant for lunch before going division from the background, but in May. The past couple of years home. It was a great weekend. I to be there if needed when the in­ this event has been plagued by hope your local fly-in has great evitable questions come up poor weather, and as you would weather, too! concerning the "hows and whys" expect, the attendance did not Let's all pull in the same direc­ of past actions that concern the meet expectations. This year we tion for the good of aviation. operation of the division. had great weather, and there were Remember, we are better together. One of the areas I'll be working at least 50 aircraft that showed up Join us and have it all. on within the coming months is Friday afternoon. the realization that as EAA staffers All of the old friends got to­ have rotated in and out of various gether to socialize before the positions over the years, we have barbeque dinner that was served in VAA NEWS

shipping TCP in gallon cans to Aviall VAA Comments on FAA Air Tour NPRM and other suppliers. By early summer, Eighteen individuals spoke against the National Air Tour Safety Stan­ they expect to ship quart-size plastic dards (FAA-1998-4521) notice of proposed rulemaking bottles that feature a graduated sec­ (NPRM) at the FAA's public hearing held Tuesday, May tion, which will eliminate the need for II, in Washington, D.C. Not one person who testified the syringe dispenser currently used. at the daylong public meeting spoke in favor of the Alcor expects to clear up their order rule. VAA Executive Director H.G. Frautschy appeared backlog within 2 months. For more on behalf of the Vintage Aircraft Association and the information, visit www.alcorinc.com. or National Association of Flight Instructors (NAFI). call your favorite supplier for price EAA member Dave Humphreys, from Shephard­ and availability information. stown, West Virginia, represented EAA at the hearing. H.G. Frautschy Humphreys included comments on the inherent un­ The Aeronca Aviators Club fairness of the proposed rule as well as the FAA's long tradition of Is now offiCially back! Originally partnering with EAA and others in aviation to address concerns. founded by Joe and Julia Dickey, who "In EAA's long tradition of working with the FAA, we did not just file published a very informative and en­ comments in opposition to this proposed rule but provided comprehen­ joyable newsletter for many years sive alternatives to the proposal," Humphreys said. "Suggestions (were) before retiring from the aviation world, based on the trust and knowledge of the u.S. airman, the resources of the the new club is dedicated to bringing FAA field inspector force, and our knowledge of general aviation. We can­ you a new version of this venerable not help but ask: Why didn't the FAA ask the industry for this name with new contributors, expe­ information before introducing this proposed rule?" rienced Aeronca owners, fliers, EAA's official comments on the rule, which were submitted on March mechaniCS, historians, and enthusiasts. II, 2004, concluded that the proposed sweeping changes to commercial This is a self-supporting endeavor, and noncommercial passenger-carrying operations are not justified by backed by the administrative tools, historic safety data nor is there sufficient evidence that safety will be en­ experience and resources of the Bel­ hanced by these proposals. The FAA also failed to adequately evaluate lanca-Champion Club. Except for and address the dramatic negative cost-benefit impact these proposals the back-office staff and some staff would have on the general aviation industry. Therefore, the rule should in common, this Club is a separate be withdrawn. entity formed specifically to serve Afterwards, Frautschy noted there were several small-time aircraft Aeronca owners, pilots and admir­ owner/operators who testified that the proposed rule would put them out ers; as such it needs your support of business and devalue their aircraft. "Nobody wanted that NPRM to both as members and contributors. stand," he said. "Everyone who testified wanted the rule to be withdrawn." The initial staff (or cast of charac­ Sitting on the panel for the FAA were Matthew Schack, Manager AFS-200; ters, as we refer to ourselves) will be Tom Smith; Gary Davis; Patrice Kelly; Alberta Brown; and Don Byrne. comprised of the fo llowing people: For complete VAA and EAA comments, visit www.vintageaircraft.org and Robert Szego, President of the www.eaa.org. If you do not have access to the web, contact the VAA office at Bellanca-Champion Club; 920-426-4825 and we'll mail you a copy. Cy Galley, Editor-in-Chief of 8-C Contact! has consented to be Editor TCP Availability was a time when TCP was not avail­ of The Aeronca Aviator;

In recent notes published in Ii Aero­ able, due to a couple of factors. A Tony Markl, L-16 rebuilder, fab­ mail," mention has been made of the move to a new facility disrupted pro­ ric recover instructor, tailwheel and use of TCP as a fuel additive to help duction, and then when they were set (low and slow) formation instructor, scavenge lead during the combustion to restart manufacturing TCP, one has offered his technical support; process. A few members have men­ component needed to make the addi­ Carl White, Aeronca Editor of 8-C tioned the fact that TCP (Alcor's trade tive was dropped from production by Contact! and author of the Ii Aeronca name for their product, which con­ Shell Petrochemical, so they had to Corner" column and restorer of a good tains, among other elements, the find a new ingredient. A substitute has number of Champs and Citabrias. chemical tricresyl phosphate) was scarce been found, and happily both for Al­ Also contributing will be Charlie or not available. To get the facts, I spoke cor and those who use the product, Lasher, author of several books on with Cindy McCoy at Alcor, the manu­ production of TCP has resumed. After Aeroncas and STCs; Bill Pancake, facturer of the fuel additive. an initial batch of 2,000 gallons was renowned Aeronca expert; Jim Spee, Our members were correct; there produced and tested, Alcor is now our West Coast connection; Tony 2 JUNE 2004 Do Your AirVenture 2004 planning at www.airventure.org!

Buttacavoli, with his inspiring with a $600 Gold level contribution. In mechanical or aerodynamic develop­ prose; Joe Abrahamson, who hosts a letter to VAA headquarters, chapter ments, administration, writing, or some the Aeronca sector of the Cactus Fly­ president Chris McGuire wrote "VAA 10 other vital, relevant field. In; and many more. We welcome feels that the Red Barn is a great re­ If you feel these contributions to the and will recognize your contribu­ source for the Vintage Division. Its world of vintage aviation are worthy of tions. service during the convention allows us national recognition, consider nomi­ The club's aim is to provide the to have a central point of activity for all nating that person to the VAA Hall of Aeronca world with an international the myriad of tasks as well as a place for Fame. Nominations for the 2004 awards organization devoted to the marque members to congregate and socialize." are now being accepted. You can down­ and dedicated to the reborn Aeronca No matter if you're an entire chap­ load a copy of the nomination form at Aviators Club's long-term future. The ter or an individual, we invite you to www.vintageaircra{t.org/programs/nomi­ first step in this process will be the learn more about the VAA Friends of nnting.html. organization's "flagship" publica­ the Red Barn campaign on page 4 of If you don't have access to the In­ tion, a quarterly newsletter. In this this issue. ternet, call us at 920-426-6110 to regard, the staff of the Bellanca­ request a copy of the form. Champion Club brings with them 2005 VAA Hall of Fame The deadline to submit nomina­ the ability and track record of the Do you know someone who has tions for the 2004 VAA Hall of Fame past six years, which began with a made a lasting contribution to vintage is September 30, 2004. 16-page newsletter that has grown to aviation since 1950? Perhaps it was in the current, well-received B-C Con­ the area of restoration. Or someone VAA Elections/Annual Meeting tact! of 28 pages and still growing. who has been an active instructor In the center spread of this issue The AAC website www.aeronca.org teaching others the correct way to fly you'll find candidate biographies and will also grow with time and mem­ older airplanes? These contributions a ballot for this year's VAA elections, bership growth, providing not only could be in the areas of flying, design, continued on page 31 an entry point for those on the In­ ternet, but gradually increasing its Happy Birthday, technical content. A longer-term EAA Ford Tri-Motor! goal is to establish regional fly-ins This year marks the 75th birthday of for our members and guests for face­ EAA's Ford Tri-Motor and the 75th anniver­ sary of transcontinental air service. To to-face contact with each other and celebrate, EAA is planning Tri-Motor mini­ provide venues to show off their air­ tours to selected Midwestern cities. The craft. Many other programs, limited first tour will cover Michigan, Ohio, and Illi­ only by imagination and finances, nois between June 25 and July 18. The will be added as resources allow. We second mini-tour will take off in September for cities still to be confirmed. invite all Aeronca fans to join us and "As part of EAA's mission to preserve our aviation heritage, we invite every­ help us grow into the very valuable body to live it firsthand by flying in the world's first mass-produced airliner and organization we hope to become. seeing it in its intended environment, flying from city to city," said EAA AirVenture Your commitment now will allow us Museum Director Adam Smith. to commit the resources that will be EAA's Tri-Motor will land at cities that have a historic connection to the air­ craft or the Transcontinental Air Transport (TAT) Co., which began flying coast to required-all new memberships will coast with 11 Tri-Motors in 1929. To prepare this grand airplane for its milestone run effective July 2004-the date of birthday, Gulfstream Aerospace Corp. repainted the Tin Goose at the company's our first full newsletter. Appleton, Wisconsin, facility. Aeronca Aviators Club, PO Box 66, At each city, visitors can see their hometowns from the air during a 20-minute Coxsackie, NY 12051, 518-731-313l. flight, available for $40 when booked in advance, or $50 per person at the flightline. A secure flight-reservation system and complete information are available through For more information, contact EAA's Tri-Motor website at www.flytheford.org. Robert Szego, Cy Galley, Tony Markl or Carl White at staf{@aeronca.org, or EAA's Ford Tri-Motor 75th Anniversary Tour visit our website www.aeronca.org. June 25-July 2 Pontiac, Michigan (Oakland County International Airport) July 3-6 Port Clinton, Ohio (Carl Keller Field Airport) VAA Chapter 10 Steps Up July 8-11 Columbus, Ohio (Bolton Field Airport) The members of VAA chapter 10 in July 12-15 Kalamazoo, Michigan (Kalamazoo Air Zoo) Tulsa, Oklahoma, have stepped up to July 16-18 Aurora, Illinois (Aurora Municipal Airport) the plate and elected to support the September (To Be Determined) VAA Friends of the Red Barn campaign VINTAGE AIRPLANE 3 VAA's "Friends of The Red Barn" VAA Convention Fund Raising Program

