Vintage Airplane - Jun 2004

8/20/2019 Vintage Airplane - Jun 2004

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2/36

VOL. 32, NO.6

JUNE 2004

2 VAA

NEWS/H

.G. Frautschy

5

THE FIRST LOCKHEED

Cedric

Galloway

8

MYSTERY

PLANE/H

.G.

Frautschy

10

2004 SUN

N

FUN

EAA FLY-IN

H.G.

Fraustchy

16

THE SEVEN-YEAR PAINT

JOB

THERE ARE TRAVEL AIRS AND

THEN THERE ARE TRAVELAIRS

Budd

Davisson

20

FLIGHT STORY

A

GRANDFATHER S INSPIRATION

Tom

Matowitz

24

CHAPTER LOCATOR

26

THE VINTAGE INSTRUCTOR

RESIGNATION/Doug

Stewart

27

PASS IT TO

BUCK

TAKE THE PLEDGE/Buck Hilbert

28

CALENDAR

29

CLASSIFIED ADS


3/36

ST

ESPIE BUTCH JOYCE

PRESIDENT

, VINT GE

SSOCI TION

Division

change Chapter fun

This

is

my 189th Straight &

Level"

co

lu

mn while

serving

as

president

of

the

Vintage

Aircraft

Association. After this one, the

July

and

August

columns will be

the last

ones

I will be

writing

as

your president.

When you

look at this

year's

ballot, you will see that I will not

be

running

for

the

presidency,

but

will be staying

on as

a director. I've

had the

pleasure

of serving the

membership

as

the president of

this division for 16 years, just more

than half

of

the 31 years the divi

sion has existed

.

The total

enjoyment

of

having

done

this is

hard to

describe, because it has

been such a long run.

Over

the

years we've enjoyed

the

largest growth in membership,

and

with greater n

umb

ers comes a

more

stable

financial

position.

This

was not

my

achievement

alone;

I

have had great support

from

the

officers, directors,

mem

bership, and staff.

t just felt like the right

time to

turn

over

the leadership

of

the

VAA

to some younger people, folks

with new

thoughts

and new en

not

paid

attention

to ed

u

cating

these new people regarding

the

re

lationship

between

EAA and its

divisions. t is

my hope that

we

can do a better j

ob in the

future

in

this regard.

I've had the

pleasure

of

serving the

membership as

the president

of

this division

for 16 years,

just more than

half of the 31

years the division

has existed.

I

was

ab

le

to

attend

th

e

VAA

a

hangar on

the

airport

on Friday

night.

After the

sun went down,

the group retreated

to

the hotel to

watch old

movies before

turning

in for

the

night. Saturday

morning

the

weather

stayed great, and air

planes started

to

fill

the

air. Before

the day was over, the

number of

aircraft was

estimated to

be some

where

around

200!

t was great

to

see a

number

of

aircraft that I

had

not seen before

at

this

fly-in

.

After lunch, the

judges were

hard at

it, picking

the

winners

that

would be

honored at

the awards banquet Saturday

night.

This

dinner

was held

at the

some hotel

that

served

as the

head

quarters

hotel

for the

fl y

-in

.

Sunday

morning

was

one

of

those

days

that

we get here in North Car

olina

in the early summer-an

early

morning

fog

smothered the

trees and grass. You know when

you look

out

of the window on

such a

morning that

you can have

a relaxing morning.

As

usual, the

fog

burned off around 10:30 or


4/36

V NEWS

V

Comments

on F

ir

Tour NPRM

Eighteen individuals spoke against the National Air Tour Safety Stan

dards (FAA-1998-4521) notice

of

proposed rulemaking

(NPRM) at the

FAA s

public hearing held Tuesday, May

II, in

Washington, D.C. Not one person

who

testified

at

the daylong

public meeting spoke

in favor of the

rule.

VAA

Executive Director H.G. Frautschy appeared

on

behalf

of the Vintage Aircraft Association and the

National Association of Flight Instructors

(NAFI).

EAA member Dave

Humphreys,

from

Shephard

stown, West Virginia, represented

EAA at the

hearing.

H.G. Frautschy

Humphreys

inclu

ded

comments on the inherent un

fairness

of the

proposed rule as

well

as the FAA's

long

tradition

of

partnering

with

EAA and others in aviation to address concerns.

In EAA s long tradition of

working with the FAA,

we

did not

just file

comments in

opposition

to this proposed rule but provided comprehen

sive alternatives

to the

proposal, Humphreys

said. "Suggestions (were)

based on

the

trust and knowledge of the u.S. airman, the resources of the

FAA field inspector force, and

our

knowledge of general aviation. We can

not

help

but ask:

Why

didn't the FAA ask the industry

for

this

information before introducing

this

proposed rule?"

EAA s official comments on the rule, which were submitted

on

March

II, 2004, concluded

that

the

proposed

sweeping

changes

to

commercia

l

and noncommercial

passenger-carrying operations

are

not

justified by

historic safety

data

nor

is

there

sufficient evidence

that

safety will be en

hanced by these proposals. The FAA also failed to adequately evaluate

and address

the

dramatic negative cost-benefit impact these proposals

would have on the general aviation industry. Therefore,

the

rule should

be withdrawn.

Afterwards, Frautschy noted there were several small-time aircraft

owner/operators who testified that the proposed rule would put

them

out

of business and deva lue their aircraft. Nobody wanted

that

NPRM to

stand,"

he

said. "Everyone

who

testified wanted

the

rule

to

be withdrawn."

Sitting on the panel for the FAA were Matthew Schack, Manager AFS-200;

Tom Smith; Gary Davis; Patrice Kelly; Alberta Brown; and Don Byrne.

For

complete VAA and

EAA

comments, visit vintageaircraft org and

www eaa or

g

f you do not have access to the web, contact the VAA office at

920-426-

4825

and we'll mail you a

copy.

shipping TCP in gallon cans to Aviall

and other suppliers.

By

early summer,

they expect to ship quart-size plastic

bottles that feature a graduated sec

tion, which will eliminate the need

for

the syringe dispenser currently used.

Alcor expects to clear up their order

backlog within 2

months.

For more

information, visit

www.alcorinc.com.

or

call

your

favorite

supplier

for price

and availability information.

The eronca viators

Club

Is now offiCially back Originally

founded by Joe and Julia Dickey, who

published a very informative and en

joyable

newsletter for many years

before retiring from the aviation world,

the

new club

is

dedicated to bringing

you a new version of this

venerable

name with new contributors, expe

rienced Aeronca

owners,

fliers,

mechaniCS, historians, and enthusiasts.

This

is

a self-supporting endeavor,

backed by the administrative tools,

experience

and

resources

of

the

Bel

lanca-Champion

Club. Except for

the

back-office staff and some staff

in common, this Club is a separate

entity formed specifically

to

serve

Aeronca owners, pilots and admir

ers; as

such

it needs your support

both as members and contributors.

The

initial staff (or cast of charac

ters, as we refer

to

ourselves) will be

comprised of the fo llowing people:

R

obe

r t

Szego,

President of the

Bellanca-Champion Club;

Cy Ga lley, Editor-in-Chief of 8-C

http:///reader/full/www.vintageaircraft.orghttp:///reader/full/www.vintageaircraft.orghttp:///reader/full/www.vintageaircraft.orghttp:///reader/full/www.eaa.orghttp:///reader/full/www.eaa.orghttp:///reader/full/www.eaa.orghttp:///reader/full/www.eaa.orghttp:///reader/full/www.alcorinc.comhttp:///reader/full/www.vintageaircraft.orghttp:///reader/full/www.eaa.orghttp:///reader/full/www.alcorinc.com


5/36

Do

our AirVenture 2004 pl

anning

at www.airventure.org!

Buttacavoli,

with his inspiring

prose;

Joe Abrahamson,

who

hosts

the

Aeronca sector

of

the Cactus

Fly-

In; and many more.

We

welcome

and

will

recognize

your

contribu

tions.

The club's

aim is to

provide

the

Aeronca world

with an international

organization devoted

to the marque

and

dedicated

to the reborn

Aeronca

Aviators Club's long-term future. The

first

step in this

process will

be

the

organization's

flagship publica

tion,

a quarterly newsletter.

In

this

regard, the staff

of

the Bellanca

Champion Club brings with them

the ability and track record of

the

past

six years,

which

began

with

a

16-page newsletter that has grown to

the current, well-received B C Con-

tact

of

28 pages and still growing.

