Vintage Airplane Vol.41 No.06 (2013!11!12)

NOVEMBER/DECEMBER 2013
Honoring PHP
AirVenture Photos
Vin Fiz Part 2
Monosport
Historic Restoration
Straight & Level
Vintage Airplane
STAFF
GEOFF ROBISON
VAA PRESIDENT, EAA 268346, VAA 12606
EAA Publisher . . . . . . . . . Jack J. Pelton,
. . . . . . . . . . . . . . . . . . . . . . .Chairman of the Board
Performance Fine Tuned!
Editor-in-Chief . . . . . . . . J. Mac McClellan
Reflection on a
summers activities
Editor. . . . . . . . . . . . . . Jim Busha
. . . . . . . . . . . . . . . . . jbusha@eaa.org
VAA Executive Administrator. Max Platts
920-426-6110. . . . . . . . . . mplatts@eaa.org
Advertising Director. . . . . . Katrina Bradshaw
202-577-9292. . . . . . . . . . kbradshaw@eaa.org
Where has my summer gone? Is it really fall already? Do I really have anything to complain about when it comes to the weather this
past summer? Well, we did have a few very warm days in the spring, but
that is easily addressed with a nice long Harley ride through the countryside. But other than that we have had some fantastic weather here in the
Midwest. In all my years of attending AirVenture Oshkosh I cannot remember a better weather week. It was as close to perfect as one can get.
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Oshkosh 2013
My post Oshkosh debrief this year was as positive as I have ever had
the pleasure to submit. There were many highlights to this years events
in the Vintage area of operations. I have been saying out loud to many
of our members, This was the best event I have had the pleasure of being involved with in my 30-plus years of volunteering at Oshkosh. The
Round Engine Rodeo was an outstanding venue for the VAA. Again, we
were blessed with the best possible weather conditions we could ever
hope for, and I strongly suspect that this proved to be a large factor in the
strong number of aircraft that we had the pleasure of hosting at Oshkosh
this year. I am continuously impressed with the owners and operators of
these very special vintage aircraft who make the effort and investment to
bring their flying machines to Oshkosh. Many of them actually travel to
Oshkosh each and every year to attend The Worlds Greatest Aviation Celebration we all know as Oshkosh. Another huge part of the success of this
years event is certainly a tribute to our VAA volunteers. Again, we experienced well more than 500 volunteers that came to Oshkosh to volunteer
directly with the VAA organization. You have heard me say many times
before, This thing doesnt happen without our volunteers. We would
never be able to experience such a safe and successful event without
these hundreds of individuals who travel here each year, and oftentimes
they spend their entire vacation with us at AirVenture. So, to all of the
vintage aircraft owners/operators, the volunteers, the staff at EAA, and
the Vintage Aircraft Association board of directors, my humble thanks to
each of you for making this event the premier event that we enjoyed this
year. We hope to see you at Oshkosh 2014!
A Tribute to Those Gone West
I was personally overwhelmed and saddened by the news of our foundcontinued on page 63
Advertising Manager . . . . . Sue Anderson
920-426-6127. . . . . . . . . . sanderson@eaa.org
Art Director. . . . . . . . . . . Livy Trabbold

VAA, PO Box 3086, Oshkosh, WI 54903
Website: www.VintageAircraft.org
Email: VintageAircraft@eaa.org
TM
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Vol. 41, No. 6
2013
CONTENTS
NOVEMBER/DECEMBER
8
VAA 2013 Hall of Fame Inductee

Susan Dusenbury
Jim Busha
16
Paul Howard Poberezny

An amazingly accomplished life
. . .beautifully lived
Charles W. Harris
22
Sole Survivor
Historic Aircraft Restoration
Museums 1929 Monosport
Model 2
Budd Davisson
42
54
Coast to Coast With the Vin Fiz

Part 2
The 84-day odyssey of Cal Rodgers
Mark Carlson
Walking the Line

Sparkys 2013 AirVenture Notebook
Sparky Barnes Sargent
30
AirVenture 2013 Pictorial
COVERS
FRONT COVER: The 1929 Monosport Model 2

owned by the Historic Aircraft Restoration
Museum displays itself in front of the VAA
Red Barn. Photo by Phil High.
BACK COVER: Displaying his wonderful
sense of humor, Paul Poberezny hams it up
for the camera during a membership drive
campaign.
PHOTO DAVID K. WITTY
COLUMNS
Dont worryyour favorites like Vintage Instructor, Good Old Days and
the Vintage Mechanic havent gone away. We had to make room for the
AirVenture coverage! Look for all your favorites to be back in the next
issue of Vintage Airplane.
2
12 How to?
Straight and Level
Inspect and test aircraft fabric
Reflections on a summersactivities

Robert G. Lock
Geoff Robison
Air Mail
Thank You,
Friends of the Red Barn
Gone West
15 Ask the AME

New medications for atrial fibrillation

John Patterson, M.D., AME
61 New Members
64 Classified Ads
@VintageEAA
facebook.com/EAAVintage
ANY COMMENTS?
Send your thoughts to the

Vintage Editor at: jbusha@eaa.org
For missing or replacement magazines,
or any other membership-related questions, please call EAA Member Services
at 800-JOIN-EAA (564-6322).
Air Mail
Helio Super Courier and Piper Super Cub 1
maintained, and I flew it in 1979 for some 42.5 hours
Very nice write-up, Jim.
Stephen Ruby
Helio Aircraft Owners Network
Oshkosh, Wisconsin
Friends of the Red Barn - 2013
Thank you for your generous support!

Diamond Plus Level
Charlie Harris
Robert Bob Lumley
Earl Nicholas
Wes Schmid
Ron Tarrson
VAA Chapter 10, Tulsa, Oklahoma
Diamond Level
JIM KOEPNICK
Hello Jim,
Just read your article on Aarons Helio Super Courier N4157D No. 509 which was built in March of
that year. The early 395s had a gross weight of 3,000
pounds and were never a favorite of the contraband
smuggling crowd due to their slow cruise and less
than 1,000 pound payload. The H-395 was the choice
of special ops for Air America with persistence from
Maj. Heinie Aderholt who convinced the Air Force to
purchase them for use in Laos as early as 1960. They
flew routinely from Lima sites: downhill, uphill, and
sometimes off curved paths.
The airplane Aaron had was the only Helio with no
damage history and the reason he bought it. It is powered with the Lycoming geared GO-480-G1D6 (295
hp), and that lasts only four minutes; all other operations are at 280 hp due to the planetary-gear-driven
slow-turning three-blade Hartzell of 96 inches. With
only 60 gallons of avgas you get an endurance of under
four hours at 130 knots on a good day.
Aaron has since sold that airplane to a group in
Russia, as he needed something with more payload
and speed. N4157D was sold last November 25,
2012. For an airplane of this vintage, it was very well4
RUSS MUNSON
Jim,
Just thought I would drop you a line and a quick story.
I was looking through the September/October Vintage Airplane, and I came across this article of S/N No.
1 Super Cub.
My dad, Kip Mone, says old man Piper called him
(Kip Mone) and understood he ferried airplanes,
among other things. My dad said yes. So he and a
friend raced to pick up the plane and fly it to Florida
so it could do some tests. The tests were takeoff
distance, service ceiling, and so on. It turns out it was
the Piper Super Cub. If I recall, Carole Bailey did some
of the flying. She was a friend of my dads.
They landed in a street, and a girl came out with
orange juice. After all it was Florida. . . The highway
patrolman closed the highway so they could take off
and continue the flight.
My dad did a lot of air racing in Cleveland, air
shows, and other show flying. Many stories. He is
now 90 and living alone in the mountains at the end
of a dirt runway.
We are restoring the last Garland Lincoln Nieuport
28 (N12237, www.GarlandLincoln.com).
Brent Mone
Jonathan and Ronald Apfelbaum

Raymond Bottom Jr.
Jerry and Linda Brown
A.J. Hugo
Arthur H. Kudner Jr.
Richard and Sue Packer
Ben Scott
Gold Level
Ron Apfelbaum
John Cronin
David Smither
Silver Level
Dave and Wanda Clark

Al and Cindy Hallett
Tom and Carolyn Hildreth
A.J. Hugo
International Cessna 195 Club
John Kephart
Mark and MariAnne Kolesar
Lynn Larkin
Joseph Leverone
Bill and Sarah Marcy
Larry Nelson
Roger P. Rose
Dwayne and Sue Trovillion
Bronze Plus Level
Barry Holtz
Dan and Mary Knutson
Dwain Pittenger
Bob and Pat Wagner
Bronze Level
David Allen
Lloyd Austin
L. Tom Baker
Retired Lt. Col. Hobart Bates
Cam Blazer
Logan Boles
Gary Brossett
Thomas Buckles
Robert Rob Busch
Geoffrey Clark
Syd Cohen
Donald Coleman
Doug Combs
Dan Dodds
Geff Galbari
Arthur Green
Terry Griffin
Red & Marilyn Hamilton
E.E. Buck Hilbert
Peter Jansen Jr.
George Jenkins
Rich Kempf
Marc Krier
Barry Leslie
Gerald Liang
Russ Luigs
Thomas H. Lymburn
Ken Mercer
Gene Morris
Roscoe Morton
Steve Moyer
Pfizer Foundation
Lynn Oswald
Steven and Judith Oxman
Tim and Liz Popp
Bob Porter
Jerry Riesz
John Rothrock Jr.
Jeffrey L. Shafer
Bob Siegfried II
David Smith
Dean Stoker
Alan Thiel
Carl and Pat Tortorige
Thomas Vukonich
Donald Weaver
Jan Douglas Wolfe
Dan Wood
Supporter Level
Jesse Black III

Charles R. Burtch
Rolly Clark
Camille Cyr
Bruce Denney
Walter Kahn
Peter Karalus
John Koons
James Lockwood
Charles Pearcy
Keith Plendl
C.G. Dino Vlahakis
Duane Wething
Michael Williams
Anonymous
Gone West
James Schafer Moss
1932-2013
by Craig ONeill
listment in 1957after a brief extension to finish his

commitment to the bases winning basketball team.
Returning to Indiana, Jim completed his studies in
business administration and even briefly put the degree
to use working for a pharmaceutical company. But the
lure of the sky proved too strong to keep him behind a
desk, and he took a succession of charter-flying jobs. One
such positiona neat confluence of Jims interestswas
flying for a company the main client of which was the Indiana football coaching staff. But it was a charter for this
outfit, culminating in a hair-raising arrival at Chicagos
OHare airport in an ice-laden Bonanza, that convinced
Jim to circulate his rsum to the major airlines.
Jim spent the rest of his professional career with
PHOTOS COURTESY JUDY MOSS
Northwest Airlines, working his way up through
the DC-6 and -7, transitioning with the company
into the jet age in the 707 and DC-8, and finally flying wide-bodied DC-10s and 747s.
Jims flying activities were never confined to the
flight deck, however; a diverse string of airplanes
passed through his ownership in the 1960s and
70s, during which time he discovered a love of and
talent for aerobatics. For nearly 20 years, Jim campaigned a Ryan STA and later a Great Lakes on the
GeeBee QED Replica West Coast air show circuit until one day receiving
a letter from the president of Northwest Airlines,
Both the vintage airplane and homebuilding worlds
requesting that he make an immediate choice between
are mourning the passing of Jim Moss, EAA 477508,
being an airline pilot or an air show pilot. Jim made his
of Buckley, Washington. As a restorer and re-creator of
choice and retired in 1992 as a captain on Northwests
several rare and amazing aircraft from aviations golden
international routes.
age, Jim was an inspirational figure in both aviation
With his retirement came new opportunities to focus
communities. He passed away on September 1, 2013,
on the type of airplanes and flying Jim enjoyed most.
following a long battle with cancer. He was 81 years old. His first restoration was a clipped-wing Taylorcraft, but
Born in Elkhart, Indiana, in 1932, Jim focused on
this was just a gentle warm-up for the projects to follow.
athletics in his early years, following the lead of his foot- In 1997, he unveiled the MG-2, a virtually unknown,
ball-coach father to play for Indiana University. With the one-off 1938 homebuilt that he had not simply restored
onset of the Korean War, however, Jim enlisted as a na- but creatively re-imagined. The pugnacious red-andval aviation cadet and began flight training at Pensacola white biplane was a favorite of AirVenture attendees
in 1953. After earning his wings, Jim was commissioned and judges alike, earning Jim an Antique Custom-Built
into the Marine Corps, where he flew the AD-1 SkyChampion trophy.
A short (as these projects go) five years later, Jim was
raider at bases in Texas and Florida. He also returned to
the SNJ as an instructor pilot before completing his en- back with an even more impressive achievement, a faith6
ful scratchbuilt replica of the 1931

Laird Super Solution Thompson Trophy pylon racer. Another Champion
award was added to Jims collection
following the Solutions triumphant
appearance at AirVenture 2002.
Sadly, Jims last and most ambitious creation could not quite be
completed before his passing, despite more than 10 years of diligent
effort by him and a talented team of
friends he rallied around the project.
This gives an indication of the scale
and scope of Jims re-creation of the
Gee Bee Q.E.D., a massive two-seat
behemoth built in 1934 to be flown
by Jacqueline Cochran in the MacRobertson Trophy Race from London to Melbourne, Australia. Those
who have seen Jims replica, which
completed successful taxi tests just
weeks prior to his passing, will attest
to the fact that this airplane is the
ultimate exemplar of his vision, tenacity, and craftsmanship.
The many friends of Jim who
helped him bring the Q.E.D. so close
to completion while he was still alive
have now pledged to fly the airplane
by the time this obituary reaches print
and, if all goes well, to share it with
the public during the 2014 air show
season, most certainly including AirVenture. All the enthusiastic volunteers on this team were inspired very
directly by Jim Moss imagination,
love of aviation history and flying,
and commitment to excellence. But
anyone who ever met Jim or saw one
of his creationsand most definitely
anyone who sees the Q.E.D.has also
or will have benefitted from a bit of
that same inspiration. His achievements are unlikely to be matched, and
he will be greatly missed.
Jim is survived by his wife, Judy;
his children, Jamine Moss Owen
and James Moss; his grandchildren,
Camden, Jordan, Colton, Tess, Ella
and Charlotte; and his siblings, William Moss and Susan Nash.
VAA Director Jeannie C. Hill

1952-2013
Jeannie C. Hill (Lehman) passed away on September 1, 2013, after a

courageous battle with cancer. She is preceded in death by her beloved
husband, Richard (Dick) Hill.
Jeannie was a graduate of the University of Wisconsin, Oshkosh.
Along with her late husband, she has restored three award-winning
vintage aircraft. Jeannie was a well-known writer and lecturer on
aviation and co-authored several books and articles on vintage aircraft. Jeannie has worn many chairmen hats during her 40-plus
years of volunteering for EAA. Years ago she started the Pioneer Airport video interview during the Oshkosh convention that has been
adapted by EAAs Timeless Voices program. For the past many years
during the Oshkosh convention she has served as chairman of the
Vintage Aircraft Association Headquarters Information, Press/Media, and the Shawano Fly-Out. Jeannie helped establish EAA Chapter 1414 at Poplar Grove, Illinois, her home airport. During the Sun
n Fun convention, Jeannie has been the Air Show Performers chairman for more than 35 years. In 1977, Jeannie and Dick helped clear
the site for the first Sun n Fun convention on the south side of the
Lakeland airport. That was the year they flew their Bamboo Bomber
into Lakeland, Florida. Jeannie was elected to the Vintage Aircraft
Association board of directors in 1990. She was also an adviser to
Vintage Wings & Wheels Museum.
A celebration of Jeannies life will take place within the next
few months.
VAA 2013
Hall of Fame
Inductee
Susan Dusenbury
Aeronca 7AC Champ in restoration. Susan finished

and flew this plane built in her garage.
Preparing to fly her one-of-a-kind aerobatic Rogers

Gibson Acrocraft.
With her Culver Cadet.
Building the door for the 1940 Culver Cadet N29288.
formed these duties while I was in college, said Susan.

