Beruflich Dokumente
Kultur Dokumente
Ashley Hall
Menlo Park, California
Lifelong aviation history buff
First flight at 4yrs in a Frontier
Airlines CV-580 in 1966 and
hooked ever since
Enjoy participating in the local
vintage aviation community as much
as a busy professional life and
parenthood allow
Ashley Hall and his seven year old son Aidan enjoy flying their 1947
Luscombe 8E out of Fraizier Lake Airpark in beautiful Northern California.
Ashleys Luscombe is a Moody Larsen 150hp Lycoming conversion and
was once owned by Ross Funk an original Luscombe employee.
Ive owned my Luscombe for 11 years now and have been with AUA all
the way. Their friendly service, responsiveness and excellent rates have
made me a loyal customer and I would recommend them to anyone.
Thanks AUA
!
Ashley Hall
AUA is Vintage Aircraft Association approved. To become a member of VAA call 800-843-3612.
Q
Experienced agents
Q
800-727-3823
Fly with the pros fly with AUA Inc.
www.auaonline.com
M A Y
A I R P L A N E
Vol. 39, No. 5
2011
CONTENTS
2
News
13
Noorduyn Norseman
Canadas unsung blue-collar worker
by Budd Davisson
18
22
26
28
STAFF
EAA Publisher
Director of EAA Publications
Executive Director/Editor
Production/Special Project
Photography
Copy Editor
Senior Art Director
EAA Chairman of the Board
Vibrations, Part 2
by Robert G. Lock
32
34
Mystery Plane
by H.G. Frautschy
37
Classified Ads
18
COVERS
FRONT COVER: Naval aviator Bob Coolbaugh started on this project a few years ago, excited by the prospect of celebrating the 100th anniversar y of U.S. Navy aviation. Coolbaughs
Curtiss Pusher replica is one of the highlights of the official celebrations taking place during
2011, and it will be at EAA AirVenture Oshkosh 2011. Read more about it in Gilles Auliards
article starting on page 6.
BACK COVER: When EAA headquarters moved to Oshkosh, an early addition to the museum
grounds was the construction of Pioneer Airport, a grass strip where some of the great airplanes of yesterday could be displayed and flown. One of the first aircraft flown from the field
was this Pheasant H-10, a local product built in Fond du Lac, Wisconsin. Read more about this
OX-5-powered biplane starting on page 18. EAA photo by Jim Koepnick.
Rod Hightower
Mary Jones
H.G. Frautschy
Kathleen Witman
Jim Koepnick
Colleen Walsh
Olivia P. Trabbold
Tom Poberezny
Publication Advertising:
Manager/Domestic, Sue Anderson
Tel: 920-426-6127
Email: sanderson@eaa.org
Fax: 920-426-4828
Senior Business Relations Mgr, Trevor Janz
Tel: 920-426-6809
Email: tjanz@eaa.org
Manager/European-Asian, Willi Tacke
Phone: +49(0)1716980871 Email: willi@flying-pages.com
Fax: +49(0)8841 / 496012
VINTAGE AIRPLANE 1
2 MAY 2011
VAA NEWS
What Was That
Little Monoplane?
On the back cover
of the March issue
of Vintage Airplane, we left it
to you to identify the small drawing on the left side of the artwork.
Any many of you wrote or called
to do just thatand each of you
agreed with one another! Its the
Alexander Flyabout D-2, a twoplace, side-by-side airplane powered by a Szekely 45. You can read
all about it in Joe Juptners U.S.
Civil Aircraft Series; it is Approved
Type Certificate 449, issued September 5, 1931. Check Volume 5,
page 143.
H.G. Frautschy
VINTAGE AIRPLANE 3
Win a Skycatcher
Enter the 2011 EAA Share the Spirit Sweepstakes for your chance
to win a Cessna 162 Skycatcher with fuel for the year cour tesy of
Shell Aviation, along with other great prizes. Ever y donation to the EAA
Sweepstakes directly supports EAA programs like Young Eagles, which
allow members to share the spirit of aviation among fellow enthusiasts
and the next generation of aviators. For more information, visit www.
AirVenture.org/sweepstakes.
