JANUARY/FEBRUARY 2016

•Seabees at AV 2015 •AirVenture 2015 Photos Vintage Airplane Straight & Level STAFF GEOFF ROBISON EAA Publisher/Chairman of the Board VAA PRESIDENT, EAA Lifetime 268346, VAA Lifetime 12606 ...... Jack J. Pelton 2016 Ford F-150: Editor ...... Jim Busha ...... [email protected] ® The FuTure oF Tough VAA Executive Administrator. .Erin Brueggen 2015—A year to remember! 920-426-6110...... [email protected] Art Director...... Livy Trabbold ADVERTISING: Merry Christmas and happy new year to all our members! Vice President of Business Development The year of 2015 has proven to be a year of numerous critical deci- Dave Chaimson...... [email protected] sions by our board of directors that will greatly enhance the future ex- Advertising Manager periences of our Vintage members who attend AirVenture each year. It Sue Anderson...... [email protected] was just a few years ago that I bemoaned our financial situation in this column as being at a level where we needed to seriously address where VAA, PO Box 3086, Oshkosh, WI 54903 we were with our struggling finances, and it was time to take some Website: www.vintageaircraft.org Email: [email protected] serious action to address this dire development and implement some real cost-cutting policies. The VAA board of directors immediately be- gan the process with some very difficult changes in the manner in VISIT which we managed our association on a daily basis. Then, with the on- www.vintageaircraft.org set of new leadership some three years ago within the EAA officers and for the latest in information and news directors ranks, the virtually all new senior leadership team of EAA and for the electronic newsletter: stepped up and assisted the EAA divisions with a duffel bag full of Vintage AirMail process changes that have resulted in a huge impact on our ability to better manage our bottom line and get back to the business of invest- ing in our membership. The magazine is likely the biggest change and VINTAGE AIRCRAFT ASSOCIATION improvement we have ever offered the membership. We continue to Current EAA members may join the Vintage hear accolades from the membership about the quality, content, lay- Aircraft Association and receive VINTAGE AIR- out, and enhanced feature articles within Vintage Airplane magazine. PLANE magazine for an additional $45/year. Most amazingly, we hear from members from all over the globe about EAA Membership, VINTAGE AIRPLANE this premier aviation publication, and I will remind all of our members magazine and one-year membership in the EAA Vintage Aircraft Association are available The 2016 F-150 is the toughest, smartest and most capable F-150 ever and it’s now the only full-size, light-duty truck to earn the here that this success is a direct product of the amazing efforts of staff for $55 per year (SPORT AVIATION magazine not government’s highest 5-star crash rating1. and team members of the publications department of the EAA. We can included). (Add $7 for International Postage.) This F-150 is the first and only truck in its class2 with a body and bed made from high-strength, military-grade, aluminum alloys, never sufficiently thank them for their pride and hard work in creating eliminating up to 700 pounds of weight. This means greater acceleration and pulling power than ever before. Combined with the this amazing publication for us. FOREIGN MEMBERSHIPS high-strength steel frame, the F-150 is more than a star…it’s 5 stars. As a good example of the enhancements we have invested in on the Please submit your remittance with a The F-150 power of choice offers four engines, including the 2.7L EcoBoost® with best in class fuel economy3, plus an impressive convention site in Oshkosh, we really must remind everyone of the all check or draft drawn on a United States 8,500 lbs. of maximum towing and 2,210 lbs. of maximum payload, when properly equipped. new Bill & Myrt Rose Memorial Park in front of the VAA Red Barn. You bank payable in United States dollars. Add have to see it to really appreciate the results of this amazing enhance- required Foreign Postage amount for each Ford F-Series – the best-selling truck, 38 years running! ment, most of which was financed with Rose family funds. We are for- membership. 1 Government 5-Star Safety Ratings are part of the U.S. Department of Transportation’s New Car Assessment Program (www.safercar.gov). 2 Class is Full-Size Pickups under 8,500 lbs. GVWR based on Ford segmentation. 3 19 city/26 hwy/22 combined mpg EPA-estimated fuel economy rating. ever indebted to you, Myrt! Membership Service I must also remark here that this effort was managed and executed PO Box 3086 The Privilege of Partnership on by many key EAA staff from the maintenance department and our Oshkosh, WI 54903-3086 Monday–Friday, 8:00 AM—6:00 PM CST EAA members are eligible for special pricing on Ford Motor Company vehicles through Ford’s Partner Recognition Program. EAA development staff. This project would have never been executed To learn more about this exclusive opportunity for EAA members to save on a new Join/Renew 800-564-6322 upon without their support and leadership. [email protected] Ford vehicle, please visit www.eaa.org/ford. I recently attended the fall board meetings in Oshkosh, and all of the EAA AirVenture Oshkosh meetings were very successful. The big news of course was Jack Pelton’s www.eaa.org/airventure decision to accept the EAA board’s request that he take on the position 888-322-4636 continued on page 63 www.vintageaircraft.org 1

2016-Jan_Ford_F150_EAA_Divis_Ad-Final.indd 1 11/10/15 2:10 PM Vol. 44, No. 1 CONTENTS JANUARY/FEBRUARY 2016

COLUMNS 12 Good Old Days 1 Straight and Level 16 44 60 The Vintage Mechanic 2015—A year to remember! 45 Years Invasion of the Seabees Evolution of aircraft instruments— Geoff Robison In the blink of an eye Celebrating 70 years of a vintage seaplane Part 4 Kyle P. White Pete Muntean 8 Ask the AME Robert G. Lock Skin cancer 20 John Patterson, M.D., AME 63 VAA New Members Vintage 2015 54 9 News/Air Mail 64 Vintage Trader Around the Pylons Picture Memory from EAA AirVenture American race planes, speediest of all, 10 How to? Oshkosh 2015 1923-1925, Part 2 Install aircraft bolts Michael Gough Robert G. Lock

COVERS FRONT COVER: Jim Koepnick zooms in on a polished Seabee. BACK COVER: Celebrating the Ercoupe at EAA Oshkosh. Photo by Andy Steineke.

For missing or replacement magazines, or any other membership- related questions, please call EAA Member Services at 800-JOIN-EAA (564-6322).

ANY COMMENTS? Send your thoughts to the Vintage Editor at: [email protected] BRADY LANE

2 JANUARY/FEBRUARY 2016 www.vintageaircraft.org 3 Photo story of the historic Donor Special Access to A “6-pack” Two Passes Breakfast at Tri-Motor OR Two Tickets Close Special Two Appreciation FORB Air-Conditioned of Cold to VAA Tall Pines Helicopter to VAA Picnic Auto Air Show Weekly Vintage Red Barn CONTRIBUTION Certificate Badge Volunteer Bottled Volunteer Café Ride Parking Seating Wristbands LEVELS ↓ Center Water! Party Certificate DIAMOND PLUS 2 people, 2 tickets Full week 2 people, 2 people, X X X X X X $1,500 & higher full week full week full week DIAMOND 2 people, 2 tickets Full week 2 people, X X X X X X 2016 $1,000 - $1,499 full week 1 day PLATINUM 2 people, 1 ticket 2 days X X X X X X $750 - $999 full week GOLD 1 person, 1 ticket X X X X X $500 - $749 full week SILVER 1973, the lone remnant of a long-dormant farm X X X X X became the Antique/Classic headquarters. $250 - $499 BRONZE PLUS X X X X $150 - $249 BRONZE X X X $100 - $149 LOYAL The Friends of the Red Barn program is our only annual fundraiser to sup- SUPPORTER X port the VAA members, volunteers, and Vintage hospitality at Oshkosh. The $99 and under VAA Red Barn is the centerpiece, the central gathering place for virtually all We hope each Vintage member realizes what a treasure we Please stand tall and join with us in Friends of the Red Barn; Vintage members during EAA Oshkosh each year. The Red Barn is where we have in our own facility to serve all of us each summer, and you will be forever proud and happy that you did. meet our friends, get our questions answered, sit on the front porch to rest also know that it is member-created and member-main- Charlie Harris, Director Emeritus a bit, drink lemonade, and thoroughly enjoy our aviation friends and the tained, principally through our Friends. Vintage is privileged EAA Life Member 96978, VAA Life Member 2158 spectacular events of the day. We never meet a stranger at the Red Barn; 1974, the first remodel of the Red Barn was begun to provide some very neat thank yous when you become a under the leadership of the first Antique/Classic Teveryone is on cloud nine just to be enjoying being in a place we so thor- Friend in return for your contribution. It is a win-win for all. president, E.E. Buck Hilbert (blue jump suit). oughly enjoy and, appreciate. Vintage is the very finest such organization in the world. But, the Red Barn as we know it today did not just happen. In 2000- We attract visitors from all over the world to the Red Barn 2001, Vintage found itself attempting to provide a proper, acceptable facil- and our newly expanded Vintage airplane area each summer. ity to meet, greet, and accommodate its members. The Red Barn was old. We have grown from one lone abandoned barn to an entire complex replicating a small country airport. With your help, We had used it since 1973 and it was used long before that as a real barn. every year we will provide more enhanced hospitality for all.