I was flying all the time and loved every minute of it. I
was either studying or instructing, and there wasnt a
lot of time for sleep! I just had a hoot teaching the students. It made me happy to see people enjoying themselves and following their own dreams, and I was glad
I could be a part of their dreams and hopes.
I caught a lot of breaks along the way from various
mentors who believed in me and helped me out by providing airplanes and instruction so I could achieve my
dream. Shortly after earning my multiengine rating,
I met a guy at the airport, and we talked airplanes for
a few minutes and after that he walked away. I didnt
think too much more about it. The very next day he
called me and offered me a job flying part-time as a copilot. He was trying to help me out because he knew I
was just a flat-broke college kid. I ended up flying right
seat on Twin Beeches and DC-3s. Every day was differentI either had my nose buried in a biology book
studying for a test or flight planning my next trip.
With her logbook entries filling page after page, Susan also knew that she wanted to immerse herself further into aviation and tackle the maintenance side of
airplanes. After graduating college, Susan enrolled in
a two-year airframe and powerplant (A&P) mechanics

course and eventually earned her A&P rating and later
added her IA rating as well.
I developed an early interest in turning wrenches
and building airplanes when I was 19 years old and
began working on a Baby Great Lakes project. I knew I
wanted to build airplanes, and I knew as a female pilot
I needed to make myself credible, because back then
there werent a lot of professional women pilots flying around. I wanted everyone to know I was serious,
so I tackled building airplanesbut deep down inside
I really liked working with my hands and watching an
airplane come together. Remember my mother used
to say I was crafty, and of course it literally has a few
different meanings. I enjoyed the hands-on experience and seeing the results take shape before my eyes.
I was given some great advice early on in my journey by a mentor who said I needed to join EAA. I had
no idea what EAA was, and he told me what it was
all abouta bunch of like-minded people who enjoy
airplane fellowship. He said the best part is you get a
monthly magazine, and its well worth the price of the
membership. That was back in 1967, and I have been a
member ever since.
by Jim Busha
Lady Flier
If you had to pick one word to

describe the 2013 VAA Hall of
Fame inductee, it would be crafty.
To some it means cunning, and for
others it describes someone who
is skillful or clever. Susan Dusenbury, EAA 55229, of Walnut Grove,
North Carolina, happens to be all
those things, and on November
14, 2013, she will become the newest inductee in EAAs Vintage Aircraft Association Hall of Fame. It
was a long and wonderful aviation
journey for Susan to earn this wellregarded honor, and it all began
when she was 15 years old, much
to the disapproval of her mother.
I got involved in aviation when
I was in the 10th grade, said Susan. My father had a friend who
owned a Piper Colt, and he let me
fly it so I could learn how to fly. I soloed at 16 years old and earned my
private pilots license while I was
still in high school. I soled pretty
quickly at 4.45 hours. My instructor, Harry Weinberg, must have
been able to predict the future be-
cause he said, Susan, you need to

keep on flying and get all the ratings you can, so you can become
a professional pilot. It had never
crossed my mind as a 16-year-old
to fly professionally. I just knew I
liked to fly. It was amazing at what
the power of suggestion can do as I
started out on my aviation journey.
Unfortunately my mother, who
said I was crafty, had other ideas.
Susan clearly remembers her
mother telling her that f lying
was a great hobby, but ladies
dont fly professionally. The being a lady part was fine in Susans mind, but she knew she
just wasnt going to listen to her
mother on the flying part.
My mother didnt realize I was
even taking flying lessons, said
Susan. That was until some of my
neighbors congratulated me on my
accomplishments. So when I came
home after a days worth of flying
and hanging out at the airport, I
walked in the door and found my
mother at the kitchen table. Her
head was buried in her hands and
she was crying and weeping uncontrollably. My Uncle Fred was there,
and he jumped up and gave me a
big bear hug, but my mother continued to cry and, in between tears,
said, Ladies dont fly! When will
you ever become a lady?
I looked at my mother and very
calmly stated, I am a lady. I just fly
airplanes! And 50 years of flying
later, with over 22,000 hours in my
logbook, I am still a lady and still
enjoy flying airplanes, especially
the antiques and classics.
SteppingstonesEarning
Her Ratings
Growing up, Susan knew she

would need to get a college degree if she were going to reach her
dream. Susan actually earned two
degrees from Francis Marion Collegebusiness administration and
accounting. While in college Susan
also earned her commercial, multiengine, instrument, and flight instructor ratings.
When I was 18 years old, I became a flight instructor and per-
Susan landing the Speedwing.

Susan with her friend Cliff Robertson in Santa Monica, CA.
At home with Summertime, Susans dog at her private airport,

Dusenbury Field.
Susans flying career continued to accelerate as her

corporate jobs took her from the cockpits of small
twins all the way to large freight-hauling jets. At one
point in her professional pilot career, Susan was fly-
Susan with the Travel Air.
ing a King Air 200 for the then-governor of Virginia,

Chuck Robb, before she ended up working for ABX Air
(formally Airborne Freight Corporation) and enjoyed
25 years of flying freight with them.
Restoring the Antiques and Classics

High Honors
When not flying freight, Susan has devoted her

time by diving deep into her passionrestoring and
flying old airplanes. She has owned and restored a
variety of projects in her long career including a 7AC
Champ, Luscombe 8A, Inland Sport, KR-21, Culver
Cadet, J-2 Cub, and Cessna 180. She is currently restoring a Stinson SR-6 Reliant that she never dreamed
of acquiring until some of her mentors convinced her
Susan working on the Stinson SR-6 project installing

landing gear.
Susan with famed wing walker and friend Jessie

Woods.
10
Preparing to fly Weedhopper. An exhilarating experience that Susan will never forget.
it was the airplane she needed.

thought about going the home- cases you can fly the pants off of
I w a s o u t o f p ro j e c t s a n d built/experimental route. But the them and still get your money back
needed something else to keep me sight of an old classic airplane out of them when you go looking
busy, so I thought about tackfor another one. I cant say that
ling a Stinson SM-8A. I started
about the homebuilts, not to
combing the country for one,
mention all the social stuff
and one day my friend Morthat goes along with these old
ton Lester called and said,
airplanes. Because of these
You know, Susan, you really
old treasures, I have also been
dont want that SM-8A. I said,
blessed to have served for 20
I dont? I sure thought I did.
years on the EAA board of diMorton said, No, the airplane
rectors and am currently presiyou really want is a Stinson
dent of EAA Vintage Chapter 3.
SR-6 Reliant, and theres one
As for the Vintage Hall of
for sale in Trade-A-Plane.
Fame honor, I am completely
In a DC-9 cockpit when she flew for Airborne
Of course I had second Freight, now ABX Air, Inc. Susan retired from ABX humbled. When I look around
thoughts because I had no idea Air after nearly 25 years of flying night freight.
at all these aviation guys I adwhat a SR-6 even was. That
mire so much, like Charlie Harwas until some more antique gurus changed everything.
ris, Jim Younkin, Jack Cox, Steve
weighed in including Dolph OverI am completely amazed at the Pitcairn, and a bunch of others, I
ton and Jack Cox. Both of these craftsmanship and designs, along stand in awe in their shadows and
fine Southern gentlemen told me with the uniqueness of some of realize that the only reason I have
that the SR-6 is, in fact, the air- these homebuilt airplanes. I love been bestowed with this honor
plane I should have. Listening to these airplanes, but when I was a is because a crafty girl just outmy mentors, I bought the project student pilot flying out of the Char- worked all these guys! This is one
and trailed it back home in a Ryder lotte airport, I spotted an old clas- of the greatest honors I have ever
truck. The SR-6 had been over on sic Cessna, and I thought that was had bestowed upon me. I had so
its back twiceonce when it was one of the most beautiful airplanes many mentors along my journey,
six months old in 1935 and then I ever saw. Dont get me wrong, the and I cannot thank them enough.
again in 1940. But it was built like homebuilt airplanes are pretty, but I wouldnt be here today without
a Sherman tank, and its in rela- its the antiques/classics that cant their encouragement and support.
tively great shape. Its a very large compare with looks or the history
Congratulations, Susan, on a
project to work on, but its also a behind these old airplanes. There well-deserved honor for a Crafty
lot of fun as well.
is also a practical side about own- Lady! Were sure your mother is
At one time in her life Susan ing these airplanes, as well. In most very proud of you.
11
How to?
ROBERT G. LOCK
Inspect and test aircraft fabric

Testing of aircraft fabric
dates back to the Grade A TSO
C-15 and TSO C-14 days, and the
standard for these fabrics must
be met by even the most modern
synthetic fabric processes on the
market today. TSO C-15 (Technical
Standard Order) is a woven cotton fabric that must pull test 80
pounds per inch when new. TSO
C-14 fabric was an intermediate
grade of cotton fabric specifically
designed for light low-powered
aircraftthis cloth must pull test
65 pounds per inch when new.
The deterioration point for these
fabrics is 70 percent of original
strength new; therefore, TSO C-15
can deteriorate to 56 pounds per
inch, and TSO C-14 can deteriorate to 46 pounds
per inch. Those standards are in play when testing
any type of fabric covering.
So how is fabric tested? The most accurate test
is a pull test done under controlled conditions in
a laboratory. The lab report will give the specific
pull test strength when the fabric fails. The most
widely used is a field test using a Maule fabric tester. If the fabric is still good, the Maule tester will
not punch a hole in the fabric. The older tester was
called a Seyboth, and it punctured the fabric to
give a reading on its colored bands around the tes12
Illustration 1
ter. The colors were red, yellow, first, second and

third green. The Seyboth tester is most likely not
in use anymore as the Maule has replaced it.
Aircraft with wing loadings greater than 7
pounds per square foot and VNE speeds (velocity
never exceed) greater than 160 mph are mandated
to use fabrics that meet the TSO C-15 standard
therefore the deteriorated condition would be 56
pounds per inch.
Aircraft with wing loadings less than 7 pounds per
square foot and VNE speeds less than 160 mph may
use the lighter TSO C-14 fabric as a standard, thus
Illustration 2
the deteriorated strength would be 46

pounds per inch. Therefore, when testing fabric, the VNE and wing loading
must be known so the correct deteriorated strength can be determined.
Illustration 1 shows an old fabric
tensile test from my original Aeronca
Champ. The airplane was covered
partly with Grade A cotton fabric and
partly with Ceconite synthetic fabric.
It was painted white with black and
red trim, the black and red not good
colors for the older fabric processes.
In order to have a pull test done,
one must cut large holes in the top
fabric surfaces so that the pull test
sample measures 1 inch by 6 inches
in size. Most owners will not stand
for a mechanic to cut holes in their
fabric, so here is where the Maule
fabric tester comes in handy. Note
that the tester has a slightly rounded
blunt end. That is the part that contacts the fabric surface. As one pushes
down against spring pressure, the approximate tensile strength is read on
the scale in pounds per inch. When
testing any fabric that must meet the
TSO C-15 standard, push down until
you read 60 pounds, then stop. For an
aircraft that must meet the TSOC-14
standard, push down until you read
50 pounds, then stop.
Fabric should always be tested on
the top surfaces in the darkest color
because fabric will deteriorate most
when painted a dark color and exposed to UV radiation from the sun.
The question that always pops
up when discussing fabric testing is
when to do it. If I know the airplane,
I do not test annually, specifically if
the aircraft is covered in a synthetic
process. I do, however, place a strong

flashlight inside the fabric to check
if any light is transmitted through
the finish. If I see light, then I will
check fabric tensile strength. If there
is no sign of light coming through the
finish, I check the finish for cracks,
and upon finding none I consider the
fabric airworthy. If there are cracks in
the finish exposing raw fabric weave, I
notify the owner that something must
be done to repair those cracks. Sometimes cracks are bad enough that the
entire aircraft must be re-covered.
Ray Stits did some very interesting experiments; the results can be
had by looking in the back of the
Poly-Fiber Procedure Manual. If you
have never read this data, its worth
the time to gain knowledge of fabric
deterioration. Grade A and Dacron
fabric when exposed to ultraviolet
light from the sun deteriorates in an
alarming rate, thus if cracks expose
fabric weave, I consider that as the
weakest point of the covering and
judge its airworthiness accordingly.
The Maule tester is available commercially but is not cheap. However, it
is the only method available to field test
aircraft fabric covering for airworthiness.
13
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14
New medications for atrial fibrillation

Most airmen know that chest pain or angina
is a disqualifying condition, because it is a sign of
poor blood flow to the muscle of the heart and can
lead to sudden incapacitation and death. But one of
the more common heart conditions is atrial fibrillation, and its approved by the FAA through the special
issuance process.
Normally the heartbeat is started in the atrium of the
heart. Impulses are then transferred to the ventricle in a
coordinated fashion that maximizes blood flow through
the heart and then to the rest of the body. Atrial fibrillation is a condition in which the atrium instead of contracting actually flutters or fibrillates. Atrial fibrillation
may occur as a consequence of aging with hypertension
being a major risk factor. It may occur as a result of
ischemic heart disease (MI causing tissue death in the
region of the origin of the impulse) or valvular heart
disease (scarring of the valves in the heart). It may also
occur in situations where there is too much or too little
thyroid hormone produced. Therefore thyroid functions,
an echocardiogram to look at the valves of the heart,
and cardiac stress tests or a cardiac cath may be required
in the work-up for special issuance.
There are also several other potential problems for
the airman. Without the coordinating impulse, the
ventricle may race and pump faster (ventricular tachycardia) and can overwork the heart. Often medication is
required to control the rate of the heart. The second issue is that the blood flowing through the heart in atrial
fibrillation is turbulent and clots can form in the atrium
that can travel to the lung (pulmonary embolism) or
to the brain (stroke), both of which are potentially life
threatening and can cause sudden incapacitation. For
this reason most patients are placed on an anticoagulant to prevent clots. The most common medication is
Coumadin (warfarin). Special issuance with this medication is a hassle to say the least since it requires monthly
blood tests, called INR (international normalized ratio),
fall between two and three. This blood test measures
how thin the blood is compared to normal blood. So

many things can affect and change the INR. Vitamin K
is used to reverse the thinning effects of Coumadin. So
diet is very important. Green leafy vegetables that are
rich in vitamin K can thicken the blood. Antibiotics
can kill bacteria in the GI tract that produce vitamin K in
the body and can therefore thin the blood. Many medications can interfere with the breakdown (metabolism)
of Coumadin and can cause an excess of the medication,
again causing the blood to be too thin.
That is why many doctors and patients are excited
about some new medications for use in atrial fibrillation. Two medications (Pradaxa and Xarelto) have been
approved by the FAA for use with special issuance. The
advantage is no INR or blood tests are required. Medications and diet dont affect the thinning of the blood.
Sounds too good to be true, and unfortunately all is
not perfect. The problem is serious side effects can occur and relate to uncontrolled bleeding. For example, if
the patient needs emergent surgery such as for a motor
vehicle accident, then the anticoagulant effects of these
agents need to be reversed. The thinning effects of Coumadin can be reversed with vitamin K, but may take a
day to be effective. A blood product called fresh frozen
plasma will reverse more quickly. The half-life (time it
takes for the body to eliminate half of the medication)
of Pradaxa is 12-14 hours and make take three to five
days for the blood to return to normal coagulation. The
only sure way to reverse a patient on Pradaxa is dialysis.
Xareltos half-life is five hours, and the anticoagulant effect may take one to two days to normalize. There is no
reversal agent for Xarelto.
As in all of medicine it requires a balance of risk versus benefit as to treatment and therefore which medication is used. No blood tests and not having to worry
about diet is a step in the right direction. Hopefully continued refinements will be made to this class of medication and will allow for more rapid and dependable reversal and will make them safer. Stay tuned!
15
Paul Howard Poberezny

September 14, 1921August 22, 2013
An amazingly accomplished aviation life . . . beautifully lived!

by Charles W. Harris
Director Emeritus, Vintage Aircraft Association
In the Beginning
All the countless stars

i n t h e va s t h e ave n l y
galaxies miraculously
aligned themselves perfectly on September 14,
1921. The cosmos thus
gave us one for the ages
. . . Paul H. Poberezny.
The stars shone down
o n t h e yo u n g s te r a l l
through the economically
challenging early years
of the 1930s, but he persevered, survived, and
even became quite wellacquainted with the fairly
newfangled, but very elementary, airplane.
The years moved on
and all the stars in the
h e av e n s m o v e d i n t o
perfect alignment once
again on May 28, 1944,
when teenage sweethear ts Audrey Louise
Ruesch and Paul Howard Poberezny became
forever joined in a loving marriage
and a highly achieving lifelong
partnership, that in time would
provide enlightened leadership for
the entire personal, sport, and general aviation world for 60 years.
EAA numbers soared beyond
anything they imagined. More
than one million people become
EAA members over the past 60
years, 177,000 of which are cur-
16
rent, active members. Untold

millions have traveled to Rockford and Oshkosh for over a halfcentury to watch in absolute wonderment as EAA annually presents
the greatest aviation extravaganza
in the entire world.
Paul was always prepared. At
23, he completed his World War II
tenure as a civilian primary flight
instructor for the U.S. military in
Arkansas, accepted an
Air Force Ser vice Pilot
commission, and ferried
scores upon scores of
military aircraft all over
the United States. As the
war wound down, he continued his service to the
country as a Wisconsin
Air National Guard maintenance officer in Milwaukee, where he would
spend the balance of his
30-year military career,
retiring as full colonel.
H i s m i l i t a r y c a re e r
included an assignment
to the Far East, Japan,
and Korea, f lying utility f lights and forever
fixing airplanes. After
the Korean War, Paul returned to Audrey, the
family, Milwaukee, his
Air Guard career (which
consisted of maintenance
officer, supply officer, operations officer, and pilot)
and his eternal, untiring interest
in small, personally owned, even
personally built airplanes.
The now-famous January 26,
1953, coal bin basement gathering
of a few of Pauls aviation friends
would lead to the creation of the
Experimental Aircraft Association
and the September 1953 fly-in
on Curtiss-Wright Field, now Timmerman Airport, in Milwaukee. An
tion passion.
l days of avia
is youthfu
Paul during h
astonishing 150 airplanes flew in and attended.

