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N E
VOL 32, No.
2 4
COVERS
FRONT OVER
For many years, Butch Walsh has
10
been "the man" when it comes to Stinson res·
torations. This particular 108·2 was awarded
the
EAA
Grand Champion Classic Lindy award
at
EM
AirVenture Oshkosh 2004.
EM
photo
by
Paul Bowen.
CONTENTS
BACK COVER Back Cover: "Big Bend Excursion"
2
VAA
News
is the title
of
EAA Master Artist George Grant's
acrylic painting of a Mexican border region
scene that features the intrepid pilot
of
an
4 Reminiscing
with
Big Nick
Army PT·3 giving a joyride to his sweetheart
Reprinted from Vintage Airplane]uly 1974
along a ridge
of
the Chisos mountains, with
Elephant Tusk mountain in the background.
by
Nick Rezich
Big Bend Excursion is
on
display at the
EM
AirVenture Museum, as part of the
EM
Sport
8
The Vintage Instructor
Avi
ation Art Competition.
You
can reach George
Sport pilot is here!
A Grant at 42 S Judd Street, Fort Worth,
Texas 761 8 , phone 817·246·3239.
by Doug Stewart
9
Pass It to Buck
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G OFF
RO ISON
PR
IDENT VINTAGE AIRCRAFT ASSOCI ATION
It's now October here in northern
Indiana, and this
is
by far my favorite
time of
the
year to
fly.
For too many
years
the 120 s annual inspection
came due about this time, and I was
usually
somewhat
shortchanged on
the enjoyment of the fall colors, and
the improved performance of the air
craft at cooler temperatures. Last year
that all changed when I had an exten
sive annual performed on the old girl,
and that annual
is
due in January, so
I can now return to the low and slow
pleasures of fall flying without inter
ruption. It has also afforded me
an
ad
ditional opportunity to attend several
local
fall
fly-in events close to home.
I t has been
an amazing
time for
sport and recreational flying with all
the recent aviation events in the na
tional news that included the rolling
out of the new sport pilot
and
light
sport aircraft rule. A number of vin
tage aircraft
meet
the
standards
set
by
the
FAA for light-sport aircraft.
Take a look at
the
list at
www spartpi-
lat arg by clicking on the Light Sport
Aircraft
heading
on
the tan
header
bar. Then click on Standard Category
all flying
the fall colors go by in
the
Champ as
compared
to
the
120? Anybody got
any better ideas for me?
Yet
another
exciting news
story
were
the recent
flights of
Space
ShipOne
in its endeavor to win
the
Ansari X Prize. What other bunch of
nuts
but aviation
nuts
would
spend
$25 million to win $10 million? These
guys are awesome. I will forever re
member Mike Melvill's flight to space
when
the
aircraft rolled 29 times as
it rocketed through the atmosphere
to 62-plus miles above
the
surface of
the
Earth,
with
Mike looking more
like Sean
D.
Tucker
than
Neil Arm
strong Seriously though , this was a
truly historic moment in our time on
this
earth.
Think about it-civilian
personnel putting a manned flying
machine into space, and returning to
a safe landing. Wow It is difficult
to
imagine what may come
next
from
Mojave
and
the
fine folks
at
Scaled
Composites. Congratulations to the
whole
team
on the
X Prize win. We
are all extremely proud to have you
as fellow EAA members.
I spoke again in last month s col
phabets weighed in . Hopefully, this
little lesson in humility will generate
more carefully thought-out proposals
by
our other
elected officials
who
may
also choose to propose additional re-
strictions
on
general aviation in
the
future
. It was
particularly
trouble
some to me
that
this legislator chose
the
anniversary of September 11 to
submit this ominous bill. Jus t when
will these guys get it. GA aircraft are
not the threat to be concerned about;
the Transportation Security Adminis
tration has said it, and it continues to
say it with great regularity.
Keep
your ear to
the
rail for
the
next train, as it's likely
not
far down
the tracks .
Be
mindful that speaking
out
in opposition to these issues is not
our only task as responsible GA pilots.
We
need to
fly
our aircraft with a great
deal of attention to the FARs and be
especially
mindful
of those pop-up
temporary
flight restrictions
(TFRs).
By
the time you read this column the
elections will be over,
and with that
the TFRs
will likely be somewhat di
minished
. One
of the
best ways for
our rights to free skies to be protected
http://www.spartpi/http://www.spartpi/
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VAA and EAA Help
Create
New
Wiring Standards
On behalf
of EAA's
Govern
ment
Programs office
and
EAA s
Vintage Aircraft Association, VAA
Executive Director H.G. Frautschy
joined
nearly
two dozen other
members of ASTM Committee
F39 for
their
first
official
meet
ing.
The committee,
composed of
representatives of manufacturers,
end users,
aviation technicians,
and other interested aviation or
ganizations,
including the EAA,
VAA,
AOPA
and Aircraft Electron
ics
Association, has
been con
vened to help create, under the
auspices of ASTM
International ,
a set of
new standards
for general
aviation
electrical wiring system
design,
fabrication,
modification,
inspection, and maintenance pro
cedures and processes. Continued
airworthiness standards
will also
be addressed, as
standard
F39 will
become acceptable data to the
FAA. It will
be
a manual accepted
by
the
FAA
for use
by aviation
technicians
to
maintain
general
aviation aircraft.
Aging aircraft issues
related to
aircraft wiring
maintenance
and
repair
will be
an integral
part
of the new
standard.
Material
substitution lists will be current
and the standard
will
include
maintenance procedures and
Vintage Merchandise
The holidays are coming, and
the VAA has just what you
need
in
a unique gift for
your VAA
enthusiast
.
Please see the
ad
beginning on page 30 for a part
of
the selection
of
VAA gifts and
apparel
that
are available.
Don't
need a gift? Perhaps you traveled
all
the way
home and
realized
you didn't
buy
that shirt or jacket
you meant to pick up. You can
still
buy
that special item
You
can also visit www vintageaircra{t.
org for an even wider selection.
Give
EAA
Membership
Services
a call at 800-843-3612 to place
your order.
EAA
AirVenture
Shifts to
Monday Sunday Format
in
2 5
Acting
on
the results of member,
sponsor, exhibitor, and visitor sur
veys,
EAA
is
moving
EAA
AirVen
ture
Oshkosh
one day
forward be
ginning in
2005. EAA AirVenture
will run Monday-through-Sunday
instead of a Tuesday-through-Mon
day schedule. That means
EAA Air-
had not
worked
as well as hoped
for attendees or exhibitors, so we
wanted to improve
that
situation."
Complete details regarding
specific
highlights
and activities
at EAA AirVenture 2005
will be
announced
as
they
are confirmed.
FAA
Finalizing
Student
Sport
Pilot
Application
FAA Light-Sport Aircraft Branch
Manager Martin Weaver, confirmed
in early October that
while
the
new
application
form
to
become
a sport
pilot,
FAA
Form
8710-11 ,
Airman Certificate
and/or
Rating
Application-Sport Pilot, won't
be available
until January
1, 2005,
individuals
can
submit sport pilot
applications prior to that date.
To
do
so,
sport
pilot
applicants
will use
the
current FAA Airman
Application, Form 8710-1. However,
Weaver added
that
the
FAA
policies
and
procedures
required for
deSignated pilot examiners and
inspectors to issue
student
pilot
certificates won't be available until
November 15, 2004, so no action
will be taken
on any
applications
until those policies
and
procedures
are available.
He explained, "We do not cur
rently
have a policy
explaining
to
flight instructors what endorsements
are required to solo a sport pilot stu
dent, nor do we have the infrastruc
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from EAA Aviation
Information
Services staff
at
free briefings at
EAA SportAir Workshops.
"Sport
Pilot-An
EAA
Member
Briefing"
sessions feature
EAA
experts who provide the latest
information, plus answer
any
questions
on the
new
rule.
To
see
the
schedule
of workshops,
visit
www sportpiiot org Those interested
in attending
must
pre-register by
calling
800-JOIN
EAA
(564-6322)
and request a reservation.