The

AAC

website www.aeronca.org

will also

grow

with time and mem

bership growth,

providing

not

only

an entry point for those on the In

ternet,

but

gradually increasing

its

technical content.

A

longer-term

goal

is to establish regional fly-ins

for

our

members and guests for face

to-face contact with each other and

provide venues

to

show

off

their

air

craft.

Many

other programs,

limited

only by imagination and

finances,

will be

added

as resources allow.

We

invite all Aeronca fans

to

join us

and

help

us grow

into the

very valuable

organization

we

hope to become.

Your

commitment now

will allow us

to commit

the resources

that

will be

with a $600 Gold level contribution. In

a letter to

VAA

headquarters,

chapter

president Chris McGuire wrote

VAA 10

feels that the Red Barn is a

great

re

source

for the

Vintage Division.

Its

service during the convention allows

us

to have a central point of activity for

all

the myriad of tasks

as well

as a place

for

members to congregate and socialize.

No matter if you're

an

entire chap

ter

or an

individual, we invite you to

learn

more about

the

VAA

Friends of

the Red Barn

campaign

on page 4 of

this issue.

2005 VAA

Hall

of Fame

Do

you

know someone who

has

made a lasting contribution to vintage

aviation since 1950? Perhaps it was in

the area

of restoration.

Or someone

who

has

been an

active

instructor

teaching others

the

correct way to fly

older airplanes? These

contributions

could be in the areas of flying, design,

mechanical or aerodynamic develop

ments, administration, writing, or some

other vital, relevant field.

If you

feel

these contributions to the

world of vintage aviation are worthy of

national recognition, consider nomi

nating

that person to

the

VAA Hall of

Fame.

Nominations

for

the 2004 awards

are now being accepted.

You

can down

load a copy of the nomination form at

www.vintageaircra{t.org/programs/nomi-

nnting.html.

If you don't have

access to

the

In

ternet, call us at 920-426-6110

to

request a

copy

of the form.

The deadline to

submit

nomina

tions

for the 2004 VAA Hall

of

Fame

is

September 30, 2004.

VAA

Elections/Annual Meeting

In the center

spread

of this issue

you'll find candidate biographies and

a ballot for this year's VAA elections,

continued on page 3

Happy

Birthday,

EAA

Ford Tri-Motor

This year marks the 75th birthday of

EAA s

Ford Tri-Motor

and

the 75th

anniver-

sary of transcontinental air service.

To

celebrate,

EAA

is planning Tri-Motor mini

tours to selected Midwestern cities. The

first tour will cover Michigan, Ohio, and Illi

nois between June 25 and July 18.

The

second

mini-tour will take off in September

for cities still to be confirmed.

As part of EAA's mission to preserve our aviation heritage,

we

invite every

body to live it firsthand by flying in the world's

first

mass-produced airliner and

seeing it

in

its intended environment, flying from city to city, said EAA AirVenture

Museum Director Adam Smith.

EAA's Tri-Motor will land at cities that have a historic connection to the air

http:///reader/full/www.airventure.orghttp:///reader/full/www.aeronca.orghttp://www.vintageaircra%7Bt.org/programs/nomihttp:///reader/full/www.airventure.orghttp:///reader/full/www.aeronca.orghttp://www.vintageaircra%7Bt.org/programs/nomi


6/36

VAA s

Friends

of The Red

Barn

VAA Convention

Fund Raising Program

special name

badge

recognizing

tion

is

a major participant in

the

The Vintage

Aircraft Associa

your level of participation. During

World's Largest Annual Sport

Avi-

AirVenture, you'll have access to

ation Event - EAA AirVenture the Red Barn Volunteer Cen-

Oshkosh! The Vintage Division ter, a nice place to cool off.

hosts

and

parks over 2,000 vin- Gold

Level

cont r ibutors

tage airplanes each year from

the

will also receive a pair of cer-

Red

Barn area of

Wittman

Field

south

to

the

perimeter

tificates

each good for a fl ight

on

EAA's Ford

of

the

airport.

Trimotor

redeemable during

AirVenture

or during

The financial support for the various activities in the summer flying

season at

Pioneer Airport. Silver

connection

with

the weeklong event

in

the

VAA

Red Level contributors will receive

one

certificate

Barn area is principally derived from the Vintage Air- for a flighat on EAA's Ford Trimotor.

craft Association's "Friends of the Red Barn" program. This is a grand opportunity for all Vintage members

This fundraising program is an annual affair, begin to join together as key financial supporters of the Vin

ning each year on July 1 and ending June 30 of the tage Division. It will be a truly rewarding experience

following year. This year's campaign is well underway,

for each of us as individuals to be part of supporting

with contributions already arriving here at VAA HQ.

the

finest gathering of Antique, Classic, and Contem-

Our

thanks to those

of you who have already

sent in

porary airplanes

in

the world.

your 2004 contributions.

Won't you please join those of

us

who recognize the

You can join in

as

well. There will be three levels of

tremendously valuable key role the Vintage Aircraft

Asso-

gifts

and

gift recognition:

ciation has played in preserving the great grass roots and

Vintage Gold Level - $600.00

and

above gift

general aviation airplanes of the last 100 years? Your

Vintage Silver Level - $300.00 gift

participation in EAA's Vintage Aircraft Associa

Vintage Bronze Level - $100.00 gift

tion

Friends

of

the

Red

Barn will help insure

the

Each contribution at one of these levels entitles

very finest in AirVenture Oshkosh Vintage Red

you to a

Certificate of

Appreciation

from

the

Divi-

Barn

programs.

sion. Your

name will be listed

as a contributor in

For those

of

you who

wish

to contribute, we've

Vintage irplane

magazine,

on the VAA

website,

included a copy

of the

contribution form. Feel free

and

on a special display

a t

the VAA Red

Barn

to copy it and mail it to

VAA headquarters

with

during AirVenture. You will also be presented

with

a

your donation. Thank you.

VAA Friends of the Red Barn

Name______________________________________________ EAA _______________VAA# ______________

Address.____________________________________________________________________________________

Ci

ty

/State/Zi p______________________________________________________________________________

Phone________

_____________________________ E-Mail___________________________________________


7/36

The

irst

\

Originally published in the February 1981 issue

o

intage

irplane

PHOTOS COURTESY

OF

LOCKHEED AIRCRAFT CORP.

W

en

we hear

the

word Lockheed,

we visualize

fast,

streamlined and

graceful airplanes.

But they were not always that way.

Everything has to have a begin

ning . Even

the

name became

streamlined after a

time.

Allen

CEDRIC GALLOWAY

income

from

writing

novels

and

poetry. Allen, slowed by poor

health, never finished grammar

school,

but

his

mother

supplied

an

education with her fine tutoring.

Young

Loughead

and

his

older

brother

Malcolm enjoyed ranch

life, but much preferred

tinkering

with machinery. At 17 Malcolm

Above)

The first Loughead airplane

still under construction A

seaplane

powered

by a Kirkham 6-cylinder

en

gine with

the

Kirkham

horseshoe

shaped

radiator

Amateurs

were

widely

read, dis

cussed and used

by

would-be

aeronauts, including his brothers.


8/36

self-confidence.

"Sure,"

he

said.

They warmed up

the engine, Allen

climbed aboard the

flimsy contraption,

sat behind Gates,

and wrapped rags

around the aileron

control wires to keep

his

hands

from slip

ping. The plane took

off, circled the field

and

landed

safely,

making probably the

first dual-controlled

flight of its

type in

aviation history.

The

thrill

lingered

with

him

as

he tuned

the

powerplant

for

the plane of his em

ployer, James

E. Plew

a

truck

distributor

who was trying

to

break

into aviation.

Plew's

Curtiss-type

pusher,

with

a 3S-hp

engine,

was

made

ready for

demonstra

tion

flights from

a

nearby racetrack.

The

pilot

was having dif

ficulty in getting

the

plane

off

the snow-

covered ground.

cisco to work in

a

garage until such

time

as

he might

be

able to build an

air

plane

of

his own.

The

design

for

a

three

place seaplane

was

already

occupying

his mind. t should

be

a

tractor type,

with engine in front;

he

was tired of wor

rying

about

a heavy

motor mounted be

hind, hanging

there

in readiness to crush

the pilot should

the

The seaplane after the installation

of

a V-S, SO-hp engine nd con

plane

come

down

ventional-type radiator. San Francisco World s

Fair

1915.

nose first.

The Model

G

taxiing out for takeoff.

When

he finally gave up, Plew de

cided to call the demonstration

off. Allen

pleaded with

Plew to let

him have a try

at

getting the plane

into the

air. With Plew's

O.K.