Until the September 1953 event, the word/phrase flyin did not exist in world languages. It has since become as
common as any other descriptive phrase. It was the beginning of something big, and as said, The rest is history!
In those early years, the VW or even small Continental-powered Fly Babys and Pober Pixies of the 1950s
and 1960s were just the beginning. The more advanced
experimentals, such as the Pitts Special, would become
world class and World Aerobatic Champions just a few
years later.
We were to witness the radical VariEze(s) and LongEZ(s) of the 1970s and 1980s, the BD5-Js of the 1970s
and 1980s (and even today), and eventually the 400-hp
Thunder Mustang and the fabulous 350 mph turbinepowered Lancairs of today.
Today we hear the expression, If you can dream it,
you can do it, and unlike yesterday, today we do believe
it, and unlike yesterday, we do it. The concept of Burt
Rutans far-out flying machines have become reality.
Lindberghs eighth wonder of the world in his 1927 New
York-to-Paris solo flight of 33 hours pales in comparison
to Burt/Dick Rutans and Jeana Yeagers non-stop, nonrefueled, more than 25,000-mile, around-the-world flight
(which is still considered impossible), ad infinitum. And
these are but a few of the creations that have come forth
from the gifted minds of highly talented and imaginative
aviation people who are free to dream their dreams and
create the products of their dreams through the encouragement and creative umbrella of Pauls EAA.
Rockford was a wondrous breakthrough, but EAA
soon outgrew it. Oshkosh beckoned, Steve Wittman
Three photos showing EAA gatherings at the
beginning of the annual fly-in event.
EAA meeting in its
early formation.
de Havilland Tiger Moth
Duane Coles Taylorcraft BF-50

17
The magazine that gave a jump start for an organization that

would influence aviation and pilots for generations.
pleaded, the seas parted, and

Oshkosh became far more famous
for aviation than for overalls and
fire trucks. Oshkosh became the
chosen location, and the momentum accelerated. EAA Oshkosh
was destined to become by far the
largest tourist attraction in all of
Wisconsin, annually accounting for
more than $100 million per year in
economic impact!
Historical Point of View
With the convention expanding

geometrically every year, something
far more striking began to happen,
something that in almost all cer-
18
tainty Paul could have never anticipated, and from an airplane perfection and historical point of view,
could never have been foreseen.
In the middle to late 1970s,
the stars again began to move
and align, the thunder became
far more audible, and the heavens
certainly had their reasons. It all
began when, unannounced and
very quietly, came Jim Younkin,
the resident genius of Springdale,
Arkansas, f lying his brand new
1929 Travel Air Mystery Ship; convention attendees gasped. Jim followed in another year or so with
his absolute carbon copy of Benny
Howards 1935 spectacular, solid

white DGA-6, Mr. Mulligan, sporting 1,340 cubic inches, and convention attendees gasped again.
These were not the Baby Aces
and Pober Pixies of a few years
backthese were full-scale, highly
powered carbon copies of the historic record-setting racing machines of 1929 and 1935all the
original Mulligan had ever done
was win both the 1935 Bendix and
Thompson back to backimpossible, but true! But, it was only the
beginningJim Moss would later
stop the show with his exquisite
MG-2, then figuratively stop the
world with his Matty Laird/Jimmy
Doolittle 1931 Bendix-winning,
impossible-to-believe-what-wesaw Laird Super Solution.
His super custom 1930 Great
Lakes with an M-14 340-hp Russian round engine followed, and
then in August and September of
2013, just days before his untimely
demise, came Jims all-time topper,
the simply magnificent completion
of his 11-year effort of the Granville brothers, Jackie Cochran, and
Francisco Sarabia, the 1934 Gee Bee
Q.E.D. Quod Erat Demonstrandum, aka Conquistador del Cielo.
But never, ever, to be forgotten
for one second was Jim Wright of
Cottage Grove, Oregon, arriving
in the mid-2000s with his perfect,
40,000-plus man-hours to replicate, world speed record breaking,
fully flush riveted Howard Hughes
Racer of 1935 and 1937.
These airplanes were Oshkoshinspired historical masterpiece
creations. They were brought to
us as living, breathing, flying examples of what in some cases had
not even existed in 81 years. And,
these genius-level creations occurred only because of the drive
and never-ending inspirational
magnetism of Pope Paul to move
EAA and all of us forward without

any hesitation or delay.
Can you imagine for just a moment the huge but quiet pride
and warm inner satisfaction Paul
had to feel when these levels of
airplanes came to Oshkosh? And,
they were created, came to exist,
and showcased at EAA for only
one reasonPaul Poberezny had
created and maintained the venue
for such aviation miracles to take
placeand all we had to do to be
a part of such artistry was to be in
attendance and enjoy the finery.
How fortunate we have been!
Can you recall the first time you
ever saw a picture of a BD-5J in
flight, or the Voyager, or Burts Gorilla? It was as if you were looking
at a mythical dream of some flying
machine from another world. And
yet, here it was, here they were,
and many if not all because there
was an organization that encouraged, fostered, featured and showcased these marvelously advanced
flying machines. The first time anyone ever saw a 45-60 number batch
of Long-EZs all aligned and parked
on their noses just north of the
Red Barn at Oshkosh, many people
probably pinched themselves to
make sure they were not dreaming.
These magical miracle moments
have all become an accepted part
of our world because of the vision,
foresight, and even more so, the tenacity and uncompromising drive
of the remarkable Paul Poberezny.
T hose of us who in the late
1940s/early 1950s era were flying our little factory airplanes for
fun dismissed virtually any and all
homebuilts as unacceptable stepchildren. We had our exceptionally
fine and reasonably priced factory
two- and four-place airplanes. We
had our military surplus and bargain basement, near giveawaypriced Stearmans, PT-19s, PT-22s,
BT-13s, AT-6s, even P-40s and

P-51s. How or why would we even
think in terms of homebuilts?
But Curtis Pitts little Pitts Special made us all sit up and take notice; it was hugely attractive, and
Betty Skeltons beauty turned our
heads! Mechanix Illustrated featured
articles written by Paul in its May,
June, and July 1955 issues about
his extremely inexpensive to build
($800) Baby Ace and moved the
backyard/garage shop do it yourself craftsman to a high fever pitch.
For a few dollars and a bit of
time, one could be flying the heavens in ones own (and owned) little
airplane. George Bogardus, Steve
Wittman, Peter Bowers, et al added
to the momentum, and Paul began
his organizational efforts in January 1953, followed by that now
famous first fly-in (a what?) on
Curtiss-Wright Field (now Timmerman Airport) in Milwaukee.
A Family Affair
Paul grew the group. It was

named the Experimental Aircraft
Association because that is exactly
what it was then. Later, the group
became known as EAA and eventually became more than 1,000 local chapters following the first at
Flabob Airport at Riverside, California, created by Ray Stits. The
Warbirds of America came aboard,
the Antique/Classic Division (now
Vintage Aircraft Association) was
formed, the International Aerobatic
Club came forth as an international
aerobatic force . . . we became World
Champions in 1972 and 1980. The
Ultralights were formed as light
aviation grew and exploded.
It is almost shocking the amazing things that happen when
keenly perceptive leaders like Paul
become aware of the unusually
special talents of the likes of Jack
and Golda Cox.
Jack had a rare gift for aviationrelated writing and describing the
qualities of our small airplanes
and the personalities who nurture
them. Paul recognized Jacks exceptional gift, and somehow persuaded
Jack and Golda to move to Oshkosh
from their warm Carolina climate
and assume the responsibility for
EAAs several publications.
The next 30 years under Jack
and Goldas sterling stewardship
at the publications helm was to
bring a new level of excellence in
describing EAAs ever-emerging
and ever-greater role in aviation
prominence. Paul then brought in
the congenial Gene Chase to assist Jack and Golda in these critical
team efforts to even further move
the EAA publications into becoming more and more the perfect support mechanism for EAAs win-win
success in the aviation world.
Paul always had more . . . much
more. T he late 1970s saw the
50th anniversary re-creation of
Charles Lindberghs 1927 U.S.
tour of more than 100 cities in
the original Spirit of St. Louis. Paul
and EAA re-created The Spirit of St.
Louis and that momentous 1927
tour; it placed EAA at the highest
level of public visibility and awareness it had ever experienced.
Paul himself flew some of the
legs and flew Anne Morrow Lindbergh over her native Connecticut
countryside. She had never before
been in the original Spirit or its
replica counterpart. That first EAA
Lindbergh Spirit of St. Louis aircraft
re-creation hangs today in the EAA
Aviation Centers special tribute to
Charles A. Lindbergh.
Bursting at the seams in the Milwaukee suburbs of Hales Corners,
Wisconsin, EAA moved its headquarters to Oshkosh and embarked
on creating the magnificent EAA
Aviation Center/Museum facility,
19
Audrey and Paul Poberezny
which today with its priceless aircraft collection is valued at more

than $100 million!
The world famous EAA B-17G
Aluminum Overcast tour airplane
in honor of veterans has become
one of the great annual hallmarks
of EAA service to the aviation and
general public, but the aviation
highlight of every year and the
greatest public aviation spectacle
in the world is the annual EAA AirVenture Oshkosh convention and
exposition, which attracts more
than a half-million people, 10,000
airplanes, nearly 2,500 show airplanes and exhibitors, and aircraft/
avionics/accessories vendors from
all over the world.
These four momentous EAA
milestones: the re-creation of the
1927 Lindbergh tour, the creation
of the magnificent EAA Aviation
Center with its invaluable aircraft
collection, the nationally known
annual B-17G Aluminum Overcast
tours, and the unparalleled AirVenture Oshkosh convention and aerial extravaganza has left no doubt
that EAA is the most visible, most
creative, and exciting civil aviation
organization in the world!
Paul Poberezny, from that very
first meeting with aviation friends
on a frigid Wisconsin night in the
family coal bin crowded basement,
essentially through his own force of
character and power of personality
20
Paul remained a true homebuilder all his life.
stayed the course through 60 years

of miraculous and momentous
achievements. EAA has become the
largest, most successful, most respected organization in the history
of general as well as sport and recreational aviation. Its name is known
worldwide and always with the utmost of reverence, thoughtfulness,
consideration, and more than a certain amount of disbelief.
Pauls son, Tom, was born in
1946, and his daughter, Bonnie,
in 1954. In time they, too, became
completely immersed in the family passion for EAA and aviation.
Tom became the U.S. National
Aerobatic Champion at the tender
age of 22 as well as a member of
the U.S. World Aerobatic Championship Team later that same year.
Tom also enjoyed more than 40
years in top EAA management.
Bonnie would evolve to becoming
an exceptionally talented executive
on Pauls staff in the EAA Aviation
Center. Bonnie was always a tower
of strength in support of Paul and
Audreys never-ending 60-year effort for EAA.
Paul and Audrey created, fostered, and nurtured a concept
that did not exist in any form
and brought forth a pure miracle
and force for good in aviation and
the United States of America. At
a place called Oshkosh there is
never a discouraging word, never
a frown; it is a smiling, happy, immaculately clean, and upbeat environment; it is as near a spiritually
uplifting, near heavenly experience
as one can imagine.
The entire overall complex with
all its attributes is an ongoing and
constant reflection of what Paul
wished it to be and what he constantly strived for and essentially
required it to be. He succeeded, and
succeeded on a scale that exceeds
the most extreme, ambitious imagination. Can any of us identify or
pinpoint any other extremely gifted
individual that we believe could
even scratch the surface in emulating the accomplishments of this giant? The author knows of none.
Aviation Leader
Paul Poberezny now belongs to

the ages. He was the perfect person
at the perfect time in the perfect
place. He left no stone unturned on
the behalf of those of us in aviation
and very particularly sport and recreational aviation. He was a leader
in name, thought, and deed. He
was the epitome of Lead, follow or
get out of the way, and all of us are
the beneficiaries of his strengths.
How could we have ever been so
fortunate? He was, and shall always be, in a class by himself.
There is a new, eternal, and inspirationally bright star in our heavensit too is in a class by itself.
Paul created an entirely new wide

world of aviation. In his passing,
we have witnessed the end of an
inspirational era of aviation. Pauls
EAA leadership and its members
individually oriented opportunities
spawned entire industries in powerplants, airframes, materials, avionics
. . . his leadership inspired countless
aviation innovations, his leadership
brought forth advanced designs of
experimental airplanes that were so
infinitely capable, they were flown
around the world . . . one of his
devotees was so capable, so far advanced in his concepts, he designed
and built an airplane that did the
absolute impossibleit was flown
around the world, more than 25,000
miles, non-stop, non-refueled by the
design-engineers brother.
The creativity that has evolved
and exploded from within EAA and
that first small gathering of aviation
friends in Pauls basement on January 26, 1953, has changed the world
of aviation forever, and, for the better, of course.
The charismatic Paul Poberezny
was the epitome of what the gifted
and inspired human spirit can accomplish if simply permitted to
dream its dreams, energize the
friendly free enterprise forces to accomplish those dreams and create
for all mankind the tangible benefits
of those dreams.
Paul was, in many ways, an ordinary man, but in his unbounded efforts for aviation, his sheer greatness
shone through. Aviation has never
had a person in any way comparable
to him, it is virtually impossible to
envision anyone ever reaching his
level of aviation accomplishments
again. He created an entire era essentially through his vision, foresight,
leadership, his power of personality and persuasion. His perseverance
was without comparison.
His passing marks the end of
an era, an era that captured the