2005 V Calendar
Can
Still
e Ordered
The very
first
VAA
calendar,
created
by the
staff of
the
VAA and
published by Turner Publishing, can
still be ordered. Some of the aircraft
featured in the full-color, ll-by-17
inch
oversize wall calendar include
the Sikorsky 5-39, Waco QDC, and
Temco (Globe)
Swift.
Thirteen
different airplanes, at least
one
from each of the division s judging
categories,
are featured in the
calendar. Each airplane
photograph
was taken by EAA s award-winning
photography staff.
Due
to
the
interest
being
generated by this first-ever product ,
Turner has agreed
to
keep the order
lines open for as long as possible
before
the
calendar
is
published in
just a few weeks. For more on the
2005 VAA Calendar, please see the ad
ALFRED KELCH
1918 2004
We're sorry to report that our
2003
inductee into the
VM
Hall
of
Fame has
passed away after a brief illness at the age of 86 . .
AI became enamored with airplanes and aviators at
age
6 when
hiS
uncle
Percy Bricker bought a war surplus Curtiss Jenny and flew it to AI 's hometown
of
Lake View, Iowa. Even Uncle Percy's crash landing
of
the
Jenny
didn t
dampen his enthusiasm, although little AI was perturbed with his uncle for
wrecking his Jenny. . .
Everything that was mechanical was fascinating to him.
He
loved tinkering
with wood boats, antique cars, and airplanes. Airplanes were right behind his
wife
of
60 years, Lois, on
AI
's priority list. A career mixing his talents in art
and mechanical engineering resulted in the founding of Kelch Manufacturing,
a company that pioneered a number
of
plastic innovations, including the first
plastic steering wheel for the automotive trade, and the handy gas cap with an
integral fuel gauge, still referred to as a Kelch
Type
Cap.
AI
VAA
lifetime No.6) and Lois were very active in the early days of the
founding of the EM
Antique/ Classic Division, which became the VM. He also
created the EM Lindy trophy we all recognize today
as
the top award in aircraft
http:///reader/full/www.sportpiiot.orghttp:///reader/full/www.sportpiiot.org
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REMINISCING
WITH
IG
NICK
printed from Vintage
Airplane July
1974
The
Howard
Story
Part
Two
Ed
itor s
Not e : D u e
to
the
l ng th o f Part
II
o f
h
Ho
ward
Story
a s
or ig inal ly
prin t e
d, we ve
h
ad
t o clip i t
in
tw o
Look
f o r
th
e second
h
alf
of
Par
t in
the
De
cem
-
b
er
is s
ue of
Vint
a
ge
i
rplan
e
The
DGA 8
was
built
under ATC
No. 612. With
an empty
weight
of
2,330
pounds and
a gross
weight
of 3,800 pounds,
true
airspeed
by Nick Rezich
cious
photo
collection because
I
let a supposed good friend borrow
them.) Incidentally,
the photo
of
the origina
l Fl
annigan
in the last
issue was not taken on the evening
of
the
first test flight, but sometime
later. That particular picture
is
in a
locked vault in my brother's house
or
bank
. . .
and
for good reason,
as
it
is
the only
one taken
that
eve
ning other than the ones
taken
by
the
Howard
bunch.
About
this
time
I left Bluebird
Air Transport
and went to
work
the
finishing
department
(dope
and
fabric) and I remained with
Howard until July
of
1944 when I
(and about 20 other Howard men )
entered the armed forces. When I
left, I was
plant superintendent
.
Working for Howard was a fam
ily affair. Everyone had the
same
goal
. . .
to
build
the
best-damned
airplane
in the
world. Pride
in
workmanship just oozed all over
the plant. I f
ever
there
was
an
air
plane built
to
perfection, it was the
Howard.
We
had time cards and a
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print out to the shop, they
came
out and
built it
themselves to see
i f
it would work. The same for
the
test flights-the chief
engineer,
Gordon,
or Walt
or another
engi
neer, would fly
the
airplanes them
selves or ride
with the
test pilot. I'll
tell you a good story
about
Gordon
Israel
next month actually, it will
appear in the January 2 5 issue -
Editor) in
the Model 18 story. The
same
applied
to our
sales
people.
They
flew
the
airplane and
they
knew
the
mechanics of it.
Other
than
factory demonstra
tors, all civilian Howards were cus
tom built. The
order would come
out
from sales
as
"Mr. or Mrs. How
ard, Model 8, 9, 11" or whatever
model and would list the
equip
ment, color, NC number, type of
interior,
panel
and
promised de
livery date. From then on, we all
referred
to
the
ship
by the owner's
name. There would also be
spe
cial notations,
such
as
"soft back
seat special,"
or "make
sure
win
dows roll
up
and
down quietly,"
or "wrap wheel
half
with leather
to match," or
"consult with pilot
before installing radios."
Most
company
airplanes
as
well
as private ones had
their
pilots at
the factory
from
the time
the
fu
selage
went into the
jig to comple
tion . When the airplane was ready
for
delivery, it
was
inspected
by
sales,
and
then
by Benny and i f
it
was O.K., the
department
head
of each department
was
on hand
when the customer arrived. f the
customer
had any
changes, squawks
or whatever, the department
head
and
his lead
man wou
ld take care
of it
to
the customer's satisfaction.
When
B.
D.
DeWeese became presi
dent, he
was
the
hardest man
in
the world to satisfy
... he was
the
airplane inspector supreme
And
he knew where
to
look, BELIEVE
YOU ME
During the early years at How
ard, we built everyth ing
in the
fac
tory. The only thing we sent
out
for was coffee
and
sandwiches.
When the fuselage
left the
jig
and
all
the
clips were
welded on,
Mike Babco would take a
torch
and
a
rubber mallet
and
straighten
all
the
tubes by eyesight. The fuselage
and
tail
group would
then go to
inspection and paint.
We
did not
sandblast
the
tubing but, instead,
cleaned
and
etched
it by hand .
We
then
painted
it
with
two coats
of
zinc
chromate-the second coat
being a
tracer,
which was
silver
.
After
sub-assembly i t
was
back
to the
paint shop
for
cover.
We
would bring the whole airplane
up
through silver, and
then
it
would
be
moved
to the
sheet
metal
de
partment
and
fully assembled.
This served
two
purposes: first,
it
aged the
dope
for final paint and,
second, a perfect fit of all the sheet
metal was assured .
All those
fancy
fairings
with
the double curves
were all
handmade
along
with
the
NACA cowl. Later on we bought
the
wheelpants
and
nose cowls.
Many fairings were two-
and
three
piece
affairs
welded
together to
form the fancy curve.
After the
sheet metal
was all fit
ted,
the
ship would go back
to the
paint shop-this time on the gear
and with the
engine
in it-for
final
color.
Many
people
think
of
the
Staggerwing as
having
the
best fin
ish in
those
days. The Staggerwing
did have an excellent
finish, but
not
quite as good as the Howard .
t
was declared by NACA
that
the
Howard had
the smoothest
finish
in
the industry.
During the construction
of the
DGAs, we
used
contour
confor
mity
jigs
throughout and
a few se
crets that
nobody
else was using.
Have you ever
heard
of putting
nitrate dope over varnish? Can't
be done,
right? Wrong We did it.
Let's leave the airplane in the paint
shop
for final color while I tell you
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how
we built up
to
a perfect finish.
we received
the plywood, we
The wings, as
many
of you know,
would check it for proper moisture
were all wood with plywood cover
content, then store it in a home
ing plus
balloon cloth.
Before the made moisture
control
room. I t
wing
was covered
i t
was
checked
was
checked
again before appli
for conformity with a wing section
cation
to
the wing. I have forgot
jig, then
the
top layers of skin were
ten
the moisture
content
we used
attached.