It was tired and not in keeping with EAA and Vintage standards in terms of MOYER STEVE condition and acceptability. Vintage had no money to improve it; our dues were pitifully small and completely insufficient to assist in any way. We had to remedy an unacceptable situation. . .and we did. We # Choose your level of participation: created the Friends of the Red Barn program in 2001. We kicked off our By the 1976 EAA Convention, the Antique/Classic o Diamond Plus ($1,500 or more) first campaign in early 2002. Our goal was to interest a small num- area was thriving. 2016 TM o Diamond ($1,000-$1,499) o Platinum ($750-$999) ber of dedicated Vintage members to financially support the physical Name: ______EAA #:______VAA #:______o Gold ($500-$749) improvement of the Red Barn and, far more important, upgrade and o Silver ($250-$499) support it to the point where it became an inviting, pleasant place to Address:______o Bronze Plus ($150-$249) meet, greet, relax, and simply enjoy the magic and magnificence that o Bronze ($100-$149) is Oshkosh each summer. o Loyal Supporter ($99 or less) City: ______State:______ZIP:______The Friends of the Red Barn has become a wonderfully successful support

program for Vintage members and guests during the convention. 2016 will be CUKIERSKI STEVE Badge Information Through member donations and volunteer labor, (for Bronze Level and above) th Phone:______E-mail:______its 15 year, and you will be amazed to know that the majority of the Barn’s the Vintage Store was expanded and the o Yes, prepare my name badge to read: Vintage Hangar was built in 2009. loyal supporters have been a part of the group since the very first year. Vin- o Payment enclosed (Make checks payable to Vintage Aircraft Association) ______tage is extremely proud of this dedicated group of members. Their names are (Please print name) o Please charge my credit card for the amount of: $ listed annually at the Barn and in the pages of Vintage Airplane. These do- o No, I do not need a badge this year. nors have made the Red Barn and its gracious hospitality what you enjoy to- Credit Card Number: Certificates day. . .and we are just beginning. Expiration Date: o Yes, I would like a certificate. The Barn is upwards of 80-90 years old. Every year it receives countless Signature: o No, I do not need a certificate for this year. physical and cosmetic upgrades, but like many of us, one of these days soon the old girl is going to have to undergo big time reconstruction. When that Vintage Aircraft Association | 3000 Poberezny Rd., Oshkosh, WI 54902 | 920.426.6110 | EAAVintage.org Through a generous gift from Myrt Rose ,the Red The Vintage Aircraft Association is a non-profit educational organization under IRS 501c3 rules. Under Federal Law, the deduction from Federal Income tax for charitable contributions is limited to the amount by which any money (and the

day comes The Friends of the Red Barn will be there to do our part. Barn HQ plaza was upgraded and expanded. #8808 VAA Phil Blake, by compiled history photo Barn Red 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 JANUARY/FEBRUARY 2016 www.vintageaircraft.org 5 CALL FOR VINTAGE AIRCRAFT ASSOCIATION

Nominate your favorite vintage aviatorNominations for the EAA Vin- the present day. His or her contribution can be in the areas tage Aircraft Association Hall of Fame. A great honor could be of flying, design, mechanical or aerodynamic developments, bestowed upon that man or woman working next to you on administration, writing, some other vital and relevant field, your airplane, sitting next to you in the chapter meeting, or or any combination of fields that support aviation.The per- walking next to you at EAA AirVenture Oshkosh. Think about son you nominate must be or have been a member of the the people in your circle of aviation friends: the mechanic, Vintage Aircraft Association or the Antique/Classic Divi- historian, photographer, or pilot who has shared innumerable sion of EAA, and preference is given to those whose ac- tips with you and with many others. They could be the next tions have contributed to the VAA in some way, perhaps VAA Hall of Fame inductee—but only if they are nominated. as a volunteer, a restorer who shares his expertise with The person you nominate can be a citizen of any coun- others, a writer, a photographer, or a pilot sharing sto- try and may be living or deceased; his or her involvement ries, preserving aviation history, and encouraging new in vintage aviation must have occurred between 1950 and pilots and enthusiasts.

To nominate someone is easy. It just takes a little time and a little reminiscing on your part. •Think of a person; think of his or her contributions to vintage aviation. •Write those contributions in the various categories of the nomination form. •Write a simple letter highlighting these attributes and contributions. Make copies of newspaper or magazine articles that may substantiate your view. •If at all possible, have another individual (or more) complete a form or write a letter about this person, confirming why the person is a good candidate for induction.

We would like to take this opportunity to mention that if you have nominated someone for the VAA Hall of Fame; nominations for the honor are kept on file for 3 years, after which the nomination must be resubmitted. Mail nominating materials to: VAA Hall of Fame, c/o Charles W. Harris, Transportation Leasing Corp. PO Box 470350 Tulsa, OK 74147 E-mail: [email protected] Remember, your “contemporary” may be a candidate; nominate someone today! Find the nomination form at www.VintageAircraft.org, or call the VAA office for a copy (920-426-6110), or on your own sheet of paper, simply include the following information: Date submitted. • ® •Name of person nominated. WORLD’S GREATEST AVIATION CELEBRATION •Address and phone number of nominee. JULY 25-31 •E-mail address of nominee. •Date of birth of nominee. If deceased, date of death. •Name and relationship of nominee’s closest living relative. BUY NOW AND SAVE! •Address and phone of nominee’s closest living relative. Visit EAA.org/Tickets •VAA and EAA number, if known. (Nominee must have been or is a VAA member.) •Time span (dates) of the nominee’s contributions to vintage aviation. (Must be between 1950 to present day.) •Area(s) of contributions to aviation. •Describe the event(s) or nature of activities the nominee has undertaken in aviation to be worthy of induction into the VAA Hall of Fame. •Describe achievements the nominee has made in other related fields in aviation. •Has the nominee already been honored for his or her involvement in aviation and/or the contribution you are stating in this petition? If yes, please explain the nature of the honor and/or award the nominee has received. •Any additional supporting information. •Submitter’s address and phone number, plus e-mail address. •Include any supporting material with your petition.