hopes and dreams of millions of
us. There are simply no words for
the magnitude of what he has
done for so many.
Perhaps we should recall Sir Winstons words, Never in the course
of human events has so much been
owed by so many to so few.
With apologies to Sir Winston,
Never in the course of world and
civil aviation has so much been owed
by so many to one single individual.
We have lost a living legend and
leader beyond even world-class aviation accomplishments.
Few of us are ever privileged to be
close to true greatness; a great number of us had that privilege in our
friendship and association with Paul
Howard Poberezny.
His life did not start with the
slightest promise of greatness; it began in the most humble manner possible. He was born dirt-poor of immigrant parentage from the Ukraine
in the midst of the worst economic
depression in the history of the nation, yet, 91 years later there are no
names more well-known, or more
respected, or more revered in the entire world of aviation, all of aviation,
than Paul Howard Poberezny.
One can speak of vision but like
electricity and gravity, we can neither define it nor understand it. Paul
had to have vision, but more honestly, more accurately, Pauls vision
was precisely as defined by Thomas
Edison, 1 percent inspiration and 99
percent perspiration. He was without peer in his quest and determined
drive to bring sport aviation to the
pinnacle of the publics view not only
in America, but the world.
He was a human dynamo in his efforts; he was tireless, absolutely and
completely tireless in his endless efforts for aviation, and not from just
his early or middle life, but to the
very end, he had an unquenchable
thirst for aviation excellence, from

his unpowered glider of the early
1930s to such as the Flying Flea, to
the mighty EAA P-51D and B-17G,
and oh yes, he was current and typed
in the B-17 in his last year of life on
this earth. He flew them all, nearly
400 types, from the primitive, simplistic gliders to the OX Swallow
to the military jets, he flew the full
gamut of the military warbirds of his
day and flew them well.
He was a natural born leader, he
was the EAA founder and eternal
leader, he was our leader from that
first cold January night in 1953 till
his last day in our midst and, now,
even beyondthere has been no
other like him and no mortal can
ever take his place or accomplish
what he accomplished. He was bigger than life itself.
Paul Howard Poberezny will live
forever in the hearts and minds of
those who knew him and those who
witnessed his countless amazing
accomplishments. Those of us who
were privileged to know him know
we have walked with a giant among
giants, a mortal who achieved light
years more than mere mortals can
ever perceive. In the months and
years to come, hopefully we will find
the perfect ways to honor Paul and
his memory in the most fitting and
appropriate manner possible.
Paul reached legend level years
and years ago, yet wore his Pope
Paul title in the most humble
manner imaginable. The inspiration of his legacy will emotionally
move aviation to higher levels for
generations to come and for generations yet unborn.
We can be certain the very most
select of the whos who of the greatest of aviations dearly departed were
waiting with open arms to welcome
home one of their very own.
Very well done, Paul. Very, very
well done!
21
Historic Aircraft Restoration Museums

1929 Monosport Model 2
Sole Survivor
by Budd Davisson
Monosport
The word for the day is Monocoupe. Now, real quick, what images popped into your head when
22
TheMonoAircraftcompanyhadaconvolutedhistoryinwhichitmorphedinto,andoutof,havingaMonocoupeidentity.
When examining the seemingly crude mechanics of an aircraft

like the 1929 Monosport its important we put it in context and
remember that it was state-of-the-art at the time and a winning racer. Use the Model A Ford of the same year in the background for reference.
The Mono Aircraft company had a

convoluted history in which it
morphed into, and out of, having a
Monocoupe identity.
you saw that word? More than

likely they featured a sporty-looking, high-wing, high-performance
machine that just reeks of old-time
testosterone. But the breed wasnt

always that svelte. In fact, the
Monocoupe forebears, like the little Monosport, are about as svelte
as a tumbleweed. Its possible that

funky is the correct adjective. On
the other hand, when looking at
something such as the Historic Aircraft Restoration Museums Model
2 Monosport, you really have to
put it in context. You have to judge
it against what was, not what is
or what came later.

First, it has to be pointed out
that because of a blizzard of corporation changes (1929 wasnt a great
year for corporate continuity),
technically, the 1929 Monosport
may or may not be a Monocoupe,
but it probably is a Mono. The com-
pany name changes came so fast

and furiously, its really hard to tell
whats what.
Paraphrasing Wikipedia (which
isnt always the last word), in 1927,
Central States Airplane Company
was established to build Don Luscombes Monocoupe. In January
23
The rocker arm covers arent sealed and only keep the grease in the
general area. Note the flattened exhaust collector ring.
Glenn Peck had to fabricate the

entire exhaust system.
No photos exist of a Monosport

Model 2 instrument panel so some
guess work was involved.
1928, the company became the

Mono Aircraft Division of Velie
Motor Corporation, hence the Velie Monocoupe. In early 1929, the
Velie interests were sold to Allied
Aviation Industries, a holding company. By May, these interests were
divided into two separate companies: the Lambert Aircraft Engine Corporation and the Mono
Aircraft Company of Moline, Illinois. Both companies passed into
receivership in 1931 (are you still
with us?), re-emerging in 1932 as
the Lambert Engine and Machine
Company and the Monocoupe Corporation. In July of 1934, the two
companies joined under the newly
formed Lambert Aircraft Corporation with Monocoupe continuing
to operate under its own name. In
1940, the company was dissolved
and its assets passed to the Monocoupe Aeroplane and Engine Corporation (transferring operations
to Orlando, Florida).
Whew! That was exhausting.
Anyway, the Monosport was a
follow-on to the more familiar Velie Monocoupe, whichbelieve it
or notwas a real competitor in
the small plane air races so popular
at the time. The Velie-powered aircraft had 60 hp (on a good day), but
as the competition became stiffer,
it desperately needed more power.
However, the next logical step up
in power was the 90-hp K-5 Kinner
or 110-hp Warner, either of which
was simply too much (power) for
the original airframe. So, it was redesigned for the new engines. It
became wider (still painfully narrow for a side-by-side aircraft,
which minimized frontal area),
the wings took on graceful ellipLeft, The long arm to the left of the
control stick in the photo connects
to the belcrank in the spar to actuate the ailerons. Rube Goldberg
must have been a Mono employee.
24
tical tips, and the drag-producing

outrigger gear disappeared to be
replaced with a centrally mounted
gear. This gear was cleaner and the
airplane was once again competitive in racing, but experience eventually showed that about the best
thing which could be said about the
new landing gear was that it kept
the prop out of the dirtmost of
the time: Apparently, the geometry was such that it led to the unintentional destruction of almost the
entire Monosport fleet, one at a
time, usually via landing accidents.
Sixteen Monosports were built,
nine Model 1s with the 110-hp
Warner and seven Model 2s with
the 100-hp Kinner K-5, but only
one survived, the rest succumbing to crashes or multiple gearrelated accidents. The sole survivor
is 8989, a Model 2 that is owned
and operated by the Historical Aircraft Restoration Museum located
at Creve Coeur Airport just outside of St. Louis, Missouri. With
its restorer, Glenn Peck, at the controls, the historic old aircraft made
a heroic flight up to EAA AirVenture Oshkosh 2013 where it collected the award for Outstanding
Closed Cockpit Monoplane, Silver
Age (1928 to 1936).
Just Along For The Ride
Glenn, a longtime aircraft restorer and pilot, is the first to admit

that the flight up was anything but
routine. He says, You only have to
look back through the records of
this airplane to see that it had, and
still has, an obvious landing gear
problem. The records show five
landing gear and wing repairs. One
or more for each owner. The gear
geometry is such that, when off
the ground and extended, the lowest point of the 24-by-3 tires are
nearly inside of the gear leg pivot
points, making the effective track
The leading edge of the fin is adjustable right and left by stacking
washer and the lift strut has a universal fitting at the top.
In true early aircraft style, streamlining is via balsa fairings, fabric

tape and dope.
less than 4 feet wide. So, when you

land, theres a possibility of one leg
wanting to spread and the other
wanting to stay inboard or go some
other direction. All the way up to
OSH, I just assumed I had an unknown number of successful landings available to me, so I did my
best to both limit the landings and
put it on grass whenever possible.
At Oshkosh, no grass was available,
so I only flew it in, then flew it out
at the end of the week.
Making the trip a little more

exciting was that we only had a
small amount of run-in time on
the engine, so it was a real question mark. Theoretically, it had
been overhauled by someone for
the last owner. But I took it completely apart, and its a good thing I
did. There was glass beading media
in a lot of the nooks and crannies,
a cracked crankcase, and some of
the clearances werent right. It was
also missing a proper exhaust, but
25
The original owner of 8989 poses proudly with his new purchase.
a few photos and a lot of scratchbuilding solved that.

To modern eyes, and even to
those accustomed to looking at
older, radial engines, the K-5 Kinner
defines the term antique engine.
Even though it was state of the art
for engines of its size at the time, it
was developed fairly early in the era
of dependable radial engines. So, a
lot of systems we take for granted
on radials, or any other aircraft engines (the flat fours were still years
away), didnt yet exist for engines of
this size. The oil system and valve
train lubrication were still less than
stellar or not there at all.
The oil system is questionable at best, and we spent a lot
of time trying to get it right and
make it reliable, Glenn says. For
one thing, the pressure gauge on
the panel measures pressure at the
pump, which is quite a distance
from where the pressure is actually
needed. The pressure relief valve
is supposed to maintain 100 psi,
and the standard instructions are
26
to land if pressure drops to 80 psi

and shut off the engine and land
if it gets to 50 psi. The problem is
that the relief valve is located on
the wrong side of its engine. It
read the pressure after the oil goes
through the entire engine, and we
couldnt trust the gauge to tell us
what pressure the engine was actually seeing since it actually was
quite a bit higher than the gauge
reads until the oil warms up. So,
lacking time to change the original,
we hid a separate, modern gauge
that we knew was reading correctly
behind the panel. It showed that
we had managed to keep 95 psi
with 90-degree temps. That made
me feel better during the trip to
OSH. It has since been installed
into the panel. Higher temps later
required heavier oil than what the
manual called for, which has solved
the pressure problem.
Kinner Power
When walking around the engine, its easy to mistake the cov-
ers over the valves as being valve

covers as we usually think of them.
Normal valve covers tightly hold
grease and oil, which is pumped
into them to lubricate the valves
and rocker arms. Not so on the K-5
Kinner. The valve covers are just
thatcovers. All they do is keep
the oil and grease on the valves
more or less contained so all of it
doesnt blow back all over the airplane (they are marginally effective at that), and they retain the
parts when they come loose after
the operator neglects the required
valve adjustment every 10 hours
and waits the extra couple of hours
it takes to get home first.
Glenn says, The No. 5 exhaust
valve adjust nut let go at 11 hours, 7
minutes total time. Fortunately, I was
only a few minutes from the scheduled fuel stop at Poplar Grove Airport
on the way home from Oshkosh.
Incidentally, by some sort of
aeronautical miracle, the serial
numbers on both the engine and
prop say that they are the same
Recreating the photo at left, Glenn Peck poses proudly with 8989 just before taking off on the first
post-restoration flight.
. . . as long as you remember that you are

no longer in 2013 but 1929, and youre
pretty much along for the ride. Its something
of a time machine . . .
units that were on the airplane
when it left the factory.
You hand-grease the zerks on
the rocker arms every five hours,
Glenn says, and lightly oil the
valves with a needle at the same
time. Actually, Ive started greasing both before almost every flight.
The old manuals are really vague,
and the metallurgy of the time
wasnt very advanced. Still, I think,
if you use common sense, read
the manual and believe it, and use
modern lubricants, the Kinner will
outlast those of us who are flying
the old engines.
Antique magnetos are another area
that can be problematic, and those on
the K-5 Kinner are no exception.
The mags were another concern
on the trip, Glenn says. These are

Scintilla SBs, and the condenser is
wound internally to the coils. There
are no parts available, no manual,
and you pretty much run what you
can find or make. We almost didnt
make it to OSH, because just after
takeoff on the third leg, a mag coupling failed. Its a really odd contraption made of a stack of shims
for flexibility driven by a fork affair
to dampen the oscillations caused
by the long stroke and time between power pulses, which will demagnetize the magnets. We would
have been down for the count except Scott Taylor at Poplar Grove
Airport, Illinois, stepped in and machined a new coupling for us in less
than 24 hours. Hes known for help-
ing guys, and he certainly saved the

day for us on this one. We made it to
Oshkosh only about two days late,
and part of that was due to weather.
We definitely wouldnt have made it
at all if it hadnt been for Scott.
Its little details, such as the mag
drive, that made the project take so
long to complete in the first place.
When we decided to restore
the airplane, it had been sitting in
the museum for nearly 10 years,
says Glenn. To walk around it, it
looked like a complete and really
pretty nice airframe. I have a company, Peck Aeroplane Restoration,
and we had been restoring big dinosaurs, including a DH-4, Boeing
40B, Zenith Z6A, and other monsters, and I was looking forward
to a smaller project that could be
finished fairly quickly. Looking at
the Monosport, I figured it would
take about 10 months. But then,
after we took it to my shop, every
time we turned around, some small
part, usually several, was missing.
We had all the big parts: the wings,
27
The Kinner K-5 engine was supposed to have been overhauled, but
when Peck took it apart he found everything from glass beading media
in galleys to cracked cases.
motor, etc., but we were missing

all the small parts that tied the big
ones together. The big parts, like
the wings and fuselage, were in
great shape, but we were going to
have to replicate dozens and dozens of things that were missing.
And we didnt know what a lot of
them even looked like.
A Brief History
Considering 8989s long, erratic history, its pretty amazing

28
that any of it existed, much less

the small parts. From the time it
was built, it went through a long
line of owners, each of them adding their bit of damage or modification. In 1952, when the airplane
last flew, the chapter written by
the last owner was typical of the
airplanes life. Follow these 1952
logbook dates closely:
August 14. Previous owner
flies one hour, probably with
the buyer.
August 15. New buyer finalizes

the sale and flies one hour with
previous owner.
August 16. New owner takes
possession and flies an hour.
August 18. Logbook says, Ship
damaged in wind stormright
landing gear + right wing+ aileron damaged.
Hmmmm! Wind storm damage.
Rrrriiiight!
The airplane was taken home for
repair, and receipts for parts and materials date as late as 1972. Unfortunately, the owner/restorer died in
1973, and the airplane became the
stuff of legends; the airplane was in a
barn owned by a widow who refused
to sell it. But it wasnt bought for
lack of trying: Lots of potential buyers lined up at her door, but she just
wouldnt part with her loving husbands prized possession.
Finally, the late B ud Dake,
Monocoupe luminary, kept after
her until she understood what he
meant when he said that the best
way to honor her husband would
be to finish the airplane and get
it back into the air. So, in the late
80s, Bud became the proud owner
of the sole-surviving Monosport
and put it on display in the museum for long-term storage in what
looked to be a complete, but uncovered, state. It wasnt until Glenn
Peck started working on it that it
became apparent that, somewhere
in time, many boxes of small parts
had gone missing in action.
Glenn says, Bud had a new set
of wings built, but were not sure
the airfoil is exactly right because
the original wing was in such sorry
shape and only a couple of photos
survive. It had been stored outside,
so it was barely good for patterns.
Regardless, I didnt have to worry
about the basic wings. However,
most of the brackets and linkages
for the control system were missing.
The fuselage was also good,

completely primed and painted,
and any repairs done. So I had the
basic fuselage and it looked like
an assembly job, not a restoration. But just about everything else
about the fuselage was missing,
and some of it, like the window/
door trim, was hard to figure out.
For those, I made up a pattern on
the workbench and cut out the aluminum window and door fairings
in a single piece with a router. As
for fuselage sheet metal, we only
had the top piece of the cowling
and the nose bowl, but we figured
it had to be similar to the Velie in
concept and just went from there.
The saving grace for everything
on the outside was photos. We only
had five of them. But I pored over
those with a fine-tooth comb, and
we got most of the details right.
The interior, on the other hand, especially the instrument panel, was
very much an unknown because
there were no photos of the interior or instrument panel. We only
had one possible corner of the
panel visible through a window, so
we built from there.
We were told that the instrument cluster in the middle of the
panel that came with the airplane
was supposed to be original equipment, but we cant prove that. However, we do know what the panels
looked like in the models before
and after the Monosport. We also
know they used some of the same,
unique mechanical control units on
the dash that controlled the spark
advance and mixture. We had one
original of the same type vertical
slider control that was in the Curtiss Robin we had previously restored, and we made the others. The
panel details were all assumptions
on my part, and if anyone reading
this has photos or information that
corrects what weve done, wed sure
like to know about it.