We
did not use
nailing strips
but, in
stead, drove the nails into
the
plywood, itself. We
would have all the pan
els laid out with the nails
started
only through
the
tip. Then they (the skins)
were positioned on
the
wing with the glue hold
ing them in place. Now
the
Wood Butcher's Sym
phony
would begin Six
wood butchers
armed
with their hammers
would start
the
nailing
procedure, which was the
secret in making a
two
way
curve
with
wood
with
no wrinkles. They
would
strike each only
once and each man knew
the
sequence
of driv
ing each nail. This same
procedure applied to the
flaps and ailerons. After
the
trimming
and after
the glue had set up, the
wings
went to
the paint
shop for 3 spray coats
of
full strength
varnish.
The first coat was sprayed at 8:00
a.m.,
the second
at noon and the
third at 5:00 p.m. The masked-off
out a couple more men.
This company
publicity
photo depicts Benny
Howard s
last
delivery of an
aircraft
as
president of
the
company.
and myoId factory records were
destroyed by an over-ambitious
housekeeper..
.who sha ll
remain
as a sanding block can't feel sharp
edges, tapes, rib stitching, etc. As
a result, the skin on a sander's fin
gers wou ld become so
thin
they
wo
u
ld
bleed.
BELIEVE-YOU-ME,
I know-many a Howard has my
blood
in
it
We
would
repeat
this
process after the final
coat.
Now came the finis
perfection.
From 1936
th rough
37
we
hand
rubbed
our
surfaces to a
super gloss, but from late
'37/early
'38
we buffed
them
with
a 2-speed buf
fer. Th is was a tricky op
eration as i t was really
easy to burn
the
finish
when you used the high
gear. Brother,
you had
be tter know your busi
ness or you bought your
self
an
airplane . We also
applied the wax with the
buffer. The
master
buf
fer was Eddie Brooks.
He was
the
one who
checked me
out
on
the
buffer even though I was
the foreman . Eddie and I
put
the final finish on all
the Howards up
to late
1940
when
we
checked
This bu ffing operation
was not only tricky,
but
somewhat dangerous
.
In th e high-speed
mode
it gener
ated a vacuum between the surface
and the pad. You had to make sure
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fabric, wire and metal bulkhead.
Well, needless to say, that took
care of my cockiness I shook for
two
days
after that, but my
first
thought was
that
of getting fired .
Cutting off my
arms
would have
been less painful than being fired
from Howard Aircraft.
To make
a
long
story
short, I
stayed
at the
plant all night and repaired my
damage
so the airplane could go
into
final assembly by
morning.
There
was
no Watergate cover-
up .. the whole plant knew it and I
got ribbed
about
it for a
long
time.
That buffer was dangerous and
that's why we didn't check any-
body else
out
for a long time.
We built the
production
air-
planes just
like
Benny
built the
Flannigan.
We
would assemble ev
erything but
the wings at the fac
tory,
then
truck the wings and tow
the fuselage
to
the final assembly
and flight test.
The
hangar
we used
for
final
assembly was myoid alma mater,
Bluebird Air Transport,
which, in
turn,
had taken over the Texaco
hangar. In
the
early days only a
couple of men
went with the
air
plane for flight test, but as we built
more airplanes,
the
hangar became
a full-size department. My younger
brother, Frank, worked
on
final as
sembly as a
foreman at
the plant
and
the
hangar.
We had our ups and downs, fi
nancially, from the day the plant
opened until the day i t
closed.
The year of 1939 was bad, so bad
During
the drive, we talked about
Howard,
Beech,
etc., and
we de
cided
th'hell
with Wichita, we
were sticking
with
Howard.
When
we arrived back home, my
mother
said, "Howard is looking for you
to
come back to work."
When I
arrived
at
the
plant, i t
was all
hustle
and bustle. "Slim"
Freitag and J.D. Reed of Houston,
Texas,
had come in with
a fistful
of
orders. J.D.
has
sold
just about
every oil
company in
Texas a How
ard
This
was the break
Howard
needed. From then on, Howard
was on sound footing. B.D. De
Weese left Stinson and came on as
manager and later became
presi
dent. He was
responsible
for
con-
verting
many
Stinson customers
to
Howards.
We expanded
the plant and pro
duction went from one a month to
one a week. I was promoted to as
sistant plant superintendent at this
time and
George Lyons became
plant superintendent. Mr. Earl
Ewing,
the
original
plant
superin
tendent went
with
Bell Aircraft in
Buffalo, New York. Then
came
the
nightmare,
the
Model 18,
the
low
wing trainer. I will devote a sepa
rate chapter to
the
"18" story.
Working for Howard Aircraft
was
rewarding in
many
ways
.
Most
rewarding
was
the
privilege
of
working with
the
super star
craftsmen
of
the
industry.
I met
all of the top people in the aircraft
manufacturing business, famous
people in government, movie stars
every
takeoff. With Walt it was
break
ground
and climb
at about
a
45-degree or SO-degree angle up to
about
3,000 or 4,000 feet.
Beery watched the Howard go
out
of sight, then went in and can
celled his flight
to
Detroit. In a few
minutes he arrived at the factory
and just walked into the sub assem
bly department and started looking
around. Before
the day was out, Mr.
Wallace
ordered
a Wasp-powered
Model 11... and Stinson had
lost
another
sale, thanks largely to the
performance of
a Howard. A
short
time
later Beery's
pilot
arrived
at
the
plant to
follow the
building
of his new airplane. Wallace Beery
was
an
excellent pilot but his
movie contracts required
that
he
have a professional pilot on board.
When
he took
delivery of his new
11, he threw a huge party for
the
whole plant. He
really loved
the
Howard
and when
the new Model
15 was available,
he traded
the
11
for a 15. His 15 was a special air
plane
that
later helped up
secure
the
Navy contract.
Beery loved
to
hunt. He wanted
an airplane that he could camp in
and
with room
enough
to
fly home
his catch. This meant some kind of
fold-down seat that
could
be con
verted into a bed. The final version
was a
fold back seat,
which
was
later used as a stretcher in the am
bulance Navy Howards. When the
new airplane was completed, Beery
came to
the
factory for a checkout
and he and
Benny
went riding in
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DOUG STEW RT
Sport pilot is here
Well, it
finally happened
. The
moment that so many pilots had been
waiting for arrived a few days before
the opening of
EAA
AirVenture Osh
kosh 2004. It
had
been in the works
for several years, undergoing a variety
of revisions and changes. Many of us
in
the
pilot
community had
given
up
hope
that
it would ever happen at all.
But a
few
short days before
the
begin
ning
of that wonderful
gathering
of
pilots and airplanes in Oshkosh,
the
FAA
announced
that
the final ruling
for the new sport pilot/light-sport air
craft
had
been Signed. The sounds
of
jubilant cheering could be heard
in
hangars, in airport lounges , in EAA
Chapte
r rooms all across this great
land of ours.
I,
too
, joined in
that
cheering. I
know
many
folks
who
would now be
able to fly once again, or for that mat
ter
for
the first time ever,
as
certificated
pilots. However, I did have some res
ervations. During the run of
EAA Air
Venture I had many opportunities to
meet
with the
movers
and
shakers of
the sport pilot rule to answer my grow
application
for
an
FAA
medical
cer
tificate denied or revoked. This meant
that
any
pilot
who
had
let his
or her
medical certificate expire, without re
newing it, could once again take wing.
If
the pilot was not current, he
or
she
could fly once again as soon as a flight
review had been completed.
The ruling, as finally published,
also increased the
maximum
gross
weight limit from 1,230
pounds
, to
1,320 . With that increase
of 900
pounds
to
the
weight
limit,
several
more Vintage aircraft entered the fold
of the
light-sport
aircraft
envelope.
The rule now allows pilots to fly, with
out a medical certificate, the following
certificated airplanes: (This list is
not
100 percent all inclusive, but it does
include almost
all
of the vintage
air
craft I am aware
of
that can be flown
as light-sport.)