Allen

re-tuned

the engine,

and with

flyer,

which

came

to

an abrupt end

at Hoopeston, Illinois. Piloting

a

water-soaked

and underpowered

Curtiss, Loughead left

the

ground

in fine style,

but

could

not

gain al

titude.

His

flight

into

the late

Allen often

dis

cussed aerodynamics

with his brother Mal

colm,

and at length

the

two mechanics

joined up

to

build

their own

plane.

A

hydroplane

was

the

logical choice because

of

the

unlimited facil

ities in and around

the Bay area,

and

San

Francisco's long-time

interest in boating.

To give

the impres

sion

that

they were

not

building their

first plane,

they

deSignated

the

de

sign

as

Model

G.

The

brothers kept their jobs and

worked every other waking

mo

ment

on

their airplane. Truly,

one

of the earliest homebuilts. They


9/36

it carried a useful load of

nearly

600

pounds.

t

was equipped with mid

wing ailerons and, in the

manner

of French de

sign,

the

entire

tail

swung

on

a universal

joint.

The main center

float was built like a sled,

and

outrigger

pontoons

kept

the wing

tips from

dipping into the water.

When its Kirkham

6

cylinder engine burst its

crankcase after 15 min

utes of

operation, the

designers substituted

an

80-hp water-cooled

V-8

powerplant,

retaining

the Kirkham's horse

shoe-shaped radiator.

The Model G had

only

one instrument, an old

tachometer taken from a

motorboat.

On the

afternoon

of

June

IS, 1913, Allen

and

Malcolm eased

their creation

into the

waters

from

the beach

at the foot of

Laguna

Street,

just west

of the

Army's transport

dock

at Fort

Mason.

Allen

climbed in,

started the

engine, and swinging

into

the

wind, got

the

G

up

on

the step. Soon the

slapping of the

waves

ator with a conventional

type. They obtained the

flying concession at

the

Pan Pacific,

and during

the SO flying days at the

fair,

they

safely carried

more than 600 passen

gers

and made

them

selves 4,000.

Allen and Malcolm

decided

to move to

Santa

Barbara after the

exposition

closed. Since

the

gas tank of the

Model G held only 8 gal

l

ons, the

boys couldn't

attempt to fly

the ship

The movie acress Audrey Munson in the cockpit of the Mode l G

the 300

odd

miles south

at Santa

Barbara.

so

they

packed

the

plane

in

crates

and shipped

them by train.

Early 1916 found

them

settled in South

ern

California and

launching

a

new proj

ect: The Loughead

Aircraft

Manufacturing

Company.

For

the

third

time,

the

energy and

obvious ability

of

Allen

and

Malcolm

attracted

fi

nancial

backing. t

came in this

instance

from Burton R. Rod

man, a Santa Barbara

machine shop owner.

Audrey Munson and Malcolm

Lough

ead

in

the cockpit

of

the

The

new company

pro

Model G.

below ceased and the plane

was

airborne.

The ship

was very sensi

tive to handle,

but

a short h

op

was

The G

was

well proven, but

a

minor

landing

mishap and

general

economic

conditions put the

plane

posed to

build

a

10

passenger flying boat,

an unprecedented

design, which

called

for slow

and

pains

t aking

workmanship.


10/36

BY H G

F R A U T SC H Y

MARCH S MYSTERY ANSWER

Our March Mystery Plane was fairly well known in

its time

but

memories of t

have

slipped away

into

the

dim

recollections

of the past century. Here s our

most complete answer:

The subject airplane seems

to

be one

of

the three

wan

s

on

W

IS

oupe

aircraft built by Swanson Air

craft

Co.

Inc. ofHopewell, Virginia

(and el

sewhere

. They

were

built in about 1930-1931 and, with restrictions,

could

be registered

under

Group 2

Approval No. 312 dated

12/26/30.

The three

aircraft

were

registered

as:

c/n

1 10546

c/n

2 358N

c/n

3 751Y

The W-15 was designed by Sven Swanson who had,

just previously, designed the similar Kari-Keen Coupe,

which

became

the

Sioux Coupe.

The references

that I have

used for

the

above

informa

tion are

Joe

Juptner s appropriate volumes

nd

Aerofiles.

com.

The

Swanson

registrations

mayor may not

have had the N or NC prefixes.

Jack

Erickson

State

Col/ege, FA

Other correct answers were received from Wayne Van

Va lkenburg, Jasper, Georgia; Charles F Schultz, Louisville,

Kentucky; and William Barger of Del Rio Texas.

E

LIBRARY.

SEND

YOUR

ANSWER TO: EAA, VINTAGE AIRPLANE, P

.O.

TO

BE

IN NO LATER THAN JULY 10, 2004, FOR INCLUSION IN

Box

3086, OSHKOSH W 54903-3086. YOU R ANSW ER NEEDS

THE SEPTEMBER 2004 ISSUE OF

Vintage Airplane

THIS MONTH'S MYSTERY PLA NE COMES TO US FROM

THE

COLLECTION OF THE

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11/36

. . . . . . THE TWICEYEARLY ~ J i o _

JULY 5 8

2 4

DAYTON

OHIO

VI NTAGE AI RCRAFT

COMPETITION

HELD AT

AMERICA S

PREMIER

AIR

SHOWS


12/36


13/36

After the spring rains departed

on

opening day, the remainder of the week in

central Florida was nearly postcard

perfect. Cool nights

with

highs during

the

rest of the week on either side of 80 gave

those who

attended

the 2004 edition of the

Sun

n

Fun E Fly-In a super week

to learn

about

the latest aviation gadgets

and catch up with all their aviation friends.

John Morrison s tricycle-gear Bellanca

260

picked

up

an Outstanding in

at Sun

n

Fun.


14/36

AWARDS

NTIQUE

GRAND CHAMPION

N785H

Stearman

4E

Alan Lopez

Princeton, NJ

RESERVE GRAND

CHAMPION

N22410

Howard

DGA

Mike

Vaughn

Charleston ,

IL

SILVER AGE CHAMPION

N230EB

Morane Saulnier

Thomas

M.

Leaver

London,

UK

BEST CABIN

N9599H

Howard

DGA

Joe Dudley

Allen, OK

BEST WW-II ERA

N75675

Boeing N2S4

Rene

St. Julien

Stewart,

FL

CL SSIC

CLASSIC GRAND

CHAMPION

N949D

Stinson

108

-2

Butch Walsh

BEST RESTORED

CLASSIC 101

-165

HP)

N91686

Cessna

170B

James

C.

Kirby

Mullica Hill,

NJ

BEST RESTORED

CLASSIC

OVER

165 HP)

N2152C

CESSNA

195B

Terry Robertson

Boynton Beach, FL

BEST CUSTOM CLASSIC

0-100 HP)

N1408U

CESSNA

140

Robert

A.

Runkle

Swanton ,

OH

BEST CUSTOM CLASSIC

101-165 HP)

N2335M

PA-12

Cody Owens

Anderson,

SC

BEST CUSTOM CLASSIC

OVER

165

HP)

N3214C

Bonanza E-

35

Jeff Beaton

Morehead City, NC

OUTSTANDING CLASSIC

AIRCRAFT

N195AB

Cessna 195

Jay McClure

A side trip to Fanta sy o Flight

in

Polk

City wa

s a

grand excursion and Kermit Weeks graciously

in-


15/36

BEST

CUSTOM F CTORY

RESTOR TION

N2313K

Luscombe 8F

Luscombe Heritage Fund

Chandler

AZ

CONTEMPOR RY

GR ND CH MPION

N108M

MEYERS 2

Tom Losey

Fort Meyers

FL

CUSTOM GR ND

CH MPION

N100BH

Beechcraft Travelair

J.

Janovetz and

R.