4 MAY 2011
& Vi s i t o r s B u r e a u t o l l - f r e e a t
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VINTAGE AIRPLANE 5
Join the
N44V
Y
and See the
World!
n November 14,
1910, Eugene B. Ely,
a pilot with the Curtiss Aerial Exhibition
Te a m , c o a x e d h i s
Curtiss Pusher off the deck of the
cruiser USS Birmingham (CL-2)
which had been specially modified
for the occasionwhile it lay at anchor off Hampton Roads, Virginia.
On January 18, 1911, in San
Francisco Bay, Ely raised the bar a
few notches and landed on the armored cruiser USS Pennsylvania,
later taking off from the same platform, de facto signing the birth cer-
6 MAY 2011
Bob Coolbaughs
Curtiss
Model D Pusher
helps
commemorate the
100th Anniversary
of Naval Aviation
by Gilles Auliard
GILLES AULIARD
. . .Original
construction
methods were
followed and
original material
used when
possible.
The bamboo
used in the
construction was
tracked down to
the original
importer in
New Jersey. . ..
With Bob Coolbaugh in the pilots
seat, the Curtiss Pusher cruises in
the pattern at New Market Airport.
These pictures were taken from
Andrew Kings Taylorcraft, with an
outside temperature barely above
freezing and a surface wind at 6 to 8
mph. Normally, such light wind conditions would not be much of a factor,
but the Pusher has proven to be a
handful in all but the lightest breezes.
November 14, 1910--With the weather conditions deteriorating, Ely gave the signal at 3:16 pm for release
of the Curtiss Pusher. With the Curtiss 50 hp engine
roaring, it rolled down the 57 foot ramp. With barely
enough speed to get airborne, Ely and the Pusher
dipped below the bow just after takeoff, and continued to the surface of the water of Hampton Roads,
Virginia. With no forward speed from the ship (you
can see its at anchor) to add some airspeed to the
biplanes takeoff effort, the flight nearly ended with
a splashdown. As it was, the wheels and prop of the
Pusher touched the water. The prop cracked, necessitating a quick landing on nearby Willoughby Spit. Still,
the experiment was deemed a success, and preparations were made across the United States for both a
takeoff and a landing from a warship.
Eugune Ely prepares for takeoff from the 120-foot temporary platform built above the aft deck of the USS
Pennsylvania, anchored in San Francisco harbor. The
large crowd on board was mirrored by the thousands
lining the bayfront to witness the earlier landing and
now take off. Sailors from various merchant sailing
vessels stood on the yardarms of their ships to get a
glimpse of the action.
All hail the intrepid pilot!
Eugene Ely is hosted on the
shoulders of US Army personnel after returning to shore
following his successful landing and takeoff from the
cruiser Pennsylvania. Sadly,
Ely would not live to see
1912. He died on October
19, 1911 in the crash of a
Curtiss Pusher during a flight
exposition in Macon, Georgia.
8 MAY 2011
GILLES AULIARD
This Curtiss at rest in its grass environment. The boxkite-like structure of the Pusher is held together by no less
than 130 pieces of wire.
Narry Ryan, the structure provided a 57-foot-long takeoff run
for Elys biplane.
Shortly before noon, on November 14, 1910, the USS Birmingham
steamed down the Elizabeth River
toward Hampton Roads, where the
flight was to take place.
However, the weather was dreadful, marginally improving by
mid-afternoon.
Ely, warming up his engine and
checking its controls, waited impatiently during the lengthy process
of the ship raising anchor. Noting
the visibility was again deteriorat-
GILLES AULIARD
Bob is coming for a low and slow pass over New Market airports runway.
Flying the Pusher requires its pilot to keep a good grip on the wheel at all
times. Nobody knows what the airplane will do if you let go of the wheel.
a favorable report to the Navy department, and the Navy started the
slow process of bringing flying machines into its force structure.
One day later Lt. Theodore G. Ellyson began the flight training that
would make him the U.S. Navys
first aviator.
Elys triumph was short-lived,
as later that year, on October 19,
1911, while flying during a meet in
Macon, Georgia, his plane crashed
and he was killed.
Opening with an all-out bash
in San Diego in February 2011, the
U.S. Navy began the celebration of
the Centennial of Naval Aviation
(CONA) in style, with no less than 32
CONA Tier 1 Events. These air shows
throughout America will pay tribute
to the aircraft and airmen who contributed to this first century of flight.
One of the folks participating in the
events is longtime airplane restorer
and now replica builder Bob Coolbaugh of Manassas, Virginia.