Aeronca:
everything
from
the
C up to and including
the
Champs
7
AC,
BCM, CCM,
and
DC),
the
L3s,
and the Chiefs (llAC
& BC);
Ercoupe:
415 C
and
CD; Piper: J 2
and
all
the
J 3 variants, the L-4s, J 4 and J4F, the
with a driver's license medical) to
take to the sky in
some
of the neatest
and
available aircraft
in
our aviation
heritage. And all
of
them,
save
for
the
Ercoupes,
have the
little
wheel
in
the back.
Now to get to the nagging prob
lem
that
I have. I
know that
some
of
the
aircraft that can now be flown
might have been sitting
idle for a
while, in
some cases
quite
a
while.
And we all know that one of the worst
things we can do
to an
airplane
is to
let it sit idle (never mind
what
sitting
idle does
to
pilots). But that
is not
the
problem. I
know that there
are some
mechanics
out there who might pa
per whip an
annual
inspection,
but
when it comes to tube and fabric I re
ally don't think there are any mechan
ics
who
would risk
their
livelihood
by signing off a vintage airplane that
wasn't airworthy.
Here's where my problem lies:
many of the pilots that
are eager to
take to the air once again might have
accrued more rust
than
those longeron
tubes hidden by some resilient Ceco
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E.E. " CK HILBERT
Well now that w have it apart ...
Gee whiz November is here I
know I did a fall color tour
of
upstate
New
York
and the Finger Lakes area,
but
what
happened to summer?
Oh
yeah, th r was EAA
AirVenture Oshkosh 2004. That
was a good
one.
Then there was
Brodhead,
Wisconsin,
with
lots
of
antiques and
the
Old-Fashioned
EAA
Fly-In at Rock Falls, Illinois.
Other than that it seems like all I
did was work on
that
Cessna
120 of ours
When we went to
put
the lifting eyes in the spar
carry-through,
we
found
cracks. Big ones And that
necessitated
immediate
action. Had we continued to
fly who knows? We might
have been the first to arrive
at the scene of the accident.
So we fixed it.
I
had never encountered this
before
in
a
Cessna,
although
I've
since had people tell
me
it has been a
problem in the past. It couldn't have
been too
much
of a problem; Cessna
didn
' t have a
replacement part
in
popping in. See
the photo below
of
Mark Heusdens' highly modified
Ercoupe, with the big fuel tanks and
the 0-235 engine installation. He has
promised us an article
on
this eight
year project
along
with his jousting
with the FAA for certification . Plus
the
usual "hangars-on"
who
stopped
by to kibitz.
There never
seems
to be a dull
moment around here.
Then too, EAA restoration
staff
members
Gary
Buettner
and
Colin
Hildebrandt finished
up
the Varney
Airlines
Air
Mail Swallow replica and
since the United Airlines Historical
Foundation, of which Iam a founding
member, had
underwritten
part of
cool, and then did
another
half hour.
After about
two
and a
half hours in
the pattern
we
ventured
a couple
of miles away and then gradually
explored the flight envelope.
Takeoff performance,
climb
,
airwork, all the stalls and spin entries,
but
no
spins.
The
FAA
placarded it
against spins, so we did more glides
and landings on pavement, grass,
and more landings.
We even
did
CG
limits
flight checks, both full
forward
and
full aft, to see
how that went. All went
very
well,
and
it
brought
back m m or i s
and
sensations
of my
time
in
the United Airlines Swallow
some 28 years ago. This
one
flies just like that one, now
in
the Museum of Flight
in
Seattle, and maybe even a tad better.
Fifteen hours in
an
open cockpit
is
a long time. But we got it done. The
FAA signed it off, and we
now
have
another airplane to fly from the EAA
AirVenture Museum's Pioneer Airport.
This one
is
meant to specifically honor
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·
utch
and Carol Walsh
has
owned
at least 15 Stinson 108s
although
i t
always seems per
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The Grand
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Butch at the controls
o
his favorite
2004
with
a 108-2 that was new to
many
of his Stinson friends.
This airplane is the result of
one
of those
chance
encounters that
happen to
all of us, he
explains.
We were
at
Oshkosh about
four
years ago with a
-3 and
were stay
ing
in the
dorms. I was involved
in
a
conversation about Stinsons
when
one of the fellows looked me
in the
face and said, 'Do you want
to buy a Stinson?' I was a little sur
prised
but
followed up on it.
The airplane was a project lo
bad pOints and one of the good
points of
this airplane
was that
it
was
fairly
stock. One
of the
bad
points was
the engine,
which was
mostly junk. I trashed the case and
crank and basically came out with a
cam and a carburetor.
The
panel wasn't too
bad and,
amazingly
enough,
the
glove com
partment
area
hadn't
been butch-
ered to put radios
in
it. The original
glove compartment doors are really
hard
to find. There
is
a really good
reproduction
door available, but,
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trailers, everything made of sheet
metal was beat up and good only for
patterns or needed extensive rebuilding.
li he
boot cowl
and
cowling were
areas where I
had most
of the parts
but couldn t
use
any
of
them.
They
were just
too bent
up. The nose bowl
was too far gone too. The nosebowls
were made from soft
aluminum and
it doesn t
take
much
careless
han
dling
to
make a mess of them. For
tunately, Univair has new nosebowls
available. I made
the
top hood pieces
myself, to be certain of getting a per
fect fit. Stinson spot-welded a lot of
their aluminum components, so I
/
:2
;:
r
is second
to
none,
as this beautifully
rebuilt wheelpant and
carefully straightened
out elevator and trim
tab will testify.
Butch scoured
aviation
flea
marke
ts for
these
old style
inspec
tion
hole covers. Each
one was clean ed up
and smoothed out
so
they
d
look like this
when done.
mess out of
the
left gear,
the
gear at
tach pOints, left wing, and aileron.
liThe airplane has
the
same corro
li he
surfaces are also trouble be
cause
no one has stepped
forward
and successfully manufactured
accurate
skins
for
the
control sur
faces.
They
were
probably
formed
in
a
male/female
die
that stretch-
formed the concave stiffeners with
out distorting the skin. This
is
a real
problem, if you want
to do
a perfect
restoration, because so
many
of
the
control surface skins have been beat
up through the years. This is espe
cially true
on
elevators
and
rudders.
This
last
[location], the rudder
trim tab
area
on
a 108-3, is really a
toughie because it's n
ear
ly
impos
sible
to
repair
cracks in that
area
and hide the repair.
The trailing
edge
always requires
a
little
dou
bler
and
you
can spend
a
lot
of
time
making
that area look right. This is
especially
true now
because
most
Stinsons have already been repaired
right
there and you re
working hard
to
repair
the
repair.
As
with
all
machines that
are
approaching
60 years
of
age,
there
are certain parts,
often
minor
ones
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if)
z
i:
I
a
s
a
The panel
Butch s latest
restoration features
as many
original
instruments
as possible
the jamb over the edge of the uphol
stery.
It
looks good, but it drives me
nuts because I know it's not original.
I've already mentioned the
glove
box doors. An original
is
like look
of
experience
there.
First
of
all,
the
Franklin is as
smooth an engine
as
you'll
ever
ride behind. Its
only
real problems
include age
and
disappearing parts.
Those who notice such things
would have noticed that Butch and
Carol haven't been seen
much
at
fly-ins for about 3 years and there's a
reason for that, which both of them
seem very willing to talk about.
I was diagnosed with lym
phoma 3 years ago
right
after I'd
put the fabric on this airplane. That
pretty much occupied all of
our
thoughts while we
tried
to figure
out how to handle it. Thank good
ness we found our way to the M.D
Anderson Cancer
Center
in Hous
ton. They were
exactly what
we
needed and at my last
check
up, I
was found to be cancer-free.
I got back into the Stinsons
about a year ago and it turned
out
to
be
the best
thing I could have
done for myself. I t gets your mind
into
things
that
you can actually
do
something
about and
keeps your
spirits up, Butch says.
Carol says, I was worried
about
him because
he
was putting in 14
hour days working on Stinsons and
helping
other
people.