The Vintage Aircraft Associa­ special name badge recognizing tion is a major participant in the your level of participation. During World's Largest Annual Sport Avi­ AirVenture, you'll have access to ation Event - EAA AirVenture the Red Barn Volunteer Cen­ Oshkosh! The Vintage Division ter, a nice place to cool off. hosts and parks over 2,000 vin­ Gold Level contributors tage airplanes each year from the will also receive a pair of cer­ Red Barn area of Wittman Field south to the perimeter tificates each good for a flight on EAA's Ford of the airport. Trimotor redeemable during AirVenture or during The financial support for the various activities in the summer flying season at Pioneer Airport. Silver connection with the weeklong event in the VAA Red Level contributors will receive one certificate Barn area is principally derived from the Vintage Air­ for a flighat on EAA's Ford Trimotor. craft Association's "Friends of the Red Barn" program. This is a grand opportunity for all Vintage members This fundraising program is an annual affair, begin­ to join together as key financial supporters of the Vin­ ning each year on July 1 and ending June 30 of the tage Division. It will be a truly rewarding experience following year. This year's campaign is well underway, for each of us as individuals to be part of supporting with contributions already arriving here at VAA HQ. the finest gathering of Antique, Classic, and Contem­ Our thanks to those of you who have already sent in porary airplanes in the world. your 2004 contributions. Won't you please join those of us who recognize the You can join in as well. There will be three levels of tremendously valuable key role the Vintage Aircraft Asso­ gifts and gift recognition: ciation has played in preserving the great grass roots and Vintage Gold Level - $600.00 and above gift general aviation airplanes of the last 100 years? Your Vintage Silver Level - $300.00 gift participation in EAA's Vintage Aircraft Associa­ Vintage Bronze Level - $100.00 gift tion Friends of the Red Barn will help insure the Each contribution at one of these levels entitles very finest in AirVenture Oshkosh Vintage Red you to a Certificate of Appreciation from the Divi- Barn programs. sion. Your name will be listed as a contributor in For those of you who wish to contribute, we've Vintage Airplane magazine, on the VAA website, included a copy of the contribution form. Feel free and on a special display at the VAA Red Barn to copy it and mail it to VAA headquarters with during AirVenture. You will also be presented with a your donation. Thank you.

---~------VAA Friends of the Red Barn Name______EAA#______VAA# ______Address.______Ci ty/State/Zi p ______Phone______E-Mail ______Please choose your level of participation: _ Vintage Gold Level Gift - $600.00 Mail your contribution to: _ Vintage Silver Level Gift - $300.00 EAA _ Vintage Bronze Level Gift - $100.00 VINTAGE AIRCRAFT ASSOC. D Payment Enclosed D Please Charge my credit card (below) PO Box 3086 Credit Card Number ______Expiration Date _____ OSHKOSH, WI 54903-3086 Signature______

*00 you or your spouse work for a matching gift company? If so, this gift may qualify for a matching donation. Please ask your Human Re­ sources department for the appropriate form. NameofCompany ______The Vintage Aircraft Association is a non-profit educational organization under IRS SOlc3 rules. Under Federal Law, the deduction from Federal In­ come tax for charitable contributions is limited to the amount by which any money (and the value of any property other than money) contributed exceeds the value of the goods or services provided in exchange for the contribution. An appropriate receipt acknowledging your gift will be sent to you for IRS gift reporting reasons.

4 JUNE 2004 The First

\\

, Originally published in the February 1981 issue of Vintage Airplane PHOTOS COURTESY OF LOCKHEED AIRCRAFT CORP.

CEDRIC GALLOWAY

hen we hear the income from writing novels and (Above) The first Loughead airplane word "Lockheed," poetry. Allen, slowed by poor still under construction. A seaplane we visualize fast, health, never finished grammar powered by a Kirkham 6-cylinder en­ streamlined and school, but his mother supplied an gine with the Kirkham horseshoe­ W graceful airplanes. education with her fine tutoring. shaped radiator. But they were not always that way. Young Loughead and his older Everything has to have a begin­ brother Malcolm enjoyed ranch Amateurs" were widely read, dis­ ning. Even the name became life, but much preferred tinkering cussed and used by would-be "streamlined" after a time. Allen with machinery. At 17 Malcolm aeronauts, including his brothers. Loughead, the son of John and got a job as a mechanic in San Through Victor, Allen found Flora Haines Loughead, whose Francisco, working on White steam work in 1910 as an airplane engine Scotch-Irish name, in its phonetic motorcars. Allen also left the ranch mechanic in Chicago and soon had spelling, became Lockheed. when he reached 17, and went up a chance to take his first flight in an Allen was the youngest of four to the big city. His first job was in a airplane. He met George Gates, the children. The family lived in Niles, hardware store at $10 a week, but proud builder of a pusher biplane California, inland from the south­ he soon took a lower paying job as with a homemade 4-cylinder, SO-hp east shore of San Francisco Bay. an automobile mechanic, like his engine. Gates discovered he could­ Allen's parents separated when brother Malcolm. n't fly it alone because the control Allen was quite young, and his Meanwhile Victor, the eldest of system required manipulation of mother took the children to Alma the three brothers, worked as a con­ the ailerons, rudder, and elevators in the Santa Cruz foothills, where sulting engineer in Chicago, where in three separate operations. He she operated a thirty-five acre fruit he spent his spare time as an aero­ asked Allen if he could operate the ranch. College trained and tal­ dynamist and a writer. His "Vehicles ailerons. Allen had never handled ented, Mrs. Loughead derived extra of the Air" and"Airplane Design for an airplane but was not lacking in VINTAGE AIRPLANE 5 self-confidence. cisco to work in a "Sure," he said. garage until such They warmed up time as he might be the engine, Allen able to build an air­ climbed aboard the plane of his own. The flimsy contraption, design for a three­ sat behind Gates, place seaplane was and wrapped rags already occupying around the aileron his mind. It should control wires to keep be a tractor type, his hands from slip­ with engine in front; ping. The plane took he was tired of wor­ off, circled the field rying about a heavy and landed safely, motor mounted be­ making probably the hind, hanging there first dual-controlled in readiness to crush flight of its type in the pilot should the aviation history. The seaplane after the installation ofa V-S, SO-hp engine and con­ plane come down The thrill lingered ventional-type radiator. San Francisco World's Fair, 1915. nose first. with him as he tuned Allen often dis­ the powerplant for cussed aerodynamics the plane of his em­ with his brother Mal­ ployer, James E. Plew, colm, and at length a truck distributor the two mechanics who was trying to joined up to build break into aviation. their own plane. A Plew's Curtiss-type hydroplane was the pusher, with a 3S-hp logical choice because engine, was made of the unlimited facil­ ready for demonstra­ ities in and around tion flights from a the Bay area, and San nearby racetrack. The Francisco's long-time pilot was having dif­ interest in boating. ficulty in getting the The Model G taxiing out for takeoff. To give the impres­ plane off the snow- sion that they were covered ground. not building their When he finally gave up, Plew de­ flyer, which came to an abrupt end first plane, they deSignated the de­ cided to call the demonstration at Hoopeston, Illinois. Piloting a sign as Model G. off. Allen pleaded with Plew to let water-soaked and underpowered The brothers kept their jobs and him have a try at getting the plane Curtiss, Loughead left the ground worked every other waking mo­ into the air. With Plew's O.K., Allen in fine style, but could not gain al­ ment on their airplane. Truly, one re-tuned the engine, and with titude. His flight into the late of the earliest homebuilts. They higher rpm he coaxed the flimsy afternoon dusk was suddenly inter­ rented a former garage at the cor­ pusher into the air, gradually ori­ rupted by contact with some ner of Pacific Avenue and Polk ented himself to the controls and telegraph wire lines. The fragile Street, and for the next year and a the shoulder harness that worked Curtiss came to rest in a tangle of half, that corner was the scene of the ailerons. Jerkily he circled wires, hanging with one wing im­ ever-increasing activity as the new around and around the oval track paled on the crossarm of a pole. airplane took shape. Max Mamlock and landed in one piece. Of his Allen switched off the engine, of the Alco (locomotive) cab com­ first solo he says: "It was partly which was still running, and scram­ pany became interested in their nerve, partly confidence, and bled unhurt from the wreckage. project and invested $4,000 to partly damn foolishness, but I was Experiences on the country-fair help them along. now an aviator!" circuit taught Loughead what was The first Loughead-built airplane Allen had about an hour and a good-and bad-about the flying was a sizable ship. A biplane, its up­ half in the air when he began work­ machines of 1911. Not trusting his per wingspread was 46 feet and its ing as a "flying instructor. II He also luck too far, and with a wife to triangular fuselage was 30 feet long. had a brief career as an exhibition support, he returned to San Fran- It weighed 2,200 pounds gross, and 6 JUNE 2004 it carried a useful load of ator with a conventional nearly 600 pounds. It type. They obtained the was equipped with mid­ flying concession at the wing ailerons and, in the Pan Pacific, and during manner of French de­ the SO flying days at the sign, the entire tail fair, they safely carried swung on a universal more than 600 passen­ joint. The main center gers and made them­ float was built like a sled, selves $4,000. and outrigger pontoons Allen and Malcolm kept the wing tips from decided to move to dipping into the water. Santa Barbara after the When its Kirkham 6­ exposition closed. Since cylinder engine burst its the gas tank of the crankcase after 15 min­ Model G held only 8 gal­ utes of operation, the lons, the boys couldn't designers substituted an attempt to fly the ship 80-hp water-cooled V-8 The movie acress Audrey Munson in the cockpit of the Model G the 300 odd miles south powerplant, retaining at Santa Barbara. so they packed the plane the Kirkham's horse­ in crates and shipped shoe-shaped radiator. them by train. The Model G had only Early 1916 found one instrument, an old them settled in South­ tachometer taken from a ern California and motorboat. launching a new proj­ On the afternoon of ect: The Loughead June IS, 1913, Allen Aircraft Manufacturing and Malcolm eased Company. For the third their creation into the time, the energy and waters from the beach obvious ability of Allen at the foot of Laguna and Malcolm attracted Street, just west of the financial backing. It Army's transport dock came in this instance at Fort Mason. Allen from Burton R. Rod­ climbed in, started the man, a Santa Barbara engine, and swinging machine shop owner. into the wind, got the G Audrey Munson and Malcolm Loughead in the cockpit of the The new company pro­ up on the step. Soon the Model G. posed to build a 10­ slapping of the waves passenger flying boat, below ceased and the plane was The G was well proven, but a an unprecedented design, which airborne. The ship was very sensi­ minor landing mishap and general called for slow and painst aking tive to handle, but a short hop was economic conditions put the plane workmanship. enough to show that months of in storage for two years. Allen went Back to the Model G, the broth­ work had produced success. Allen, back to his old trade of keeping ers often flew it to keep up their highly pleased, returned to the San Francisco motorcars in run­ flying. It was finally retired in beach and took Malcolm aboard. ning condition. Malcolm, ranging 1918. With scant sentiment, the This time the "hydro-aeroplane" further afield, tried to sell the Chi­ engine was sold and the frame­ made a 10-mile flight, cruising nese a Curtiss pusher, only to have work of the Lougheads' first around the island of Alcatraz, soar­ the plane confiscated as contra­ airplane was junked for scrap. ing in grand style some 300 feet band by the British at the outbreak above Market Street. of World War I. References: The Loughead's Model G was The opening of the San Fran­ Of Men and Stars. A History ofLock­ one of the first successful tractor­ cisco-Panama Exposition in 1915 heed Aircraft Corporation, by type seaplanes ever built. It was inspired the Loughead brothers to Philip L. Juergens. highly unusual for this tender age dust off the Model G, and with of flight in that it could carry more fresh capital, they repaired the Revolution in the Sky, by Richard S. than one person. plane, replacing the horseshoe radi­ Allen...... VINTAGE AIRPLANE 7 BY H .G . FRAUTS CHY