Coolbaugh retraces his involvement in the project:
GILLES AULIARD
VINTAGE AIRPLANE 11
12 MAY 2011
Noorduyn
Norseman
Canadas unsung blue-collar worker
BY
oorduyn Norseman?
W h a t , y o u s a y ? Yo u
cant bring the airplane
to mind? Dont feel bad.
Theres a high probability the majority of people reading
this cant either. Thats interesting
considering that more than 900
were built. And, although the majority was military, a large number
never left the continent. Generally,
when that many of a type are built,
BUDD DAVISSON
VINTAGE AIRPLANE 13
The size of the Norseman isnt readily apparent in the photos until you see it resting in the grass during EAA AirVenture next to a Beech 18. The Pratt & Whitney R-1340 with 600 horses requires the massive 3-blade prop to
absorb all the torque generated by the engine and convert it to working thrust.
tilted and stateside Norseman by
the hundreds automatically slid
north, where a blue-collar airplane
was highly appreciated and immediately put to work. What kind of
work you may ask? Hey, its Canada,
so it was hard work. The airplanes
specific mission in life was clearly
evident in the way the early development of the airplane progressed:
The prototype was first flown on
floats, then skis; then finally it was
put on wheels.
Plenty of room for a planeload of camping buddies and their gear. Out in
the bush, its often a long way to a fuel cache, so the aft fuel tank gives the
Norseman longer legs.
The view from the left seat. The center console throttle/prop/mixture quadrant and 3/4-circle control wheel reinforce the perception that this a nononsense working airplane, even if today it gets to not work quite as hard.
VINTAGE AIRPLANE 15
Norseman History
Rober t Noorduyn was a designer for Fokker who left and
designed the Norseman in 19341935. He and his partner, Walter
Clayton, began producing the airplane in 1935, and it was wellaccepted by the bush aviation
community. However, by 1940,
only 23 airplanes had been delivered. WWII obviously changed the
demand for the airplane greatly.
After the war, surplus UC-64As
were plentiful, and Noorduyn
found its own products to be its
biggest competition and the company just couldnt keep the doors
open. The tooling and rights were
purchased by Canadian Car and
Foundry, which produced another
51 aircraft. It designed a new version, the Mk. VII, with a bigger engine and all-metal airframe, but it
never went into production.
In 1953 the tooling and assets
were sold back to a group headed
by Bob, but he passed away in
1959. Although the company produced three new Mk. Vs in 1959,
that was the end of Norseman
production. Today, parts and support for the airplane are provided
by Gord Huges of Ignace, Ontario,
who has the drawings and jigs as
well as a sizable supply of parts.
16 MAY 2011
Dennis Mockfords Norseman is one of about 25 still flying (thats a survival rate of 1 in 36 airframes built). The airplanes were almost exclusively
hardworking bush planes, which tends to use airplanes up.
One of the primary reasons the
Army bought so many of the airplanes and fitted them out with big
tanks is because in 1938, when it
looked as if a lot of airplanes were
going to be built in the United
States and ferried to Europe, they
assigned Col. Bernt Balchen (as in
winner of the Distinguished Flying Cross and, among a lifetime of
achievements, the chief pilot of the
Byrd Antarctic Expedition in 1929,
flying a Ford Tri-Motor over the
South Pole) the task of surveying a
ferry route and setting up support
along the way. He was asked what
airplane he needed for the task,
and he said the Norseman was best
suited. Prior to that, the Army had
tested the airplane but few orders
were forthcoming. Much of the
success of the airplane can be attributed to Col. Balchens endorsement of it and subsequent use of it
to fly long distances during the survey missions. And it really can stay
up for a long time.
Dennis says, If I bring the power
back and loaf along at 100 mph,
which burns about 20 gallons per
hour, I have over 10 hours of endurance, and it doesnt really seem
to care how much youre carrying.
Its empty weight is right around
4,400 pounds and the useful is
VINTAGE AIRPLANE 17
The EAAs
H-10 Pheasant
Retail price of $2,895
BY JIM
18 MAY 2011
In
JIM KOEPNICK
JIM KOEPNICK
H.G. FRAUTSCHY
VINTAGE AIRPLANE 19
JIM BUSHA
The Pheasant at its permanent home at Pioneer Airport. Its one of only two known to exist.
20 MAY 2011
JIM BUSHA
H.G. FRAUTSCHY
JIM KOEPNICK
With Captain Jobst at the controls, the H-10 Pheasant soars over the west side of Wittman Field in Oshkosh
in June 1989.