His
doctor
had
an interest
in airplanes and I
asked
him
if
Butch
was
working
too hard and
the
doctor said, I
Ab-
solutely not. It's
the
best
thing
for
him.' We consider the Stinsons to
be part of the reason Butch has re-
covered so well.
When you're
speaking
with the
Walshes
about
Stinsons in general,
and
their Stinsons
in
particular, you
get an immediate sense
that
they
aren't
speaking about
machines
or
inanimate objects.
They
speak
about the airplanes in the same tone
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EAA
irVenture
2004
by
H.
G
Frautschy, Budd Davisson and Jack Cox
There s just so
much
going
on
during EAA AirVenture Oshkosh
tha
t it s
hard
to get
i t
all
in one
issue of
Vintage Airplane
Here s more on
the
amazing airplanes
an
d people
who
came to Oshkosh this summer.
The Antique parking and the start
o aircraft camping were chock
full o great airplanes. This
year
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The Grand Champion Antique ofEAA AirVenture 2004 is Frank
Schelling's
Curtiss
Jenny, a
restoration
project that
has
taken nearly two-
thirds
Frank's lifetime to
complete.
is ground crew at
the Brodhead,
Wisconsin,
airport
and at
the
convention consisted Ron Price, Paul
Seibert, Frank
Schilling, pilot
Eric
Presten,
and
Jerry
Impellezzeri.
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I know what you re thinking. t sure
looks
familiar, but what is it?
It s a
Sopwith
Pup replica, with a few twists
thrown
in. Steve Culp, o Shreveport Louisiana, wanted an
air show-capable
Sopwith Pup,
so
he
built one, powered by
the
Russian 360-hp ( ) M14P radial instead
o
he original BO-hp LeRhone
rotary
engine. The fuselage is steel tube, and the rest
o
he structure
is
Pup
beefed
up as
well
to
take
the
stresses
o
high-power
aerobatics.
intend
to use
my Sopwith
Pup to fly air
show aerobatics, says
Cu lp
. A
World
War I plane with
horsepower to spare s going to
be
an amazing sight to see." With
its
eye
-poppin
g color scheme and
snarling
M14,
t should attract a lot o attention For more information, visit www culpsspecialties com
http:///reader/full/www.culpsspecialties.comhttp:///reader/full/www.culpsspecialties.com
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One o he most beautiful and interesting antique airplanes displayed at EAA AirVenture Oshkosh
2004 was Jim
Younkin's
Howard DGA-ll. Completed by
the Howard
factory in Chicago in
February
o 1938 as a 285-hp Jacobs
powered
DGA-9, it was converted to a DGA-11 in
March
o
1946
with
the firewall
forward
installation
o
a 450-hp P&W R-985-AN-1 intended
for
a
military DGA-lSP. The DGA-15P cowling always offended Jim's aesthetic sensibilities, however,
so he
recently replaced
it with a
more
rounded DGA-9 style
cowling,
as well as smaller
DGA
8/9 wheelpants. In that configuration,
he
considers NC18207 to be
one
o he most beautiful
airplanes ever
conceived...and, indeed, it was voted the Outstanding Closed-Cockpit Monoplane
at EAA
AirVenture
Oshkosh 2004.
Meyers 200 airplanes
are
very
popular
choices
for
those
who like
high-horsepower,
high
performance vintage
airplanes.
Ben Morphew
o
McKinney, Texas, took
home the Outstanding
Limited
Production
Contemporary trophy
for
his
1964
Meyers
200-C.
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John Drews o Lake
Mills, WI took said
his
boat building experience came in handy
when
doing
the
many-layered laminations
required for the fuselage repairs on
his Timm. Only
three
Timms
are
known
to
be
flying
because
they deteriorated so quickly.
The
Falco s
usually
seen as
a
homebuilt but Mark Stamsta
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Ice Creamed
ROOKS Y IL I NG
M
1975
Cessna 180J not only
is a joy to fly and show
of f
,
but also is
my
ride to work. I
am
a Boeing heavy equipment
operator
and
often use the Skywagon to
get from
my
home
in
Spicewood,
Texas
, to
my base at George Bush Intercontinental
Airport
(IAH
).
During June
2003
my
airplane was
parked
on
the IAH ramp for three
days
while
I
was
flying a trip to Japan. Unfortunately,
Mother Nature chose that time to exhibit
one of her
summertime displays.
A
thunderstorm moved across the field and
threw out innumerable frozen dive bombs
in
the form of marble-sized hail. Though
these little ice stones don't weigh much ,
their free fall from jet altitudes will leave
an
undesirable
impression
on aircraft
aluminum. It was disheartening to have
my pride and joy pummeled in an unfair
fight,
when
I wasn 't there to protect it.
In my case the
damage
was
approximately three hundred dents, on
all upper surfaces
of the
aircraft. The
dents were uniform in size and varied in
depth and number with the thickness of
the skin. The control surfaces and the
wing-to-flap interface panel suffered the
most damage . The wings themselves
and
the fuselage had fewer due to their
increased thickness.
Now what do you do? The prevailing
thought was that the control surfaces
could
be
removed and re-skinned.
The
wing and fuselage dents could
be
filled
started asking
around
Depth
Minimum Deformity Density
to see if there were
any
(inches) Diameter
(deformities per sq ft)
alternatives other than
what my A&P and the
0.04
3 7
insurance company had
0.03
2.25
7
offered.
0.02 1.5
8
I heard
that
Boeing
0.01
.75
10
<
0.01
would electrostatically
reverse the damage, but I didn't think they
would be too inclined to make it available
for my 180. I also heard that
it
did not
necessarily bring the dent back to perfectly
flush. How could it know? I was told that
some success could
be
had in the
hot
Texas
sun with proper application
of
dry
ice pellets. Once again, what guarantee
was there
that
the stretched aluminum
would return to its original factory shape?
After more research I came
across
had
a
machine
that
.5 unlimited
on the topside surface but they are not
as
efficient
or effective. Not all aircraft
are repairable. Aviation Dent Repair's
certification is for dents up to 3 inches
in
diameter
depending on depth and
deformations per square foot (see chart
).
Beyond
these limits
the
aluminum
is
stretched too far
to be renewed.
Thousands of hail dents will most likely
lead to a total loss of the aircraft, since
re-skinning the entire airplane would
be
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FOR
THE
HOLIDAY SEASON
VINTAGE
AIRCRAFT
ASSOCIATION
Take flight with the 2005 V Calendar
This beautiful oversize 17xll-inch
calendar
will make a
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gift for all aviation enthusiasts.
Reserve your 2005 V Calendar today.
nly
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Plus 4.95
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-
8/20/2019 Vintage Airplane - Nov 2004
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BY H.G . FRAUTSCHY
THIS
MONTH'S MYSTERY PLANE
COMES
TO
US ROM THE COLLECTION
O VAA
MEMBER ANNA PENNINGTON.
Send your answer
to EAA
Vintage Airplan
e
P.
O.
Box 3086, Oshkosh,
WI 54903-3086. Your answer needs to be in no later than December 10
for inclusion
in the
February 2005 issue of Vintage Airplane.
You
can
also send your response via e-mail.
Don t
forget, we've got a
new e-mail address for you
to
use
when
sending
in
your response. Send
your answer
to
[email protected]. Be sure
to
include your
name
plus
your city and state in
the
body of your
note and put
(Month) Mystery
Plane
in the
subject line.
UGUST ' S
MYSTERY
NSWER
Wayne Van Valkenburgh,
Jasper, Georgia, wrote this short
-
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I saved enough on
my
new
to pay
for a
lifetime EAA
Membership
and
a new
GPS "
R.G.
E
ember
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8/20/2019 Vintage Airplane - Nov 2004
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VINTAGE INSTRUCTOR
continued from page 8
of these pilots off with just that mini
mum required
amoun
t of review, th e
vast majority of flight instructors, partic
ularly those who specialize in ta
il
wheel
instruction,
will be sure
th
e s
tud
ent is
truly ready, even though it may require
more time-this
is
what you want as a
soon-to-be pilot in com mand.