Wheeler

Collyville

TX

BEST TWIN

N7765N

Beech D-18 Twin

Brad Neat

Sarasota

FL

OUTST NDING IN

TYPE

N8856R

Bellanca 26

John Morrison

Collierville TN

OUTST NDING IN TYPE

N5478D

Beech Bonanza

Larry Van Dam

Riverside CA

OUTST NDING IN TYPE

N6233Y

Piper PA-23 Aztec

Jim Conley and

Thomas Block

Daytona

FL

BEST CUSTOM

N87DG

Beech Bonanza

Don and Wendy Gaynor

Englewood FL

SE PL NES

BEST

RESTORED

N180DR

Cessna 18

Bryon Jorgerson

Wadsworth

OH

GR ND CH MPION

SE PL NE

N62000

Grumman Widgeon

James Rogers

Summerland Key

FL

BEST F BRIC

MPHIBI N

N19498

Cessna C-165

Glenn Larson

Sarasota

FL

BEST MET L

MPHIBI N

N6386K

Republic Seabee RC-3

Bill Bardin

Rockport NY


16/36

One

of

the

most

active

small

type clubs has

to be

the Howard Club,

with a lot

of

the

activity spark-plugged by

Ed

and Barbara

Moore. From

left to right

we

have:

Mike

Slingluff, Larry Skinner, Ed Moore, Ted

Patecell, Jim

Calvin,

Frank

Rezich (Ted and

Frank

are both former

employees of

Howard Aircraft during

the

'30's & '40's), Dan

and Jean Dannecker, Barbara Moore,

Jim

Wade and

Julie

Wade. The owners missing

from the

photo are

Joe

Dudley, Chuck

Nickerson,

and Mike and Iven Vaughan.

Phil Wells


17/36

Phil Wells

was

tickled to

learn

that

the recent

restoration

o

his Lus

combe BAlE won the

Classic

Custom

Grand

Champion award.

Dr.

Wells did much o

the

work

himself, including re-skinning

por

tions o the

airframe. He s

from

Cumming,

Georgia.

Ace

Stinson

restorer

Butch Walsh

o

Arrington,

Virginia,

just completed

this

very

pretty

10B-2,

which

was chosen

to be

the

Sun n

Fun

2004

Clas

sic

Grand

Champion.

Last

year s

Grand

Cham

pion Antique at

Sun n Fun,

this

is Tim Baily's

Piper PA-22

150 Tri-Pacer.


18/36

The

Seven Year

Paint

Job

There are Travel irs nd then there are Travelairs


19/36

Then we got the Travelair and

there were

times

I was practically

living in the hangar.

The partnership's Travelair

is

se

rial

number

TD

130 and

was part

of the very first year of

production

of Beechcraft's

entry into

the light

twin

field. The Apache

is

generally

accepted

as the first,

full-produc

tion

light twin,

but

Beechcraft

intended the

Travelair to be a cut

above

the competition both

in

quality

and

performance.

Comparing

the Model 9S Trave

lair to

the Apache would seem

to

be unfair, if nothing else, because

Beech designers

spent so

much

time making

their

airplane

look

svelte and modern. Plus the Model

9S had a

lot

of Bonanza

in

its

bones, which is to say its fit

and finish were superlative.

And it

had

a180-hp 0-360 Ly-

coming on

each

side. Did

i t

blow the

competition away?

Not

exactly,

because

the fat

wing

Piper

had such a

price

advantage. Still

the

Travelair

enjoyed

success

until the

product was discontinued

in

1968,

long after the

bigger

engine

Baron

had been

introduced.

The

economical

we ignored

machine is

still being used by

lots of flight schools for mul

common sense

tiengine training.

When

we got

the

airplane,

and

completely

it really wasn't

in

bad

shape.

gutted

the

It was a little tired,

but

it was

38

years

old and

had earned

the

right to

be tired. We were

going to do some cosmetic

remove

the molding and

fix it.

Ex-

cept that to

get

the

molding

off,

the windshield

had

to come out.

And

to

get the

windshield

out, we

had to remove

the

instrument

panel to get at the hardware. You

see where I'm going, right?

So, there we were, with a really

ugly, stripped

airplane

with

most

of

the

panel

laying on

the

seats,

the

gear off,

and the wings par

tially opened

up.

Oh, and

the

windshield was out.

At

that point we

had

to

make

some serious decisions.

We

were

al-

ready much farther

into

the

airplane than we wanted to be.

And the

market value on a first

year Travelair

wasn't that high.

Still, we had

the

airplane apart and

we had bought it to fly not to sell.

So what

the heck, we said, if we're

going to do it, we

might as

well do

it right. If we

had

only known.

There are

thousands

of airplanes

of

the

same vintage as

the

partner

ship Travelair that have never been

completely gone through and re

habbed.

Most of

them

have never

been

allowed

to go

derelict, plus

they seem somehow

modern

and haven't

made t

into the psy

chological ca tegory we reserve for

true vintage machines even though

they are old enough. Because of

this, few of the airplanes have had

someone lavish

the

kinds of

TLC

(and money) on them

that

they

truly need. Each of a long progres

sion of

owners

did

what

they

needed

to

keep it safe

but, in

the

process, they left their

indelible


20/36

Three

of

the five owners

of

N

1OO H

, (top

to

bottom

Rich Wheeler, Archie Taylor

and

anovet

z . Partners

Dan Bruhl

and

Lee

couldn't

make

the

Since the original panel

had

patches screwed to patches, the entire

panel was redes igned and a new one fabricated. Behind the panel and

throughout the airframe, the wiring harness was replaced, removing

pounds

of

unused wiring left from previously installed instruments.

"The instrument panel had

been

modified so many times,

it was like a quilt, with pieces

screwed to pieces that were

screwed

to

other pieces. Plus it

had

radios

on both ends of the

panel.

Not a tidy

setup

and

by

the time

Richard was

done, he

had

rewired the entire airplane.

When we pulled the do-it

right trigger,

we

ignored common

sense

and

completely gutted the

airplane. Everything

came

out

right down to the belly skins. For-

tunately, we

found most

of the

skins were in good shape with no

corrosion, but they

had

38 years

of crud on them. To get at the

belly,

we

had to remove the floor

boards, but it was a good thing

we

did-there had

to be a solid

half-inch of sludge from miscella

neous

oils

and

fluids

that had

collected there.

We didn't have to do any

walnut

shell

blasting or

any

ate

it . So, we

sprayed

it with a

water-based truck splatter paint.

"Every time we

ran

across

something

made

of

rubber

, we

took it out

and

replaced it. The

same

thing

with all the bolts

and screws. For some

reason,

however, we

did

use

one

origi

nal

screw

on th

e

landing

gear

actuator

switch handle.

I

fabricated the aluminum

side panels for the interior my

self,

but

we

took the

seats

and

side

panels to

C & H

Aircraft

Interiors

and

had

them

done

in

Ultra Leather, which

is

an

imitation leather

that

s easy to

clea n.

To make the seats more

comfortable,

I

made and in

stalled

four

armrests,

which

wa s

just one of

a

dozen 33

7s

we

had to

do.

"When

it came

to

the

instru

ment panel,

we dec ided

to

go

from

scratch

and design

and

build

an entirely new one.


21/36

I had seen something on Char-

lie's Widgeon

that

we

copied

on

our panel.

The basic

panel

has a

piece of

Lexan

covering

it.

The

backside

of the Lexan is painted

black and the front is painted

with

opaque

white.

Then

it is

silk

screened

with

a

chemical for

lettering. After the front topcoat of

Cadet

Gray is painted

on and

dried, the

panel

is

dipped

in acid

to

remove the gray over the white

lettering. Lights hold the

Lexan

overlay

to the aluminum

panel

and light the lettering at night.

The result is really impressive.

We used the

original

instru

ments but

shipped

them

all

out to

be rebuilt

and

refaced. t the same

okay so we cleaned and

painted

them. Then

they

sat

for six or

seven years while we finished

the

rest of the airplane.

The engines were more or less

okay

but,

like the rest of

the

air

plane,

they were tired. Of

course,

we managed

to

make the situation

worse because we didn' t

pickle

them. Hey,

it

was

supposed to be

flying

in

less than a year, right? I

found

some

rust on the cam, and

that made that decision for us.

"We did the engines and, for

the

most

part,

used

the

original

parts

and

had them

overhauled. We sent

the jugs out and had them welded

and generally

reconditioned. The

cams and cranks were ground and

it

for the first

time

10 days before

leaving for Oshkosh. We spent an

hour and a half circling the airport

to

break in the engines,

and that

first flight had only a few minor

glitches to fix. With fifteen hours on

the Hobbs, we headed for Oshkosh.

It was

the

first time the airplane had

left the field in over seven years."

So

now that they're finished, what

does J.J. think about the results?

"You could look at this airplane

several ways. Yes, we have far more

tied up in it

than we will ever get

out

of it. Still, it feels and performs

like a brand new airplane and it

gives exactly the utility we need re-

gardless of its

age.

It's a 1958

airplane

that's

giving us 2003 util-


22/36

Story

A grandfather s inspiration

TOM

MATOWITZ

ike so many stories of flight, this one begins in

May 1927. Charles Lindbergh's solo crossing of

the Atlantic inspired many adventurous young

people with the desire to fly. One of them was a

20-year-old resident of Cleveland, Ohio, named

George K Scott. He began taking lessons at a field located

on Mayfield Road, operated by a local pilot named Ken

neth Cole.