6 JANUARY/FEBRUARY 2016 Ask the AME News Air Mail JOHN PATTERSON, M.D., AME Letters to the editor

Dear Jim, After I sent you an e-mail this morning, I got to thinking about what I wrote and what Maughan ac- tually did. For me to say “1923” as I did in the draft or “1922” as I did in the e-mail would be wrong. Skin cancer What it should say is a little longer, but if you can, I’d appreciate your using this for the caption on page S.P. writes, “I have been diagnosed with mel- Hopefully the FAA will review some of its more 56 in the November/December issue: anoma. How will this affect my FAA medical?” costly mandates with regard to special issuance. The Vintage Aircraft Association is seeking “Lt. Russell Maughan, winner of 1922 Pulitzer and Risk factors for all skin cancer appear to be in- donated old and/or used books with an aviation the Curtiss R-6 racer he flew to victory in the Pulitzer Basal cell, squamous cell, and melanoma cancers creased exposure to sun in the form of ultraviolet radi- theme for the AirVenture Vintage Book Store. and to the absolute world speed record, 237 mph, on are named from the skin cell from which they arise ation. Other risk factors are fair or light skin, exposure All proceeds from the sale of books will be used March 29, 1923. He held the record until November 4 and are part of the integumentary system, one of to chemicals such as arsenic (some well water and pes- to enhance the Vintage experience during AirVen- of that year when Navy Lt. “Al” Williams flew a Curtiss the largest organ systems in the body and affords ticides) and tars, areas of chronic skin irritation, and a ture and to provide a conduit for out-of-print avia- the first protection of the body from the elements. weakened immune system such as in individuals with tion history books and technical manuals for our R2C-1 at 267 mph.” Basal cell and squamous cell skin cancers are fre- a transplanted organ or undergoing chronic steroid members and guests. I think I got it right this time. quently discussed together because they have simi- treatment for arthritis or pulmonary disease. The Vintage Aircraft Association is a nonprofit Mike lar risk factors and are unlikely to metastasize or Treatment for all skin cancers is almost always some educational organization under IRS Code 501(c)(3). spread to distant sites in the body. Consequently, kind of excision with clear margins. During Mohs sur- All donations are tax-deductible. if they are completely excised and treated, the avia- gery (microscopically controlled surgery), only thin lay- Books can be sent to the following address: Vin- tion medical examiner (AME) can issue the medical ers of skin and tumor are removed until no tumor is tage Aircraft Association, 3000 Poberezny Rd., PO if otherwise qualified. identified in the specimen. This surgery can have the Box 3086, Oshkosh, WI 54903-3086. Attn.: Erin Melanoma, on the other hand, can be much more advantage of less disfigurement to the patient and im- Brueggen/Vintage Bookstore. aggressive and spread to other parts of the body proved cosmetic result. primarily through the lymphatic system. Again if Prevention is the mainstay in treatment, as is lim- FEBRUARY 27, 2016. SAVE THE DATE. The Vintage totally excised and the depth of invasion into the iting exposure to the harmful effects of the sun and Board of Directors voted to surface of the skin is less than 0.75 mm, the AME limiting exposure to chemicals that predispose to hold a winter board meet- can issue the medical certificate. However, if the skin cancer. This is why physicians preach about the ing in the Atlanta, Georgia melanoma is a highly aggressive cell type or the liberal use of sunscreen. Sunscreens have an SPF (sun area. This meeting will be depth of invasion is greater than 0.75 mm, the AME protection factor) value and the higher the better. The followed by an open Vintage will have to defer to the FAA for special issuance. limitation in these numbers is that they are derived Town Hall Meeting, where The FAA will require additional testing to prove from a test that measures protection against sunburn VAA members and board that there is no further spread of the disease. Be- and not protection against other forms of ultraviolet members can share ideas cause melanoma is a tumor that can spread to the radiation that may be more important in the develop- and get to know each other brain and potentially cause a seizure if it has spread, ment of skin cancers. Consequently it is unlikely to better. the FAA will require a yearly MRI (magnetic reso- find an SPF value of greater than 50, and a designa- Our special guest at the Town Hall will be Jack nance imaging) of the brain. These exams are typi- tion of 50-plus may not afford any greater protection. Pelton, EAA board chairman and recently named cally not covered under insurance and can cost In summary, for most skin cancers, if excised com- EAA CEO. Vintage board member Ron Alexander $1,500 to $2,000 per exam. The occurrence of an pletely, the AME can issue the medical at the initial will be hosting these February 27 meetings at Peach isolated brain metastasis with no other significant visit. It is important that the airman bring the pa- State Aerodrome (GA2) near Atlanta (roughly an findings on physical exam is extremely rare and an- thology report and any status report from the der- hour south of ATL). More details will be released on ecdotal at best. My oncology (cancer specialist) col- matologist or surgeon for review. Melanoma can also our website and in a special edition of the Vintage leagues are amazed at this requirement since it has be approved if the depth of invasion is less than 0.75 AirMail e-newsletter. All Vintage members are in- no clinical basis other than the theoretical case. mm, but will require special issuance if deeper. vited to attend. 8 JANUARY/FEBRUARY 2016 www.vintageaircraft.org 9 Use no other bolt head markings as a substitute. Stainless steel bolts have a raised dash, and alu- Aircraft Finishing Products How to? minum bolts have a recessed dash on the head. STC’d for Certified Aircraft For torque values, consult AC 43.13-1B. Torque ROBERT G. LOCK values are important, especially when tightening Safe for You, Safe for the World, Safe for Your Airplane bolts on wood structure, as one can crush wood fi- bers with increased torque. A good rule of thumb for tightening castle nuts on bolts is hand tight plus one or two castellations, then safety with a cotter pin or safety wire. Locking nuts should not be used where bolts are subject to rotation; instead use castle nuts with a cotter pin safety. Bolts sub- ject to rotation are in shear application; therefore, do not overtorque. Install aircraft bolts While standard steel aircraft bolts may be used in both tension and shear applications, clevis For Certifi ed Aircraft, Stewart Systems is FAA bolts are shear fasteners and are used in that ap- approved for use with any certifi ed fabric. plication only. The shear bolt code begins with Superfl ite, Ceconite or Polyfi ber AN bolts come in diameters from 3/16 inch and up, under the bolt AN21; however, these are rarely used. The most Non-Flammable their diameters increasing in 1/16-inch increments. In head that is common is AN23, the 3 indicating 3/16 inch di- Non-Hazardous most antique and small general aviation type aircraft, 1/64-inch thick ameter and increases up, AN24 being 1/4 inch in EPA Compliant the largest bolt diameter you will find is 1/2 inch. The so the hexagon diameter, etc. Stewart Aircraft Finishing Systems bolts come in drilled and undrilled shanks and should head will not Clevis bolts come in both drilled and undrilled 5500 Sullivan St., Cashmere, WA 98815 be properly used. Drilled bolts are for installing a castle contact struc- threads and are intended for a shear nut, either 1-888-356-7659 • (1-888-EKO-POLY) nut that requires they be safetied with either a cotter ture surface. AN320 castle or AN364 fiber lock nut, to be used. www.stewartsystems.aero pin or safety wire. Undrilled bolts require the use of All bolt Note the shear area just above the threads. When locking nuts, either fiber or steel collars. Their lengths heads are these type fasteners are installed, the castle nut are in 1/8-inch increments—the correct coding can marked for should be finger tight and, after cotter pin installa- be found in reference material; the one I use is called identification by the manufacturer to assure proper tion, should be able to be rotated with just a little the Standard Aircraft Handbook, compiled by Stuart usage. The specific marking that identifies a 2330 friction on the fastener. The same is true when a TM Leavell and Stanley Bungay. fiber locknut is used. Installations should have a The first rule to know is that drilled shank bolts of shear washer under the nut and a shear washer un- 3/16-inch and 1/4-inch diameter cannot be used with der the head if possible. Do not substitute AN bolts locking nuts. However, bolt diameters greater than in place of shear bolts. Clevis bolts are intended to 1/4 inch may be used with locking nuts. This rule is be used in structure where no tension is applied by because when these small diameter bolts are drilled, the fastener. Note that the threads are short com- there is not much material left in that area, and a pared to the AN bolt, thus they will only accept a locking nut can shear off the end of the bolt. I’ve seen shear type nut. The same rule applies on these bolts Tall Pines – The Final Phase: it happen, particularly on 3/16-inch diameter bolts. that applies to AN bolts—do not use a fiber or steel The unthreaded portion of the bolt shank is called locking nut on drilled shank bolts. As you plan for AirVenture 2016, the grip and is intended to be the approximate thick- Clevis bolt installations are common in cable sys- ness of the material to be fastened. Another rule of tems that have forked ends and in control systems consider a contribution to the final the industry is that a maximum of three washers be where the load is shear only. Keep in mind that used to compensate for bolt length—and one washer they have no torque and, when grasped with the phase – our permanent is always placed under the nut to prevent gouging heat-treated nickel steel fingers, can be ro- of the surface when the nut is torqued. If you know bolt is a cross or aster- tated freely. This dining pavilion fund. the length of the grip, then it is easy to figure out the isk. Although mark- information is also correct bolt length. Lengths may vary slightly from ings deviate between useful when in- Members helping members. manufacturer to manufacturer. Length variation is manufacturers, you will specting aircraft. +0.046 inch and -015 inch. The bolt end is chamfered always see these two If you see a clevis This is the spirit of Vintage. for easy insertion into the hole, the chamfer angle types of identification bolt, make sure you being 45 degrees. Note that there is a round area just markings on bolt heads. AN23 AN24 can turn it. 10 JANUARY/FEBRUARY 2016 www.vintageaircraft.org 11 Good Old Days SCRAP From pages of what was . . . Take a quick look through history by enjoying images pulled from publications past. BOOK

12 JANUARY/FEBRUARY 2016 www.vintageaircraft.org 13 ds ClassifiedA

14 JANUARY/FEBRUARY 2016 www.vintageaircraft.org 15 ferent. That J-3 Cub is the exact plane Carl had soloed 45 years ear- lier, on August 15, 1970. I’m sure it had been on his mind leading up to his birthday, but he never mentioned it. And when the day was done he had shared it with his children and grandson! Carl’s father, Jerry Grimmett, brought home N1466N in 1967 from Corning, Iowa, to Indepen- dence, Missouri. At the time, Carl was 13 years old and re- members thinking, “Wow! I can’t believe we bought an air- plane that is so old!” “The Cub” became part of the family that year. Jerry watched his son learn how to fly in it, spending his weekly allowance on gas. One day 4545 YearsYears Jerry overheard Carl telling peo- ple how easy the Cub was to fly, “If In the blink of an eye you ever feel like it is getting away from you, just add power and pull by Kyle P. White, back. It’ll fly.” When Jerry heard EAA 10933934 this, he decided it was time to show his son complete control of s pilots, we all have mett falls into the latter category. which most of us would kill to Carl, EAA 80236, turned 61 on out of our hangar and went flying. the Cub. They went out and did our favorite stories Those who know Carl know he’s have had, but the story below is August 15, 2015. I asked him that He flew it alone. He flew it with high-speed and low-speed taxis in and favorite air- not one to boast about the vast ar- virtually unheard of. It may not morning what he had planned for his daughter, and then his son. He crosswinds, up and down the run- planes. Some of us ray of different aircraft he’s flown, be full of suspense or teach you his birthday. He said he’d “prob- flew it with one of his grandsons. way, until Carl had firm control of love to share our owned, or how long he’s been in something to use in flight some- ably just go hang out at the air- And when he was done, he put it the plane and wouldn’t “just add stories and experi- aviation. However, these same day, but it is a confirmation of port,” 3GV. In reality, what he did back in the hangar and said it had power and pull up.” ences to anyone willing to listen, people know that aviation is in what general aviation means to was so much more than just “hang been a good day. I realize aviators Carl and “The Cub” have been Awhile others prefer to listen quietly this man’s blood. He’s had many Carl, and all of us fighting to keep out.” He pulled N1466N, serial all over the country do things like together since he was 13 and she to those around them. Carl Grim- experiences in aviation, many of GA alive for future generations. number 23000, a 1947 J-3 Cub this all the time. But this was dif- was 20, and they have created 16 JANUARY/FEBRUARY 2016 www.vintageaircraft.org 17 the crowd was Phil Schmidt. Phil is a private pilot who loves to paint air- planes with a story. When he learned of N1466N’s story, he couldn’t help but snap a few pictures of two of Carl’s grandsons playing in the han- gar next to her. Just a few days later, I saw a beautiful work in progress starring “The Cub” and the two boys playing in front of her. The finished product is amazing and now hangs in Jerry’s house, as a constant reminder of all the wonderful memories that “old plane” has given Jerry, Carl, and his entire family. Maybe, if we are lucky, Carl’s oldest grandson will solo “The Cub” on his 16th birthday in 2018. After all, there are still many, many memories to be had. Carl, being Carl, wouldn’t want this commentary to be about him, so when he reads it, I’ll reiterate that it is actually about his 48-year-old countless memories for a lot of at Jerry’s farm, Friends Field on the fact that I was soloing on the sister, N1466N. But it is also about people over the years. It is now 48 the Kansas City Sectional. I was a grass, so “I probably couldn’t tear making memories. It is about re- years later, “The Cub” is still in the nervous wreck! I couldn’t believe her up too bad.” membering to inspire the next family, and not going anywhere that the family plane was being In January 2015, we had an im- generation of aviators. It is about anytime soon. Four generations turned over to my freshly tail- promptu hangar party to celebrate sharing our passion for aviation with of Grimmetts have had the priv- wheel endorsed feet. But Carl, be- an unexpected 55 degree day in those around us, and reminding our- ilege to enjoy her company. I re- ing the laid-back flight instructor Kansas City in the dead of winter. selves what made us fall in love with member the first time I soloed her he is, espoused great confidence in In the hangar was “The Cub,” and in aviation in the first place.