MARCH'S MYSTERY ANSWER

Our March Mystery Plane was fairly well known in The W-15 was designed by Sven Swanson who had, its time, but memories of it have slipped away into just previously, designed the similar Kari-Keen Coupe, the dim recollections of the past century. Here's our which became the Sioux Coupe. most complete answer: The references that I have used for the above informa­ The subject airplane seems to be one of the three tion are Joe Juptner's appropriate volumes and Swanson W -IS Coupe aircraft built by Swanson Air­ Aerofiles.com. The Swanson registrations mayor may not craft Co. Inc. ofHopewell, Virginia (and elsewhere) . They have had the N or NC prefixes. were built in about 1930-1931 and, with restrictions, Jack Erickson could be registered under Group 2 Approval No. 312 dated State Col/ege, FA 12/26/30. The three aircraft were registered as: c/n 1 10546 Other correct answers were received from Wayne Van c/n 2 358N Va lkenburg, Jasper, Georgia; Charles F. Schultz, Louisville, c/n 3 751Y Kentucky; and William Barger of Del Rio, Texas.

THIS MONTH'S MYSTERY PLANE COMES TO US FROM THE COLLECTION OF THE EAA LIBRARY. SEND YOUR ANSWER TO: EAA, VINTAGE AIRPLANE, P.O. TO BE IN NO LATER THAN JULY 10, 2004, FOR INCLUSION IN Box 3086, OSHKOSH, WI 54903-3086. YOU R ANSW ER NEEDS THE SEPTEMBER 2004 ISSUE OF Vintage Airplane . You CAN ALSO SEND YOUR RE­ SPONSE VIA E-MAIL. DON'T FORGET, WE'VE GOT A NEW E-MAIL ADDRESS FOR YOU TO USE WHEN SENDING IN YOUR RESPONSE. S END YOUR AN ­ SWER TO [email protected]. B E SURE TO INCLUDE BOTH YOUR NAME AND ADDRESS (ESPECIALLY YOUR CITY AND STATE!) IN THE BODY OF YOUR NOTE AND PUT "(MONTH) MYSTERY PLANE" IN THE SUBJECT LINE.

8 JUNE 2004 ------~...... THE TWICE­ YEARLY ~Jio------_ VI NTAGE AI RCRAFT COMPETITION HELD AT AMERICA'S JULY 15 - 18 2004 PREMIER DAYTON, OHIO AIR SHOWS

MOH I N~O AT : www.heritdgetrophy.org O~ CONTACT : INVITATIONAL COO~DINATO~ AT 1-300­274-Jns O~ 1-703­334-1700

Rolls-Royce

Smithsonian CKWmmJ]IDO AI R NatUmal Air and Space Museum 1904 - 2004 a century of innovation OkaYt it's not an antique, but ifthe folks at Mono Aircraft could have got­ ten their hands on a Vedeneyev M14 radial engine, you never know ... Based on the Mullicoupe fashioned by Bud Dake, Red Lirille, and Jim Younkin, John McCullough's "McCulloucoupe" has a wonderful old-fash­ ioned speedster look that Benny Howard, the designer ofMr. Mulligan, would have loved. McCullough's workmanship on the wings is nothing short offantastic. Each wing panel is perfectly smooth, with no dips or wiggles in the plywood skin. You'd swear they were molded, not built up with ribs, spars, and plywood covering. The McCulloucoupe will be fea­ tured in a Jack Cox article published in the August issue ofEAA's flagship magazine, EAA Sport Aviation. 10 JUNE 2004 After the spring rains departed on opening day, the remainder of the week in central Florida was nearly postcard perfect. Cool nights with highs during the rest of the week on either side of 80 gave those who attended the 2004 edition of the Sun 'n Fun EAA Fly-In a super week to learn about the latest aviation gadgets and catch up with all their aviation friends.

John Morrison's tricycle-gear Bellanca 260 picked up an Outstanding in at Sun 'n Fun.

This ambulance version of the 1934 Waco YKC was on display; it's registered to The seaplane activities at Lake Parker were split over two days; ultralights flew on John Van Surdam of Thursday, and the factory-built full-size aircraft were flying on Friday, with the Seneca, South Carolina. A almost sold-out seaplane pilot's dinner held that evening. S & N Aviation of 275-hp Jacobs R755B pow­ Wilmington, Delaware, brought their TEC Champ mounted on a pair ofEdo ers the distinctive biplane. 1400 floats to the event on Friday. VINTAGE AIRPLANE 11 AWARDS ANTIQUE BEST RESTORED CLASSIC (101-165 HP) GRAND CHAMPION N91686 N785H Cessna 170B Stearman 4E James C. Kirby Alan Lopez Mullica Hill, NJ Princeton, NJ BEST RESTORED RESERVE GRAND CLASSIC (OVER 165 HP) CHAMPION N2152C N22410 CESSNA 195B Howard DGA Terry Robertson Mike Vaughn Boynton Beach, FL Charleston , IL BEST CUSTOM CLASSIC SILVER AGE CHAMPION (0-100 HP) N230EB N1408U Morane Saulnier CESSNA 140 Thomas M. Leaver Robert A. Runkle London , UK Swanton , OH

BEST CABIN BEST CUSTOM CLASSIC N9599H (101-165 HP) Howard DGA N2335M Joe Dudley PA-12 Allen, OK Cody Owens Anderson, SC BEST WW-II ERA BEST CUSTOM CLASSIC N75675 (OVER 165 HP) Boeing N2S4 N3214C Rene ' St. Julien Bonanza E-35 Stewart, FL Jeff Beaton CLASSIC Morehead City, NC

CLASSIC GRAND OUTSTANDING CLASSIC CHAMPION AIRCRAFT N949D N195AB Stinson 108-2 Cessna 195 A side trip to Fantasy ofFlight in Polk City was a Butch Walsh Jay McClure grand excursion, and Kermit Weeks graciously in­ Arrington , VA Atlanta , GA vited me to fly with him in the attraction 's German-built Fi 156 Fieseler Storch. As you can CLASSIC CUSTOM OUTSTANDING CLASSIC see, the view from the Storch is remarkable. Most GRAND CHAMPION AIRCRAFT Starches left are aircraft built by the French N4PW NC6010M Morane-Saulnier company. This one was restored Luscombe 8A/E Stinson 108-3 in Detroit, Michigan, by Jan Mueller. In addition Phil Wells Shawn Haring to the complex you see here, a large new hangar is Cumming, GA Columbus, MS being constructed at Fantasy ofFlight. While at Fantasy ofFlight, you can see plenty ofone-of-a­ BEST RESTORED OUTSTANDING CLASSIC kind airplanes, including the Gee Bee R-2 replica CLASSIC (0-100 HP) AIRCRAFT built by Steve Wolf and Delmar Benjamin, and NC43645 N1369E the Gee Bee Z built by Kevin Kimball and Jeff Taylorcraft BC-12D Aeronca 7AC Eicher. On the ramp is the same Ford Tri-Motor Raymond Cook Robert B. Haas used in the motion picture Indiana Jones and Spring Cove, IL 60081 Alva , FL the Temple of Doom. 12 JU NE 2004 BEST CUSTOM FACTORY OUTSTANDING IN TYPE RESTORATION N6233Y N2313K Piper PA-23 Aztec Luscombe 8F Jim Conley and Luscombe Heritage Fund Thomas Block Chandler, AZ Daytona, FL

BEST CUSTOM CONTEMPORARY N87DG Beech Bonanza GRAND CHAMPION Don and Wendy Gaynor N108M Englewood, FL MEYERS 200 Tom Losey SEAPLANES Fort Meyers, FL BEST RESTORED CUSTOM GRAND N180DR CHAMPION Cessna 180 N100BH Bryon Jorgerson Beechcraft Travelair Wadsworth, OH J. Janovetz and R. Wheeler GRAND CHAMPION Collyville, TX SEAPLANE N62000 BEST TWIN Grumman Widgeon N7765N James Rogers Beech D-18 Twin Summerland Key, FL Brad Neat Sarasota, FL BEST FABRIC AMPHIBIAN OUTSTANDING IN TYPE N19498 N8856R Cessna C-165 Bellanca 260 Glenn Larson John Morrison Sarasota, FL Collierville, TN BEST METAL OUTSTANDING IN TYPE AMPHIBIAN N5478D N6386K Beech Bonanza Republic Seabee RC-3 Larry Van Dam Bill Bardin Riverside, CA Rockport, NY

During the winter months, Waldo Wright's Flying Service offers biplane rides at Fantasy ofFlight in its New Stan­ dard D-2Ss. Rob Lock and his father, Bob Lock, fly the biplanes more than 400 hours a year as they give a unique flight experience to thousands ofpassengers.