George trained in Swallows

and

Waco Nines

and

Tens,

and

soloed late

that

summer after 13 hours

and

20 min

utes of dual. This made him a slow starter by

the

standards

of is day but he began to fly more frequently and started

to catch on faster. By the summer of 1929, he held Lim

ited Commercial Pilot's Certificate No. 4888, and with less

than 100 hours total time, he was instructing students

himself. During the next 10 years he

flew

extensively, log

ging more

than

2,000 hours by 1939. In the process, he

owned or flew all the great light planes of that era. When

he married in 1933, he

and

his new wife flew to Chicago

in

a Kinner Bird for their

honeymoon.

Subsequently he

taught her how to fly in a Taylor Cub.

The reason for my interest in these people is simple.

They were my grandparents,

and

although

they

couldn't

have known it at the time, they were building the founda

tion for a love

of

flying that would last throughout my

life . My

grandfather s only child

was a daughter who

showed little interest in flying. I suspect he was pacing

back and forth for a long time waiting for me.

I

was

born in the late 1950s and by that time my grand

father had been an active pilo t for 30 years. Although I

with him in

an

airplane.

The airplanes

we

flew

then

were rather run-of-the-mill

Cessna products. They served a useful purpose, but there

was nothing particularly romantic about them. What

fas-

cinated

me were the

old

airplanes. He

kept

all

his

logbooks, and from time to time we would get them out

and

look through them together. I have them still; the

oldest one is practically in tatters. I would sit on

the

arm

of his easy chair and watch as he leafed through the pages.

It

seemed to me

that

every

entry

was

the

first line to

an

adventure story.

One of my favorites was a tale he told about a delivery

flight involving a Bird biplane.

He

was in Nebraska, lost in

bad weather and low on fuel. He was seriously considering

using his parachute and jumping because he felt he could

n t make a safe

forced

landing under the prevailing

condit ions. Suddenly there was a break in the clouds be

neath him and he found himself directly over an airport.

He quickly landed just as

the

weather closed in again. He

was met by a group of people who seemed very agitated. It

seems he spoiled the dedication of the new municipal air

port at Lincoln with his unscheduled landing. The plan

was to have Charles Lindbergh land there first and be the

principal speaker at a formal dinner. After some grum

bling, someone pOinted out that my grandfather, after all,

was the first pilot to land there,

so

they might as well pro

ceed

with their

dinner with Grandpa as the guest of

honor. He sat at the head table in riding breeches and a

leather jacket, surrounded by

men

in tuxedos. This is

the

best

part-sometime in

the course of the evening, lind


23/36

stories about open cockpit biplanes, I was about to see one for

the first time. We walked into the hangar and there stood a

Stearman. t was a crop duster painted bright yellow and it

clearly worked hard for a living. It was nothing like the flaw-

less restored examples seen at air shows today.

I

think

it was a case

of

love

at

first sight. I was enthralled,

and circled the airplane several times. There it all was, the ra-

dial engine, polished

landing

and flying wires, taut fabric

covering, windscreens, struts, and a distinctive smell I later

would always associate with old airplanes. I was seven, and

too little to see into the cockpit,

so

Grandpa picked me up. No

one had made any effort to interior decorate it to resemble a

car. It was as functional as a steam locomotive. There was a

control stick,

the

first one I ever

saw,

and a throttle quadrant

on the

left. The steel tube structure was plainly visible and

there

was a helmet and goggles

draped

over

the

stick. He

pointed all this out and then lowered me gently to the floor. I

walked around the plane several more times and

then

asked

Grandpa

to

pick me up again so I could see

into the

cockpit

once more. He laughed and said,

I

don t think it's changed in

the last

five

minutes. Come on, let's go get a hamburger.

We

started to walk away, but I stopped in the open door for a last

look and vowed that I would

fly

one myself one

day.

I never dreamt how much time and effort it would take to

achieve that goal.

In the meantime, these idyllic summers continued. Any kid

worth his salt clamored for the

end

of

the

school year,

but

I

did more than most, since it

meant an

immediate departure

for the mountains and three months of almost daily flying.

The town where my grandfather lived was Bryson City,

North Carolina. His best friend was the town doctor, Harold L

Bacon, known universally as Doc. Well, almost universally,

since I was sternly lectured by Grandpa never to address him

as anything other than Dr. Bacon. I'm sure he himself would-

n t

have minded a bit had I called him Doc since he was a

man of great warmth and dealt on easy terms with every level

of the small town's social strata.

He was

a skilled pilot himself,

almost exactly Grandpa's age, and shared many adventures

with us on the ground and in the air. He did a lot to reinforce

my love of flying. His enthusiasm for it

was

almost childlike. Grandpa and I

would stop by his office


24/36

afternoon

to ask if he wanted to fly

with

us later that

day. He would usually say, Let's go

right

now "

and

exit through a side door, leaving a waiting room filled

with patients.

I

don't

know if he ever knew this, but

Dr

Bacon re

ceived what was probably the greatest compliment my

grandfather ever gave anyone. For decades, literally,

we

were strictly ordered by Grandpa never to fly with any

other pilot. The only exception ever granted was airline

travel. Very late in his life,

Grandpa

said he felt we

would be perfectly safe flying with Dr Bacon, the only

time he conceded this about another pilot in almost 50

years of flying.

As

I said, he himself was cautious. Once in the

early 1950s he took

my

father with him on a trip to

Indianapolis in his

Bonanza.

They were

returning

able to log several flights with him

as

a student, and I

remember how serious and demanding he was

as

an in

structor. He

held himself

to very high standards and

expected

me

to

meet them without

hesitation,

some

thing I found very daunting

as

a youngster. It all ended

abruptly when heart disease caused the permanent loss

of his medical. For a time we deluded ourselves that his

health would improve and we would continue as

planned, but it

didn't turn out

that way. I see now that

after so many years,

the

loss of his ability to fly must

have broken his heart, although he never said so. He

died very early on a

morning

in May when I was a sen

ior in high school.

That was another turning point. For the moment, I

thought my involvement in flying was over. I t was

never inexpensive, and I was to start college in the fall.


25/36

The thing that really did it was a

chance

remark

from a co-worker. I worked for a greenhouse, an exten

sion of a part-time job I

held throughout high

school.

One

of

the women

employed

there, Esther, was

in

her

early 20s. We were

eating

lunch together one day,

and

she

mentioned

she was

going

to learn

how

to skydive

at an airport roughly 15 miles west of us in Grafton.

Skydiving never interested me all

that

much, but

she

got

my

attention

when she said there were two

open

cockpit biplanes based at

the

field. I asked her for more

details,

but

she

couldn't

really provide any. She said

that

if I would pick

her

up

that evening

after she ate

dinner

and

got cleaned up, she would be glad to ride

out there with me

and

show me around. She was true

to her word. Several hours later I found myself looking

through a window into a hangar with two Stearmans. It

was the first time I had seen one

on

the

ground

since

the episode in Knoxville more than 10 years earlier. No

one was around and there seemed to be no way of get

ting a better look at the airplanes. Just then the property

owner arrived,

and

Esther introduced us. After a brief

conversation, he invited me back the following day

when the men who owned the biplanes would be pres

ent, and almost certainly fly them. He thought there

was a pretty good chance one of

them

would give me a

was soon strapped in and trundling across the grass as

the

airplane maneuvered into position for takeoff.

This was

not

exactly what I

had

in mind, but I thought

I better be patient and see what developed. The air

plane

returned

20 minutes later. Esther got out, stood

on the

wingwalk

for a

moment thanking the

pilot,

and

then

jumped lightly to the ground. One

of

the

men who

helped

her get into the airplane in the first

place accompanied her as she approached me.

He

said

to me,

If you'd

like to go up, we'll be glad to take you

for a ride. I very nonchalantly said yes, and walked to

the

airplane. After a

rather perfunctory

briefing, I was

in

the

front cockpit, strapped in and

ready

to

go. I

wore a borrowed

helmet and

goggles

and

could hardly

believe where

I was.

There were no

headsets, so

the

airplane

was

much

louder

than

I was used

to, but

I

didn't

mind. Finally, the

preliminaries

were over

and

it was time to fly. The

engine

accelerated to full power,

and the

airplane began to roll. The tail came up, and a

moment later

we were flying. The visibility from

the

open

cockpit,

the

engine

noise, the

slipstream, the

changing sound of the

wind

in the

wires,

all

these

things

kind of overwhelmed

me,

but the

experience

exceeded

my

expectat ions, and I

felt sure

I

saw

Grandpa'S hand in it somehow.