18 JANUARY/FEBRUARY 2016 www.vintageaircraft.org 19 Vintage 2015 Picture Memory from EAA AirVenture Oshkosh 2015

DAVID K. WITTY JAY BECKMAN

JASON TONEY

MIKE ANDERSON ANDREW ZABACK TEAM HUSAR 20 JANUARY/FEBRUARY 2016 www.vintageaircraft.org 21 DEKEVIN THORNTON

DARIN LACRONE

CHRIS MILLER

DARIN LACRONE DAVID K. WITTY

22 JANUARY/FEBRUARY 2016 www.vintageaircraft.org 23 CHRIS MILLER

JASON TONEY JAY BECKMAN

JASON TONEY DAVID K. WITTY

24 JANUARY/FEBRUARY 2016 www.vintageaircraft.org 25 JAY BECKMAN

ANDREW ZABACK

DAVID K. WITTY

TYSON RININGER

ANDREW ZABACK

CHRIS MILLER DAVID K. WITTY DAVID K. WITTY DAVID 26 JANUARY/FEBRUARY 2016 www.vintageaircraft.org 27 JAY BECKMAN

TYSON RININGER

DENNIS BIELA

JASON TONEY MIKE KELLY

28 JANUARY/FEBRUARY 2016 www.vintageaircraft.org 29 JAY BECKMAN

Mryt Rose presents a replica 1903 Wright Flyer wing rib to EAA CEO Jack Pelton for his support and guidance to the Vintage Aircraft Association.

TYSON RININGER

JAY BECKMAN

TYSON RININGER JAY BECKMAN

30 JANUARY/FEBRUARY 2016 www.vintageaircraft.org 31 PHIL HIGH

32 JANUARY/FEBRUARY 2016 www.vintageaircraft.org 33 JAY BECKMAN

CHRIS MLLER

CHRIS MILLER

CHRIS MILLER JAY BECKMAN JAY BECKMAN JAY CLARK CONNIE

34 JANUARY/FEBRUARY 2016 www.vintageaircraft.org 35 DENNIS BIELA

TYSON RININGER

ANDREW ZABACK JAY BECKMAN

DEKEVIN THORNTON JAY BECKMAN

36 JANUARY/FEBRUARY 2016 www.vintageaircraft.org 37 ANDREW ZABACK

DARIN LACRONE

DAN MOORE

DENNIS BIELA BRADY LANE BRADY

38 JANUARY/FEBRUARY 2016 www.vintageaircraft.org 39 DAVID K. WITTY

DAVID K. WITTY

DAVID K. WITTY BRADY LANE

40 JANUARY/FEBRUARY 2016 www.vintageaircraft.org 41 DAVID K. WITTY ANDREW ZABACK ANDREW DAN LUFT

MICHAEL KELLY

DAVID K. WITTY

BRADY LANE

DAVID K. WITTY DAVID K. WITTY

42 JANUARY/FEBRUARY 2016 www.vintageaircraft.org 43 Inv asionCRAIG VANDER KOLK of the Celebrating 70 years of a vintage seaplane Seabees by Pete Muntean

An amphibious invasion is general aviation airplane market- seaplanes is known to grab atten- I’m riding in the back seat with hatching in the vintage aircraft place but was, instead, orphaned— tion, so word of this formation Norman, who is at the controls of parking area of the EAA AirVen- a money-losing marketing splashing into Lake Winnebago his 2011 Grand Champion-winning ture Oshkosh 2015 grounds. This belly-flop. Decades later, it’s found corralled a crowd of hundreds. Seabee painted in a U.S. Navy flight has all the hallmarks of a mil- a tight-knit adoptive family. “It’s a swarm of ’bees!” exclaims scheme, inspired by the T-45 Gos- itary mission. The briefing is regi- Lined up on a taxiway, pilots pilot Pete Norman over the radio, hawk trainer that he helped de- mented, the pilots are skilled, and mount a formation of 13 of the as he dives into a gap in the Osh- velop as an aerospace engineer. there is an intense sense of pur- bulbous all-metal machines, start kosh oaks on short final into the Highly modified with an all-glass pose: to show off the past, present, their wing-mounted pusher en- EAA Seaplane Base. Spectators cockpit, rakish upturned winglets, and future of the Republic RC-3 gines in synchrony (of which at on shore are well aware, on this and a V-8 Corvette engine turning Seabee. While not a well-known least four different types can be 70th anniversary of its first flight, a four-blade composite MT revers- warbird (it did serve in a few for- heard), and taxi on the Seabee’s that there’s never been a celebra- ible propeller, this is a far cry from eign militaries and the CIA), it is spindly retractable landing gear to tion like this for the rare Republic the early Seabees designed by Per- a quirky yet lovable seaplane that Runway 36 right at Wittman Re- Seabee. And, it’s all thanks to the cival Spencer. was originally intended to corner gional Airport. fanatic corps of pilots who keep The son of the inventor of the a supposed boom in the postwar The presence of just one of these CHRIS MILLER them flying. Civil War’s famed repeating rifle,

44 JANUARY/FEBRUARY 2016 www.vintageaircraft.org 45 Can you imagine making that from hand? You can see what the fuse- lage looks like,” says Steve. As an attempt to increase sales, Republic focused on keeping pro- duction costs low. Seabees required fewer than 500 parts, signifi- cantly lower than landlubbing de- signs of the day. Each wing was constructed with only three ribs and three spars, thanks to a cor- rugated metal design that provided strength while demanding fewer man-hours. But another price hike to $4,995 quickly followed as Re- public lost money on the labor-in- tensive art deco design combined with lower-than-anticipated de- mand from its worldwide dealer network. “Still they weren’t selling DEKEVIN THORNTON so they raised the price to $6,995,” says Steve. That’s where the price remained until production ended in October 1947, just 22 months JIM KOEPNICK after they started rolling off the as- sembly line. In all, Republic pro- 17-year-old “Spence” (he hated to ian.” The first prototype he pro- World War II restrictions on ci- duced about 1,060 Seabees. be called Percival) made his first duced in 1937, as co-founder of vilian flying caused him to sideline “How many are left today is solo flight on Hartford’s Connecti- the Spencer/Larsen Aircraft Corp., the design until late 1943, when anybody’s guess,” says Steve, who cut River in 1914 in the Curtiss required a complete redesign, so he sold plans for the Air Car to Re- purchased a 1947 model after be- seaplane he had just restored him- he left the company to start work public Aviation Corp. of Long Is- coming infatuated with the de- self. After taking several seaplane- on the Seabee’s wood tube and land, New York. Retaining Spence sign as a kid when he saw it on the flying jobs, he became infatuated fabric forerunner, the two-seat as a test pilot and consultant, Re- Jungle Jim TV series of the 1950s. with designing the “ideal amphib- Spencer Air Car. public added two more seats and Today, about 250 Seabees are on

made the design all metal, in the the FAA Registry. “I would guess MILLER CHRIS style of the company’s successful worldwide there’s maybe only 150 wartime fighter, the P-47 Thun- flying and probably three times derbolt. In fact, early RC-1 models that many sitting in a hangar.” were marketed as the Thunderbolt “The problem with the Seabee Amphibian, a short-lived moniker was that it was given a bad start that earns a chuckle from Seabee with a bad engine,” says Norman. owners of today. Most were mothballed thanks to Spence flew the first production the Seabee’s factory stock 215-hp, RC-3 Seabee on December 1, 1945. 6-cylinder, 500-cubic-inch, Frank- First customer deliveries were made lin 6A8-215- B9F engine. Franklins in June 1946 with a price tag of suffered so badly from cooling and $3,995 (the equivalent of $50,000 design problems that most lasted in 2015). “The first 175 were made less than 600 hours before requir- by hand,” says Steve Mestler, presi- ing an overhaul. “It severely handi- dent of the International Republic capped the airplane,” says Norman. Seabee Owners Club. “The tooling “The Seabee started life as a fantas- CHRIS MILLER

was six or eight months delayed. tic water plane plagued with a ter- MILLER CHRIS 46 JANUARY/FEBRUARY 2016 man’s home base near Lake Tahoe, he says it uses a mere 700 feet of water distance for a 15-second takeoff. Norman can cruIse at 100 knots burning 12 gallons per hour. “This was properly engineered,” says Norman, acknowledging that automotive engines in airplanes haven’t had the best reputation. “The tech has gotten to where all the problems have been addressed. The engine conversion was done by a real engineer and real math.” Canadian engineer Brian Rob- inson designed the conversion