They're ably assisted by the "Waldettes, II a merry band ofwomen who take care ofthe passengers as they get ready to fly with one of the Waldos. At Sun 'n Fun, the Waldettes were Connie Buckner, Cheryl Lock, Sandy Lock, Kathy Crawley, and Cheri Sinclair. VINTAGE AIRPLANE 13 One of the most active small type clubs has to be the Howard Club, with a lot of the activity spark-plugged by Ed and Barbara Moore. From left to right we have: Mike Phil Wells Slingluff, Larry Skinner, Ed Moore, Ted Patecell, Jim Calvin, Frank Rezich (Ted and Frank are both former employees ofHoward Aircraft during the '30's & '40's), Dan and Jean Dannecker, Barbara Moore, Jim Wade and Julie Wade. The owners missing from the photo are Joe Dudley, Chuck Nickerson, and Mike and Iven Vaughan.

Thomas Leaver's Morane-Saulnier 230 has no brakes and a very small taiLwheel/skid, and is powered by a 230­ hp Salmson 9AB engine. If it looks vaguely familiar, it's because the airplane was used as the unnamed "new monoplane" in the closing scenes of the 1960s World War I flying movie The Blue Max. Thomas lives in London, England, but keeps the U.S.-registered Morane at the Winter Haven, Florida, airport. 14 JUNE 2004 Ace Stinson restorer Butch Walsh ofArrington, Virginia, just completed this very pretty 10B-2, which was chosen to be the Sun 'n Fun 2004 Clas­ Phil Wells was tickled to learn that sic Grand Champion. the recent restoration of his Lus­ combe BAlE won the Classic Custom Grand Champion award. Dr. Wells did much of the work Last year's himself, including re-skinning por­ Grand Cham­ tions of the airframe. He's from pion Antique at Cumming, Georgia. Sun 'n Fun, this is Tim Baily's Piper PA-22­ 150 Tri-Pacer.

It's not too often you see a pair ofStearman 4E biplanes on the same field. Alan Lopez, Princeton, New Jersey, has com­ One of the highlights of the week was the night pleted the restoration ofa very nice Stanavo 4E, and had it air show, which started at dusk on Saturday. The parked next to Ron Rex's Western Air Express 4E, which he AeroShell Team started off the evening with a keeps in Ocala, Florida. Alan's 4E was declared the Grand sound, smoke, and light show that certainly got Champion Antique of the event. everyone's attention! ...... VINTAGE AIRPLANE 15 The Seven-Year Paint Job There are Travel Airs and then there are Travelairs BUDD DAVISSON

onest," says ].]. ]anovetz, Travelair) in the vintage/antique Hillard had just traded a Widgeon "H"we were going to pull area. Second, it's even more un­ project for the Travelair but hadn't the gear to repaint it and usual to see one that has been registered it in his name yet, so it then have the airplane taken right down to its underwear went directly to us. stripped and painted. and brought back up again, which "Richard Wheeler, Archie Taylor, That was it. Roll it in the shop, do was not the original plan. and I had been partners in a 1980 the work, roll it out. Two, three "The whole thing started I think Piper Warrior II. We sold it to buy months, tops. No biggie." just because a couple of us wanted the Travelair from Charlie. Archie, It didn't work out that way. to go flying with two engines. It who has over 400 hours instruct­ ]anovetz is talking about their seemed like a glamorous thing to ing in Travelairs, then convinced 1958 Travelair. First, it's unusual to do, and the Travelair seemed like another friend Lee Finley that it see a Travelair (at least that kind of an economical way to go. Charlie would be a great airplane, so Lee 16 JUNE 2004 Then we got the Travelair and remove the molding and fix it. Ex­ there were times I was practically cept that to get the molding off, living in the hangar." the windshield had to come out. The partnership's Travelair is se­ And to get the windshield out, we rial number TD 130 and was part had to remove the instrument of the very first year of production panel to get at the hardware. You of Beechcraft's entry into the light­ see where I'm going, right? twin field. The Apache is generally "So, there we were, with a really accepted as the first, full-produc­ ugly, stripped airplane with most tion light twin, but Beechcraft of the panel laying on the seats, intended the Travelair to be a cut the gear off, and the wings par­ above the competition both in tially opened up. Oh, and the quality and performance. windshield was out. Comparing the Model 9S Trave­ "At that point we had to make lair to the Apache would seem to some serious decisions. We were al­ be unfair, if nothing else, because ready much farther into the Beech designers spent so much airplane than we wanted to be. time making their airplane look And the market value on a first­ svelte and modern. Plus the Model year Travelair wasn't that high. 9S had a lot of Bonanza in its Still, we had the airplane apart and bones, which is to say its fit we had bought it to fly, not to sell. and finish were superlative. So, what the heck, we said, if we're And it had a180-hp 0-360 Ly­ going to do it, we might as well do coming on each side. Did it it right. If we had only known." blow the competition away? There are thousands of airplanes Not exactly, because the fat­ of the same vintage as the partner­ wing Piper had such a price ship Travelair that have never been advantage. Still the Travelair completely gone through and re­ enjoyed success until the habbed. Most of them have never product was discontinued in been allowed to go derelict, plus 1968, long after the bigger­ they seem somehow "modern" engine Baron had been and haven't made it into the psy­ we ignored introduced. The economical chological category we reserve for machine is still being used by true vintage machines even though lots of flight schools for mul­ they are old enough. Because of common sense tiengine training. this, few of the airplanes have had "When we got the airplane, someone lavish the kinds of TLC and completely it really wasn't in bad shape. (and money) on them that they It was a little tired, but it was truly need. Each of a long progres­ gutted the 38 years old and had earned sion of owners did what they the right to be tired. We were needed to keep it safe but, in the going to do some cosmetic process, they left their indelible airplane." stuff, like paint it and remove tracks behind. Airplanes like these the four or five layers of paint resemble archeological digs where joined us to help pay for the paint that covered the landing gear and each layer reveals yet another layer job. As we got deeper into the proj­ just enjoy flying it. But we had and each bears the marks of the ect, Dan Bruhl jumped on board, something happen at the paint previous inhabitants. so now there are five partners. shop that forced us around the "When we had the panel out, "Beginning in 1990, I had my corner toward total restoration. we could see what a real mess it machine shop, Lone Star Aero, "We had already discovered that was. It wasn't even close to being where I built parts for antique air­ we had a bad fuel bladder, so we unairworthy, but it had decades of planes in Charlie's hangar, and I were going to have to get into the wiring running around that served was always hanging around. I had wings. Then the paint shop didn't no purpose. Plus, as each new gen­ become a professional hangar rat protect the lower molding on the eration of avionics came out, yet and in 1994 he hired me full time, windshield correctly and the strip­ another mechanic would chop yet so I was working on his Widgeons per ate the gel coat. another hole while patching up an and anything else he was flying. "No problem, right? We'll just existing hole. VINTAGE AIRPLANE 17 Since the original panel had patches screwed to patches, the entire panel was redesigned and a new one fabricated. Behind the panel and throughout the airframe, the wiring harness was replaced, removing pounds of unused wiring left from previously installed instruments.