Continued

next

month

WI VI

I ' y_

• • •

T

hese are

th firsttools

you need

to buy when you r e ~ o v e r your

airplane. Anyone who has used them

will tell you they're

the

next best


26/36

C L IFORNI

Hayward

CA VAA Ch. 29

Meeting 2nd Thurs. 7:00 PM

Hayward Airport, Hangar 7

William Field,

President

Phone:

510-784-1168

Email:

w [email protected]

Riverside,

CA

VAA

Ch. 33

Meeting

3rd

Sat., 1:00 PM

Clubhouse at West end of Flabob

Airport

Jonathan Goldenbaum President

Phone: 909-360-6792

Sacramento

CA

VAA

Ch. 25

Meeting

2nd Sat., 10:00 AM

For

Location Contact:

Red Hamilton

President

Phone: 707-964-7733

Email: [email protected]

FLORID

Lakeland FL

VAA

Ch. 1

Meeting

2nd Sat., all day.

For

Location Contact:

John Brewer,

President

Phone: 386-649-4020

Email: FSAACA@2ndamendment net

K NS S

Overland Park KS VAA

Ch.

16

Meeting 3rd Fri., 7:00 PM

Gardner Municipal Airport-Term Bldg.

Gerald Gippner

President

Phone: 913-764-8512

L O U IS I N

New

Iberia, LA VAA

Ch. 30

Meeting 1st Sun., 9:00 AM

For

Location

Contact:

Roland Denison

President

Phone: 337-365-3047

Email: [email protected]

M S S C H U S E T T S

East Falmouth MA VAA Ch. 34

Meeting

2nd Sat., 10:00 AM

For

Location Contact:

Roger McDowell,

President

Phone:

508-457-0506

Email:

[email protected]

M IC H IG N

mailto:w([email protected]:[email protected]:[email protected]:[email protected]:[email protected]:w([email protected]:[email protected]:[email protected]:[email protected]:[email protected]


27/36

N E B R S K

O K L H O M

Plattsmouth, NE VAA Ch. 31

Meeting

1st Sat., 10:30 AM

Plattsmouth Airport Term Bldg.

Keith Howard

President

Phone: 402-291-2103

Email: howardkj@Worldnet att net

N E W H M P S H I R E

North Hampton, NH, VAA

Ch.

15

Meeting 2nd Sat., 11:00 AM

Hampton Airfield, hangar SW corner

Joseph Dion, President

Phone:

603-539-7168

Email:

pr

e

sid

e

nt

aa15

org

Website: www vaa15 org

N E W

JE R S E Y

Andover,

NJ

, VAA

Ch.

7

Meeting

1st

Sun., 10:00

AM

Andover

Aeroflex

Airport

William Moore, President

Phone: 908-236-6619

Email: popmoore@Webtv com

Tulsa,

OK

VAA Ch.

10

Meeting 4th Thurs. 7:30 PM

Hardesty

Library

Christopher McGuire,

President

Phone: 918

-341-6798

E-mail: cmcguire@att net

S O U T H

C ROLIN

Cross,

SC

VAA

Ch.

3

For

Time Location Contact:

Morton Lester,

President

Phone: 252-638-8783

T E X S

Houston

TX, VAA

Ch.

2

Meeting 4th Sun.

, 2:00 PM

Dry

Creek

Airport

Cypress, TX

Merrill Morong President

Phone:

281-353-7004

E-mail:

mcmorong@pdq net

W IS C O N S IN

Brookfield, WI, VAA Ch. 11

mailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.vaa15.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/www.vaa15.orgmailto:[email protected]:[email protected]:[email protected]


28/36

Resignation

DOUG STEWART

"Your engine has just quit " I an-

nounced to the pilot sitting to my left,

as I reached to the throttle

of

the

T-tailed

Arrow

we

were flying, and pulled it back

to idle. The pilot

was

a client who

was

working on his commercial certificate. I

sat calmly

in

my seat as the pilot went

through the appropriate checks. Estab

lishing best glide speed, he turned to

head towards the key point of the

traffic

pattern

we

were near. He then switched

tanks, turned on the electric fuel pump,

pushed the mixture control

to

full

rich,

and

put on the alternate

air.

Arriving over the key point he then

pushed the propeller control to flat

pitch and entered a steep spiral. About

1,000 feet above the airport he broke

off the

spiral

and continued downwind.

So far, so good. Everything

was

looking

great;

we

should

be

able to land right

on the second centerline without any

problem. But as we turned to the base

leg, it became obvious that the wind

was blowing a little harder than the pi

lot

thought,

yet he did

nothing

to

modify his track.

Rather

than

angling towards the

runway, he continued in a perfect per

pendicular track to the centerline. With

an engine running this would only

re

quire a little more power on final, but

we were simulating an engine failure.

nounced: "Well, I guess we would've

crashed as he reached to apply full

power, and go around. At this pOint I

pushed his hand away from the throt-

tle, pulled the propeller control all the

way back, and then reached to the flap

lever and applied all three notches of

flaps. The airplane rose into the air

about 20 feet (from the application of

flaps)

while leaping forward simultane-

ously towards the runway (from pulling

the prop control to full coarse pitch).

We

landed

on

the

runway,

and

al-

though we didn't land on the second

centerline,

we

at least cleared the dis-

placed

threshold.

What I had just witnessed

was

the

hazardous attitude of resignation The

pilot had done a commendable job of

dealing with the simulated engine

fail

ure until he broke off the steep spiral.

At that point he forgot to account

for

the wind and for the increased drag of

the

gear

coming down, and as he turned

final, realizing his mistake, he gave up.

He stopped

flying

the airplane.

I cannot help but wonder how many

accidents occur in just such a manner,

or worse how many accidents result

in

fatalities because the pilot resigned

him/herself to fate? I question how

many pilots fail to apply the

antidote

of

''I'm not helpless I can make a

dif

then resign themselves to the outcome.

As

long

as

they can walk away and still

use the airplane they consider

it

a great

landing. To my observation they cer-

tainly stopped

flying

the airplane when

they got close to the runway. At that

point reSignation took over and they

were

content with the outcome as long

as

the aircraft remained on the runway

and didn't get damaged.

There are three steps to be taken in

dealing with hazardous attitudes. The

first step is to recognize that you have

the attitude in the first place. The sec

ond step is to learn the antidote to the

attitude. The third, and most difficult

step is to

apply

the antidote. Whereas

most of us might very well "keep flying

the airplane" until there is nothing left

but a smoking hole, it becomes a little

more difficult to "make a difference "

when you've come down final a little

too hot. Now as you float down the

runway, slowly drifting to one side be

cause of the crosswind, do not resign

yourself to a sloppy landing. Keep

fly

ing Get the windward wing down; kick

in a little opposite rudder.

Land

on the

windward main,

then

the leeward


29/36

TT

U K

Y

E.E .

" BUCK" HILBERT , EAA

21

VAA 5

P

O Box

424,

UNION

,

IL

60180

ake the pledge

Back when EAA was

not

as large

an organization as it

is

today,

when

Paul

Poberezny

had a handle on

everything

that

went

on,

one

of

the blanks

on the membership

application was a shoulder

harness pledge.

As

an

EAA

member you advocated

the installation of

shoul

der harn

esses

in your

airplane, be it a homebuilt

or a

standard airworthi

ness airplane.

Well, somewhere

along

the

lin

e, that

pledge faded

away. Was

it the sticky

wicket the FAA Airworthi

ness Inspectors

made

about

unauthorized

in

stallation

of

equipment,

or did we just ignore

the

situation?

Not

too long

ago,

there

was a loosening up of the

regulations, and the instal

lation

of the sho uld er

harness has now become a

Shoulder Harnesses

on your forehead and how much it

would

take

to erase that im p

rin t

after

th

ey fix your nose and fit yo u

with new teeth, maybe that couple

of bucks would be worth it.

is

adamantly

in favor of

the

five

point

harness,

stating

that he

had

seen where victims

had

sub

marined and slid

out

from under

the

seat belt and diagonal harness.

High wing or low wing

didn't

seem to make any

difference,

nor

did

a

padded

instrument

panel

help.