used in Norman’s Seabee. He’s PHIL HIGH converted about a dozen oth- ers including his own. “With the That was perfectly fine with Franklin, the performance enve- Norman, who settled on a V-8 lope was very limited,” says Brian, conversion for his experimental adding that Franklins rarely pro- Seabee project. “I hadn’t heard the duced 215 hp as advertised. “If you name Seabee since I was a kid,” take the same airframe weight and says Norman, who first saw them nearly double the horsepower, it all growing up on a lake in upstate JIM KOEPNICK goes into the performance.” New York. “Twenty years later, Brian says he can successfully my hangar neighbor bought a cou- ribly underpowered and unreliable any engine. “The design negated sion. A few have also been modi- take four adults and five hours of ple Seabee carcasses and built the engine. A lot of the Seabees were the retrofit of most other aircraft fied with Continentals. Recently fuel in his Seabee, an LS3 conver- Tahoe Special Grand Champion parked within the first few hun- engines to be used because of the the biggest engine buzz is around a sion producing 450 hp at 2,400 Seabee, also with a V-8. Helping dred hours of operation.” limited center of gravity range,” conversion using more modern V-8 propeller rpm. “I’ve cut my oper- him build it, I caught the bug and The Seabee’s Franklin engine says Norman. Many Seabee own- General Motors Corvette engines, ating costs in half,” which, along decided to up the bar and build my incorporates a long tail shaft ex- ers have swapped out the Franklin now the heir apparent and one that with the perks of automotive heat- own super version.” tension, making it difficult for the for the 260-hp Lycoming GO-480 could keep the Seabee afloat for an- ing and air conditioning, is Brian’s Norman’s own Seabee restora- Franklin to be replaced with just known as a Daubenspeck conver- other 70 years. strongest selling point, consider- tion became a family affair. With “It’s really the only solution for ing his V-8 conversion costs more his son, Ian, at his side, they sal- keeping the Seabee alive,” says Nor- than $50,000. “In 2,500 hours of vaged the parts of more than five man. His Seabee is powered by an flying, I’ve paid for the cost of the Seabees and an airframe from a MILLER CHRIS LS7 V-8 designed for Lemans Cor- conversion in savings,” he says. boneyard in the Mojave Desert. involved in the design of systems vettes to produce high horsepower “We provide the whole thing as “We tore everything apart. We on the Dragon spacecraft and Fal- with endurance. “It is a beefy en- a kit you can install yourself, or modified, reinforced, and rede- con 9 rocket, the commercial re- gine incorporating a forged steel we can install it in your Seabee. signed many items in the airplane,” placement for the space shuttle crankshaft, six bolt main caps, Ti- It’s a very straightforward system. he says. Ian, then in high school, program. Norman’s Seabee went tanium rods and intake valves, and You just have to be comfortable learned 3-D CAD software and on to Oshkosh 2011, where he won Inconel exhaust valves,” says Nor- that you will need to re-license the played a part in redesigning many the Grand Champion Gold Lindy man. In his Seabee, the LS7 en- airplane in a different category,” of the Seabee mechanical systems trophy. “It was awesome,” says gine is de-rated down to 350 hp says Brian. The conversion re- into the modern age. “We worked Norman. “It was my first time at for structural, safety, and reliabil- quires that the builder relinquish together well as father and son, AirVenture, we won the top award, ity reasons. “The 350 hp is used for the normal FAA certification for and engineer to future engineer,” and my son became a rocket sci- only 30 seconds at takeoff power a Seabee and work together with says Norman. entist.” Norman’s Seabee has four for a 1,800-feet-per-minute climb the FAA to license the new project Ian went on to Carnegie Mellon exterior-mounted cameras to be rate,” says Norman. On a 9,000- aircraft into the experimental ex- University and then on to work for used while taxiing, air condition- TYSON RININGER foot density altitude day at Nor- hibition category. SpaceX, as a structures engineer ing and gull-wing doors, which can 48 JANUARY/FEBRUARY 2016 www.vintageaircraft.org 49 DEKEVIN THORNTON CHRIS MILLER remain open while maneuvering other Seabees are being moored powered by a GO-480. a narrow wheel base and the tail on the water using reverse propel- in the EAA Seaplane Base lagoon. “The Seabee is so different that wheel mounted 3 feet ahead of the ler thrust. Remember, there are Water taxiing in behind Norman I usually have a lineup,” says Ed- end of the tail, the airplane ground no brakes in a seaplane—unless is Edgar “ET” Tello, a boisterous gar, a United Airlines captain who loops easily. Edgar says he has at you’re flying a Seabee. Puerto Rican, bent on spreading lives in North Carolina. “I don’t get least three times. While water taxiing into the Sea- the seaplane’s unique wonder. To- a break. I can’t look at a kid and That’s why Seabee pilots look out plane Base, Norman pops the plane day, he’ll take more than a dozen say, ‘Sorry, can’t go now.’” Edgar for each other. Mentoring is cru- into reverse and stops almost on a kids on rides in his in his white, says those who ride in the Seabee cial, says Edgar, an instructor who dime to pick up a buoy as a dozen red, blue, and yellow 1947 Seabee almost instantly fall in love. “You gives Seabee checkouts regularly, can land and take off on land, go including overseas students. “Sea- to your buddy’s lake house, then bee pilots are tight,” he says. Pilots pull up behind his house and back usually get together in small groups up like a boat. It’s very unique. Be- and attend seaplane splash-ins. sides the fact that it has great vis- “We have three or four Seabee ibility, it’s very comfortable and get-togethers a year. I wouldn’t very safe if you fly it right.” call it an organized thing,” says While Edgar says Seabees have Steve, who’s based in South Caro- good qualities in the air and on the lina near Edgar. “We meet in the water, its worst comes out when pi- southeast here and get together lots put the stilt-like landing gear and fly around.” down for a runway landing. “The The International Republic Sea- hardest thing is how to handle bee Owners Club hosts a website her on the ground on takeoff and of vast information to keep the air- landing. If you’re not on your toes plane flying—from information on from the very first second, it will STCs to an online marketplace for CHRIS MILLER bite you big time,” says Edgar. With used parts and even used airplanes. 50 JANUARY/FEBRUARY 2016 www.vintageaircraft.org 51 Shop

Now!

CHRIS MILLER CHRIS MILLER

“The whole reason is to keep these things going,” says Steve, who also manages the website that was started by a fellow Seabee owner who eventually struggled to handle the upkeep. “I don’t make any money at all. I just do it be- cause I love it. I don’t know any other airplane like it. It’s a labor of love,” he says. Information is key or else Seabee owners would be op- erating in the dark when it comes to maintenance and support. Republic went out of business in 1965. “You can’t find two that are even close because of all the modi- Show Your fications that have been done,” says Steve. “There are no two Seabees that are alike.” Vintage Aircraft “We’ve taken the Seabee platform as far as we can take it,” says Brian. “Our personal Seabee has over 50 modifica- Association Pride tions on it.” That’s why he is engineering a new, Seabee- inspired design. The Horizon X-3 amphibian is a twin- engine hybrid built on the lessons learned developing the Seabee mods. “We started with a clean sheet design with We’ve got what you need all of the best features of the Seabee,” he says. “We then to deck out your home, incorporated many new innovations to make the Horizon one of the most versatile, easy to fly, and safe airplanes workshop, or hangar! available. For example, we developed a landing gear that won’t flip the airplane on its back if it is accidently left down in a water landing,” a feature tested with a quarter- scale model. “We also made the airplane a tricycle landing gear so it will have impeccable ground handling—the No. 1 complaint of most Seabee owners. Now we just need somebody to fund our prototype.” Until then, the Seabee fanatics are staying committed to the original “perfect amphibian.” “We Seabee owners have to keep it going,” says Edgar. As 13 examples from all corners of North America float in the EAA Seaplane Base lagoon, it’s clear that 70 years have taken a toll on the Seabee, but it can’t kill pi- EAA.org/ShopVintage | 800-564-6322 CHRIS MILLER lots’ pride, as unique as the airplane they fly. 52 JANUARY/FEBRUARY 2016 top of the fuselage and the center of the windshield to create a narrow stream of high-speed air that could Around the Pylons flay the leather from a pilot’s flying helmet (photo 4). The Wright F2Ws (photo 5), biplane racers that much more resembled the Curtiss racers than the Wright NW-1 sesquiplane of 1922 (photo 6), were expected to challenge the R2Cs. New 680-hp Wright engines gave the F2Ws a 170-hp advantage over the R2Cs, but the Wright engines hauled around heavier racers (F2W, 2,858 pounds; R2C, 2,113 pounds; and see photo 6 for relative sizes). Photo 2: Army R-3 (as it appeared in the 1924 American race planes, speediest of all, Pulitzer). 1923-1925 Part 2