So
if
you are one of tho
se
pilots that
has been longing to stretch your wings,
after time spent ground-bound
as
a result
of an expired medical certificate, if you
are one of those pilots eager to return to
the air, remember that those finely honed
skills you once had might not have their
sharp
edge any more. I know that we
all love to use the proverbial "bicycle I
ana logy when it comes to flying, and in
many cases it
is
true, but
th
ere
is
also the
saying "use it or lose it,"
and
in just as
many cases this
is
true
as
well.
So
when you
choose
an instruc
tor to conduct your flight review, don't
expect that instructor to be conten t to
just log the minimum required time,
rather, be glad
that
the instructor you
have
is
being sure you have refreshed
the knowledge and skills you
need
to
safely take flight.
Pick one that will make it a little
tougher. Don't choose a ca lm day to con
duct your review, but wait for a windy,
gusty day. Hopefully you will spend a
bit more
time
than just
th e
required
two hours. Pick
an
instructor
who
will
sharpen your skills back to where they
once were, or perhaps even beyond.
Pick
an instructor who will ensure that there
is
no
corrosion left in
your
skill s. Pick
The following
li
st
o
coming events is
furnished to our readers as a matter o
information
on
ly and
does
not consti
tute approval, sponsorship, invo lvement,
control
or
direction o any event fly-in,
seminars, fly market, etc.) listed.
To
r :'.;,, J /U_ submit
an
event, send the information
. via mail to: Vintage Airplane, P.O. Box
3086, Oshkosh, WI 54903-3086.
Or e-ma il the
information to:
vintage
@eaa.org. Infor
mation
sho
uld be r
eceived
four months prior to the event
date.
NOVEMBER
M
ad ison,
WI-Blackhawk
Airport (87Y).
EAA
C
hapt
er
93 Annual
Ch ili Fly-In. 11
am
- 2:00 pm . Info: Jim zflier@ao
l.
com
JULY 25-31, 200S-0 shkosh , WI-EAA AirVenture Oshkosh 2005,
Note
date
change www.airventure.org
S o m e t h i n g t o buy se l l or t r a d e ?
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Advertising Closing Dates: 10th of second month prior to desired issue date (i.e.,
January
10
is
the closing date for the March
issue).
VM
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in
conflict with its policies.
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Ad
Manager, P O Box 3086, Oshkosh,
WI 54903-3086
BABBITT BEARING
SERVICE - rod
bearings, main bearings, bushings,
master rods, valves, piston
rings.
Call us Toll Free
1-800-233-6934
,
e-mail ramremfg@aol com Website
Warner engines. Two 165s, one fresh
O.H. , one
low time
on Fairch ld 24
mount with all accessories. Also
Helton Lark and Aeronca C-3 project.
Find my name and
address
in
the
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-
8/20/2019 Vintage Airplane - Nov 2004
27/36
Dent Repair had
Greg would go
back
to his
shop and make
one.
I spent an enjoyable two days in nearby Branson, Missouri,
while the boys applied their artistry to my airp lane s al uminum.
Although the logbook shows that
my airplane
has had
some
light
hail damage that has
been
repaired, you wo uld never
know
by
looking
at it. My
recent
paint job is intact, and nothing has been
added to the airframe. In fact,
she
even lost a little weight from
the
side effect of having some of those pesky Texas mud dauber
nests removed from unseen areas. I th ink
the airspeed
indicator
showed that it s a knot faster without
the dents
, or perhaps it
was
just
wishful
thinking
on
my part. It
sure
looked and felt sl
eeker.
I
flew
home with a renewed grin even
though
it
was
the aircraft that
just had the face-lift.
First impressions last a lifetime , so put the
se
bring back th e good tim es.....
ew Genera l Aviation Sizes Availab le:
500 x 5, 600 x 6, 700 x 8
Oesser
has
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largest
stock and
selection
o
Vintage and Warbird
tires in the
world
Contact
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with
Ice Creamed
continued from page
2
Up
on
arrival in
snowy
SGF I was greeted by Bart Nelson the shop
manager
at
Worldwide Aircraft Services. He helped stow the aircraft
in the heated
hangar
and then
put
Kenny Meier to work removing
all
the control surfaces
and
inspection
panels.
This is
required to
get
access to the underside of the surfaces of the
wings and
the
stabilizer. Depending on the aircraft,
and as
in my case with the
Cessna
some rivets may have to be removed to
gain
access to any
dents
in the trailing edges of
the
elevators. Simple rivet touch-up
painting is all
that is required at
the end of the
work .
After
the control surfaces were
removed
,
Greg
his son Jason ,
Tony Petty and Brent Martin went to work dent by dent returning
the
Skywagon
to its
former
glory. All
aircraft
are
different,
and
each
one has its
own unique
internal structure. If a
par
ticular dent
could
not be reached
with
any
of
the approximately 75 tools that Aviation
AERO CLASSIC
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RIES
Vintage Tires
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w off your pride and joy wit h a
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things are better left th e
way
th ey
were , and
in
the
40
s and
50
s, these tires were perfec
tl
y
in
tune to th e exciting tim es
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av iation.
Not only
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iatio n
aircraft.
Deep
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Flight Control Cables
Custom Manufacture
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Each Cable is Proof Load Tested
and Prestretched for Stability
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iation Product
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Fax 785-594-3922
www.mcfarlane-aviation.com
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[
-
_
EAA VINTAGE
AIRCRAFT
ASSOCIAT ION
TAKE SOME OF THE EXPERIMENTING
OUT
OF HOMEBUILDING
Nov. 6-7
Dec 3-5
jan.21-23
jan. 29-30
Griffin, G
(Atlanta Area)
Corona, C
Griffin,
G
(Atlanta Area)
Oshkosh,
WI
• Sheet Metal
Basics.
Fabric Covering
• Electrical Systems and Avionics
• Finishing and Spray Painting
•
RV Assembly
• TIC Welding
• Sheet Metal
Basics
• Fabric Covering
• Composite Construction
• Electrical Systems and Avionics
•
Cas
Welding
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-
8/20/2019 Vintage Airplane - Nov 2004
29/36
Former
U Navy
flight
surgeon
Retired from private
neurosurgery practice
n
1988
Spent
seven years restoring
Waco
EGC8 cabin bi plane
Won Grand Champion
at
Coso
Grande
Antique
Fly In
2
IMy Waco EGC8 cabin bi-plane has been
covered by
U
since its first flight /1
- William Nelson M.D.
-
8/20/2019 Vintage Airplane - Nov 2004
30/36
Dennis E. Green .
. . . .Unionvill
e,
ON, Canada
Craig Packham . Caistor
Ce
ntr
e,
ON, Canada
Haluk Taysi . .
. . . . .
Weyh e,
Germany
Martin Jones . . . . Derby,
UK,
Great Brita
in
Simon Brenchley . . . . . . . . Saikung, Hon g Kon g
Doug Bullmore . . Southland, New Zealand
John B. Isbell .
. . Fort Payne , AL
Wayne
Fletcher . . . . . . . . . . . Salome, AZ
Glen E. Lipinski . .
. Phoenix, AZ
James Cummiskey . . . . Laguna Niguel, CA
Bill Dalo . Irvine, CA
Dennis Dow . . . Sacramento,
CA
Nancy Ginesi .
. . . . .
Fair Oaks,
CA
Donna Haselow . . Martinez,
CA
Jim Jordan . . Folsom, CA
George McDaniel . . . . . . Mission Viejo, CA
Arthur Wallace McDonnell . . . .
Sa
nta Rosa, CA
Wm
Mark Meiggs . . . Oakdale, CA
Donald V. Myhra •
Mission Viejo, CA
Ca
rl-Erik Olsen . . . . . Orinda, CA
Alan Preston . . Pacific Palisades, CA
Bruce Stewart . . Elk Grove, CA
D.
Wayne
Wo
o
ll
ard . . Kingsburg,
CA
Douglas
H.
Hawkins .