The

incidents he

spoke of were in both agri

cu ltural spray

planes

and

everyday trainers. The

crash-proof survival-struc

tured

cockpits

and the

five-point

harnesses in

stalled in the

ag

planes

came out

way ahead,

in

his opinion.

No argument will fore

sta ll serious injury There

just isn't any

excuse

that

can offset the benefit of

sav in g you from getting

hurt or dead.

You

can still

reach th

e controls, and

once airborne and in


30/36

FLY-IN CALENDAR

The fo

ll

owing list of coming events

is

furnished to

Ollr

readers as a matter of information only and

dues not coYlStitute approval, spoYlSorship, involve

ment ,

co

ntrol or direc tion ofany event (fly-in, sem

inars, fly market, etc.) listed. To submit an event,

send the information via mail

to:

Vintage Airplane,

Box 3 86, Oshkosh, WI 54903-3086. Or e

mail the information to: vinta

ge@eaa

.org.

In formation should be

re

ceived four montlls prior to

the event date.

JUNE

n l3-Gainesville,

TX

- Gainesville Municipal

Airport (GLE). Texas Ch. Antique Airplane Assoc.

41

st Annual Fly-In. Info:

jim

817-468-1571.

JUNE

l2- Ghent , NY- Klinekill Airport

(NY1

), EAA

Ch. 146 Summer Fly-In Pancake Breakfast, 8: 30

n oo n, $5.

Fl

y- in o r drive-in, all welcome. (G as

availabl e a t

Co

lumbia

Count

y Airport, I BI.)

Rain date 6/13 . Info: 518-758-6355 o r

IVIVIV.eaa146.or

g.

JUNE

l2- l3-

Ft

.

Pi

erce,

FL

- St.

Lu

cie C

ounty

Int ' l

Airport. First Ann ual Win gs ' n Wh ee ls Air Show,

present ed by

Vi

ctory C hildren 'S Hom e.

Spectacular displa

ys

in

th

e air

and

on

th

e

ground , from vintage to modern day a ircraf t

and military vehicles. A two-day ent e

rtainm

e

nt

eve nt for th e whole family.

9am-5pm

, $7 adult

s,

$3 c hildren. Info: 1-800-804-5445, o r

wWIV.slclVi gsa dlVheels.col1l.

JUNE

l3 Nottingham,

UK-Nottingham

Tollerton

Air

port. Today's Pilot 2004 Fly-In. Sat evening party

for ea

rl

y arrivals.

Ca

mping available. Info: 44 0 1780

755131 or

Stephel.bridg

ewat

el@ke

YP blishing

.co

l1l.

JUNE l6-1S-Lock

Ha

ven, PA-19th Annual

Sentimental j ourn ey to Cub Ha ven 2004.

Fl

y in,

dr

ive

in, camp. Info: 57

0-

893-4200 or

i2

atb@kc

l/e.org.

June 17-20-

Kn oxvill

e, lA-Bell

amy Field, (O

XV).

Ercoupe Owners Club 2004 National Convention.

Info: Mike, 515-287-3 840, pp

cmik

e@

ho

tm

ail

.co

m.

Full info a t IVww.ercollpe.org und er 2004

Conve ntion button.

JUNE 17-20-

Middletown,

O H -

(MWO) 12th Nat 'l

Ae

ronca Assoc. Convention. Air Force Museum

and Ae ronca plant tours. Aeronca aircraft judging

and awards, Aeronca fomms, banquet with speak

ers.

All

welcom

e.

Info: 216-337-5643, or

bIVlllll

tz

[email protected].

JUNE

26-Gardn er,

KS-Gardner

Municipal Airport

(K34). Greater

Kan

sas City Vintage

Air

craft Fly-In.

Enj

oy v intage aircraft at the "Greatest Little

Airpo

rt

in Kansas " Info: jeff,

81

6-363-635 1,

[email protected].

JUNE 6 Pr

osser, WA-

EAA

Ch. 39 1 Fly-In Breakfas

t.

JULY 8 0 shkosh, WI - Vintage Aircraft

Ass

ociation Picnic

during Air

Ve

nture 2004.

We

dn

esday evening. 'll1e tram will start taking peo

pl

e from the Red Barn over to the

Na

ture Ce

nt

er at

5:30 pm. Tickets must be purchased in advance at

the VAA Red Barn. Each year has been a se ll-out,

purchase your tickets as soon as you arrive on site

The me

al

will be catered by

th

e

sa

me great cook as

the past

few

years. Type Clubs may purcha

se ti

ckets

for their group and we will reserve ta bl

es

for those

clubs who wish to sit together. Info: Theresa Book

s,

920-420-6 110 or tbook

s@e

aa.urg.

JULY 3D-Oshkosh, WI -

US

Moth Club Annual

Dinn

er

during

AirVenture 2004. Pioneer Inn near

Lake Winnebago. Cockta

il

s 6:30 pm ,

dinn

er 7:30

pm . Directions

di

stributed during Mo

th Fo

rum

Friday morning o r by email. Please RSVP to:

Steve Betzler,

sbe

[email protected].

AUGUST l3-1S-Aliiance,

OH

- Alliance-Barber Airport

(2

01 ). 6

th Annu

al

Ohi

o Aeronca Av iato rs Fly-In.

Br

eakfast Sat &

Sun

. 7-11am by EAA Ch. 82.

Primitive

camping

on

fi

eld, loca l lodg

in

g avail

abl e. All welcome. Info: 216-337 -5643,

bIVma tz lla

c@y

ahoo .com, or IVwlV.oaafly- ill.com .

AUGUST

l4 C

adillac, MI - Wexford County Airport

(CAD

), Fly-ln/Driv

e-

In Brea

kfa

st, E

AA

Ch. 678.

Info: 231-779-8113,

idpas/lllri@lOtmail.

co

m.

AUGUST

2l -Newark OH - Newa

rk-H

eath Airport

(VTA). EAA Ch. 402 Fly-In Breakfa st. Info: Tom,

740-587-2312, tm

c@a

lillk.colII.

AUGUST 2l - Broomfield, CO jefferson County

Airport.

8th

Annual je

ff

Co

Av

iation Assoc. Fly-In ,

7a

m-n o

on. Tr

op hies award ed in 9

cl

asses.

Drawing for a

fr

ee flig

ht

in Di ck jon

es

T-6. Info:

Da

ril

30

3

-4

23-984

6.

AUGUST

22-Madison, WI - Blackha wk Airport (87Y).

Brat & Bean Feed. 11 am - 3 pm . Info: jim , zfli

er@ao

l.colII.

AUGUST

27-29-Mattoon, IL

Co

l

es Coun t

y Airport

(MTO). 2004

Lu

sco

mb

e Fly-In. Forum s,

Lu scombe judging, shower, ca

mping,

electrical

hook-ups. $50 distance award. Info: jerry 2 17

234-8720.

AUGUST

27-

9

Sussex, Nj-

Su

ssex

Air

sho

w.

Experimentals, Ultralights, Warbirds. Info: 973

875-7337

or IVwIV 5

l

ssexairportin

c.co

m.

AUGUST

8 Niles, MI - jerry Tyler Memorial Airport

(3 TR). VAA Ch. 35 will host

it

s ann ual Corn and

Sausage Roa st, l1am-3pm. Coffee and donuts for

early arrival s. Rain Dat

e:

8/29. Inf

o:

Len, 269-68

4

6566

or tripa

cer

len

@yahoo.colll

.

SEPTnlBER4-Marion, IN-14th Annual Fly-In Cruise

In, Ma rion Municipal Airport. Event features

antique, classic, cont emporary, homebuilt, ultra

light , & warbird aircraft and vi ntage ca r

s,

tru cks,

motorcycl

es

,

and

tractors.

Pa

ncake Breakfas

t.

Info:

raYiollllsoll@

Fl

yIIlC

nli

selll.colII

or

IVlVw

.

Fl

y

l Cn,ise

lll. colII

SEPTEMBER 4-Pros

se

r, WA- EAA Ch . 39 1's 21 st

Annual Labor Day Weeke

nd

Posser

Fl

y-In. Info:

509-735-1664.

SEPTnlBER

4-Zanesvill

e,

OH

Parr

Airport. E

AA

Ch.

425 Fly-In, Drive-In. 8 am pancak

e, sa

usage, egg

breakfast. Lunch

se

rved

II

am-2 p m. Info: 740

454-0003.