by Michael Gough

Photo 5: Three sailors starting a Wright F2W. Who- In part one of this two-part series, I discussed Curtiss biplanes, flew away with first and second in ever they were, the man in the hat and the men the first three Pulitzer races (1920, ’21, and ’22) 1922: Army, 2; Navy, 1. The Navy had funds to pur- at the wingtips evidently had only to watch. The and their role in bringing world record speeds to the chase four new racers: two from Curtiss and two from Photo 3: Curtiss R2C and pilot, Navy Lt. Alford (“Al”) striations of the surface radiators are visible on the United States. This article focuses on the 1923, ’24, Wright in 1923. The Army soldiered on with upgrades Williams, winners of 1923 Pulitzer. bottoms of the wings. and ’25 Pulitzers. The year 1923 was a triumph: re- of its Verville (or Verville-Sperry) R-3s (photo 2) and cord speeds and record attendance for the race. But R-6s (photo 1). All the Navy racers were expected to attached wings reduced air resistance and increased 1924 brought death and disappointment. In 1925, speed past them. speed as did the wing radiators, made of corrugated a new speed record that did not reach expectations brass plates that formed the wing airfoils and created was dismissed as “discouraging.” no additional drag than the wings themselves. There was nothing discouraging, when, two Not visible from the outside, the R2Cs’ new 507-hp weeks later, the winning racer in the 1925 Pulit- Curtiss D-12A (V-12) engines churned out about 50 zer, mounted on floats, flew to first place in the in- more horsepower than the D-12s that had powered ternationally famous, prestigious, and important the R-6s a year earlier. An unintended consequence Photo 6: Curtiss R2Cs, race numbers 9 and 10, and Schneider Trophy Race for seaplanes. That triumph, of Curtiss designs was the funneling of air over the Wright F2Ws, race numbers 7 and 8. The bulkier F2Ws coupled with two Pulitzer racers on floats having appear to loom over the R2Cs. taken first and second in the 1923 Schneider, and Pulitzer seaplane racers world speed records in 1923 and ’25, brought international attention to U.S. high-speed aviation. American high-speed aviation was better than any other. Despite these accom- plishments and promises, a simple announcement Photo 1: Curtiss R-6 prepared for the 1924 Pulitzer signaled the end of the Pulitzers in 1926, and they (before the race number was painted on). disappeared without fanfare. The R2Cs (photo 3) that Curtiss built for the Navy The 1923 Pulitzer, St. Louis, Missouri had an important structural change from the com- At the beginning of 1923, the U.S. Army was ahead pany’s previous racers. The R2Cs’ upper wings were in the intense rivalry with the Navy for Pulitzer wins. not mounted on struts or a pylon that held the up- Photo 4: General Mason Patrick congratulates “Al” An Army racer had won in 1920, a Curtiss racer built per wing above the fuselage (see photo 1), but bolted Williams after his victory in the 1923 Pulitzer as Photo 7: Wright F2W, with Orville Wright, and Marine Lt. for the Navy won in 1921, and Army1 R-6s (photo 1), directly to the fuselage (see photo 3). The fuselage- Lt. Maitland looks on. Note the flayed helmet. Lawton “Sandy” Sanderson, F2W pilot in 1923 Pulitzer. 54 JANUARY/FEBRUARY 2016 www.vintageaircraft.org 55 The Curtiss R2Cs trounced the Wright F2Ws in and Curtiss R-6s, presaging a slow Pulitzer. To pro- On the positive side, the R3C’s new 565-hp V-1400 the Pulitzer race that highlighted the three-day-long vide more speed in the Pulitzer, the Navy sold the engines promised more speed. Even more encourag- National Air Race in St. Louis, attended by 500,000 Army the slower of its Curtiss R2C racers for $1. The ing, one of the V-1400 engines had churned out 619 spectators, the largest crowd ever to attend a U.S. Army dubbed it the R-8 (photo 8) and prepared it for hp in a bench test, and the nominal 565-hp rating air meet. Navy Lt. Alford “Al” Williams, flying by the Pulitzer. It did not race. On September 2, its pi- was probably conservative. himself in Heat 2 of the three-heat Pulitzer, sped lot, Lt. Alex Peterson, dived it down from a few thou- The Navy, which had contributed the bulk of the around the 200-km course at 244 mph. In the head- sand feet to start a speed test—a common practice at purchase money, took two R3Cs, planning to fly one to-head R2C-F2W race in Heat 3, Navy Lt. Harold the time. An interplane strut broke, the wings folded, in the Pulitzer and both in the 1925 Schneider. The Brow in an R2C ran away from Navy Lt. Steven Cal- and the plane fell. Without a parachute, Lt. Peterson Army would fly its single R3C in both contests. loway’s F2W, finishing at 242 mph, 12 mph faster was thrown or jumped from the plane and was dead In an intensive effort to publicize the National Air than Calloway’s. In Heat 1, Marine Lt. “Sandy” when rescuers reached him. Race, formations of Army planes flew over New York Sanderson (photo 7) flew his F2W to 230.1 mph, 0.1 City. Lts. James “Jimmy” Doolittle and Cyrus “Cy” mph faster than Calloway’s. Photo 10: Lt. Cyrus Bettis, winner of the 1925 Pultizer, Bettis staged spectacular aerobatic flights, flying, at stands in his Curtiss R3C, to be congratulated by Ma- times, between the tall buildings, and at night, air- jor T.G. Langier, commander of Mitchel Field. planes illuminated with electric lights dropped fire- works. Everyone in the city must have looked up at short of the expected 250,000. Businesses, having one time or another, and anyone with curiosity would paid for improvements and expansion in expectation have learned about the National Air Race. of big crowds, lost money, as did the city, which had Mother Nature graced opening day, Thursday, Oc- laid new streetcar tracks and improved roads leading tober 8, with bright blue skies, light winds, and fleecy to the airport. clouds. But she was fickle. High winds canceled all The National Aeronautic Association (NAA), but the first event on Friday. A snowstorm with 72- which had succeeded the Aero Club of America and mph blustery winds canceled Saturday’s events. Some Photo 9: The crater left by Capt. Skeel’s R-6 when it sanctioned aviation competitions and certified re- Saturday events, including the Pulitzer, were re- buried itself in soft, marshy soil at the start of the cords, tried to put a good face on 1924. The front scheduled for Monday, October 12, Columbus Day, a Photo 8: Army R-8, formerly a Navy R2C. 1924 Pulitzer. Its size can be appreciated by compari- page of its newspaper carried a large red headline, holiday that favored better attendance than a normal son to the man standing in it. “Dayton’s Big Race Meet Scores Unusual Success.” work day. Williams and Brow finished first and second at 244 With loss of the R-8, the Army had no “new” racer, There was no speed record “success.” On page 6, it and 242 mph. Sanderson and Calloway came third only a single R-3 and two R-6s, powered by 507-hp reported Skeel’s death, “Only One Sad Note in Suc- The Pulitzer was Dull and Disappointing. and fourth at 230.1 and 230; the year-old R-6s, fifth Curtiss D-12As2, and swinging Army-built laminated cessful Air Meet.” The NAA’s upbeat reporting prob- Lt. Pearson’s and Capt. Skeel’s deaths in diving and sixth. William’s R2C flew 38 mph faster than wood propellers. Metal propellers were available, but ably fooled no one. starts had prompted the Army and Navy to elimi- Army Lt. Maughan’s 206 mph in an R-6 a year ear- the Army insisted on wooden props. The insistence nate such starts in races and time trials. Taking off lier. A month after the 1923 Pulitzer, Williams set the led to tragedy. 1925 Pulitzer, Mitchel Field, Garden City, first in the Pulitzer, Navy Lt. “Al” Williams, winner of world absolute speed record at 266.6 mph, 30 mph Before about 50,000 spectators, including his New YorkThe NAA decided to host the 1925 Pulit- the 1923 Pulitzer, quickly throttled up to full power, faster than the eight-month-old record held by Lt. wife, Capt. Burt Skeel climbed several thousand feet zer and National Air Race at Mitchel Field, site of the flew to the border of the airfield, and then thundered Maughan in an R-6. in his R-6 and dived down, gathering speed, to start first Pulitzer. That location, only 30 miles from NAA back, crossing the start line just as Bettis took off. the 1924 Pulitzer. Leveling out to cross the start headquarters in New York City, would facilitate NAA Bettis took his time before pursuing Williams. He 1924 Pulitzer, Dayton, Ohio line, the R-6 exploded. The most likely explanation officials supervising the races and fending off the dis- babied his engine, slowly increased his speed until Dayton, Ohio, home of the Army’s Wilbur Wright is that the laminated wooden propeller de-lami- appointments that had plagued the 1924 contests. satisfied with the engine’s performance, and crossed Field, planned and prepared for a week of aviation nated, and the unbalanced propeller tore the engine A great improvement over 1924 was the Army and the start line after Williams was well out of sight. competition in 1924, expecting it to compare with St. apart and the upper wing from the fuselage. The fu- Navy’s pooling funds to purchase three new racers and Spectators had no sense that a race was being flown. Louis’ resounding success in 1923. It was not to be. selage, with Skeel belted in the pilot’s seat, buried an airframe for static testing from Curtiss. As a result, Instead, it looked like two planes flying separate time The Army and Navy had no funds for new racers in itself under more than 10 feet of soft soil near the new R3C racers flew in the 1925 Pulitzer rather than trials. On the positive side, the pilots flew the entire 1924, and the Navy decided not to compete in the Pu- start line (photo 9). now-3-year-old hacks (R-3s and R-6s) that had flown race at altitudes of 300 feet or less, providing specta- litzer. Two competitions that had enhanced the 1922 The Pulitzer went on after the disaster. Flying be- in 1924. The new R3Cs, closely resembling the success- tors close-up views of speeding airplanes. Alert specta- and ’23 Pulitzers would be missing from the 1924 fore stunned spectators, Lt. Harry Mills, in the R-3 ful R2Cs of 1923, had more powerful engines but were tors saw Bettis gain a little on Williams on every lap, race. There would be no Curtiss-Wright competition; (photo 2), posted the best time. The R-3, the only roughly finished compared to the silky-smooth fin- but could not tell whether Bettis was flying faster and no new Wrights were built, and the Wright racers of monoplane to win a Pulitzer, was also the only win- ish of previous Curtiss racers. Evidently, neither Cur- faster or Williams was flying slower. The answer came 1922 and ’23 had been lost in crashes (no pilot was ning racer to fly more slowly than the previous year’s tiss nor the military officers who accepted the racers when timers posted the lap times on large billboards: seriously injured). Without the Navy, there would be winner, 217 mph compared to 244 mph. thought the extra effort necessary to obtain a smooth Williams slowed on each successive lap. (Critics postu- no Army-Navy competition. In all, 70,000 spectators attended one of another finish worthwhile, reflecting the attitude, perhaps, lated that Williams had abused his engine by testing it The Army had only 2-year-old racers, Verville R-3s part of Dayton’s three-day National Air Race, far that racing success was no longer important. too quickly at full power. Maybe.) 56 JANUARY/FEBRUARY 2016 www.vintageaircraft.org 57 zer Race Won At 249-Mile Speed; Disappoints Fliers.” 1926, the End of the Pulitzers markets. How does it happen that the Pulitzers Attendance, too, was disappointing. Twenty-five Having, reportedly, tired of the Pulitzers, and now reside in obscurity? thousand attended the Pulitzer. An additional 10,000 surely alarmed by decreasing attendance, rising costs, The great air races of the first third of the 20th attended on other days, bringing the total to 35,000, and disappointing speeds, NAA officials decided to let century, the Gordon Bennetts (1909-1920) and the far less than the NAA’s planned-for 500,000. the Pulitzers die. The public announcement was made Schneiders (1913-1931) and the Pulitzers (1920- in a three-sentence article in the September 1, 1926, 1925), are more forgotten than remembered. The International Victories, the 1923 and ’25 New York Times: “No Pulitzer Race This Year…. A prin- Schneiders are best treated by history. There are a Schneider Trophy Races for Seaplanes ciple reason was the lack of entrants.” Surely a “lack dozen books about the Schneiders; one about the American high-speed aviation shone much of entrants” was a sufficient reason. Gordon Bennetts; one (mine) about the Pulitzers. brighter two weeks later, on October 26, 1925. The The Pulitzers ended in no blaze of glory. They Books about the Schneiders focus on the Superma- Navy’s two R3C-2s (the designation for the seaplane ended in fatigue. rine racers and Rolls-Royce engines that won the version of the R3C) and the Army’s single R3C-2 1927, ’29, and ’31 Schneiders and led to the Rolls- Photo 11: Lt. James “Jimmy” Doolittle and Curtiss were in Baltimore to fly in the Schneider Trophy Pulitzer Legacies Royce-powered Supermarine Spitfires of WWII. R3C-2 (seaplane version of Curtiss R3C), winners of Race for seaplanes. The Pulitzers excelled in racing’s primary objec- The Schneiders ended in the triumph of Brit- 1925 Schneider. Army Lt. James “Jimmy” Doolittle, Bettis’ backup tive: They increased speeds. Winning speeds in- ain winning the trophy after 13 international races. pilot in the Pulitzer, flew the seven laps of a trian- creased 93 mph, from 156 to 249 mph, a 60 percent Nothing triumphant accompanied the last Pulitzer, gular 50-km course above Chesapeake Bay at the re- increase. Pulitzer racers set world-record closed- marked by disappointing speed, poor attendance, and cord-breaking speed of 233 mph, besting British and course speeds for landplanes in 1922, ’23, and ’25, no inkling that it would be the last Pulitzer. Triumph Italian competitors (neither Navy R3C-2 finished the and absolute (straight-line) speed records in 1922 produces better histories. Schneider because of engine problems). The next day, and ’23. Pulitzer racers mounted on floats won the Although there was none at the end, the Pulitzer Doolittle set the absolute seaplane speed record at 1923 and ’25 Schneider races and set world records races had their triumphs, and the people who made 248 mph (photo 11). for seaplanes both years. them possible merit remembering and appreciation. Doolittle’s was the second U.S. victory in the Excellent performances in air races were ex- In these articles and the book The Pulitzer Air Races: Schneiders. In 1923, the Navy had taken