H.G. FRAUTSCHY
The OX-5 engine of the EAAs Pheasant H-10 is often used for handpropping demonstrations during the
associations Good Ol Days events
at Pioneer Airpor t. Longtime employee Bauken Noack prepares the
engine prior to starting on a cool August afternoon in 2009.
VINTAGE AIRPLANE 21
My Friend
Frank Rezich
Part VIIIFun on the National Air Tour With Frank
BY
ROBERT G. LOCK
22 MAY 2011
Frank and Kathy with some very famous airplanes in the background. Thank
you, Greg Herrick and your crew, for all you did for us on that great NAT.
The smoke-writing Travel Air, NC434N, owned Andy Stinis from New York.
Stinis obtained the first contract with Pepsi Cola for advertising in the sky
using a smoke-writing airplane in 1932.
In his San Miguel shop, Frank specialized in building and repairing Travel
Air wings; here a new wing is being assembled in his special fixture. The fixture assured that new lower wings would fit onto the fuselage fittings. You
can also see a set of Travel Air wings stored overhead in the rafters. Jim
Rezich writes, The wings are from Franks Travel Air NC9946H. The number lapsed after the war, and when Mike got it re-registered he had to add
the H to it.
VINTAGE AIRPLANE 23
Taken on the 2003 National Air Tour at Wichita, Kansas. Frank entertains the crowd as the NAT airplanes prepare to arrive.
D.C. Frank had never been there
before, so he and Kathy wanted to
explore all the displays.
Earlier in our series, Frank recalled how he picked up converted
B-24s in Memphis, Tennessee, to
ferry to Florida and eventually to
North Africa. Designated C-109 by
the AAF, they were the tanker version of the B-24. He was back at
24 MAY 2011
the Willow Run factory in Michigan for the start of the 2003 National Air Tour, as you can see him
prep the Wright prior to our departure in 2003.
For many years, Frank kept the
Pepsi Skywriter flying. NC434N was
powered by a Wright R-760-E2 developing 350 hp, ideal for highaltitude smoke writing. Frank re-
Frank never passed an opportunity to fly in another air tour ship. He flies right
seat with John Mohr in Greg Herricks Stinson tri-motor.
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VINTAGE AIRPLANE 25
Editors Note: The Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts
related to vintage aircraft and their history. Since many of our members have not had the opportunity to read this series, we plan on publishing those LPH articles that would be of interest to VAA members. Enjoy!HGF
26 MAY 2011
Specifications
Span
29 feet
Chord
49 inches
Wing area
92 square feet
Length
17 feet, 11 inches
Weight, fully
equipped
475 pounds
Useful load
225 pounds
Weight loaded
700 pounds
High speed
90 mph
Stalling speed
40 mph
VINTAGE AIRPLANE 27
Vintage
Mechanic
THE
BY ROBERT G. LOCK
Vibrations, Part 2
With few exceptions, vibrations in older, fixedwing aircraft are generated by the engine and prop.
In the early days of construction, the engines were
inadequately shock-mounted. As a result, many engine problems could be traced to extreme vibration.
Many early radial engine installations featured a
hard engine mount (without shock mountings) with
only a thick leather washer located between the engine and mount.
Illustration 1 is the original Command-Aire factory
engine mount ring for a Curtiss Challenger R-600 radial. A six-cylinder engine, it had extreme vibration
problems, yet there are no shock mounts anywhere.
The mount is welded to the fuselage frame. The only
shock mounts were 1/4-inch-thick leather washers
between engine and mount ring. No wonder there
were severe airframe and engine vibrations!
Illustration 2
Illustration 1
28 MAY 2011
Illustration 3
There will always be airframe vibrations, but the
old designers did little to compensate; one just had
to get used to the shaking. Most instrument boards in
old biplanes were not shock-mounted. Instead, they
were firmly attached to the structure. By the mid-
Illustration 4
VINTAGE AIRPLANE 29
Illustration 5
There are other vibrations introduced into the airframe that are not caused by the engine or propeller. One
such vibration is tail wheel shimmy. All full-swiveling
steerable tail wheels have an anti-shimmy device built
into the unit. Perhaps one of the best and most reliable
tail wheels is found on the Boeing PT-13/17 biplane. It is
well-designed and very rugged.