SEPTnlBER 4-6--

C1

eveland, OH-Burke La ke

fr

ont

Airport . 2004 Cl eveland Na t'l Air Show. Exc iting

JUNE 18-20

Golden West EM Regional Ay-In

Marysville,

CA

(MYV)

www.goldenwestflyin,org

JUNE 26-27

Rocky

Mounta in EM Regional Fly-In

Front

Range

Airport (FTG)

Watkins , CO

www.rmrfi.org

JULY 7·11

Northwest EM Fly-In

Arlington, WA (AWO)

www.nweaa.org

JULY

27

·AUGUST

2

EM AirVenture

Oshkosh

Oshkosh,

WI (OSH)

www.airventure.org

SEPTEMBER

18·19

Virginia

State

EM Fly-In

Petersburg, V

(PTS)

www.vaeaa

.org

OCTOBER 1·3

Southeast

EM

Regional

Fly-In

Evergreen

,

AL (GZH)

www

.serfi.org

OCTOBER 7·10

Copperstate EM Regional Fly-In

Phoenix , Z (A39)

www

.copperstate .org

SEPTnlBER lS Bartlesv ille, O K 48th Annual

Tulsa Regional Fly-In. In fo : Charlie Harris 9 18

622-8400.

SEPTnlBER l

8-Gh

ent , NY-

KJin

ekili Airport

(N

Y ),

EAA Ch .

14

6 Fa

ll

Fly-In Pancake Breakfast, 8:30

n

oo

n, $5. Fly- in or drive-in,

all

welcome. (Gas

availa

bl

e at Columbia Coun ty Airport, lBI.)

Ra

in

date 9/19. Info: 518-758-6355 or wIVIV.eaa l 46.or

g.

SEPTEMBER lS-lS- Roc

k Fall

s,

I

L-W

hit

es

ide County

Airport (

SQI

). No

rth

Ce

ntr

al

EAA

"Old

Fashioned" Fly-In .

Fo

rum

s,

workshop

s,

fly-ma

r

ket, ca

mping,

awa rds, food & exhibitor

s.

Fun for

the e ntire family. Free admission for all. Sunday,

Se pt. 19th Super Country Brea kfast. Pancakes,

ham, sausage, eggs, fruit c

up

, juice, coffee, a

nd

milk. In

fo:

wIVw

.llceaa.

OIg.

SEPTEMBER 23-26-EI Cajon, CA-G illes

pi

e Field.

22nd Annual West Coast Travel Air Reuni on.

Info: Harry, 619-583-0

75 8.

SEPTEMBER 2S-H anove r, IN Lee Bottom Flyi ng Field

(641). W

oo

d, Fabri

c, &

Ta

il

whee

ls

Fly-In. The

nam

e sa

ys

it alL .come

an

d see us, you'

ll

be

ama ze d how

fr ie

ndl y and laid back "our family"

i

s.

F

oo

d

and

camping ava ila

bl

e. A certified half

fa st aircraft asylum (certificate # 1). Info: 812-866

3211 or IVIvw.l

eebotto

m.colII .

mailto:[email protected]:[email protected]:[email protected]:Stephell.bridgewatel@keYP%22blishing.col1lmailto:Stephell.bridgewatel@keYP%22blishing.col1lmailto:Stephell.bridgewatel@keYP%22blishing.col1lmailto:Stephell.bridgewatel@keYP%22blishing.col1lmailto:Stephell.bridgewatel@keYP%22blishing.col1lmailto:Stephell.bridgewatel@keYP%22blishing.col1lmailto:Stephell.bridgewatel@keYP%22blishing.col1lmailto:Stephell.bridgewatel@keYP%22blishing.col1lmailto:Stephell.bridgewatel@keYP%22blishing.col1lmailto:Stephell.bridgewatel@keYP%22blishing.col1lmailto:Stephell.bridgewatel@keYP%22blishing.col1lmailto:Stephell.bridgewatel@keYP%22blishing.col1lmailto:Stephell.bridgewatel@keYP%22blishing.col1lmailto:Stephell.bridgewatel@keYP%22blishing.col1lmailto:Stephell.bridgewatel@keYP%22blishing.col1lmailto:Stephell.bridgewatel@keYP%22blishing.col1lhttp:///reader/full/i2atb@kcl/et.orghttp:///reader/full/i2atb@kcl/et.orghttp:///reader/full/i2atb@kcl/et.orghttp:///reader/full/i2atb@kcl/et.orghttp:///reader/full/i2atb@kcl/et.orghttp:///reader/full/i2atb@kcl/et.orghttp:///reader/full/i2atb@kcl/et.orghttp:///reader/full/i2atb@kcl/et.orghttp:///reader/full/i2atb@kcl/et.orgmailto:[email 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protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/IVwlV.oaafly-ill.comhttp:///reader/full/IVwlV.oaafly-ill.comhttp:///reader/full/IVwlV.oaafly-ill.comhttp:///reader/full/IVwlV.oaafly-ill.comhttp:///reader/full/IVwlV.oaafly-ill.comhttp:///reader/full/IVwlV.oaafly-ill.comhttp:///reader/full/IVwlV.oaafly-ill.comhttp:///reader/full/IVwlV.oaafly-ill.commailto:idpas/[email protected]:idpas/[email protected]:idpas/[email protected]:idpas/[email protected]:idpas/[email protected]:idpas/[email protected]:idpas/[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/IVwIV.5l1ssexairportinc.comhttp:///reader/full/IVwIV.5l1ssexairportinc.comhttp:///reader/full/IVwIV.5l1ssexairportinc.comhttp:///reader/full/IVwIV.5l1ssexairportinc.comhttp:///reader/full/IVwIV.5l1ssexairportinc.comhttp:///reader/full/IVwIV.5l1ssexairportinc.comhttp:///reader/full/IVwIV.5l1ssexairportinc.comhttp:///reader/full/IVwIV.5l1ssexairportinc.comhttp:///reader/full/IVwIV.5l1ssexairportinc.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]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]://www.goldenwestflyin%2Corg/http:///reader/full/www.rmrfi.orghttp:///reader/full/www.nweaa.orghttp:///reader/full/www.airventure.orghttp:///reader/full/www.vaeaa.orghttp:///reader/full/www.vaeaa.orghttp:///reader/full/www.vaeaa.orghttp:///reader/full/www.serfi.orghttp:///reader/full/www.serfi.orghttp:///reader/full/www.serfi.orghttp:///reader/full/www.copperstate.orghttp:///reader/full/www.copperstate.orghttp:///reader/full/www.copperstate.orghttp:///reader/full/www.copperstate.orghttp:///reader/full/www.copperstate.orgmailto:[email protected]:Stephell.bridgewatel@keYP%22blishing.col1lhttp:///reader/full/i2atb@kcl/et.orgmailto:[email protected]:///reader/full/IVww.ercollpe.orgmailto:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/IVwlV.oaafly-ill.commailto:idpas/[email protected]:[email protected]:[email protected]:///reader/full/IVwIV.5l1ssexairportinc.commailto:[email protected]:[email protected]://www.goldenwestflyin%2Corg/http:///reader/full/www.rmrfi.orghttp:///reader/full/www.nweaa.orghttp:///reader/full/www.airventure.orghttp:///reader/full/www.vaeaa.orghttp:///reader/full/www.serfi.orghttp:///reader/full/www.copperstate.org


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TAKE SOME OF THE EXPERIMENTING

OUT OF HOMEBUILDING

June

11 - 13

Denver

CO

June 25-27

Griffin,

iA

•

TIG

Welding

Atlanta area

June 25-27 Lakeland FL •

RV

Assembly

Sun

n

Fun Campus

August 28-29

Arlington

WA

• Introduction

to Aircraft Building

• Sheet Metal Basics

• Composite Construction

• Electrical Systems

and Avion

cs

September 10-12 Corona,

CA

• RV Assembly

LA area

September 10-12 Griff in, iA • RV

Assembly. TIG

Welding

Atlanta area

INTAGE

TRADER

Something to buy sell or trade

Classified Word Ads: $5.50 per 10 words,

180 words maximum, with boldface lead- in on

first line.

Classified Display Ads: One column wide

(2.167 inches) by

1, 2,

or 3 inches high at $20

per inch. Black and

white

only, and no fre

quency discounts.

Advertising Closing Dates: 10th of second

month prior to desired issue date

(Le., January 10

is the closing date for the March issue) .

VAA

re

serves the right to

re

ject any advertising in conflict

with its policies. Rates cover one insertion per is

sue. Classified ads are not accepted via phone.

Payment must accompany order. Word ads

may be sent via fax (920-426-4828) or e-mail

[email protected]) using cr

Vintage Airplane - Jun 2004

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Transcript of Vintage Airplane - Jun 2004