its two Cur- pected to bring commercial success to racer build- American Aviation and Speed Supremacy, 1920-1925, I tiss CR-2s3 from storage, mounted them on twin ers. They did for Curtiss, which dominated the hope to lift the Pulitzers, a bit, from obscurity. floats, and converted them to “CR-3” seaplanes. The races. The Curtiss R-6 racers of 1922, with changes CR-3s flew 177 and 173 mph in the 1923 Schneider to accommodate weapons and other modifications at Cowes, England, finishing first and second, 20 mph for service use, were the template for Army biplane Endnotes Photo 12: The Curtiss CR-3 that won the 1923 Schnei- faster than the third-place British racer. The faster pursuits for a decade. In the United States, Cur- 1. I use “Army,” “Air Service,” and “USAS” inter- der Trophy Race for Seaplanes, Cowes, England. The CR-3 set a new absolute speed record for seaplanes a tiss engines led to the Allisons that powered many changeably to refer to the 1920s Army organization other CR-3 took second. (Photo courtesy Glenn H. few days later. Army World War II pursuits. In Europe, they were that was the forerunner of the U.S. Army Air Forces Curtiss Museum.) Under Schneider rules, following its 1923 victory, influential in designs of British Rolls-Royce and and, ultimately, the United States Air Force. the United States was to host the 1924 Schneider, but Italian Fiat engines. Completing his four laps, and evidently thinking when no foreign entry was ready, the United States After 1909 or ’10, foreign buyers had largely 2. Standard Army pursuits participated in the he had won, Williams zoomed up to a thousand or postponed the race to 1925, won by Doolittle. In ac- shunned American aviation products in favor of supe- 1924 and ’25 Pulitzers, but stood no chance against so feet and pirouetted in a small celebration. Bettis cordance with the rules, the United States hosted the rior European products. That changed in 1925, when the racers. I have ignored them in this article. landed with no fanfare but certain of victory because 1926 Schneider. The U.S. Navy entered the racer that a British company purchased Curtiss V-12 engines— 3. Originally built as CRs for the 1921 Pulitzer, he had seen the gap between Williams and him whit- Bettis and Doolittle had flown in 1925. It placed sec- an event sufficiently newsworthy to be reported in these airplanes were upgraded and flown as CR-2s tled down over the four laps (photo 12). ond to a new Italian monoplane racer, monoplanes The New York Times. Mr. C.R. Fairey, owner of the in the 1922 Pulitzer (see Part 1). Bettis finished at 249 mph; Williams at 242. The won all subsequent Schneiders (1927, ’29, and ’31), company, cited the Pulitzers as a critical factor in the winning speed was barely 5 mph faster than Wil- and no American racer entered the last three Schnei- development of the engines. U.S. propellers, para- liams’ in 1923, well below Bettis’ predicted 270-plus ders. British racers won the 1927, ’29, and ’31 Schnei- chutes, and other aviation products also found Euro- Michael Gough mph. Williams’ speed was 2 mph slower than he had ders. In 1931, amid great celebration, Britain took pean buyers. As a 5- or 6-year-old, Michael Gough was flown at St. Louis in 1923. permanent possession of the Schneider Trophy, end- fascinated by a model of a Supermarine S-4 (or Williams’ post-race behavior left a bad taste. ing the Schneider races. Remembrances and Relative Degrees of S-5 or S-6, who can remember so long ago) racer. Learning that Bettis had flown faster, he remained in Nevertheless, the head-to-head victories in the Obscurity After retiring, he followed that interest and began his racer, turning aside his sister’s and friends’ urg- Schneider Trophy Races in 1923 and ’25 demon- The Pulitzers are, in my judgment, the most im- researching and writing about airplane racing ings to congratulate Bettis. Finally he perfunctorily strated that American racers were, at the time, supe- portant event in U.S. aviation between the end of in the first 30 years of the 20th Century. In 2013, shook Bettis’ hand. Williams reaped accolades and rior to the best that Europe could offer. Those wins in WWI and Lindbergh’s 1927 flight. They brought McFarland Publishing Company published his book, accomplishments in the 1930s and ’40s, but “poor international competition did more to enhance U.S. aviation to the attention of millions, established The Pulitzer Air Races: American Aviation and Speed sport” haunted him. aviation’s worldwide prestige than victories and re- the United States as a producer of the highest- Supremacy, 1920-1925. He and his wife live in Bethesda, Maryland. The New York Times’ headline was succinct: “Pulit- cord speeds in the strictly domestic Pulitzers. performing engines and airplanes, and opened up 58 JANUARY/FEBRUARY 2016 www.vintageaircraft.org 59 them. The Messenger was designed in 1920 at Mc- The Vintage Mechanic Cook Field to provide the Army with a light message carrier to replace motorcycles serving that function and to do the job far more quickly. Powered by a novel ROBERT G. LOCK three-cylinder 64-hp Lawrence engine built on Long Island, the Messenger was designed as a practical sin- gle-place airplane intended to fly out of unimproved fields and from country roads. The Lawrence Sperry Aircraft Company of Farming- dale won a contract and ultimately built 42 Messen- gers. Lawrence Sperry founded his own aviation com- pany on Long Island in 1917. Sperry lived in Garden City, and he kept the prototype Messenger for him- self, using the road in front of his house as a runway. Sperry used this plane as a demonstrator and, at one Evolution of aircraft instruments point, landed it on the plaza in front of the Capitol in Washington. In 1922, over Mitchell Field, Lawrence Part 4 Sperry, using a Messenger, made the first experi- ments aimed at testing the feasibility of hooking on to an airship in flight. And in 1923 he entered a Mes- Figure 3 This edition of the evolution of aircraft inventor put it all together by linking the control senger in the St. Louis Air Races, placing fourth. The This column on autopilot development should end instruments will put together all the individual surfaces with three gyroscopes, allowing flight Messenger was constructed entirely of wood, with the with advertising after the end of WWII. There were pieces into a complete instrument panel and finish corrections to be introduced based on the angle wings and tail fabric-covered. other manufacturers of autopilots, but Sperry was with the invention of the autopilot. Elmer Sperry of deviation between the flight direction and the the first. (1860-1930) had earned a worldwide reputation original gyroscopic settings. for his development of the gyrocompass, which An experienced pilot with more than 4,000 had been installed on more than 30 American war- hours of flight time, fully trained to fly by instru- AERO CLASSIC ships. The Sperry Gyroscope Company was formed ments alone, Lawrence Sperry had no hesitation in “COLLECTOR SERIES” in 1910 by Elmer Sperry to develop and manufac- taking off in any weather conditions. His personal ture his marine gyrostabilizer, gyrocompass, and aircraft was always fully equipped with instrumen- Vintage Tires high-intensity searchlight. The Senior Sperry had tation of his own design. He usually took off from New USA Production invented gyro stabilization for Navy ships, the first Marlboro Road in front of his house in Brooklyn, Show off your pride and joy with a gyro pilot for ship steering, and the first full-gun, New York, and flew to the factory on Long Island fresh set of Vintage Rubber. These newly minted tires are FAA-TSO’d battery-fire control system. In fact, Sperry had in his special Messenger aircraft, as depicted in and speed rated to 120 MPH. Some more than 350 patents to his credit and is consid- Figures 1 and 2. things are better left the way they ered the father of modern navigational technology. were, and in the 40’s and 50’s, these tires were perfectly in Lawrence Sperry (Elmer’s second son) took a tune to the exciting times in aviation. Figure 2 Not only do these tires set your vintage plane apart from liking to airplanes. He developed a lightweight the rest, but also look exceptional on all General Aviation adaptation of the gyroscope that could be coupled aircraft. Deep 8/32nd tread depth offers above average to control surfaces to maintain the flight axes of On December 13, 1923, Sperry took off from Brit- tread life and UV treated rubber resists aging. an aircraft. Sperry hit upon the idea that if the ain in his specially modified Messenger for a flight to First impressions last a lifetime, so put these jewels on and three flight axes of an aircraft—yaw, pitch, and Holland, undeterred by the fact that the Channel was bring back the good times..… New General Aviation Sizes Available: roll—could be harnessed to the stability of a gyro- fogbound. Somewhere en route, however, his luck ran 500 x 5, 600 x 6, 700 x 8 scope, a control system might be developed. Yaw out. Whether due to mechanical failure or inability to represented lateral deviation from the course head- navigate over the Channel, he never reached his desti- Desser has the largest stock and ing, pitch was the up-and-down divergence from nation. The Sperry Messenger aircraft he had person- selection of Vintage and Warbird level flight, and roll referred to lengthwise rota- ally designed was eventually found in the water, and tires in the world. Contact us tion around the longitudinal axis of the airplane. Figure 1 Sperry’s body was recovered on January 11, 1924. with your requirements. The aircraft might wander through the flight axes Among Lawrence Sperry’s 23 patents are the auto- Telephone: 800-247-8473 or 323-721-4900 323-721-7888 without pilot input on the controls, but Sperry In the years following World War I, the U.S. Air matic pilot, the turn-and-bank indicator, the seat- FAX: 6900 Acco St., Montebello, CA 90640 reasoned that a spinning gyroscope could maintain Service designed a number of its own airplanes and pack parachute, and retractable landing gear. He was 3400 Chelsea Ave, Memphis, TN 38106 www.desser.com an airplane’s original orientation. The youthful then asked the aircraft industry to bid on building among the first to fly at night and regularly flew night In Support Of Aviation Since 1920…. 60 JANUARY/FEBRUARY 2016 www.vintageaircraft.org 61 Figure 4 As they always say, “A picture is worth a thousand TM words,” as Figure 4 clearly illustrates. Reprinted from Straight & New Members AIR NEWS and AIR TECH, September 1945. Alan Arrow...... Magnolia,TX Level Mark Belton ...... Eugene,OR continued from page 1 Linda Bowden...... Independence, IA Anthony Brooks...... Hartselle, AL Tim Brown ...... Woodruff, SC flights for the Army in 1916. He was one of the first of CEO of the EAA. Trust me, we could not to make parachute jumps for fun, and at the Dayton have found an individual that is more qual- Bruno Camenzind...... Steffisburg, Switzerland Air Show in 1918, he thrilled crowds with a bold ified and committed to the EAA and the William Dier ...... Roseville, MN parachute jump. One of his greatest achievements in VAA mission. Jack’s leadership abilities are Timothy Doyle...... Elmhurst, IL the field of military aviation was the development of amazing, and I sincerely look forward to Michael Harrington...... Cedarburg, WI the aerial torpedo. being able to continue working alongside Garry Hendel...... Toronto, ON The 1930s saw the development of commercial him in our efforts to continuously improve Ralph Jackson...... Hillsboro, OH autopilots, i.e., the Sperry autopilot and the Siemens the organization. Jan Johnson ...... Portola Valley, CA autopilot. Elmer Sperry was a leading contributor, Your board of directors also approved from his aircraft autopilots and auto stabilizers to the the construction of the Tall Pines Pavilion. Matthew Laseter ...... Zephyrhills, FL achievement of satisfactory flying qualities. He modi- This long ago planned capital project will Walker Lee ...... Searcy, AR fied the gain according to the speed. In September be completed this coming spring. A large Stephen Levine ...... Cypress, TX 1947, a C-54 passed over the Atlantic with no human portion of the funding for this project has Storm Miller ...... Comox, BC touching the controls from start until landing. The come to us from a huge number of very Donna Perkins...... Sheridan, AR plane was controlled with Sperry’s A-12 autopilot. generous members. Although we are com- Dimmitt Perkins...... Sheridan, AR When Dr. Sperry died in 1930, aviation lost one of fortable with the amount of funding cur- William Preston...... Marietta, GA Figure 4 its great contributors, who had successfully adapted rently available for this project, we plan to his extraordinary technical genius to the great chal- continue to accept donations to this much Mike Schwarzkopf ...... Saint Peters, MO lenges of transportation. His attitude toward his needed facility. Jock Seelye...... Everton, AR achievements is best expressed in his own words: The Vintage board of directors also dis- Dan Shumaker...... Livermore, CA “Often after long periods of research, there have cussed the fact that we used to conduct Pete Tallarita...... Webster, MN come great satisfactions, and life takes on a new and what we referred to as the mid-winter Willard Van Wormer...... Leavenworth, KS exalted aspect. This is living! These have been my board meeting each year. The board ap- Kyle White ...... Lee’s Summit, MO times of reward!” proved the concept of reinstating this Figure 3 is copied from the September 1934 is- meeting, and we will be taking this show Alan Wilson...... Schaumburg, IL sue of WESTERN FLYING, a full-page advertisement on the road. It was also suggested and ap- Michael Wotovitch ...... Lakewood, CO from Sperry Gyroscope Company Inc., Brooklyn, New proved that this board meeting would be York. This was the beginning of autopilots for com- conducted in a town hall like setting where mercial aircraft. area members could come and participate Finally, there was jubilance when the war was over. in our discussions. This meeting will take The men came home, some to continue in aviation place in Georgia on February 27. We are and start flight schools, charter services, airlines, and very pleased to also inform the member- many other aviation-associated careers. The picture ship that Jack Pelton has agreed to attend in this advertisement says it all. this exciting road show. More details are available in the formal announcement else- where in this magazine. As always, please do us all the favor of inviting a friend to join the VAA, and help keep us the strong association we have all enjoyed for so many years. Figure 5 Reprinted from AIR NEWS and AIR TECH, Septem- ber 1945. Figure 5