"The instrument panel had ate it. So, we sprayed it with a been modified so many times, water-based truck splatter paint. it was like a quilt, with pieces "Every time we ran across screwed to pieces that were something made of rubber, we screwed to other pieces. Plus it took it out and replaced it. The had radios on both ends of the same thing with all the bolts panel. Not a tidy setup and by and screws. For some reason, the time Richard was done, he however, we did use one origi­ had rewired the entire airplane. nal screw on the landing gear "When we pulled the do-it­ actuator switch handle. right trigger, we ignored common "I fabricated the aluminum sense and completely gutted the side panels for the interior my­ airplane. Everything came out self, but we took the seats and right down to the belly skins. For­ side panels to C & H Aircraft Three the five owners N 1OOBH, (top of of tunately, we found most of the Interiors and had them done to bottom) Rich Wheeler, Archie Taylor and skins were in good shape with no in Ultra Leather, which is an II lanovetz . Partners Dan Bruhl and Lee corrosion, but they had 38 years imitation leather that's easy to couldn't make the of crud on them. To get at the cl ean. To make the seats more belly, we had to remove the floor­ comfortable, I made and in­ boards, but it was a good thing stalled four armrests, which we did-there had to be a solid was just one of a dozen 33 7s half-inch of sludge from miscella­ we had to do. neous oils and fluids that had "When it came to the instru­ collected there. ment panel, we decided to go "We didn't have to do any from scratch and design and walnut shell blasting or any­ build an entirely new one. thing. We just got in there First, I sanded the control with solvent, rags, and tooth­ yokes down and painted them, brushes and cleaned and and then I made an instrument cleaned and cleaned. panel out of l/8-inch alu­ "The pulleys and cables were minum. I' m a machinist by in good shape, so at least we trade, so it was no problem to didn't have to replace those, make anything we wanted. The Travelair 95 was Beechcraft's first en­ but everywhere there was a "Even though this was a try into the "light-twin" market that was movable part, no matter how form of restoration, we didn't created in the post-World War II years. Pow­ big or small, if it had a bearing want the panel to be 1958-orig­ ered by a pair of 180-hp Lycomings, it could or a bushing, we replaced it. ina!. We were looking for tool along at a very respectable 180 mph. "The nose baggage compart­ totally modern utility out of For this restoration, everything from the ment had some sort of tar-like thi s airplane so we set it up baffles to the hoses was replaced in the engine sound deadener in it and every­ with center stack radios a nd compartments. thing we tried to clean it with the standard "T" arrangement. 18 JUNE 2004 "I had seen something on Char­ okay so we cleaned and painted it for the first time 10 days before lie's Widgeon that we copied on them. Then they sat for six or leaving for Oshkosh. We spent an our panel. The basic panel has a seven years while we finished the hour and a half circling the airport piece of Lexan covering it. The rest of the airplane. to break in the engines, and that backside of the Lexan is painted "The engines were more or less first flight had only a few minor black and the front is painted with okay but, like the rest of the air­ glitches to fix. With fifteen hours on opaque white. Then it is silk­ plane, they were tired. Of course, the Hobbs, we headed for Oshkosh. screened with a chemical for we managed to make the situation It was the first time the airplane had lettering. After the front topcoat of worse because we didn't pickle left the field in over seven years." Cadet Gray is painted on and them. Hey, it was supposed to be So now that they're finished, what dried, the panel is dipped in acid flying in less than a year, right? I does J.J. think about the results? to remove the gray over the white found some rust on the cam, and "You could look at this airplane lettering. Lights hold the Lexan that made that decision for us. several ways. Yes, we have far more overlay to the aluminum panel "We did the engines and, for the tied up in it than we will ever get and light the lettering at night. most part, used the original parts out of it. Still, it feels and performs The result is really impressive. and had them overhauled. We sent like a brand new airplane and it "We used the original instru­ the jugs out and had them welded gives exactly the utility we need re­ ments but shipped them all out to and generally reconditioned. The gardless of its age. It's a 1958 be rebuilt and refaced. At the same cams and cranks were ground and airplane that's giving us 2003 util­ time we pulled every actuating ca­ everything was brought back to ity we couldn't buy in a new ble, the throttles, and so forth and new tolerances. airplane for two or three times pressure lubed them. They work "The props were overhauled at what we have tied up in this one." smoothly now. the same time and the AD on the So, I guess you could say they "The wings were basically as blade clamps and hardware was are pleased with the effort. good as the fuselage so we did a lot complied with. ].J. says, "Mostly we're pleased of cleaning and touch up. At the "By the time we were done, the it's over." time, only one bladder was leak­ logbook entry ran for five type­ Apparently the judges at ing, but we figured the others written pages. We did five 337s on Oshkosh 2003 were pleased too be­ couldn't be far behind, so we re­ one day!" cause they awarded the airplane placed all four of them. In typical pre-Oshkosh fashion the coveted Contemporary Reserve "The magnesium on the control they barely made it. Grand Champion trophy. So, it surfaces was corroded, so we went "The last four months before looks as if a little insanity com­ to aluminum on the ailerons, but Oshkosh were a real grind and our bined with lots of dedication does the tail surface magnesium was wives didn't see much of us. We flew have its rewards...... VINTAGE AIRPLANE 19 Story A grandfather's inspiration

TOM MATOWITZ

ike so many stories of flight, this one begins in with him in an airplane. May 1927. Charles Lindbergh's solo crossing of The airplanes we flew then were rather run-of-the-mill the Atlantic inspired many adventurous young Cessna products. They served a useful purpose, but there people with the desire to fly. One of them was a was nothing particularly romantic about them. What fas­ 20-year-old resident of Cleveland, Ohio, named cinated me were the old airplanes. He kept all his LGeorge K. Scott. He began taking lessons at a field located logbooks, and from time to time we would get them out on Mayfield Road, operated by a local pilot named Ken­ and look through them together. I have them still; the neth Cole. oldest one is practically in tatters. I would sit on the arm George trained in Swallows and Waco Nines and Tens, of his easy chair and watch as he leafed through the pages. and soloed late that summer after 13 hours and 20 min­ It seemed to me that every entry was the first line to an utes of dual. This made him a slow starter by the standards adventure story. of his day, but he began to fly more frequently and started One of my favorites was a tale he told about a delivery to catch on faster. By the summer of 1929, he held Lim­ flight involving a Bird biplane. He was in Nebraska, lost in ited Commercial Pilot's Certificate No. 4888, and with less bad weather and low on fuel. He was seriously considering than 100 hours total time, he was instructing students using his parachute and jumping because he felt he could­ himself. During the next 10 years he flew extensively, log­ n't make a safe forced landing under the prevailing ging more than 2,000 hours by 1939. In the process, he conditions. Suddenly there was a break in the clouds be­ owned or flew all the great light planes of that era. When neath him and he found himself directly over an airport. he married in 1933, he and his new wife flew to Chicago He quickly landed just as the weather closed in again. He in a Kinner Bird for their honeymoon. Subsequently he was met by a group of people who seemed very agitated. It taught her how to fly in a Taylor Cub. seems he spoiled the dedication of the new municipal air­ The reason for my interest in these people is simple. port at Lincoln with his unscheduled landing. The plan They were my grandparents, and although they couldn't was to have Charles Lindbergh land there first and be the have known it at the time, they were building the founda­ principal speaker at a formal dinner. After some grum­ tion for a love of flying that would last throughout my bling, someone pOinted out that my grandfather, after all, life. My grandfather's only child was a daughter who was the first pilot to land there, so they might as well pro­ showed little interest in flying. I suspect he was pacing ceed with their dinner with Grandpa as the guest of back and forth for a long time waiting for me. honor. He sat at the head table in riding breeches and a I was born in the late 1950s and by that time my grand­ leather jacket, surrounded by men in tuxedos. This is the father had been an active pilot for 30 years. Although I best part-sometime in the course of the evening, lind­ don't recall anyone consciously steering me in that direc­ bergh called with his regrets, saying that the weather was tion, I can't remember a time in my life when I wasn't too bad for him to attempt the flight! aware of, and fascinated by, airplanes. By the time I knew There were many other stories, and I wish I could re­ him, my grandfather was retired and living in a small member them all, but I cannot. My grandfather seemed town in western North Carolina. He had a friendship with indestructible, and as a little boy I was sure he would go the local FBO and was doing quite a bit of instructing. on forever, so there would be time to learn the other sto­ Very early in my life I began spending my childhood sum­ ries later. mers with him. I was so young the first time I flew with I was involved in one, though, that I remember vividly. him that I have no conscious memory of it. In the summer of 1964 we fl ew fr om his home in North He was good company, a warm man with a good sense Carolina to Knoxville, Tennessee, to have a radio repaired. of humor, and great ability as a teacher. I think it would The shop that did this work usually had some sort of old be fair to say his students loved him, and I knew of several airplane parked on the ramp. I remember a Fairchild 24, who were still friendly with him decades after he taught and a Gullwing Stinson that I marveled at because of its them to fl y. He was methodical and careful, and I trusted great size and radial engine. This particular day was some­ him completely. I never knew a moment of uneasiness thing of a turning point for me. After hearing all these 20 JUNE 2004 stories about open cockpit biplanes, I was about to see one for the first time. We walked into the hangar and there stood a Stearman. It was a crop duster painted bright yellow and it clearly worked hard for a living. It was nothing like the flaw­ less restored examples seen at air shows today. I think it was a case of love at first sight. I was enthralled, and circled the airplane several times. There it all was, the ra­ dial engine, polished landing and flying wires, taut fabric covering, windscreens, struts, and a distinctive smell I later would always associate with old airplanes. I was seven, and too little to see into the cockpit, so Grandpa picked me up. No one had made any effort to interior decorate it to resemble a car. It was as functional as a steam locomotive. There was a control stick, the first one I ever saw, and a throttle quadrant on the left. The steel tube structure was plainly visible and there was a helmet and goggles draped over the stick. He pointed all this out and then lowered me gently to the floor. I walked around the plane several more times and then asked Grandpa to pick me up again so I could see into the cockpit once more. He laughed and said, "I don't think it's changed in the last five minutes. Come on, let's go get a hamburger." We started to walk away, but I stopped in the open door for a last look and vowed that I would fly one myself one day. I never dreamt how much time and effort it would take to achieve that goal. In the meantime, these idyllic summers continued. Any kid worth his salt clamored for the end of the school year, but I did more than most, since it meant an immediate departure for the mountains and three months of almost daily flying. The town where my grandfather lived was Bryson City, North Carolina. His best friend was the town doctor, Harold L. Bacon, known universally as "Doc." Well, almost universally, since I was sternly lectured by Grandpa never to address him as anything other than Dr. Bacon. I'm sure he himself would­ n't have minded a bit had I called him "Doc" since he was a man of great warmth and dealt on easy terms with every level of the small town's social strata. He was a skilled pilot himself, almost exactly Grandpa's age, and shared many adventures with us on the ground and in the air. He did a lot to reinforce my love of flying. His enthusiasm for it was almost childlike. Grandpa and I would stop by his office in the early