The control system is something
of a Rube Goldberg invention, especially the way the control stick
and push rod system for the ailerons work. Often, systems such as
these result in heavy controls, but
Glenn says, The controls are neither heavy nor light. Somewhere in
the middle, but the airplane is surprisingly responsive, considering
the era in which it was designed.
When it came time to cover and
paint the airplane, Glenn wanted
to use modern materials but maintain a vintage look.
He explains, I used Poly-Fiber
throughout, cover and finish, but
when I was finished shooting the
color, I didnt wash it or wax it. If
you wash and wax 30 days later, it
glosses up. I did neither so it still
has some residue from the solvents
evaporating on the surface that
makes it look like a very old, but

cared for, dope finish. If we want it
to shine, all we have to do is wash/
wax or buff it, but I really prefer
the old airplane look it has now.
Apparently, the judges at Oshkosh 13 agreed with Glenns taste
and gave the airplane their highest award for the category. Monocoupes were a passion to both Bud
Dake and Haswell Ogle, the Monosports last owners, and the award
is a fitting tribute to them both.
Glenn summarizes flying the airplane by saying that youll be okay
. . . as long as you remember that
you are no longer in 2013 but 1929,
and youre pretty much along for
the ride. Its something of a time
machine and you find yourself asking, Didnt Slim used to fly the mail
along through here? I think he even
bailed out right over there. But that
was before he was famous.
29
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41
Walking the Line

Sparkys 2013 AirVenture Notebook
photos and captions by Sparky Barnes Sargent
Pretty weather, near-perfect temperatures, and
gorgeous vintage airplanesbut thats not all there
was to enjoy as I threaded my way through the vast
acreage of airplanes and aviators. As was the case
last year, the pilots with whom I visited unabashedly
shared that the main reason they keep returning, year
after year, is to reunite with the friends theyve made
here. Often, it may be the only time they see each
otherwhich bespeaks the perma-bond that aviators tend to form amongst themselves.
In a way, its like an annually occurring old home

week for many of us. Yet its pleasantly more than
that, because that devotion and bond also extend to
their airplanesespecially the ones that have become
family members through years of loyal service. So
once again this year, it was my privilege to have the
delightful opportunity to greet old friends and acquaintances, and meet new aviators and listen to
the stories they chose to share with meand with you.
Cmon, join me as I walk the line!
Jim Hudgin hails from a flying family

who owned Hudgin Air Service FBO in Tucson,
Arizona, for many years. His father and four
uncles were one of the top Piper dealers in
the country and also owned Grand Canyon
Airlines. So its no surprise, then, that Jim
would have an affinity for Pipers. He flew
N4612H, his beautifully-restored 1948 Piper
PA-17 Vagabond, to Oshkosh from his home
in Lewisburg, Tennessee.
Smiling, he shares, Its a fun airplane to
fly! There was a lot of headwind during the
flight here, so it was slow compared to other
years, and bumpy. Ive owned the Vagabond
since 1988; it was damaged by a tornado,
so there were a number of years it wasnt flyable. I rebuilt the airplane and moved where I could build a
hangar and an airstrip. Ive had it back flying now for eight years, and I have about 800 hours on it now.
Ive won awards for it, mostly at Sentimental Journey in Lock Haven, Pennsylvania, and a couple of minor
awards here at Oshkosh, but I dont generally have it judged.
Fun-loving Vintage member Dean Del Bene
of Monee, Illinois, was relaxing with friends in the

Round Engine Rodeo area. Hes owned NC18407, a
1937 Stinson SR-9C Gull Wing, for 40 years and has
about 1,200 hours in it. Its powered by a 265-hp
Lycoming and is a longstanding award winnermost
recently, it received the 2009 Antique Continuously
Maintained Aircraft award at AirVenture.
Sharing a bit about his airplane, Dean says,
American used a Route Survey plane, a Stinson
Reliant, and we were given permission to use the
blue-and-orange American paint scheme years
ago. It was a basket case, and it took 10 years to restore it. I did all the fabric work and the painting,
shares Dean, adding, but I had the help of a lot of
friends. Jim Leonard was one of them, and we made
a promise to the airplane when we had it in the garage. Its wings were off, and we were hand sanding
on its belly, and wed tell her, Cmon baby, be good
to us and well take you to the Bahamas! And thats
exactly what we did, after we got the airplane fully
put together. We flew it to Bimini in the Bahamas; it
caused quite a stir there.
Dean had his first airplane ride when he was
9; his uncle took him flying in a Piper Cub. He got
kind of queasy from all the maneuvers, but was
hooked nonetheless. I didnt start flying until my
late 20sit took a while, because as you know, it
takes some money to do it, he explains, adding,
I soloed in a Piper Cherokee 140, and I bought my
first airplane in 1967Ive had airplanes ever since
then, and Im 77 now. I have about 6,500 total
hours now, with a commercial multiengine instrument license.
Hes been coming to the EAA fly-in ever since
it was in Rockford. We got the Stinson flying in
1983 and have been here 30 consecutive years. I
wouldnt miss it! Weve flown it to Lakeland and
Oshkosh frequently through the years, he says.
Its a lot of fun because of the people that you
meet! The people are wonderful; theres nothing

like pilots.
Reminiscing with a smile in his voice, Dean says,
We set a speed record from Midway Airport to Kitty
Hawk, North Carolina, nonstop! The plane only goes
about 120 mph, but we got up into the jet stream,
which was blowing about 100 knots, and we just
surfed along, farther than the airplane is capable of
going, and faster than its capable of going. We set
an average speed of 170 mph for that flight. A banquet was held at Kitty Hawk for pilots who established records in 1985, and the National Aeronautical
Association acknowledged Dick Rutan and Jeanne
Yeagers Voyager record, my record, and others for
that year. The awards were presented at a later date
at the Smithsonian museumin Washington, D.C.,
and it was an affair I shall never forget.
Dean enjoys the Stinson because its roomy,
comfortable, and stable. It flies very nice; its a
good airplane and doesnt have any bad habits.
The only thing you have to watch like any tailwheelis landing it, and you have to watch the
winds, he says, chuckling. When asked if there is
anything the airplane has taught him through the
years, he responds, quick as a whip, Humility!
It was easy to see that Marvin Pugh of
Yakima, Washington, is an experienced fly-in

attendee. He had a nice camping and cooking arrangement set up right beside N2207D,
his 1952 Cessna 170B. Ive owned this airplane
seven years, and its pretty much in the same
condition as when I bought it; Ive just done
little maintenance items from year to year. I
had a Cessna 180 for 21 years, he shares, then
adds with a laugh, but the 170 is cheaper to
operate! I come here for the camaraderie, to
see a bunch of people, and camp together. I
went to the International 170 convention in
Kentucky [right before AirVenture]. Marvin has been flying since 1973, when he soloed a Champ, and has
flown mostly tailwheel airplanes.
42 NOVEMBER/DECEMBER 2013
Now heres a rare plane!
This 1931 de Havilland Puss Moth

(N223EC) is owned by Ben Cox of
Winterbourne Down, Bristol, United
Kingdom. He and his copilot, AnneMarie, were camping by the airplane. This Puss Moth is powered
by a 145-hp DH Gipsy Major 1C and
cruises at 100 mph and lands at 40
mph. Its wingspan is 37 feet, and
the wings can be folded.
(Watch for an upcoming feature on
this airplane.)
43
Vintage member
John Patterson of
Frankfort, Kentucky, is
the owner of NC14047,
a 1934 Cabin Waco YKC.
Powered by a 220-hp
Continental, it cruises
at 105 mph and lands
at 55 mph.
N500HP is a 1963
Greg and Cindy Heckman of Polo, Illinois,
are all smiles with their handsomely restored

1946 Funk B85C, N77727. It won the Classic Grand
Champion Gold Lindy award. (Watch for an upcoming feature on this airplane.)
Mike Araldi of Lakeland, Florida, and his

1938 Waco AGC-8 won the Antique Reserve Grand
Champion Silver Lindy award. NC2312 was featured
on the cover of Vintage Airplane in July 2012, accompanied by an article entitled Mike Araldis
Antique Flying Diary An Alluring Waco AGC-8.
Dee Howard Company

500, registered to
TP Universal Exports
International LLC of
Eagan, Minnesota.
Its powered by two
water-injected 2,500hp Pratt & Whitney
R-2800s and is a
transport category airplane with a pressurized cabin. It holds 1,546 gallons of fuel and burns 200 gph, with a 325 mph cruise
and a range of 2,200 miles. Its wingspan is 72 feet, and it measures 60 feet long. It stands 14 feet 6 inches
tall and has a max weight of 35,000 pounds.
A group of industrious men were vigor-
Terese and Roger Brown of Port St. Lucie,

Florida, were happy to finally debut NC29457 at
AirVenture this year. Just out of a lengthy restoration, their 1943 Howard DGA-15Ps glossy black fuselage reflected the images of its many admirers.
The judges awarded it the Antique World War II Era
Champion Bronze Lindy. (Watch for an upcoming
feature on this airplane.)
This 1948 Aeronca 11CC

Super Chief was an Oshkosh
1st Time Flyer 2013. Powered
by an 85-hp Continental, it
cruises at 95 mph and lands
at 38 mph. N4311E is owned
by Robert Heavirland of North
Branch, Minnesota.
44
This sunshine-yellow 1932 Waco UEC is

powered by a Continental R-670. NC12472 is registered to the EAA Aviation Foundation Inc.
ously wiping down a polished 1937 Spartan 7W

Executive until it shimmered in the morning sun.
(L-R: Mike Spirito, Alex Boone, Adam Schooling,
and Carl Johnson, kneeling.) Vintage member Alex
Boone, with his polishing cloth in hand, took
a few moments to talk with me. Ive had the
Spartan just over a yearlong enough to know
that you should probably only own one polished
airplane in your life! The Spartan really has been
my pinnacle of general aviation for 20 years, and
they only come up for sale about once every five
to seven yearsso I was lucky enough to become
the proud owner. It had been in Cleveland, Ohio,
and was in very good shape when I got it. Weve
done some engine work on it, he says, adding
with a smile, and a lot of polishing!
NC17613 is serial number 12, and is powered by a 450-hp Pratt & Whitney, with the American Flyers
logo on the side of the fuselage. Alex and his friends flew in from Lexington, Kentucky, and the 410-mile
trip to Oshkosh took about three hours. Itll cruise 150 knots, and it burns around 20 gph. Spartans
early literature stated it would cruise at 200 mph for 1,000 milesbut I dont think I could obtain either
one today. But it will probably fly longer than you will want to; its got a five-hour range.
Alex finds the Spartan to be a very docile and responsive airplane. We came in yesterday at 10,500
feet, and at that altitude, its still a very solid airplane. The gear is far enough apart and has a lower
center of gravity than the Stearman I had, and it has a lockable tail wheelall of which helps for ground
maneuvers, shares Alex, adding, This is my first time to OshkoshIve been here less than 24 hours,
and its already overwhelming!
45
This striking 1946 Globe

GC-1B Swift was at the end
of a row of handsome Swifts

this year. N80919 is powered
by a Continental IO-360-D engine and is registered to Bruce
Mayes of Honolulu, Hawaii.
Vintage member Mike

Lazarowicz of Port Clinton,
Ohio (right), was visiting

with his buddies Bill Miles
from Lillian, Alabama (left),
and Larry Haas from La
Cygne, Kansas (center), beside his freshly restored 1946
Taylorcraft BC12D. As it turned
out, Mike not only had a
good time seeing his friends,
but also when he received
the Custom Class A (0-80
hp) Small Plaque award for
N95817. Sharing a bit about
his airplane, Mike says, I
bought this Taylorcraft for
$1,150 in 1969, when I was 17
years old. I went to college,
and my friend helped me re-cover it the second year; I flew it all the way through college, got all my ratings, and then I sold it in 1973. I bought it back six years ago and restored it. This is the same exact paint
job I had on it in 1970, when I was an 18-year-old kid. It was what I liked! You can restore them to original, but my goal was to make it a flier and enjoy it, and relive my youth!
Mike grins when he refers to his buddies, saying, I met Larry through the Taylorcraft forum and then
Larry introduced me to Bill. They own four Taylorcrafts between them, and they stalk me at every meet
theyre always behind me at least four steps!
Bill used to volunteer in the Federal Pavilion, and he especially enjoys coming to the fly-in just to socialize and look at airplanes. Bill has an extensive history in aviation, from flying crop dusters to transporting prisoners to flying for the airlines. He soloed in a Taylorcraft in 1946, back when Mikes plane was
brand new. Explaining why he owns two of them now, Bill says with a gentle laugh, I like the airplane
because of its flight characteristics. Itll outfly a Cub. In fact, when Im flying with a Cub in formation, I
have to pull the throttle halfway back. I enjoy landing mine on my 1,340-foot runway in my pecan orchard; its plenty wide in there for the Taylorcraft. The tree trunks are 90 feet apart, and the tree limbs go
overhead and make what kind of looks like a tunnel that you land in.
Being good friends with Bill has its perks; Larry has experienced the delight of landing in the pecan
orchard in Bills Tri-Pacer as well as the Taylorcraft. It was Larrys 44th consecutive year at Oshkosh; hes a
talented restorer and homebuilder. Describing a little bit about his aviation background, Larry smiles and
says, Ive owned two Taylorcrafts for 51 years now, and theyve both won prizes up here. I learned to fly
in one, then went and bought one. I flew it a year or so, and then my dad learned to fly, so we had to
have a second airplane. We painted them just alike, and we went everywhere in two airplanes.
Its easy to deduce from these gentlemens stories that throughout nearly 70 years, the Taylorcraft is still
a keeper. Yet, as Mike points out, Airplanes at Oshkosh are great, but the people are the real story!
(Watch for an upcoming feature on this airplane.)
46 NOVEMBER/DECEMBER 2013
N7040E has been beautifully restored and

is Flying in Memory of Wallace Smith, 19541976, and Glenn Hulslander, 1928-1993. This
1960 Cessna 175A is owned by David Smith of
Milaca, Minnesota, and received the Outstanding
Customized Bronze Lindy award.
W. Lee Hussey, II of Martinsville, Virginia, is

the proud owner of this 1964 Piper PA-24-400
Comanche. With its cowling open and its rocker box
covers shining in the sun, it attracted quite a bit of
attention. N8455P received the 2013 Contemporary
Grand Champion Gold Lindy award (and was the
2010 Bronze Lindy winner).
Above: This un-
signed, time-worn
image was painted
directly on an interior wall panel in the
VAA Red Barn and
had apparently been
covered over for
years. Curiously, it is
remarkably similar to
NC14163 at right.
This gorgeous 1934 Stinson SR-5A bears the logo Abraham Lincoln Life Insurance Company,
Springfield, Illinois on its fuselage. NC14163 is powered by a Lycoming R-680 and is owned by Keith
Swalheim of Cottage Grove, Wisconsin. It cruises at 120 mph and lands at 70 mph. It received the Antique
Transport Category Runner Up award. (Watch for an upcoming feature on this airplane.)
This 1929 Spartan C3-165 was on the

flightline very briefly one day. NC705N
is owned by Lee Kunze of Howards
Grove, Wisconsin, and is one of five C-3s
listed on the FAA Registry. Appropriately
enough, Tempus Fugit II adorns its cowling (Latin for Time Flies).
47
Longtime EAA members will be sure to recognize
the blue jacket with patches that EAA lifetime member Camilla Roberts is wearing in this photo. Theres
a poignant story behind the jacket. Our friends,
Eric and Irene Manuel, would come to Oshkosh with
our chapter, and he passed away last year at 96. He
came up here until he was 94, shares Camilla, adding, Their children gave me Irenes jacket, and the
patches represent all the years Ive been here except
for one, when I wasnt here. They both volunteered,
and I still volunteer.
Camillas eyes sparkle when she says, My first
airplane ride was when I was 18 months old, in my
moms arms, on NC414H, which is the Tri-Motor that flies out at the Grand Canyon now. They charged a
penny a pound for passengers, and we have it on 8 mm film!
Shes been coming to Oshkosh since 1974, and her father, Larry Roberts, has flown the Cessna 170A here
42 times. They are active members of EAA Chapter 563 in Peoria, Illinois, and Larry is a Century Club member, having flown at least 100 Young Eagles.
Hes owned N5799C, a 1950 Cessna 170A, since 1967, and its staying in the family, since its registered in
Camillas name now. She has her private and is currently logging hours in the Cessna 170 to meet insurance requirements, so shes usually accompanied by her father or a flight instructor. Dad learned in a
Taylorcraft, and then he went to the 170, whereas I learned in a Cessna 152 with a nose wheel, Camilla
explains, adding, Dad has about 2,270 hours total flight time.
During her very first visit to Oshkosh, she met a lot of other kids to play with, and that kept her coming back. Our EAA group from Peoria used to be pretty big; a lot of them have gotten older now or have
health issues, but there used to be about 50 of them that would come, she recalls, adding, My great
uncle and great-great uncle and cousins also used to come. Later, we met people that fly in from other
parts of the country, and so now theyre kind of like our EAA group was. Another thing about Oshkosh: I
remember hearing the Apollo astronauts and veterans share their experiences up here. Its like a history
lesson, but you dont realize youre actually interested in history, until you hear somebody talk about it.
And then its like, oh! Why didnt my history teacher talk about this stuff?
This 1968 Siai-Marchetti