Tail wheel shimmy can introduce vibrations into the
airframe structure by simply being out of alignment. To
check for proper alignment, jack the aft fuselage so the
tail wheel is off the ground. Check the rudder pedals for
neutral position, and ascertain if the tail wheel is tracking
straight. If not, adjust the turnbuckles to align the rudder pedal neutral with straight tracking of the tail wheel.
While the tail wheel is off the ground, make sure there is
positive steering when the rudder is moved left and right.
The tail wheel should closely follow the movement of the
tail wheel. If it does not, troubleshoot and fix the problem. Illustration 6 shows one of the best tail wheels ever
designed, the unit for the Boeing PT-13/17.
Illustration 6
30 MAY 2011
Illustration 7
plying it to another type of airplane, realizing that tensions will be a little looser because few early-production
biplanes had the structural strength of the PT-17. Illustration 7 shows my Command-Aire in flight.
There are myriad vibrations that can occur on an
Resources:
Airplane Maintenance, 1940. Hubert G. Lesley,
Maintenance Engineer Eastern Airline (Illustration 2)
Erection and Maintenance Instructions for Model N2S
Airplanes, 1941, compiled by Stearman Aircraft,
a Division of Boeing Airplane Company, Wichita, Kansas (Illustration 1)
Elements of Technical Aeronautics, 1942. N.A.C.
staff, New York Aeronautics Council Inc.
Airplane Design Manual, 1958. Frederick K. Teichmann
Dusters & Sprayers Supply catalog, 1969-1970.
Hugh Wilson and Bob Chambers
Vintage
Instructor
THE
Overcoming self-doubt
Arising early for another day of work, you hear
the weather forecast in the background indicating it
will be a beautiful day to go flying after work. While
driving to work you scan the sky and note that it is
perfect for flying, but then you think about the last
flight you made.
Throughout the workday your mind wanders, and
you think youd much rather be flying than sitting
in an endless meeting chaired by the boss with a
monotone delivery. And again you think about that
last flight.
Finally, the workday comes to an end. You want
to go flying before heading home. The breeze is light
and the sky bright blue. But on the way to the airport
you begin thinking about your last flight and the
spectacular landing you made. You forgot to set up
for a crosswind landing and nearly ran your beautifully restored airplane off the runway and into the
deep drainage ditch alongside the pavement. When
will the FAA ever decide that drainage ditches next to
a runway can be airplane eaters? you wonder. Your
palms were sweaty then and your stomach knotted
seemingly into your throat as you nervously taxied
back to the hangar that day. You were thankful that
no harm was done to your airplane, but your ego was
severely bruised and confidence seriously shaken.
What did I do wrong on that landing? youve
asked yourself a hundred times since that flight.
Youve played it over and over in your mind to the
point where youre now fixated on it every time
you even think of going flying. Youve even dreamt
about it.
Approaching the airport, your palms begin to sweat
just thinking about that landing, and a knot begins
to grow in your stomach. What began as a thought
of exhilaration and flying your treasured airplane has
now become one of self-doubt. Excuses for not flying
today occupy your mind. The wind looks a little too
strong, and there seems to be some crosswind. Your
self-doubt grows. Perhaps tomorrow will be a better
day to fly, you think.
After spending an hour thoroughly overlooking
your airplane at the hangar, you check the windsock
32 MAY 2011
Incident Fixation
The bad landing you made can easily become foremost on your mind. The more time wasted on reliving the landing, the more obsessed you become by
it, leading to even more self-doubt. Admit to yourself
that you made a bad landing, and then tell yourself
youll do a lot better on your next flight. Think positively. You know how to make crosswind landings.
VINTAGE AIRPLANE 33
by H.G. FRAUTSCHY
MYSTERY PLANE
This months Mystery Plane is a real slow-pitch softballplenty of
you should get this one. Doug Fortune suggested it.
Send your answer to EAA, Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your answer
needs to be in no later than June
10 for inclusion in the August
2011 issue of Vintage Airplane.
You can also send your response
via e-mail. Send your answer to
mysteryplane@eaa.org. Be sure to include your name plus your city and
state in the body of your note and
put (Month) Mystery Plane in the
subject line.
34 MAY 2011
Shown here on skis and in the other photo on Edo floats, CF-EIM was the last remaining flying Husky until it sank. It was later salvaged and placed on display at
the Canadian Museum of Flight and Transportation in Langley, British Columbia.