62 JANUARY/FEBRUARY 2016 www.vintageaircraft.org 63 Vintage VAA LuxVite Naturals Vision ProtectTM Directory is created by an eye surgeon and OFFICERS pilot to promote eye health with Trader President Secretary ingredients for macular protection. Geoff Robison Steve Nesse Something to buy, sell, or trade? 1521 E. MacGregor Dr. 2009 Highland Ave. www.LuxvitePilot.com New Haven, IN 46774 Albert Lea, MN 56007 Classified Word Ads: $5.50 per 10 words, 180 260-493-4724 507-373-1674 855-LUX-VITE (855-589-8483) [email protected] words maximum, with boldface lead-in on first line. [email protected] Classified Display Ads: One column wide (2.167 Special offer: Buy one get one free with Vice-President Treasurer coupon code DOCTOR2015 inches) by 1, 2, or 3 inches high at $20 per inch. Black Dave Clark Jerry Brown and white only, and no frequency discounts. 635 Vestal Lane 4605 Hickory Wood Row Plainfield, IN 46168 Greenwood, IN 46143 Advertising Closing Dates: 10th of second month 317-839-4500 317-422-9366 [email protected] prior to desired issue date (i.e., January 10 is the [email protected] closing date for the March issue). VAA reserves DIRECTORS the right to reject any advertising in conflict with Ron Alexander Joe Norris its policies. Rates cover one insertion per issue. 118 Huff Daland Circle 264 Old OR Rd. Griffin, GA 30223-6827 Oshkosh, WI 54902 Classified ads are not accepted via phone. Payment [email protected] [email protected] 920-688-2977 must accompany order. Word ads may be sent via fax (920-426-4828) or e-mail ([email protected]) using George Daubner Tim Popp credit card payment (all cards accepted). Include N57W34837 Pondview Ln 60568 Springhaven Ct. name on card, complete address, type of card, card Oconomowoc, WI 53066 Lawton, MI 49065 262-560-1949 269-624-5036 number, and expiration date. Make checks payable [email protected] [email protected] to EAA. Address advertising correspondence to EAA Publications Classified Ad Manager, P.O. Box 3086, Robert D. “Bob” Lumley Susan Dusenbury Oshkosh, WI 54903-3086. 1265 South 124th St. 1374 Brook Cove Road Brookfield, WI 53005 Walnut Cove, NC 27052 262-782-2633 336-591-3931 AIRCRAFT [email protected] [email protected] For sale: partially restored 1943 V-77 / AT- ADVISORS 19. Unflown and in covered storage for John Hofmann Ray L. Johnson over 40 years. Photos upon request. 548 W James St 347 South 500 East Columbus, WI 53925 Marion, IN 46953 Price negotiable. Call 817-946-7671, [email protected] [email protected] What Our Members Are Restoring leave voice mail for “Jeff.” Earl Nicholas 219 Woodland Rd Are you nearing completion of a restoration? Libertyville, IL 60048 Or is it done and you’re busy flying and showing WANTED [email protected] it off? If so, we’d like to hear from you. Send us a Fairchild 71 parts and drawings needed DIRECTORS EMERITUS 4-by-6-inch print from a commercial source or a for Alaska Aviation Museum airworthy 4-by-6-inch, 300-dpi digital photo. A JPG from your David Bennett Charles W. Harris restoration. [email protected] 907- [email protected] [email protected] 2.5-megapixel (or higher) digital camera is fine. You 317-9382 can burn photos to a CD, or if you’re on a high-speed Robert C. Brauer E.E. “Buck” Hilbert Internet connection, you can e-mail them along [email protected] [email protected] Donate your factory built plane to leave a with a text-only or Word document describing your Gene Chase Gene Morris The new standard in antique. airplane. (If your e-mail program asks if you’d like to significant legacy! A charity that provides [email protected] Phil Coulson make the photos smaller, say no.) mission/medical services to remote [email protected] S.H. “Wes” Schmid Introducing the EAA and Vintage Aircraft Association Aircraft Insurance Plan with all For more information, you can also areas of the world. 970-249-4341 www. [email protected] Ronald C. Fritz of the special coverage options VAA Members require for hand propping, tailwheel, e-mail [email protected]. samaritanaviation.com [email protected] John Turgyan [email protected] grass strips, and unique aircraft. When you insure with the EAA Aircraft Insurance Plan

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