F.260 was a rare sight on the
flightline. According to the

FAA Registry, N7895 is powered by a Lycoming IO-540
series engine and is owned by
William Matukaitis of Sterling,
Massachusetts.
Close-up view of N51ZD, taxiing out for takeoff. Joe Duke of Jacksonville, Florida, received the
Seaplane Gold Lindy award for his 1954 Grumman Albatross.
48
Richard Epton of Williamson, Georgia, is a frequent flyer in N108N, his 1946 Temco D-16A Twin Navion.
Polished n pretty! This
1947 Cessna 140 is owned by
Rich and Elaine Harris of West
Nyack, New York. Powered
by its 85-hp Continental, it
cruises at 105 mph and lands
at 60 mph. NC2350N was the
Classic Category Class II (81-150
hp) Bronze Lindy winner during AirVenture last year (2012).
Vintage member Mark Weinreich of River Falls,
Wisconsin, and his youngest daughter, Lisa, of Missoula,

Montana, were camping beside N1999V, their 1947 Cessna
140. Mark was using his iPad and the ForeFlight app to
review his planned route of flight from Oshkosh to Red
Wing Airport and cheerfully took a few minutes to share a
bit about himself and his airplane. Im a retired airline
pilot. I just retired six months ago, and Im really flying
now! he says with a hearty laugh, adding, I learned
to fly while in the Army, in an Army-sponsored flying
club and later flew helicopters in the National Guard after the Vietnam era. When I got out, I thought I was going to be a college professor, but I ran out of money and
time and had kids. So I accepted an airline job and flew 30 years for Mesaba Airlines out of Minneapolis,
Minnesota. I had a pretty good career over there.
Mark is also an A&P mechanic and has refurbished the ragwing 140 during the 10 years hes owned it.
He proudly popped the cowling to show off his handiwork. This is overhauled by me! I did the 100-hp
STC for the O-200, and that extra 15 hp makes quite a bit of difference, he says and smiles, elaborating,
With my daughter, myself, and tent, were right at gross weight. But with the 100 hp, we notice a difference on takeoff. It climbs right up now. Another modification I made was changing the tail wheel, which
makes it more stable on the ground and easier to turn.
This was the second time hes flown into Oshkosh, and each time hes had his daughter with him.
Both of my daughters have been flying with me since they were little, he says happily, adding, Lisa
wants to learn to fly; shes had some lessons. And my wifes been a real trooper, coming over here and
camping and never complaining. This airplane has a ladys paint scheme; the two previous owners were a
guy and gal, and she picked the paint scheme. My wife loves it, and Ive learned to love it!
49
Tia Robertson with her 1946

NC95106 Taylorcraft BC12-D and
her son, Nathan.
Ian Robertson and N2551C, the familys 1954 Cessna

170B, with friend Eddie Cengic.
Phillip Robertson, with N9895A, their 1950 Cessna 195A.
The Flying Robertson Family. Tia and Phillip Robertson are longtime fliers, as both profes-
sional and general aviation pilots, and theyd always hoped to pass along their love of flying to their sons.
Their dreams were fulfilled earlier this year, when Nathan and Ian earned their private certificates, and it
was their mother, Tia, who was their flight instructor in the familys Cessna 170B. Twenty-three-year-old
Nathan was all smiles as he described his flight to Oshkosh: My dad and I flew the 195 up from Woodstock,
Georgia. We had great weather and visibility, and we saw all the big buildings in Chicago. We shared PIC responsibilities; Ive just recently started learning how to fly the 195, and its very challenging!
Twenty-year-old Ian flew the familys Cessna 170B, and his 21-year-old friend, Eddie Cengic, accompanied him. All the while, Tia was flying her Taylorcraft. At the beginning of a leg, wed have my mom in
sight, says Ian, laughing, and then wed pass her. Every time wed land, wed fuel up the 170, and then
my mom would come in, and we were like her pit crew waiting there, ready to clip on the ground wire
for the fuel pump, and fill up her 12- and 6-gallon tanks. Then wed send her out real quick: go, go, go!
Wed take off, but wed catch her and pass her again. She didnt fuel up her airplane once! I think flying
airplanes is extremely fun; I want it to be a career.
Tia is also teaching Eddie to fly. I have my written done, and am working on my private pilots license,
but Ive been caught up with work and school, says Eddie, adding with a grin, but coming back up to
Oshkosh has brought my interest back up! Seeing all these beautiful planes and flying here with Ian. Ive
told Tia I definitely want to finish my private license.
Tias laughter and excitement light up her countenance and warms those around her like a cheerful ray
of sunshine. Smiling happily, she declares, Phillip and I are delighted that our boys love flying as much
as we do; being able to share that as their mom and instructor has been wonderful. We are so proud of
them! When I let the boys solo my Taylorcraft, that was a real big deal to me for several reasons, one of
which is that Ive owned it for 32 years, and its my baby! Its exciting to fly up here as a family; Im glad
the bug finally bit them; we just waited until they showed an interest in it. Theyre working on their instrument ratings now!
50
Vintage member David Carlson of Lakeland,

Florida, was enjoying the early morning beside
N7974B. He likes being at AirVenture just to be
around other people, to go hangar fly, and hear
some good stories. They get better every year!
His wife, Diana, is a pilot as well, and David
shares that when we fly together, we switch off
being PIC; Im also a CFI and am currently giving
checkrides in the Civil Air Patrol.
Theyve owned the airplane for two years now.
Commenting with a chuckle, David says, Were
getting older! We started out with a 1979 Cessna 172,
and then a 1966 Cessna 182, and now we have a
1957 Cessna 172. Its a dream to fly; a little slow, but
its okay. It only has a little over 2,400 hours, with
its original engine, which has been overhauled
once. These are the original colors, except it was
bare metal where its white now, and the blue
stripe is a little higher to get the large numbers on
it, since we fly to the Bahamas. We upgraded the
flight reference instruments and avionics, but we
still use the venturi-driven attitude indicator and
directional gyro as backup and for the copilot.
Joseph Flood of Franklinville, New Jersey,
with his 1939 Aeronca 65-C. NC23927 won the

Bronze Age (1937-1941) Outstanding Closed-Cockpit
Monoplane award. (Watch for an upcoming feature
on this airplane.)
Vintage members Doug and Judy Range of
Burrton, Kansas, were relaxing by their 1949 Piper

Stinson 108-3 enjoying their honeymoon. They were
just married the weekend prior to AirVenture, and it
was Judys first visit to Oshkosh. Im fascinated and
Im ready to come back next year! When we get back
home, she says and smiles, were going to see if
I can find someone to teach me how to at least get
it down safely. Well be putting up a hangar on our
own hayfield airstrip soon. Its awesome!
N4126C has always been a Kansas airplane; in fact,
Doug is its second registered owner. This is the first
year for us to bring the airplane; we bought it about
10 years ago. I soloed in this; I was in my 50s when
I did that. I finished up getting my license in it, and
now Ive got over 300 hours in it.
The airplane had 1,050 hours total time on it
when Doug bought it, and it still has its original
Franklin engine. The wings were re-covered in
Ceconite in the 1980s, and the next year, the fuselage was done in Stits, says Doug, adding with a
chuckle, When I got it I had to change the radio
out. We put a new one in, along with a transponder
and the intercom, all in the same hole that the previous radio came out of, and even lost six pounds!
Doug was introduced to flying as a child, when
his father got him a ride in a Mooney. I just fell
in love with flying. Thats why Im so passionate
about the Young Eagles program. I only fly one at a
time, because if you fly more than one, they only
get an airplane ride in the back seat. I turn the
controls over and the kid flies the airplane. I have
them climb, descend, turn right, turn left, and if
theyre having fun, I let them fly back to the airport. I tell them afterward, You proved you can fly
an airplane; now you keep yourself straight and
study hard, and one day you can be a pilot! Ive
taken over 100 kids up now, and I like giving the
kids a goal, something to work for, look forward to,
and help keep them out of trouble.
51
Syd Cohen of Wausau, Wisconsin, and Scampy,
a 1946 415-D Ercoupe, are a friendly and familiar sight at

many local and national fly-ins. NC94196 is powered by an
85-hp Continental; it cruises at 108 mph and lands at 54
mph. Scampy has won at least 17 noteworthy awards since
1992, and Syd has 2,540 hours in his airplane. Syd was attracted to Ercoupes because Dick Korupp introduced him to
flying in the one Dick owned.
Years later, Syd and several fellow school teachers went
together and bought an Ercoupe that had come up for sale
at the Mosinee Airport. The plane belonged to Bill Unertl,
who was a paraplegic . . . and his nephew suggested he
learn to fly an Ercoupe. He found this Ercoupe in Wisconsin Rapids and flew it for 10 or 11 years. But then he
lost his medical, and we bought his plane for $6,500.
Syd ended up buying their shares in the Ercoupe for the original cost of $1,400 each. In the 1990s, Scampy
underwent a ground-up restoration.
Throughout the years, Syd has introduced 1,113 Young Eagles to flying. Jake Lasee was one of them; now hes
14 and completely hooked on flying. That flight was just awesome, he recalls, his eyes shining, and yes, Im
going to learn to fly! Syd notes, Jake makes radio control models, and they dont just fly; theyre gorgeous!
This year was Syds 41st time at Oshkosh; hes flown the Ercoupe there 31 times, and hes led the flight of
Ercoupes 21 times. I love coming here; this is absolute heaven, he says, with a big grin. Hes already making
big plans for 2015, in anticipation of the 75th anniversary of the Ercoupe production (which started in January
1940 with the C Model). EAA said theyd do something special for that, explains Syd, so I proposed that the
2015 Ercoupe convention will be in Sheboygan, Wisconsin, right before AirVenture. Thats only 30 miles away
from Oshkosh, and there are a lot of things to do there. Then we can have a mass flight over here; Im hoping
for at least 75 Ercoupes! Anyone whos interested in joining us for the 75th anniversary can visit the Ercoupe
Owners Club website for more information: www.Ercoupe.org.
Vintage member Richard Hawley of Conifer,
Colorado, grew up surrounded by aviation and wouldnt

have had it any other way. I was born on a grass strip next
to a crop duster, so Ive been doomed from the start to be a
pilot, he says and smiles. I grew up wondering why other
kids didnt have airplanes! I went through college, got a
couple of degrees, and was a teacher for a little while, but
then I realized I really wanted to be in the sky more than
I wanted to be in a classroom. So I resigned from teaching
to work on the ramp for Braniff throwing suitcases on airplanes, while I was getting my ratings.
Richard eventually acquired the necessary ratings and
was hired as an airline pilot. Then Braniff went bankrupt,
so he flew charters for a couple of years. Then I went to Southwest Airlines, which was like heaven on
earth. I was there for 20 years and two months, until they dragged me out backwards. I know that that
airplane still has little scratch marks on the door from my fingernails!
After that, he discovered that he had more time to work on his airplanes, and one in particular. I still
have the worlds slowest Fairchild restoration project going on. NC19015 is a 1937 Fairchild 24G (145-hp
Warner) that my father purchased in 1953, he says, elaborating, It has the extra big fuel tanks because
it was used as a submarine patrol plane during WWII. I hope to get that airplane back in the sky before I
die. Thats my goal.
His wife, Lynne, suggested that he also needed an airplane to fly, and now hes owned N9855A, a
Jacobs-powered 1950 Cessna 195A, for 23 years. Ive flown it so long its just like an old shoeyou just
slide in it, its so comfortable. I have about 1,100 hours in it. Home base is Denver, Colorados Front Range
airport, he says, adding thoughtfully, Its been a wonderful week here at Oshkosh. I like seeing the
vintage and antique airplanes, and theres always something that somebody just finished restoring. And
this year, by total coincidence, the Cessna 190 tied down straight behind me is N9854Aone number off
from mine. What are the chances of that happening? Being at Oshkosh is a must every year!
52
Brothers Jim (left) and Tom Schoettmer (right)
of Greensburg, Indiana, pooled their resources and bought

their 1946 Taylorcraft BC12D in 1992. It had been sitting at a
grass field at New Carlisle, Ohio. Tom called the owner, who
gave him a ride in it, but they couldnt agree on a price. A
couple of weeks later the owner called Tom back, and the
brothers bought the Taylorcraft.
Im not a licensed pilot, but my older brother Tom is,
shares Jim, explaining, I just wanted to have an interest in
it with him; I basically love for him to be able to fly. Weve
been coming to Oshkosh about every three years. They enjoyed time aloft in NC5045M for six years prior to grounding it
for safetys sake, when the AD on the wing spars was issued.
Several years passed, and then they decided if they
were ever going to fly it again, they needed to have it restored. One thing led to another, and eventually, Stoinoff Restoration in Batesville, Indiana, a familyrun company owned by Bob Stoinoff and his sons Rob and Scott, completed a thorough and meticulous
restoration. The project included new wing spars, new wing tanks, and a new cowling (with a Univair
nosebowl), shock cord covers and door hinge covers, and an air breather scoop. Magnum Aircraft Engines
in Fort Wayne, Indiana, overhauled NC5045Ms original engine. All the instruments were overhauled, and
Tom was fortunate to discover and purchase an original Taylorcraft compass on eBay. The airframe was
covered and finished with the Poly-Fiber process.
Tom well understands what is involved with restorations; back in 1986, he won the Class II Bronze Lindy
award for his own hands-on restoration of his 1952 Cessna 170B. He says he learned to fly in a Cessna 150
back in 1972, and I did my tailwheel training in a Taylorcraft in 1974. I fell in love with classic airplanes
when I was old enough to walk out of the house and look up into the sky! When I was growing up, Id
watch them flying, and when Id drive out in the country with Dad, wed see an airplane on a runway, or
at a hangar, and hed say, Lets stop and look at the airplane!
Toms wife, Trudie (center), was all smiles and enjoying being at Oshkosh with the fellas. I had never flown
in a small airplane until I met Tom about six years ago and we just had our fourth anniversary last week. I
just fell in love with flying when he took me up. Id always enjoyed flying commercially, but being in a small
airplane was just a totally different experience. I love the Taylorcraft, and since its side-by-side seating, it
makes it easier for me to ask Tom any questions I have. And now hes trying to get me to learn to fly!
NC5045M was virtually aglow on the field, drawing many admirers to examine it in detail, including
the judges, who selected it for the Class I Bronze Lindy award.
Vintage member Brian Neal flew N6126D (a PA-22150) from his home in Monrovia, California. This is his
eighth trip to Oshkosh, and he shares that he keeps coming back because, As much as anything, its the friendship of about eight to 10 guys Ive come to know here,
and we camp together every year. Plus Im a big AeroMart
person; I go there every day, and I like to look in the big
hangars at the vendor exhibits and look at the airplanes.
So its a bouquet of activities.
Brian soloed in a Cessna 150 and was attracted to tailwheel airplanes due to his fathers influence. My dad
was a pilot, and he learned to fly in a J-3 and always
liked taildraggers. About the time I was getting my license, he pointed out a Piper Pacer sitting underneath a hangar shed, and said, You know, thats a really
nice airplane. Its got four seats, good performance, and gets there cheap. It was less than a year after
that that I bought my first airplane, an original Piper Pacer, he recalls, adding, I bought this airplane in
1977, when I was 22 years old. It was originally a Tri-Pacer, and Ive had quite a few upgrades and modifications done to it over the years. The best one was the taildragger conversion, by far. It made a much
nicer airplane out of it. Ive flown it about 1,600 hours in 33 years; my big cross-country trips are up here
and to Texas where my family still lives.
53
The 84-day
odyssey of
Cal Rodgers
Mark Carlson
Cal Rogers
Part 2
ERNIE VISKUPIC, WINGMAN PHOTOGRAPHY SAN DIEGO
The Takeoff-Begin Part Two
Coast to Coast
With the Vin Fiz
54
Rodgers had the new EX, painted