The aircraft in the February 2011
Mystery Plane column is the Fairchild
(Canada) F-11 Husky, registered CFEIM (s/n 3) during the time it was operated by Diversified Mining Interests.
The Canadian branch of Fairchild began in 1922 as Fairchild Aerial Surveys Ltd. In 1945, it started
design of a new bushplane that it
called the F-11 Husky.
The approved Edo float for the aircraft was the model 62-6560. Well regarded
in some respects by those who flew it, the Husky was felt by most pilots to
be underpowered when equipped with the original 450-hp P&W Wasp Jr.
A team led by J.A.T. Butler designed the Husky with an upswept
rear fuselage for easy loading (especially of canoes); an undercarriage
with interchangeable wheels, floats,
or skis; interchangeable control surfaces; and fuel tanks in the fuselage
for easy accessibility. The airplane was
intended to be flown by a crew of
two, with room for eight passengers
or 1,800 pounds of cargo.
The F-11 has an all-metal structure
with fabric-covered control surfaces
and fabric on the wing surfaces. The
prototype, CF-BQC, made its maiden
flight on floats from the St. Lawrence
River on 14 June 1946, powered by a
450-hp P&W Wasp Jr. The pilot was
A.M. McKenzie. CF-BQC remained as
a company demonstrator until 1947.
The first production model, CF-EIL,
was delivered to Nickel Belt Airways
Ltd., Sudbury, [Ontario], in September 1946. A further six went to Nickel
Belt, with others to the provinces of
Saskatchewan and Manitoba. Eight
were still registered in Canada in
1963. Some are believed to have continued in operation into the 1980s.
In the end, only 12 were built
due to the bankruptcy of Fairchild
Industries Ltd., which had been created to manufacture prefab houses.
These (with floats) sold for between
$29,000 and $36,000 Canadian. Although well liked by pilots, the
Husky was considered underpowered, and six aircraft were converted
with the installation of a 550-hp Alvis Leonides radial. First flight with
VINTAGE AIRPLANE 35
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n
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AirV ntur
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Sa onlin
Buy
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Print the tickets out ahead of time,
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As an EAA member, you can
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the closing date for the March issue). VAA reserves the right to reject any advertising in conflict with its
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accompany order. Word ads may be sent via fax (920-426-4828) or e-mail (classads@eaa.org) using
credit card payment (all cards accepted). Include name on card, complete address, type of card, card
number, and expiration date. Make checks payable to EAA. Address advertising correspondence to EAA
Publications Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086.
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Always Flying Aircraft Restoration,
LLC: Annual Inspections, Airframe
recovering, fabric repairs and
complete restorations. Wayne A.
Forshey A&P & I.A. 740-472-1481
Ohio and bordering states.
http://MERFI.com
Copperstate Fly-In
VINTAGE AIRPLANE 37
Mens Golfshirt
Sporty shirt is 100% ringspun
cotton pique with a single
stripe on collar and cus. Embroidered on left with a biplane
design. Featuring a contrasting
three-button placket, contour
collar and double stitched hem.
SM
5265691802062
MD
5265691803062
LG
5265691804062
XL
5265691805062
2X
5265691806062
$29.99*
$29.95*
38 MAY 2011
52651256 Fucia
52651257 Yellow
52651258 Green
52651259 Grey
$39.99
MD Blue
LG Blue
XL Blue
5265770803061
5265770804061
5265770805061
MD White 5265770803100
LG White 5265770804100
XL White 5265770805100
MD Salmon 5265770803011
LG Salmon 5265770804011
XL Salmon 5265770805011
$34.99*
$14.99*
Splash Cap
One size. Seaplane motif embellishes
this soft blue cap.
52658252
$14.99*
$14.99*
$41.95*
$29.95*
www.shopeaa.com/vaa
Telephone Orders: 800-843-3612
From US and Canada (All Others Call 920-426-5912)
*Shipping and handling NOT included. Major credit cards accepted.
WI residents add 5% sales tax.