VINTAGE AI RPLANE 21 afternoon to ask if he wanted to fly with us later that able to log several flights with him as a student, and I day. He would usually say, "Let's go right now!" and remember how serious and demanding he was as an in­ exit through a side door, leaving a waiting room filled structor. He held himself to very high standards and with patients. expected me to meet them without hesitation, some­ I don't know if he ever knew this, but Dr. Bacon re­ thing I found very daunting as a youngster. It all ended ceived what was probably the greatest compliment my abruptly when heart disease caused the permanent loss grandfather ever gave anyone. For decades, literally, we of his medical. For a time we deluded ourselves that his were strictly ordered by Grandpa never to fly with any health would improve and we would continue as other pilot. The only exception ever granted was airline planned, but it didn't turn out that way. I see now that travel. Very late in his life, Grandpa said he felt we after so many years, the loss of his ability to fly must would be perfectly safe flying with Dr. Bacon, the only have broken his heart, although he never said so. He time he conceded this about another pilot in almost 50 died very early on a morning in May when I was a sen­ years of flying. ior in high school. As I said, he himself was cautious. Once in the That was another turning point. For the moment, I early 1950s he took my father with him on a trip to thought my involvement in flying was over. It was Indianapolis in his Bonanza. They were returning never inexpensive, and I was to start college in the fall. and had nearly reached Toledo. There was some ap­ To put this in perspective, the airport in the town parent bad weather to the east between them and where I lived charged $12 an hour for dual in an their destination of Cleveland. To my dad's unprac­ Aeronca Champ that summer, while my college ex­ ticed eye it didn't appear all that threatening, and he penses would be based on fees of $ 7 per credi t hour. was surprised when Grandpa briskly announced that Anyway, two unexpected things happened. First, we he was aborting the flight and landing in Toledo. lived on acreage, and owned horses. I used our old Ford Dad turned to him and asked, "Can't you get tractor to pull a wagonload of manure out into a field through that?" His reply was priceless-"Maybe." He to dump it. I stood on top of the wagon, intent on explained that he didn't see any point in subjecting what I was doing, and was startled when an ancient air­ them or the airplane to any unnecessary risk when plane materialized directly over my head. It was a he could easily get a ride to Toledo the next day to heavily wire braced two-bay, open cockpit biplane with recover the aircraft. They took the bus home. a long wingspan. It took no notice of me, but flew to I was too young to realize this wasn't going to last the southeast at a low altitude and a slow airspeed. To forever. As I was nearly old enough to begin formal fly­ this day, I'm not sure what it was, but it sure made me ing lessons in earnest, his health began to fail. I was think. I watched it until it disappeared. 22 JUNE 2004 was soon strapped in and trundling across the grass as the airplane maneuvered into position for takeoff. This was not exactly what I had in mind, but I thought I better be patient and see what developed. The air­ plane returned 20 minutes later. Esther got out, stood on the wingwalk for a moment thanking the pilot, and then jumped lightly to the ground. One of the men who helped her get into the airplane in the first place accompanied her as she approached me. He said to me, "If you'd like to go up, we'll be glad to take you for a ride." I very nonchalantly said yes, and walked to the airplane. After a rather perfunctory briefing, I was in the front cockpit, strapped in and ready to go. I wore a borrowed helmet and goggles and could hardly believe where I was. There were no headsets, so the airplane was much louder than I was used to, but I didn't mind. Finally, the preliminaries were over and The thing that really did it was a chance remark it was time to fly. The engine accelerated to full power, from a co-worker. I worked for a greenhouse, an exten­ and the airplane began to roll. The tail came up, and a sion of a part-time job I held throughout high school. moment later we were flying. The visibility from the One of the women employed there, Esther, was in her open cockpit, the engine noise, the slipstream, the early 20s. We were eating lunch together one day, and changing sound of the wind in the wires, all these she mentioned she was going to learn how to skydive things kind of overwhelmed me, but the experience at an airport roughly 15 miles west of us in Grafton. exceeded my expectations, and I felt sure I saw Skydiving never interested me all that much, but she Grandpa'S hand in it somehow. got my attention when she said there were two open cockpit biplanes based at the field. I asked her for more Continued next month ... details, but she couldn't really provide any. She said that if I would pick her up that evening after she ate dinner and got cleaned up, she would be glad to ride out there with me and show me around. She was true WI'VI to her word. Several hours later I found myself looking through a window into a hangar with two Stearmans. It was the first time I had seen one on the ground since ••I'y_ the episode in Knoxville more than 10 years earlier. No one was around and there seemed to be no way of get­ CO••• ting a better look at the airplanes. Just then the property owner arrived, and Esther introduced us. After a brief conversation, he invited me back the following day hese are thefirsttools you need when the men who owned the biplanes would be pres­ Tto buy when you re~cover your ent, and almost certainly fly them. He thought there airplane. Anyone who has used them was a pretty good chance one of them would give me a will tell you they're the next best ride. Esther and I got in my car and started for home. thing to having one of our staff right Somehow I found the nerve to ask her if she would like beside you. The VHS tape and the to go to a movie with me and she eagerly said yes. So, I now found myself offiCially out on a date with this DVD will give you the Big Picture, beautiful woman who was five years older than I. It had and the manual will walk you step only been weeks since I graduated, but I suddenly felt by step through every part of the very far from high school. process. You're never on your own When the next day dawned, it was beautiful and I when you're using Poly~Fiber. lost no time driving to the airport where I quickly found Esther and walked with her over to the hangar. She was looking her best, and with her at my side, I .. www.polyfiber.com had no trouble attracting the attention of the pilots, e-mail: [email protected] one of whom quickly asked me if my "girlfriend" would like a ride in the Stearman. To my chagrin, she Aircraft Coatinu.. 800-362-3490 smiled and announced that she certainly would and VINTAGE AIRPLANE 23 CALIFORNIA KANSAS Hayward, CA, VAA Ch. 29 Overland Park, KS, VAA Ch. 16 Meeting 2nd Thurs., 7:00 PM Meeting 3rd Fri., 7:00 PM Hayward Airport, Hangar #7 Gardner Municipal Airport-Term Bldg. William Field, President Gerald Gippner, President Phone: 510-784-1168 Phone: 913-764-8512 Email: w([email protected]

Riverside, CA, VAA Ch. 33 LOUISIANA Meeting 3rd Sat., 1:00 PM Clubhouse at West end of Flabob Airport New Iberia, LA, VAA Ch. 30 Jonathan Goldenbaum, President Meeting 1st Sun., 9:00 AM Phone: 909-360-6792 For Location Contact: Roland Denison, President Sacramento, CA, VAA Ch. 25 Phone: 337-365-3047 Meeting 2nd Sat., 10:00 AM Email: [email protected] For Location Contact: Red Hamilton, President Phone: 707-964-7733 Email: [email protected] MASSACHUSETTS East Falmouth, MA, VAA Ch. 34 FLORIDA Meeting 2nd Sat., 10:00 AM For Location Contact: Lakeland, FL, VAA Ch. 1 Roger McDowell, President Meeting 2nd Sat., all day. Phone: 508-457-0506 For Location Contact: Email: [email protected] John Brewer, President Phone: 386-649-4020 Email: [email protected] MICHIGAN

ILLINOIS Niles, MI, VAA Ch. 35 Meeting 2nd Sat., 10:00 AM Lansing, IL, VAA Ch. 26 Niles, MI (3TR) Term. Bldg. For Time & Location Contact: Kenneth Kasner, President Peter Bayer, President Phone: 269-699-7064 Phone: 630-922-3387 Email: [email protected] Email: [email protected]

INDIANA MINNESOTA Auburn, IN, VAA Ch. 37 Albert Lea, MN, VAA Ch. 13 Meeting 4th Wed., 7:00 PM Meeting 4th Thurs., 7:30 PM Dekalb Co. Airport Term. Bldg. Albert Lea MN Municipal Airport Lester Matheson, President William Koza, President Phone: 260-693-3642 Phone: 507-373-9062 E-mail: [email protected] Email: [email protected]

24 JUNE 2004 NEBRASKA OKLAHOMA Plattsmouth, NE, VAA Ch. 31 Tulsa, OK, VAA Ch. 10 Meeting 1st Sat., 10:30 AM Meeting 4th Thurs., 7:30 PM Plattsmouth Airport Term Bldg. Hardesty Library Keith Howard, President Christopher McGuire, President Phone: 402-291-2103 Phone: 918-341-6798 Email: [email protected] E-mail: [email protected]

NEW HAMPSHIRE SOUTH CAROLINA North Hampton, NH, VAA Ch. 15 Cross, SC, VAA Ch. 3 Meeting 2nd Sat., 11:00 AM For Time & Location Contact: Hampton Airfield, hangar SW corner Morton Lester, President Joseph Dion, President Phone: 252-638-8783 Phone: 603-539-7168 Email: [email protected] Website: www.vaa15.org TEXAS Houston, TX, VAA Ch. 2 Meeting 4th Sun., 2:00 PM NEW JERSEY Dry Creek Airport Cypress, TX Andover, NJ, VAA Ch. 7 Merrill Morong, President Meeting 1st Sun., 10:00 AM Phone: 281-353-7004 Andover Aeroflex Airport E-mail: [email protected] William Moore, President Phone: 908-236-6619 Email: [email protected] WISCONSIN Brookfield, WI, VAA Ch. 11 Meeting 1st Mon., 7:30 PM OHIO Capitol Airport George Meade, President Delaware, OH, VAA Ch. 27 Phone: 414-962-2428 Meeting 2nd Sat., 8:30 AM Email: [email protected] Delaware Municipal Airport (DLZ) Term. Bldg Roger Brown, President Phone: 740-965-9252 How To START A VAA CHAPTER It's easy to start a VAA Chapter! All you need to get started is five Vintage enthusiasts. Then, con­ Troy, OH, VAA Ch. 36 tact the EAA Chapter Office at 920-426-4876, or Meeting 3rd Sun., Noon at chapters@eaa .org to obtain an EAA Chapter For Meeting Location Contact: Starter Kit . They have ways to help you contact all Richard Amrhein, President the Vintage members in your area, plus, they'll Phone: 937-335-1444 walk you through the New Chapter process. Email: [email protected]