with the bold VIN FIZ logo, delivered to Sheepshead Bay on
the south coast of Long Island in
Brooklyn. The EX was on the beach
with light Atlantic surf touching
the wheels.
On the afternoon of September 17, 1911, before a modest
crowd, he climbed onto the wing
and seated himself in the wood and
canvas pilots seat. He was wearing
a simple business suit and tie under thick sweaters and a sheepskin
vest. On his head was his familiar
cap and clamped between his teeth
was an unlit cigar. Rodgers had
agreed to carry a U.S. Mail pouch to
California. The sturdy leather bag
was secured to a central wing strut.
He would be delivering the first
transcontinental air mail.
The ground mechanics had filled
the gas tank and upon Rodgers signal pulled the big starboard propeller through, until the 35-hp engine
chugged to life. It was 4:30 p.m.
The plane rolled slowly and
with the crowd watching wobbled,
picked up speed, and then lifted
into the cool afternoon sky. He

banked to the west. Rodgers was
on his way.
The Special was in Jersey City on
the west bank of the Hudson River
and started north, paralleling the
Hudson River Valley. Rodgers saw
the distinctive white boxcar and kept
it in sight as they passed through
Paterson. His first goal was Middletown, New York, 104 miles away.
Hearsts chain of papers started
following the epic journey.
After two hours the sun was dipping low ahead of the EX, and Rodgers looked for a suitable place to
land. He chose a flat field alongside
the railroad tracks and settled in.
The first leg of the long journey
had ended successfully. Taylor and
the train arrived and immediately
fueled the EX, checking for loose
bracing wires and controls. Rodgers hugged his mother and kissed
his wife, feeling good about his initial progress.
A night in the Palmer-Singer coach
refreshed him and the next morning, he again climbed into the EX, eager to continue on to Binghamton,
New York, 120 miles to the west.
But almost immediately Rodgers

luck changed. Just after lifting off,
a wheel struck a tree and the plane
spun and fell into a farmyard, crushing a chicken coop. Rodgers was
slightly injured, but the EX had suffered its first major damage. An irate
woman stormed out of the farmhouse and demanded Rodgers pay
her for the damage to her chicken
coop, which he dutifully did.
The EX was towed back to the
field and repairs were performed to
broken struts, snapped wires, and
torn fabric. It wasnt until September 21 that he was able to try again.
After a less violent takeoff, the
resilient Rodgers again banked to
the west and headed for his everdistant goal.
He maintained an altitude of
nearly 4,000 feet, which gave him
excellent visibility, but when low
cloud intervened, he was forced to
fly lower to keep the precious rail
line in sight.
Looking for known landmarks
and town names painted on water
towers and barns, he kept an eye on
his watch and the gas gauge until two
hours had passed. Then he found a
55
place to land. Sometimes the Special

was there with the crew waiting.
But lacking a compass, he did get
lost. On September 22 Rodgers mistakenly flew south from Hancock,
New York, along the wrong railroad
into Pennsylvania. He recognized
his mistake and turned back north
after landings at Throop and Scranton. Then he had another serious
takeoff crash in Redhouse. Leaving New York at Salamanca on September 28, he crossed the corner of
Pennsylvania into Meadville. From
there he flew along the south bank
of Lake Erie to Kent, Ohio, seeing
the fertile valleys and rolling hills
pass under his wings.
56
People on the ground heard the

strange chattering of the engine
and looked around, puzzled at
the source. Then someone would
point into the sky and say There!
Its an aeroplane!
Inevitably they would spot the
bold VIN FIZ on the underside of
the wings and wave as Rodgers
soared over.
From town to city, from crossroads to railroad junctions, Rodgers stubbornly flew on.
After daily conferences with
Taylor over the maps, Rodgers
would take off and find the railroad line that would lead him to
his next destination.
The Reality
Entering Indiana on October 1,
he landed at Huntington. The next
day he crashed on takeoff, requiring three days to repair. On the
October 5 he made it as far as Hammond, where a broken skid had to
be replaced. Then high winds delayed his takeoff until October 8.
Time was beginning to run out. His
many forced landings and repairs
had cost too much. As Rodgers
crossed into Illinois and skirted the
southern shore of Lake Michigan,
the sobering truth was undeniable.
He wasnt going to make Hearsts
deadline. It was October 9 when he
reached Chicago.
But he persisted, and followed

the Illinois Central Railroad west
to stops in Lockport, Peoria, and
Springfield. He f lew southwest
down the Illinois River toward the
Mississippi River. Then the Vin Fiz
flew upstream along the Missouri
River to Kansas City, Missouri.
On October 17, 30 days after leaving Sheepshead Bay, Rodgers had
only reached McAlester, Oklahoma.
The Hearst papers, which had been
following Vin Fiz from the start, continued to report his progress, and in
some cases, the lack of it.
Even though he would not be
able to win the $50,000 Rodgers
never considered quitting. After all,
he was being paid by Armour for every mile he flew, and even though
he had lost out on the 30-day goal,
he was becoming more and more famous with each passing day.
Mabel Rodgers obtained local
newspapers in every town the train
stopped in, and she told her husband he had the entire nation behind him.
The Wright EX slogged south, enduring crashes and engine trouble,
bad weather, and bumpy landings.
For most pilots a serious crash
would be a wake-up call, prompting an examination of their chosen
profession. But Cal Rodgers suffered at least seven major crashes
that required repairs and medical care. Another 16 were serious
enough to need work on the plane
before flight could be resumed. Cal
Rodgers, while being an excellent
athlete, was not an experienced
pilot. He won several air competitions, but a fair degree of luck was
involved. When something went
wrong in the air, a pilot with more
flying time might often have been
able to land with less damage than
Rodgers sustained. Rodgers had
only flown Wright brothers aircraft
and probably felt a loyalty to them.
But the EX was hardly the ideal biplane for an extreme long-distance
series of flights over several weeks.
Daily takeoffs and landings took
their toll on the EX, which had
never been designed for such work.
Texas was so large that more than
20 flights were needed to traverse
the Lone Star State. An engine
exploded on October 20 at Kyle,
Texas. But repairs were swift, and
he flew on to San Antonio on October 22. The determined Rodgers
was well past the halfway point by
late October. After following the
Rio Grande Valley northwest with
landings at Alpine, Sierra Blanca,
and Fort Hancock, he reached El
Paso on October 29. New Mexico
proved to be a breeze. After two

landings in New Mexico on November 1, he reached Willcox, Arizona. He stopped in Tucson and
Phoenix, and aimed the EX for the
Golden State.
On November 3 he crossed over
Imperial Junction, California, just
200 miles short of Pasadena, when
an engine cylinder burst. Hot steel
shards lanced into Rodgers shoulder and tore into the wing fabric.
Gritting his teeth, Rodgers turned
back and managed to coast the EX to
a safe landing in Imperial Junction.
The Vin Fiz Special reached the
town and set to work while Mabel
accompanied her husband to the
local hospital to have the metal
fragments removed from his right
arm and shoulder.
The EX required a day to repair.
The next day the bandaged pilot
was off again, driving hard for Banning, California.
He reached Banning on the afternoon of November 4. The next
stop was Pasadena, the elusive
goal. November 5 was a clear day
with high cirrus clouds and perfect visibility. Rodgers took off
early and flew on, keeping one ear
cocked for any unusual sound in
the engine. But the four cylinders
banged on, and he landed at Beaumont, a sleepy farming town, and
then on to Pomona, among the alfalfa fields.
A crowd of nearly 20,000 people
were waiting at Tournament Park,
the site of the first Rose Bowl game
in 1902, outside Pasadena when
they heard the chugging of the
Wrights engine approaching from
the east. Cheers erupted from every throat at 4:04 p.m., when Cal
Rodgers settled the battered Vin Fiz
on the grass and cut the engine. He
unstrapped the battered mail bag
and handed it to the Postal Service
representative. It had taken him 49
days to reach Pasadena. The first
57
past Hearsts deadline, it was a remarkable feat in aviation history.

For the first time an aircraft had
flown from coast to coast, linking
the oceans by air.
Yet Rodgers wasnt fully satisfied. He wanted to go all the way to

the Pacific, 23 miles away.
To the Pacific or Bust
PHOTOS ERNIE VISKUPIC, WINGMAN PHOTOGRAPHY SAN DIEGO
transcontinental air mail took 10

times longer to deliver by air than
it would have by rail.
Officially, Rodgers had done it,
and even though he was 19 days
58
Seven days later, after Taylor and

his team had tuned the engine and
tightened the bracing wires, Rodgers,
with his characteristic grin and cigar,
was off again, bound for Long Beach.
The coastal city had won the bid
for the honor of being the site of
Rodgers ultimate triumph. He
would receive $1,000 to land there,
plus part of the receipts for an exhibition of the plane afterwards.
But Rodgers luck hadnt
changed for the better. A few minutes into the flight, the engine,
which had been pushed beyond
what its builders had intended, suffered a broken fuel line and forced
him to land at Covina Junction.
The Special reached him and repairs were swift. A short time later
Rodgers took off again, casting his
eyes to the distant blue line on the
western horizon.
Then the engine quit. Rodgers
kept the falling EX under control,
but he crashed on the Orr Ranch
outside Compton, California.
This was the last crash, but
it was severe. The fuel tank dislodged, smashed through the radiator, and split open as it fell onto
Rodgers legs, crushing his ankle.
Gasoline soaked his clothing, and
he was unconscious.
Rodgers was taken to a hospital while his wife watched anxiously. She knew he wasnt done
yet. When he awoke, his first words
were How far do I have to go?
He had survived many crashes
that could have been fatal. Orville
Wright wrote to a friend, That man
Rodgers was born with four horseshoes in his pocket.
Weeks were needed to literally rebuild the EX for the last hop to Long
Beach, just 12 miles away. The bot-
tle of Vin Fiz had disappeared after the crash, and Rodgers, like many pilots, was superstitious and asked his
mechanics to go to the crash site and find it. They said
there were a million of them, but he wanted the one
hed carried from New York. Only after several searches
was the battered bottle found buried in the dirt.
On December 10 Rodgers was surrounded by wellwishers as he limped on crutches out to the Vin Fiz.
He stopped and regarded the plane, realizing it wasnt
the same aircraft in which hed left Sheepshead Bay
on September 17. While it was still a Wright EX and
the black VIN FIZ letters stood out boldly, all that
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59
remained of the original was one

rudder and a wing strut.
He climbed in, strapping his
crutches to a strut and signaled
his team to start the propeller. A
moment later, engine chugging
away, Cal Rodgers lifted off and
turned west.
A crowd of nearly 50,000 spectators whod been waiting for
word of Rodgers takeoff was on
the beach as the Vin Fiz came into
view over the hills.
Rodgers grinned in triumph
when the wheels touched down
on the firm sand of Long Beach.
Wanting to fulfill his ultimate goal,
he had the plane rolled forward until the wheels were washed by the
Pacific Ocean surf.
The crowd swarmed around the
plane and clapped the grinning pilot on the back. Flash powder flared
in the sunlight as dozens of photos
were taken of the historic moment.
He had done it. From Sheepshead Bay, New York, to Long Beach,
California, with 70 flights, a dozen
serious crashes, two engine explosions, and several injuries, 84 days
had passed. An Olympic marathon
runner (assuming he never stopped
or slept) could run across the country in less time. Interestingly, Rodgers actual time in the air for 4,321
miles was just over 82 hours, at an
average airspeed of 51.1 miles per
hour. His longest single flight was
133 miles, and the most distance in
a day was 315 miles between McAlester, Oklahoma, and Fort Worth,
Texas. He used eight propellers and
20 wheel skids.
Robert Fowler made another attempt to fly across the country. He
left southern California on October 19, and reached Jacksonville,
Florida, on February 8, 1912. The
second crossing of the continent
by air took 112 days.
Armours cost for the flight was
more than $23,000.
60
The Vin Fiz Special returned

to Dayton.
The Finish Line

Cal and Mabel decided to stay in
Pasadena and bought a home there.
Even though the last six months
of his life had been focused on the
coast to coast flight, Cal Rodgers
wasnt content. He began doing
exhibition flights around the Los
Angeles area in his trusty Wright
Model B. He housed both planes in
a hangar at Dominguez Field (now
the site of Cal State Dominguez
Hills). He later moved them to a
field in Long Beach.
Cal Rodgers finally ran out of
horseshoes on April 3, 1912 (coincidentally exactly a week before the
Titanic left Southampton), and flew
over Long Beach. Flying past the
spot where his long journey had
ended, he encountered a flock of
seagulls. Various accounts state he
either tried to scatter or avoid the
birds, but one was entangled in his
rudder controls, and he fell from the
sky and crashed in the surf.
Cal Rodgers died of a broken neck
at the age of 33.
As for the current status of the Vin
Fiz, there is some controversy. The
National Air and Space Museum in
Washington, D.C., has the only original Wright EX Vin Fiz in existence.
How it got to be there is the issue.
Cals cousin Lt. John Rodgers inherited the Vin Fiz and attempted to donate it to the Smithsonian, but they
had a Wright Military Model on display and turned the offer down.
Mabel was by then married to
Charles Wiggin, who accompanied
the train during the 84-day trip
across the country. She accepted the
plane from John, and the couple flew
it around southern California at various air meets.
Cals mother won the Vin Fiz in
a court order in 1914 and sent it to
Dayton to be restored. But for some
reason it was not done, and the plane

was destroyed when the factory was
sold in 1916.
However, according to Charles
Taylor, the Vin Fiz was restored and
presented to the Carnegie Institute
in 1917, a year after it had supposedly been destroyed.
Carnegie donated the plane to the
Smithsonian in 1934 where it was
restored and put on display.
The only logical explanation
is that there were in effect two
Wright EX Vin Fiz airplanes. One
was the original that Rodgers flew
to California. But it had been rebuilt so many times that little remained of the actual plane that left
New York. This is the one that was
lost in Dayton.
The Vin Fiz Special carried enough
spare parts, i.e., wings, engines, propellers, wheels, struts, rudders, elevators and so on, that another Vin
Fiz was apparently built. This is the
one Cals mother sent to Carnegie
and ended up in Washington. It is on
public display today.
The Boy Who Wanted to Fly