VINTAGE AIRPLANE 39
VINTAGE
AIRCRAFT
ASSOCIATION
OFFICERS
President
Geoff Robison
1521 E. MacGregor Dr.
New Haven, IN 46774
260-493-4724
chief7025@aol.com
Vice-President
George Daubner
N57W34837 Pondview Ln
Oconomowoc, WI 53066
262-560-1949
gdaubner@eaa.org
Secretary
Steve Nesse
2009 Highland Ave.
Albert Lea, MN 56007
507-373-1674
stnes2009@live.com
Treasurer
Dan Knutson
106 Tena Marie Circle
Lodi, WI 53555
608-592-7224
lodicub@charter.net
DIRECTORS
Steve Bender
85 Brush Hill Road
Sherborn, MA 01770
508-653-7557
sst10@comcast.net
Dale A. Gustafson
7724 Shady Hills Dr.
Indianapolis, IN 46278
317-293-4430
dalefaye@msn.com
David Bennett
375 Killdeer Ct
Lincoln, CA 95648
916-952-9449
antiquer@inreach.com
Jeannie Hill
P.O. Box 328
Harvard, IL 60033-0328
815-943-7205
Jerry Brown
4605 Hickory Wood Row
Greenwood, IN 46143
317-422-9366
lbrown4906@aol.com
Dave Clark
635 Vestal Lane
Plainfield, IN 46168
317-839-4500
davecpd@att.net
John S. Copeland
1A Deacon Street
Northborough, MA 01532
508-393-4775
copeland1@juno.com
Phil Coulson
28415 Springbrook Dr.
Lawton, MI 49065
269-624-6490
rcoulson516@cs.com
DIRECTORS
EMERITUS
Robert C. Brauer
9345 S. Hoyne
Chicago, IL 60643
773-779-2105
photopilot@aol.com
Charlie Harris
PO Box 470350
Tulsa, OK 74147
918-622-8400
cwh@hvsu.com
Gene Chase
2159 Carlton Rd.
Oshkosh, WI 54904
920-231-5002
GRCHA@charter.net
Ronald C. Fritz
15401 Sparta Ave.
Kent City, MI 49330
616-678-5012
rFritz@pathwaynet.com
Gene Morris
5936 Steve Court
Roanoke, TX 76262
817-491-9110
genemorris@charter.net
John Turgyan
PO Box 219
New Egypt, NJ 08533
609-758-2910
jrturgyan4@aol.com
TM
TM
airventure@eaa.org
sportpilot@eaa.org
stc@eaa.org
airacademy@eaa.org
scholarships@eaa.org
slurvey@eaa.org
membership@eaa.org
membership@eaa.org
vintage@eaa.org
tbooks@eaa.org
MEMBERSHIP INFORMATION
EAA
Membership in the Experimental Aircraft
Association, Inc. is $40 for one year, including 12 issues of SPORT AVIATION. Family
membership is an additional $10 annually. All
major credit cards accepted for membership.
(Add $16 for International Postage.)
FOREIGN MEMBERSHIPS
Please submit your remittance with a
check or draft drawn on a United States
bank payable in United States dollars. Add
required Foreign Postage amount for each
membership.
WARBIRDS
Current EAA members may join the EAA
Warbirds of America Division and receive
WARBIRDS magazine for an additional
$45 per year.
EAA Membership, WARBIRDS magazine and one year membership in the
Warbirds Division is available for $55 per
year (SPORT OficAVIATION magazine
not included). (Add $7 for International Postage.)
IAC
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright 2011 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 monthly at EAA Aviation Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: vintageaircraft@eaa.org. Membership to Vintage Aircraft Association, which includes 12 issues of Vintage Airplane magazine,
is $36 per year for EAA members and $46 for non-EAA members. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to Vintage Airplane,
PO Box 3086, Oshkosh, WI 54903-3086. PM 40063731 Return undeliverable Canadian addresses to Pitney Bowes IMS, Station A, PO Box 54, Windsor, ON N9A 6J5. FOREIGN AND APO ADDRESSES Please allow
at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING Vintage Aircraft Association does not guarantee or endorse any product offered through the
advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.
EDITORIAL 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 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.
40 MAY 2011
Drive one.
From a two-door contractors work truck to a four-door highperformance off-road pickup, the Ford F-150 is available in 11 different
models to meet virtually any buyers need. New for 2011 are three allnew engines that push fuel efficiency and power to the highest levels
in the segment. But the F-150 doesnt stop there. It offers excellent
driving manners and performance, while offering important safety
standard features that protect occupants as effectively as the truck
can tow and haul. The best keeps getting better!
EAA members are eligible for special pricing on Ford Motor Company
vehicles through Fords Partner Recognition Program. To learn more
on this exclusive opportunity for EAA members to save on a new
Ford vehicle, please visit www.eaa.org/ford.