VI NTAGE AIRPLANE 25 Resignation

DOUG STEWART

"Your engine has just quit !" I an­ nounced: "Well, I guess we would've nounced to the pilot sitting to my left, crashed II as he reached to apply full as I reached to the throttle of the T-tailed power, and go around. At this pOint I Arrow we were flying, and pulled it back pushed his hand away from the throt­ to idle. The pilot was a client who was tle, pulled the propeller control all the then resign themselves to the outcome. working on his commercial certificate. I way back, and then reached to the flap As long as they can walk away and still sat calmly in my seat as the pilot went lever and applied all three notches of use the airplane they consider it a great through the appropriate checks. Estab­ flaps. The airplane rose into the air landing. To my observation they cer­ lishing best glide speed, he turned to about 20 feet (from the application of tainly stopped flying the airplane when head towards the key point of the traffic flaps) while leaping forward simultane­ they got close to the runway. At that pattern we were near. He then switched ously towards the runway (from pulling point reSignation took over and they tanks, turned on the electric fuel pump, the prop control to full coarse pitch). were content with the outcome as long pushed the mixture control to full rich, We landed on the runway, and al­ as the aircraft remained on the runway and put on the alternate air. though we didn't land on the second and didn't get damaged. Arriving over the key point he then centerline, we at least cleared the dis­ There are three steps to be taken in pushed the propeller control to flat placed threshold. dealing with hazardous attitudes. The pitch and entered a steep spiral. About What I had just witnessed was the first step is to recognize that you have 1,000 feet above the airport he broke hazardous attitude of resignation. The the attitude in the first place. The sec­ off the spiral and continued downwind. pilot had done a commendable job of ond step is to learn the antidote to the So far, so good. Everything was looking dealing with the simulated engine fail­ attitude. The third, and most difficult great; we should be able to land right ure until he broke off the steep spiral. step is to apply the antidote. Whereas on the second centerline without any At that point he forgot to account for most of us might very well "keep flying problem. But as we turned to the base the wind and for the increased drag of the airplane" until there is nothing left leg, it became obvious that the wind the gear coming down, and as he turned but a smoking hole, it becomes a little was blowing a little harder than the pi­ final, realizing his mistake, he gave up. more difficult to "make a difference" lot thought, yet he did nothing to He stopped flying the airplane. when you've come down final a little modify his track. I cannot help but wonder how many too hot. Now as you float down the Rather than angling towards the accidents occur in just such a manner, runway, slowly drifting to one side be­ runway, he continued in a perfect per­ or worse how many accidents result in cause of the crosswind, do not resign pendicular track to the centerline. With fatalities because the pilot resigned yourself to a sloppy landing. Keep fly­ an engine running this would only re­ him/herself to fate? I question how ing! Get the windward wing down; kick quire a little more power on final, but many pilots fail to apply the antidote of in a little opposite rudder. Land on the we were simulating an engine failure. ''I'm not helpless ... I can make a dif­ windward main, then the leeward Shortly before turning final the pilot ference" when confronted with the main. Or better yet, GO AROUND and selected gear down, and as the gear came attitude of resignation? be on target and on speed on the next down and three big holes in the form of I know that many pilots, if not all approach. Make a difference! wheel wells appeared at the bottom of of us, would tell ourselves (and any Hazardous attitudes are an insidious the airplane, the drag and associated in­ others who might listen) that we danger. They are difficult to recognize in creased sink were going to make things would keep flying the airplane in an the first place, and it is even harder, at interesting. I prudently cleared the en­ emergency until there was nothing times, to apply the proper antidote. Do­ gine ... just in case. The combination left but a smoking hole. But the specter ing so will go a long way in helping us of head wind and high sink rate made of speculation rises in my brain; for I make the transition from being just good making the runway uncertain. have seen pilots who have made such pilots .. . to being GREAT pilots. I hope The pilot allowed the Arrow to drift declarations exhibit resignation on al­ you are making the effort. I know I am. to the right to avoid the spruce trees most every flight they make. Doug flies a 1947 PA-12. He is the that were now blocking our way to the How many pilots revert to resigna­ 2004 National Certificated Flight In­ runway threshold. With about one tion whenever they have to land? They structor of the Year. Visit his website: hundred yards to go the pilot an­ get within a few feet of the runway and www.dsflight.com. 26 JUNE 2004 TTO UCK

BY E.E. " BUCK" HILBERT , EAA #21 VAA #5 P.O. Box 424, UNION , IL 60180 Take the pledge

Shoulder Harnesses!

Back when EAA was not as large on your forehead and how much it is adamantly in favor of the five­ an organization as it is today, when would take to erase that imprint point harness, stating that he had Paul Poberezny had a handle on after they fix your nose and fit you seen where victims had "sub­ everything that went on, one of with new teeth, maybe that couple marined" and slid out from under the blanks on the membership of bucks would be worth it. the seat belt and diagonal harness. application was a shoulder High wing or low wing harness pledge. As an EAA didn't seem to make any member you advocated difference, nor did a the installation of shoul­ padded instrument panel der harnesses in your help. The incidents he airplane, be it a homebuilt spoke of were in both agri­ or a standard airworthi­ cu ltural spray planes and ness airplane. everyday trainers. The Well, somewhere along crash-proof survival-struc­ the line, that pledge faded tured cockpits and the away. Was it the sticky five-point harnesses in­ wicket the FAA Airworthi­ stalled in the ag planes ness Inspectors made came out way ahead, in about unauthorized in­ his opinion. stallation of equipment, No argument will fore­ or did we just ignore the stall serious injury! There situation? just isn't any excuse that Not too long ago, there can offset the benefit of was a loosening up of the saving you from getting regulations, and the instal­ hurt or dead. You can still lation of the sho ulder reach the controls, and harness has now become a once airborne and in minor item, as far as docu­ cruise, you can loosen up menting it in the logs. You the harness to where can go to your friendly you're comfortable. Just supplier of seat belts and cinch it up again when harnesses, buy a neat new you enter the pattern for set that comes complete landing or if an emergency with installation instructions, and While I was thinking about is looming. have them put in the airplane, and this subject, I talked to a retired Let's get back to the "old days" all the airframe and powerplant FAA accident investigator. He and take the shoulder harness (A&P) mechanic has to do after the told me that during his tenure as pledge. As the o ld saying goes, installation is a logbook entry. an investigator, he saw more than "The life you save may be your Pretty simple, eh? 20, yes 20, accidents where the own!" Sure, it'll cost a couple of bucks, aircraft was repairable, but both Over to you, 1_ If but when you think about how the occupants died from head injuries (( ~t

BABBITT BEARING SERVICE - rod bearings, main bearings, bushin9s, master rods, valves, piston rings. Call us Toll Free 1/800/233-6934, e-mail June 11 - 13 Denver, CO [email protected] Website www.ramengine.com VINTAGE ENGINE MACHINE WORKS, N. 604 FREYA ST., SPOKANE, WA 99202. June 25-27 Griffin, (iA • TIG Welding Atlanta area Airplane T-Shirts 150 Different Airplanes Available WE PROBABLY HAVE YOUR AIRPLANE! June 25-27 Lakeland, FL • RV Assembly www.airplanetshirts.com Sun 'n Fun Campus 1-800-645-7739 THERE'S JUST NOTHING LIKE IT August 28- 29 Arlington, WA • Introduction to Aircraft Building ON THE WEB!! • Sheet Metal Basics www.aviation-giftshop.com A Website With The Pilot In Mind • Composite Construction (and those who love airplanes) • Electrical Systems and Avion ics Warner engines. Two 165s, one fresh O.H., one low time on Fairchild 24 mount with all acces­ September 10-12 Corona, CA • RV Assembly sories. Also Helton Lark and Aeronca C-3 LA area project. Find my name and address in the Officers and Directors listing and call September 10-12 Griffin, (iA • RV Assembly. TIG Welding evenings. E. E. "Buck" Hilbert. Atlanta area Flying wires available. 1994 pricing. Visit September 25-26 Denver, CO • Introduction to Aircraft Building www.f/yingwires.com or ca1iSOO-517-9278. • Sheet Metal Basics • Fabric Covering For Sale - 1939 Spartan Executive, 3500TT, • Composite Construction 10 SMOH. 214-354-6418. • Electrical Systems and Avionics Sensenich Model 73 BR 44 with front plate Fits an Aeronca Sedan, etc. (wood), excellent condi­ tion, $600. McCauley 1 B90CM70 40 prop, Maxwell record, experimental, $400. Don Ma­ cor, Phone/Fax 218-723-1126 - Duluth, MN LAWSON AIRCRAFT - Chapter 651, Green Bay, WI is in search of plans for the MT-2 Lawson Tractor trainer which was built in Green Bay, WI in 1918. 920-465-0083, E-mail: cncis/[email protected] 5 Smithsonian pictures with fabric sample. Mu­ 1-800-WORKSHOP seum wood framed and matted. Picture 9x11 , WORKSHOPS frame 16x21 . CURTISS N.C.-4, BLERIOT XI, AL­ BATROS Ova., FOKKER EX, DOUGLAS WORLD ---~--- 1-800-967-5746 CRUISER, $100 each, plus shipping. 952-997­ YOU CAN BUILD IT! LET EAA TEACH YOU HOW. 6797, E-mail: [email protected] VINTAGE AIRPLANE 29 VINTAGE Membership Services Directo~y- AIRCRAFT ENJOY THE MANY BENEFITS OF EAA AND ASSOCIATION THE EAA VINTAGE AIRCRAFT ASSOCIATION ~ EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086 OFFICERS Phone (920) 426-4800 Fax (920) 426-4873 Web Site: http://www.eaa.org and http://www.airventure.org E-Mail: vintage @ eaa.org President Vice-President Espie "Butch" joyce George Daubner 704 N. Regional Rd. 2448 Lough Lane EAA and Division Membership Services Flight Advisors information ... . 920-426-6864 Greensboro, NC 27409 Hartford, Wl 53027 336·668·3650 262·673·5885 800-843-3612 ...... FAX 920-426-6761 Flight Instructor infDrmation... 920-426-6801 [email protected] [email protected] (8:00 AM-7:00 PM MDnday-Friday Csn Flying Start Program ...... 920-426-6847 • New/renew memberships: EAA, Divisions Library Services/Research ...... 920-426-4848 Secretary Treasurer Steve Nesse Charles W. Harris (Vintage Aircraft Association, lAC, Warbirds), Medical Questions ...... 920-426-6112 2009 Highland Ave. 7215 East 46th St. Technical Counselors ...... 920-426-6864 Albert Lea, MN 56007 Tulsa, OK 74147 National Association of Flight Instructors 507·373·1674 918·622·8400 (NAFI) Young Eagles ...... 877-806-8902 [email protected] [email protected] • Address changes Benefits • Merchandise sales AUA Vintage Insurance Plan.... 800-727-3823 • Gift memberships EAA Aircraft Insurance Plan ... 866-647-4322 DIRECTORS Term Life and Accidental ...... 800-241-6103 Steve Bender Dale A. Gustafson Programs and Activities Death Insurance (Harvey Watt & Company) 85 Brush Hill Road 7724 Shady Hills Dr. Editorial ...... 920-426-4825 Sherborn, MA 01770 IndianapoUs, IN 46278 EAA AirVenture Fax-On-Demand Directory 508·653·7557 317·293·4430 · ...... 732-885-6711 ...... FAX 920-426-4828 sst lO@comcast,net [email protected] Auto Fuel STCs ...... 920-426-4843 • Submitting article/photo David Bennett Jeannie Hill Build/restore information .... . 920-426-4821 • Advertising information P.O. Box 1188 P.O. Box 328 Roseville, CA 95678 Harvard, IL 60033·0328 Chapters: locating/organizing. 920-426-4876 916-645·8370 815·943·7205 Education ...... 888-322-3229 EAA Aviation Foundation [email protected] [email protected] • EAA Air Academy Artifact Donations ...... 920-426-4877 john Berendt Steve Krog • EAA Scholarships Financial Support ...... 800-236-1025 7645 Echo Point Rd. 1002 Heather Ln. Cannon Falls, MN 55009 Hartford, WI 53027 507·263·2414 262·966-7627 mj bfchld@rconnect,com [email protected]