. . . . Denver, CO
Jay D.
Jon
es •
. . . Buena Vista, CO
Gilbert B. Wilcox . . . . . Somers, CT
Stephen Champa . .
Plan tation, FL
Paul C. Hal stead . . . . . . . . . . . .Winter
Ha
ve n,
FL
James
Ka
shou .
St Augustine, FL
Howard
R.
Kaufman . . . . Bonita Springs, FL
Christopher Ulch . . . . . . . . . Edgewater, FL
Sidney
E.
Van Land ingham . . .Howey in the Hills, FL
Robert
F.
Burson . . . . Forsyth, GA
Brian
D.
Emmerlin g .
A
tl
anta,
GA
D
av id
Huff . . . . . . . . . . . . . . Atlanta, GA
Stewart K. Sm ith . . . . . . . McDonough, GA
Michael
J.
Lauro . . . . Kailua Kona, HI
Jeremy Benson . . . Davenport, IA
Rick Gleason . . . . . . . . Indianola,
IA
Shannon Gomes
•
. Wave
rl y, IA
Rex D. Hansen . . Cedar Falls, IA
James E. Higham . . Ce dar Rapids, IA
Charles
J.
Bokman . . . Athol ,
ID
Albert
G.
Biliskis . . .
.
Villa Park,
IL
Burton Bucher . .
N Chicago,
IL
And r
ew J.
Clark . .
. Glen Ellyn , IL
Deanne
M.
Dro
zdz . . . Wheeling,
IL
James H. Lyon . Sterling,
IL
David Mac Allister . Chicago,
IL
Terri Martin . . . . . . Moline,
IL
Nathaniel Perlman Kingsfo
rd
, MI
Clinton
R.
Ray . . .
.
Brighton,
MI
Walter
J.
Reinbold. . . . Saginaw, MI
Al
Todd . . . . .
.
.
Stevensville,
MI
Michael Woodley . . Port Huron, MI
Jac k Wyman . . . . . Manchester, MI
Randall C. Aarestad . .
.
Halstad ,
MN
Suzanne Fedoruk .
Minneapolis,
MN
Craig Johnson . . . . Maplewoo d,
MN
John Ritzen . . . . Eden Prairie, MN
Michael G. Thern . . . . . Winona,
MN
Alan C. Thiel. .
. Minneapoli
s,
MN
Ri
chard
E.
Case
. Kearney, MO
Milo
M.
Farnham .
. . .
.
Ind
ependence, MO
Richa
rd
S. Miller. . . . . Grain Valley,
MO
Kem Wesley Wa llace . . . . . . Ozark, MO
Cantrell Wil son . . Yazoo City, MS
Jeffrey Deaton . . Morehead City, NC
Thomas Gahagan . . Hot Springs, NC
Bernie M. Ness . . . . Fargo, ND
Jerry J. Adams . . . Blai r, NE
Robert J. Hirschfield . . . . . . . . Meredith, NH
Jose
ph
Tesauro .
. . . . .
Pittstown,
NJ
Michael J. Hok e .
.
. . . . . . .
. Reno,
NV
Daniel Nezgoda .
. .
Las Vegas ,
NV
Brian Blazey . . . . . .
Palmyra,
NY
Guy Matthews . .
Fairpot, NY
Gary Pasco Brockport, NY
Robert C. Sterling . . Cha
mpl
ain , NY
Henry
N.
Talmage . . . . . . Baiting Hollow,
NY
Raymond L. Wallman . . . . Ronkonkoma,
NY
Richard H. Ward . . . . • Chenango Forks, NY
Benjamin Bagna
ll
. . .
.
Portsmouth, OH
Jo
hn
J.
Black . .
.
.
. . . Spr
in
gboro,
OH
James
L.
Calvin
. .
. Hicksville,
OH
Douglas
J.
Cartledge . Seville, OH
Ronald A. Schmitt. . . . . . .Brookville, OH
Walt Wyvill . . . . . . Amherst,
OH
Jo
se
ph C. Brevet
ti
. Edmond, OK
Robert Crai g . . Arcadia, OK
Michael
L.
Jacobs . . .Jay, OK
Allen
K.
Hars
tin
e . . . . . . . . . Clackamas, OR
Glenn
E.
Allen
. . . . Avondale, PA
Phillip Kriley. . . . . . . . . . . fenfrew,
PA
Pa
ul J.
Patterson . . . •
.
. Pittsburgh,
PA
Don
Robbins .
. . Charlestown,
RJ
W. Edward Kin g . . . . Anderson, SC
James Ba xter . . . . . . Se lmer, TN
Kerry Brasher . . Scotts Hill , TN
J. A.
Rollow .
.
. . . . Clinton,
TN
-
8/20/2019 Vintage Airplane - Nov 2004
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VINTAGE
AIRCRAFT
ASSOCIATION
OFFICERS
President Vice· President
Geoff Robison
George
Daubner
1521 E. MacGregor Dr. 2448 Lough Lane
New
Ha
ven, IN 46774 Hartford,
WI
53027
260-493-4724
262-673-5885
cilie{[email protected] vaa{1yboy
@msn.com
Secretary Treas urer
Steve Nesse Cha rles W. Harris
2009 Highland Ave. 72 15 East 46th
51.
Albert Lea, MN 56007 Tulsa, OK 74147
507-373-1674 918-622-8400
stnes@d
esk l1edia.com
cwh @hvsll.com
DIRECTORS
Steve Bender Dale
A.
Gus
tafson
85 Brush
Hill Road
7724 Shady
Hills
Dr.
Sherborn, MA 01770 Indianapo
li s,
IN 46278
508-653-7557 317-2 93-4430
sst [email protected] dal
efaye@
m
slJ.co
m
David Bennett
Jea nnie Hill
PO. Box Jl88 P.O. Box 328
Rosev ill e, CA 95678 Harvard, IL 60033-0328
916-645-8370
81
S-943-7205
ontiquer@;tlreach.(om dingila
o@o
wc.net
j o
hn
Berendt
Espie " Butch "
joyce
7645 Echo Point Rd. 704 N. Regional Rd.
Cannon Falls,
MN
55009 Gr
ee
nsboro, NC 27409
507-263-2414
336-668-3650
mib
c/l/d
@rco
nn
ect co11l
willcisock@
aoi.com
Robe rt C. "Bob" Brauer Steve Krog
93 45
S.
Hoyne 1002 Heath er Ln .
Chi cago,
IL
60620
Hartford,
WI
53027
773-779-2105 262-966-7627
pllOtopilot@aol com
sskrog@aol com
Dave Clark Robert D.
Bob
Lumley
635 Vestal Lane
12
65
So
uth 124th
St.
Plainfield, IN
461
68 Brookfield ,
WI
53005
317-839-4500 262-782-2633
davecpd@;q
lles t.ll
el
illmper@execpc com
john
S.
Copeland
Gene
Morris
lA
Deacon Street 5936 Steve Co
urt
Northborough, MA 01532
Roanoke, TX 76262
508-393-4775
817-49 1-9110
copeland
@jIUl
o com
gell e
morri
Phil Co ulson Dean
Ri
chardson
2841S Springbrook Dr. 1429 Kings Lynn Rd
Lawton,
MI
4906S Stoughton, WI 53589
269-624-6490 608-877 848S
rco
u/
son516
@ s
com du r@aprilaire com
Rog er Gomoll S.H. "Wes" Schmid
8891 Airport
Rd,
Box C2 2359 Lefeber Avenue
Blaine,
MN
55449 Wauwatosa, WI 53213
763-786-3342 414-771-1545
pJed
ged
ri ve@msl1co
m
shschmid@miiwpc cum
ENJOY THE MANY
BENEFITS
OF
EAA
AND
EAA and
Division Membership Services
800-843-3612 . .