Eleven years after Cal Rodgers
landed in Long Beach, a single de
Havilland DH-4 took off from Pablo
Beach, Florida, and headed west.
The date was September 4, 1922.
After one refueling stop, the DH-4
landed in San Diego, California,
completing a flight of 21 hours, 19
minutes, the first transcontinental flight in less than a day. At the
controls was the man whod once
watched the fragile planes in the
sky over the 1910 Dominguez Air
Meet, Jimmy Doolittle.
Calbraith Perr y Rodgers was
buried in Allegheny Cemetery in
Pittsburg. On his headstone is the
inscription I endure. I conquer.
He was enshrined in the National Aviation Hall of Fame on
December 17, 1964, along with Orville and Wilbur Wright.
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61
Straight & Level
continued from page 1
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ers death on August 22. I knew his good health was

slipping away from him, and he was likely not long
for this world. But I still suddenly found myself completely unprepared emotionally for Pauls death. I
guess a lot of the emotion was all about the concept
of Paul the Founder and the fact that we will never
have another founder of EAA. Paul was the ultimate
gatekeeper at EAA, and he was forever watchful over
his flock of members. My guess is that he has a new
gate to keep watch over these days.
I have long felt that I was very much blessed to
have had a special relationship with Paul Poberezny. I will surely miss the challenging conversations I was privileged to have with him over all
these years. As a true leader throughout his adult
life, The Colonel always enjoyed challenging the
leadership of the VAA with various ideas and concepts that would make you immediately wonder,
Where in the world is he taking me with this?
Paul was forever my true mentor at EAA, and this
was just his way of challenging us all to always do
better. Blue sky and Godspeed to you, Paul, and
I hope to see you and your spirit in the pattern
around Oshkosh.
VAA Board Member Jeannie Hill passed away on
September 1, 2013, after a courageous battle with
cancer. She was preceded in death by her husband,
Dick Hill. Jeannie and Dick were longtime fixtures
at EAA and in the Vintage area during Oshkosh. For
many years during the convention, Jeannie served
as chairmen of hospitality at the VAA Red Barn
Headquarters where she performed a myriad of responsibilities, which included operational responsibility for the Shawano Fly-Out, the annual VAA
Picnic, and many more duties. Jeannie was elected
to the Vintage Aircraft Association board of directors in 1990 and continued to serve in that capacity until her death. Jeannie was a committed VAA
chairman and director, and she will be dearly missed
in the Red Barn Headquarters in future years.
Winter is coming upon us, so pay close attention
to your aircraft checklist, as well as your personal
checklist. Buckle your seat belt folks, because 2014
is looking good for us as an organization. Thanks
for being a part of it!
STATEMENT OF OWNERSHIP
STATEMENT OF OWNERSHIP, MANAGEMENT, AND CIRCULATION (Required by

39 U.S.C. 3685). 1. Title of Publication: Vintage Airplane. 2. Publication
No.: 062-750. 3. Filing Date: 10/9/13. 4. Issue Frequency: Monthly. 5. No.
of Issues Published Annually: 6. 6. Annual Subscription Price: $42.00
in U.S. 7. Known Office of Publication: EAA, 3000 Poberezny Road, P.O.
Box 3086, Oshkosh, WI 54903-3086. Contact Person: Randy Halberg,
Telephone: 920-426-6572. 8. Headquarters or General Business Office
of the Publisher: Same address as above. 9. Publisher: Jack Pelton, EAA
P.O. Box 3086, Oshkosh, WI 54903-3086. Editor: Jim Busha, c/o EAA,
3000 Poberezny Road, PO Box 3086, Oshkosh, WI 54903-3086. Managing
Editor: None. 10. Owner: Experimental Aircraft Association, P.O. Box
3086, Oshkosh, WI 54903-3086. 11. Known bondholders, mortgagees,
and other security holders owning or holding 1 percent or more of total
amounts of bonds, mortgages, or other securities: None. 12. Tax Status:
Has Not Changed During Preceding 12 Months. 13. Publication Title: Vintage
Airplane. 14. Issue date for circulation data below: 10/1/2013. 15. Extent
and Nature of Circulation (Average No. Copies Each Issue During Preceding
12 Months/ No. Copies of Single Issue Published Nearest to Filing Date): a.
Total No. of Copies Printed (7,286/7,692) b. Paid Circulation (By Mail and
Outside the Mail): 1. Mailed Outside-County Paid Subscriptions Stated on
PS Form 3541 (Include paid distribution above nominal rate, advertisers
proof copies, and exchange copies) (5,615/5,579). 2. Mailed In-County
Paid Subscriptions Stated on PS Form 3541 (Include paid distribution above
nominal rate, advertisers proof copies, and exchange copies) (0/0). 3.
Paid Distribution Outside the Mails Including Sales Through Dealers and
Carriers, Street Vendors, Counter Sales, and Other Paid Distribution Outside
USPS (354/351). 4. Paid Distribution by Other Classes of Mail Through the
USPS (e.g., First-Class Mail) (15/15). c. Total Paid Distribution (Sum of 15b
(1), (2), (3), and (4)) (5,984/5,945). d. Free or Nominal Rate Distribution
(By Mail and Outside the Mail): 1. Free or Nominal Rate Outside-County
Copies Included on PS Form 3541 (0/0). 2. Free or Nominal Rate In-County
Copies Included on PS Form 3541 (0/0). 3. Free or Nominal Rate Copies
Mailed at Other Classes Through the USPS (e.g. First-Class Mail) (246/246).
4. Free or Nominal Rate Distribution Outside the Mail (Carriers or other
means) (198/397). e. Total Free or Nominal Rate Distribution (Sum of 15d
(1), (2), (3), and (4) (444/643). f. Total Distribution (Sum of 15c and 15e)
(6,428/6,588). g. Copies Not Distributed (See Instructions to Publishers #4
(page 3)) (660/1303). h. Total (Sum of 15f and g) (7,088/7,891). i. Percent
Paid (15c divided by 15f times 100) (93.09%/90.24%). 16. Publication of
Statement of Ownership: Publication required. Will be printed in the
November / December 2013 issue of this publication. 17. I certify that all
information furnished on this form is true and complete. I understand
that anyone who furnishes false or misleading information on this form or
who omits material or information requested on the form may be subject
to criminal sanctions (including fines and imprisonment) and/or civil
sanctions (including civil penalties). T.S. Platts, Executive Administrator,
10/9/2013. PS Form 3526, September 2013.
63
Vintage Trader
S o m e t h i n g t o b u y, s e l l , o r t ra d e ?
Classified Word Ads: $5.50 per 10 words, 100 words maximum. Classified ads may be
submitted online at www.EAA.org at https://secure.eaa.org/advertising/classified_ad.html
Advertising Closing Dates: 10th of month, two months prior to issue date (i.e., January 10 is
the closing date for the March issue). EAA reserves the right to reject any advertising in conflict
with its policies.
Rates cover one insertion per issue. Classified ads are not accepted via phone. Payment must
accompany order. Word ads may be sent via fax (920-426-4828) or e-mail (classads@EAA.org)
using credit card payment. Include name on card, complete address, and type of card, card
number, and expiration date. Make checks payable to EAA.
Advertising Correspondence: EAA, Classified Advertising, PO Box 3086, Oshkosh, WI 54903-3086
AIRCRAFT
1953 Piper PA 22-135 Tri-Pacer. 1475 TT. Hangared, Logs, 8/13 Annual. Great vintage
plane. $21k OBO. Call George at 512-694-4067
BOOKS
Aviation Books. home.windstream.net/av8terz
EMPLOYMENT
Established Midwestern company seeking seasoned IA with leadership experience.

Candidate must have an extensive background in hands-on restoration activities, be
able to manage large projects and be skilled in business development. Our restoration
business is unique and requires extensive experience with vintage and Warbird type
aircraft. Send resume and salary requirements to wasiresume@gmail.com
WANTED
Restoring a 1929 Alliance Argo, looking for engineering drawings, blue prints, and
anything that could be of help. 508-566-6673, dthissell@gmail.com
Donate your Airplane to Samaritan Aviation, a charity that provides missions and medical
services to remote areas of the world. www.samaritanaviation.com 970-249-4341
Copyright 2013 by the EAA Vintage Aircraft Association, All rights reserved.
VINTAGE AIRPLANE (USPS 062-750; ISSN 0091-6943) is published and owned exclusively by
the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published
bi-monthly at EAA Aviation Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, WI 54902-3086,
e-mail: vintageaircraft@eaa.org. Membership to Vintage Aircraft Association, which includes
6 issues of Vintage Airplane magazine, is $42 per year for EAA members and $52 for non-EAA
members. Periodicals Postage paid at Oshkosh, WI 54902 and at additional mailing offices.
POSTMASTER: Send address changes to Vintage Airplane, PO Box 3086, Oshkosh, WI 54903-3086.
CPC #40612608. FOREIGN AND APO ADDRESSESPlease allow at least two months for delivery of
VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING Vintage Aircraft
Association does not guarantee or endorse any product offered through the advertising. We
invite constructive criticism and welcome any report of inferior merchandise obtained through
our advertising so that corrective measures can be taken.
EDITORIAL POLICY: Members are encouraged to submit stories and photographs. Policy
opinions expressed in articles are solely those of the authors. Responsibility for accuracy in
reporting rests entirely with the contributor. No remuneration is made. Material should be sent
to: Editor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800.
EAA and EAA SPORT AVIATION, the EAA Logo, VAA Vintage Airplane and Aeronautica
are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and service marks without the permission of the
Experimental Aircraft Association, Inc. is strictly prohibited.
64
VAA
Directory
OFFICERS
President
Geoff Robison
1521 E. MacGregor Dr.
New Haven, IN 46774
260-493-4724
chief7025@aol.com
Secretary
Steve Nesse
2009 Highland Ave.
Albert Lea, MN 56007
507-373-1674
stnes2009@live.com
Vice-President
Dave Clark
635 Vestal Lane
Plainfield, IN 46168
317-839-4500
davecpd@att.net
Treasurer
Dan Knutson
106 Tena Marie Circle
Lodi, WI 53555
608-592-7224
lodicub@charter.net
DIRECTORS
Ron Alexander
118 Huff Daland Circle
Griffin, GA 30223-6827
ronalexander@mindspring.com
Dale A. Gustafson
7724 Shady Hills Dr.
INpolis, IN 46278
317-293-4430
dalefaye@msn.com
Steve Bender
85 Brush Hill Road
Sherborn, MA 01770
508-653-7557
aaflagship@gmail.com
David Bennett
375 Killdeer Ct
Lincoln, CA 95648
916-952-9449
antiquer@inreach.com
Jerry Brown
4605 Hickory Wood Row
Greenwood, IN 46143
317-422-9366
lbrown4906@aol.com
Phil Coulson
28415 Springbrook Dr.
Lawton, MI 49065
269-624-6490
rcoulson516@cs.com
George Daubner
N57W34837 Pondview Ln
Oconomowoc, WI 53066
262-560-1949
gdaubner@eaa.org
Steve Krog
1002 Heather Ln.
Hartford, WI 53027
262-305-2903
sskrog@gmail.com
Robert D. Bob Lumley
1265 South 124th St.
Brookfield, WI 53005
262-782-2633
rlumley1@wi.rr.com
Joe Norris
264 Old OR Rd.
Oshkosh, WI 54902
pilotjoe@ntd.net
920-688-2977
S.H. Wes Schmid
2359 Lefeber Avenue
Wauwatosa, WI 53213
414-771-1545
shschmid@gmail.com
Tim Popp
60568 Springhaven Ct.
Lawton, MI 49065
269-624-5036
tlpopp@frontier.com
ADVISORS
Lynne Dunn
145 Cloud Top Lane
Mooresville, NC 28115
704-664-1951
lynnednn@aol.com
Susan Dusenbury
1374 Brook Cove Road
Walnut Cove, NC 27052
336-591-3931
sr6sue@aol.com
DIRECTORS EMERITUS
The new standard in antique.

Introducing the EAA and Vintage Aircraft Association Aircraft Insurance Plan with all
of the special coverage options VAA Members require for hand propping, tailwheel,
grass strips, and unique aircraft. When you insure with the EAA Aircraft Insurance Plan
Robert C. Brauer
9345 S. Hoyne
Chicago, IL 60643
773-779-2105
photopilot@aol.com
E.E. Buck Hilbert

8102 Leech Rd.
Union, IL 60180
815-923-4591
buck7ac@gmail.com
Gene Chase
8555 S. Lewis Ave., #32
Tulsa, OK 74137
918-298-3692
Gene Morris
5936 Steve Court
Roanoke, TX 76262
817-491-9110
genemorris@charter.net
Check out the EAA

and VAA Plan today!
John Turgyan
PO Box 219
New Egypt, NJ 08533
609-752-1944
jrturgyan4@aol.com
Go to EAALowerRates.com or call us toll-free at 866-647-4322.
Ronald C. Fritz
15401 Sparta Ave.
Kent City, MI 49330
616-678-5012
itzfray@gmail.com
Charles W. Harris
PO Box 470350
Tulsa, OK 74147
918-622-8400
cwh@hvsu.com
you are helping VAA to continue to promote the heritage of vintage aviation.
Aircraft
Insurance
Standard Category | Vintage | Aerobatics | LSA | Homebuilts | Warbirds | Sea Planes | Powered Parachutes & Trikes | Gliders | Helicopters
The VAA Insurance Program is brought to you by EAA Insurance and administered by Falcon Insurance Agency, Inc.
2012 Experimental Aircraft Assoc., Inc.

Vintage Airplane Vol.41 No.06 (2013!11!12)

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NOVEMBER/DECEMBER 2013

Straight & Level

VAA PRESIDENT, EAA 268346, VAA 12606

EAA Publisher . . . . . . . . . Jack J. Pelton,

. . . . . . . . . . . . . . . . . . . . . . .Chairman of the Board

Performance Fine Tuned!

Editor-in-Chief . . . . . . . . J. Mac McClellan

Editor. . . . . . . . . . . . . . Jim Busha

VAA Executive Administrator. Max Platts

Advertising Director. . . . . . Katrina Bradshaw

Focus ST Its All About Performance!

The Privilege of Partnership

Advertising Manager . . . . . Sue Anderson

Art Director. . . . . . . . . . . Livy Trabbold

VINTAGE AIRCRAFT ASSOCIATION

Vol. 41, No. 6

VAA 2013 Hall of Fame Inductee

Paul Howard Poberezny

Coast to Coast With the Vin Fiz

Walking the Line

AirVenture 2013 Pictorial

FRONT COVER: The 1929 Monosport Model 2

15 Ask the AME

Send your thoughts to the

Friends of the Red Barn - 2013

Thank you for your generous support!

Jonathan and Ronald Apfelbaum

Dave and Wanda Clark

Bronze Plus Level

Jesse Black III

listment in 1957after a brief extension to finish his

ful scratchbuilt replica of the 1931

VAA Director Jeannie C. Hill

Jeannie C. Hill (Lehman) passed away on September 1, 2013, after a

Aeronca 7AC Champ in restoration. Susan finished

Preparing to fly her one-of-a-kind aerobatic Rogers

With her Culver Cadet.

Building the door for the 1940 Culver Cadet N29288.

formed these duties while I was in college, said Susan.

a two-year airframe and powerplant (A&P) mechanics

If you had to pick one word to

cause he said, Susan, you need to

Growing up, Susan knew she

Susan landing the Speedwing.

At home with Summertime, Susans dog at her private airport,

Susans flying career continued to accelerate as her

Susan with the Travel Air.

ing a King Air 200 for the then-governor of Virginia,

Restoring the Antiques and Classics

When not flying freight, Susan has devoted her

Susan working on the Stinson SR-6 project installing

Susan with famed wing walker and friend Jessie

it was the airplane she needed.

Inspect and test aircraft fabric

ter. The colors were red, yellow, first, second and

the deteriorated strength would be 46

process. I do, however, place a strong

Ask the AME

Christmas Ornaments for the Airplane Enthusiast

JOHN PATTERSON, M.D., AME

Santa in plane. 5266203800000

Flight Jackets in Sage and Black with embroidered VAA logo

with embossed VAA logo and

VAA Denim Shirt