Robert C. "Bob" Brauer Robert D. "Bob" Lumley MEMBERSHIP INFORMATION 9345 S. Hoyne 1265 South 124th St. Chicago, IL 60620 Brookfield, WI 53005 AVIATION magazine nDt included). (Add $15 773·779·2105 262·782-2633 EAA [email protected] [email protected] Membership in the Experimental Aircraft Associ­ for Foreign Postage.) ation, Inc. is $40 for one year, including 12 issues of Dave CJark Gene Morris SPORT AVIATION. Family membership is available 635 Vestal Lane 5936 Steve Court WARBIRDS Plainfield, IN 46168 Roanoke, TX 76262 for an additional $10 annually. Junior Membership Current EAA members may jDin the EAA War­ 317·839·4500 817491·9110 (under 19 years of age) is available at $23 annually. [email protected] [email protected] birds of America Division and receive WARBlRDS All major credit cards accepted for membership. magazine for an additional $40 per year. john S. Copeland Dean Richardson (Add $16 for Foreign Postage.) 1A Deacon Street 1429 Kings Lynn Rd EAA Membership, WARBIRDS magazine Northborough, MA 01532 Stoughton, WI 53589 and one year membership in the Warbirds Divi­ 508·393·4775 608·877·8485 VINTAGE AIRCRAFT ASSOCIATION copeland l @juno.com [email protected] sion is available for $50 per year (SPORT Current EAA members may join the Vintage AVIATION magaZine nDt included). (Add $7 for Phil Coulson Geoff Robison Aircraft Associaton and receive VINTAGE AIR­Foreign Postage.) 28415 Springbrook Dr. 1521 E. MacGregor Dr. PLANE magazine for an additional $36 per yea r. Lawton, MI 49065 New Haven, IN 46774 269·624·6490 260493·4724 EAA Membership, VINTAGE AIRPLANE [email protected] [email protected] magazine and Dne year membership in the EAA EAA SPORT PILOT Vintage Aircraft Association is available for $46 Current EAA members may add EAA SPORT Roger Gomoll S.H. "Wes" Schmid per year (SPORT AVIATION magaZine not in­ PILOT magazine for an additional $20 per year. 8891 Airport Rd, Box C2 2359 Lefeber Avenue Biaine, MN 55449 Wauwatosa, Wl 53213 cluded). (Add $7 for Foreign Postage.) EAA Membership and EAA SPORT PILOT 763·786-3342 414-771·1545 magazine is available for $40 per year (SPORT pledgedrive@msncom [email protected] AVIATION magazine not included). (Add $16 lAC for Foreign Postage.) Current EAA members may join the Interna­ tional Aerobatic Club, Inc. Division and receive DIRECTORS SPORT AEROBATICS magazine fDr an addi­ FOREIGN MEMBERSHIPS tiDnal $45 per year. Please submit your remittance with a check or EMERITUS EAA Membership, SPORT AEROBATICS draft drawn on a United States bank payable in Gene Chase E.E. "Buck" Hilbert magaZine and one year membership in the lAC United States dollars. Add required Foreign 2159 Carlton Rd. P.O. Box 424 Osh.kosh, WI 54904 Union, IL 60180 Division is available for $55 per year (SPORT Postage amount for each membership. 920-231·5002 815·923·4591 [email protected] [email protected] Membership dues to EAA and its divisions are not tax deductible as charitable contributions.

Copyright ©2004 by the EM Vintage Aircran Association All rights reserved. VINTAGE AIRPLANE (ISSN 0091·6943) IPM 40032445 is published and owned exclusively by the EM Vintage Aircran Association of the Experimental Aircran Association and is published monthly at EM Aviation Center, 3000 Poberezny Rd .. P.O. Box 3086, Oshkosh, Wisconsin 54903·3086. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to EM Vintage Aircran Association. P.O. Box 3086, Oshkosh, WI 54903·3086. Return Canadian issues to 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 POLlCY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No renumeration is made. Material should be sent to: Editor. VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI 54903·3086. Phone 920/426·4800. EM® and SPORT AVIATIO~, the EM Logo® and Aeronautica1U 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. The EM AVIATION FOUNDATION Logo is a trademark of the EM Aviation Foundation, Inc. The use of this trademark without the permission of the EM Aviation Foundation, Inc. is strictly prohibited.

30 JUNE 2004 VAA NEWS continued from page 3 nal flying condition can enter either Invi­ Helio Couriers at AirVenture which will be ratified at the annual tational in one of three entry categories: Fifty years ago, Helio aircraft serial business meeting held during EAA Air­ Antique (early aircraft to 1935); Classic number 001 rolled off the production Venture Oshkosh 2004. Notice is hereby (post 1935); and Military (all warbirds). line at Bedford, Massachusetts. Over given that an annual business meeting Each aircraft must be 45 years old, or the years the Helio has claimed its own of the members of the EAA Vintage Air­ older, to compete in the Invitational. En­ place in aviation history! It was the craft Association will be held on trants will compete to win first place Harrier jet of its day. It remains one the Monday, August 2, 2004, at 9:30 a.m. in-category, the "People's Choice Award" safest aircraft ever built. And the lore COT in the tent next to the VAA Red by majority popular vote and the presti­ surrounding it is as interesting as the Barn headquarters during the 51st an­ gious first -in-competition trophy, the plane itself. It served with distinction nual convention of the Experimental Rolls-Royce Aviation Heritage Trophy. in the U.S. Army and U.S. Air Force and Aircraft Association Inc., Wittman Re­ "Rolls-Royce is proud to recognize also made a name as one of the premier gional Airport, Oshkosh, Wisconsin. and honor the preservation of our mission airplanes. Notice is hereby further given that the nation's aviation treasures at the We will be celebrating the anniver­ annual election of officers and directors tWice-yearly Invitational," said james sary with owners from around the U.S. of the EAA Vintage Aircraft Association M. Guyette, president and CEO of and many who are well known in the will be conducted by ballot distributed Rolls-Royce North America. "This Helio community, including the own­ to the members along with this june is­ year, Rolls-Royce celebrates its own ers of the Helio Aircraft Company, our sue of Vintage Airplane. Said ballot must 100th year-98 of them in the United friends from jAARS Inc. and others. At be returned properly marked to the Bal­ States and we plan to be a part of avi­ AirVenture Oshkosh 2004 there will be lot Tally Committee, Vintage Aircraft ation history for at least 100 more." seminars on STOL flying and proper Association, P.O. Box 3086, Oshkosh, "Through Rolls-Royce, the Smith­ aircraft maintenance from the leading WI 54903-3086, and received no later sonian and the National Aviation experts. The airplanes will be parked in than july 22, 2004. The Nominating Hall of Fame, our common goal is to the Type Club parking area, just to the Committee submits the following list preserve aviation history and bring south of the Hangar Cafe. of candidates: for president, Geoff Robi­ together all the elements," said Ken For more information and a sched­ son; for secretary, Steve Nesse; for Perich, vice president, market devel­ ule of events visit www.heliocourier.net. directors (eight total), Steve Bender, opment, Rolls-Royce North America. or call 704-523-0791. jeannie L. Hill, Espie M. "Butch" joyce, "These three great partners are all john Berendt, Robert D. "Bob" Lumley, looking for the same thing-to pre­ Notice of Annual Business Meeting David A. Clark, Dean A. Richardson, serve our aviation heritage." In accordance with the Fourth Restated Bylaws of the Experimental Aircraft Associ­ Steven L. !

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