FAX
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(8:00 AM-7:00
PM
Monday-Friday
CST)
oNew/renew memberships: EAA, Divi
sions
(V
intage Aircraft Associa
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on,
lA C,
Warbirds), National Association of Flight
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Pro g
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EAA
AirVenture Fax-On-Demand Directory
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Education . . 888-322-3229
°
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Academy
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e m b e r s h i ~
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THE
EAA VINTAGE AIRCRAFT
ASSOCIATION
AA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873
Web Site: http:
//www.eaa.org and
http://www.airventur
e.org
E-Mail:
vintage
@
eaa.o
rg
MEMBERSHIP INFORMATION
EAA
lAC
Membership in the Experimental Airc raft C
ur r
ent
EAA
me
mb
e rs m
ay join the
Association, In
c.
is $40 for
one
year, includ
In t
e
rnational
Aerobatic
Cl
ub
,
Inc. Divi
ing 12 issues of
SPORT AVIATION.
Family
sio
n and receive SPORT AEROBATICS
members
hip is
an additional $10 annually. m
agazine
for
an additional
$45 per year.
Junior Membership (under 19 years of age)
EAA Membership, SPORT
AEROBAT-
is
available at $23 a
nnually. Al
l major credit
ICS
magaZine
and
o ne
year membership
ca rd
s accepted for membership.
Add
$16 for in the lAC
Division
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for $55
Foreign Postage.)
per year (
SPORT AVIATION
magaZine
not
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Add $15 for For
e ign
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C
ur r
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Current EAA members may join the EAA
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Membership and
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yea r (
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in per year.
cluded).
Add $16
for Foreign Postage.)
EAA Membership, WARBIRDS
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zine and one
year
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hn
ical Counselors 920-426-6864
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Be
nefit
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Plan.
800-727-3823
EAA
Aircraft Insurance Plan . 866-647-4322
Term
Life and
Accidental. . . . 800-241 -6103
Death Insurance (Harvey Watt & Company)
Editorial 920-426-4825
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mailto:cilie%[email protected]:vaa%[email protected]:vaa%[email protected]:vaa%[email protected]:vaa%[email protected]:vaa%[email protected]:///reader/full/stnes@desk'l1edia.comhttp:///reader/full/stnes@desk'l1edia.comhttp:///reader/full/stnes@desk'l1edia.comhttp:///reader/full/stnes@desk'l1edia.comhttp:///reader/full/stnes@desk'l1edia.commailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:ontiquer@;tlreach.(ommailto:ontiquer@;tlreach.(ommailto:ontiquer@;tlreach.(ommailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:mib(c/l/[email protected]:mib(c/l/[email protected]:mib(c/l/[email protected]:mib(c/l/[email protected]:mib(c/l/[email protected]:mib(c/l/[email protected]:mib(c/l/[email protected]:mib(c/l/[email protected]:mib(c/l/[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:davecpd@;qllest.llelmailto:davecpd@;qllest.llelmailto:davecpd@;qllest.llelmailto:davecpd@;qllest.llelmailto:davecpd@;qllest.llelmailto:davecpd@;qllest.llelmailto:davecpd@;qllest.llelmailto:[email protected]:[email protected]:[email protected]:///reader/full/jIUlo.comhttp:///reader/full/jIUlo.comhttp:///reader/full/jIUlo.comhttp:///reader/full/jIUlo.commailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/rcou/son516@(s.comhttp:///reader/full/rcou/son516@(s.comhttp:///reader/full/rcou/son516@(s.comhttp:///reader/full/rcou/son516@(s.comhttp:///reader/full/rcou/son516@(s.comhttp:///reader/full/rcou/son516@(s.comhttp:///reader/full/rcou/son516@(s.comhttp:///reader/full/rcou/son516@(s.comhttp:///reader/full/rcou/son516@(s.commailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/http://www.eaa.orghttp:///reader/full/http://www.eaa.orghttp:///reader/full/http://www.eaa.orghttp:///reader/full/http://www.airventure.orghttp:///reader/full/http://www.airventure.orghttp:///reader/full/http://www.airventure.orghttp:///reader/full/http://www.airventure.orghttp:///reader/full/http://www.airventure.orghttp:///reader/full/http://www.airventure.orghttp:///reader/full/http://www.airventure.orgmailto:cilie%[email protected]:vaa%[email protected]:///reader/full/stnes@desk'l1edia.commailto:[email protected]:[email protected]:[email protected]:ontiquer@;tlreach.(ommailto:[email protected]:mib(c/l/[email protected]:[email protected]:[email protected]:[email protected]:davecpd@;qllest.llelmailto:[email protected]:///reader/full/jIUlo.commailto:[email protected]:///reader/full/rcou/son516@(s.commailto:[email protected]:[email protected]:///reader/full/http://www.eaa.orghttp:///reader/full/http://www.airventure.org
-
8/20/2019 Vintage Airplane - Nov 2004
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Brass
Logo Caps
a distinctive
VAA
look, these caps will
stand out in the crowd. The
VAA
logo is dis
played beautifully in brass
on
your favorite
color. Also available in a two tone cap
Navy V03530 $14.99
Stone • V03521 $14.99
Forest Green
V03526
$14.99
Burgundy
•
V03528
$14.99
Khaki
with Navy
bill V03524 $14.99
VAA Tote
Bag
This roomy
red
tote is the best
bag you ' ll find to carry just about
anything. From grocery shopping to a
day at the beach this tote will carry
all the necessities.
Red
• VOO100
VAA Logo
Blankets
During these cool fall / winter days, wrap yourself
in
a sweatshirt-soft blanket that sports our VAA logo.
Take it to the football game, lounge at home with
a good book or bring t
with
you
in the plane for a
little warmth.
Hunter
Green V02213 $27.95
enim Jacket
This is the most unique denim jacket
you'll find with embossed planes
and
logo
on
the back. You ' ll never get tired
of this casual classic that is a must
have for all your fun fall act ivities.
Small VOO508 $57.99
Medium VOO241 $57.99
Extra Large VOO243 $57.99
X VOO244 $57.99
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33/36
a Wright Flyer with raised
ink accents. A fun aviation
shirt for children.
Please state size.
Size 6 8 or 10 12
V02844 14.99
Whimsical
Blue
Youth
T-Shirt
This royal blue children's t-shirt de-
picts a colorful biplane drawing with
youthful excitement. 1 % cotton.
Size 2 4
V03561 14.99
Size 6 8
V03562 14.99
Size 10 12
V03563 14.99
Biplane
Pins
Accent
any
outfit with one or more
of
these
stylish biplane pins. Available in silver or
gold tone. Has a 1 inch wing span.
Silver
V02844 11.99
Gold V02845 11.99
Multi-Tool with Flashlight
Fits in your pocket for
any
quick maintenance job
that happens
on
the
go
You'll wonder
how
you got
Elite Light
This programmable companion
emits a high efficiency solid state
beam. A switch activates soft
illumination that is visible over
one mile. 2 5 8 inch
in
length it
. . . . . . . . . . . . . . V03496 9.99 V03517
Choose one or more
of
these ador
able teddy bears wearing a VAA
logo t-shirt to keep you company
Approximately 8" in length.
White . V03499 11.95
Tan
. V03498 11.95
Black
V03497 11.95
Travel
Mug
create a striking mug
for "
on
the go" flyers.
A real class act for
enjoying your favorite refreshment
Copper and black
Flyer Youth
T-Shirt
Lime green t-shirt sketches
along without it. Approx size folder is 2 inches.
easily clips to any strap.
Red (wired light) .V03558 17.95
Blue (w/blue light)
V03549 17.95
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34/36
Reminiscing continued from page
The economy 12
Note the
Curtis Reed
prop
and the
long motor
mount.
tors and good friend of Benny's was
Mr.
Dan Peterkin Jr., president
and
then chairman of the board of Mor
ton Salt. Dan
bought
one
of
the
early 8s
and
i t was fancy-special
paint, a flocked instrument panel,
etc., the works. We later used
this
same airplane to develop the 11.
Howard Aircraft was slow getting
off
the ground and
we made some
marketing mistakes.
We built a bunch of airplanes that
many
people are not aware of. The
15P was the
most popular and