VOL. 32, NO.

VAA NEWS/H.G. Frautschy

THE FIRST LOCKHEED

Cedric Galloway

MYSTERY PLANE/H .G. Frautschy

10

JUNE 2004

2004 SUN 'N FUN EAA FLY-IN

H.G. Fraustchy

16 THE SEVEN-YEAR PAINT JOB

THERE ARE TRAVEL AIRS AND
THEN THERE ARE TRAVELAIRS
Budd Davisson
20 FLIGHT STORY
A GRANDFATHER'S INSPIRATION
Tom Matowitz
24 CHAPTER LOCATOR
26 THE VINTAGE INSTRUCTOR
RESIGNATION/Doug Stewart
27 PASS IT TO BUCK
TAKE THE PLEDGE/Buck Hilbert
28 CALENDAR
29 CLASSIFIED ADS

Publisher
Editor-in-Chief
Executive Editor
News Editor
Photography Staff
Production Manager
Advertising Sales
Advertising/ Editorial Assistant
Copy Editi ng

TOM POBEREZNY
SCOTT SPANGLER
MIKE DIFRISCO
RIC REYNOLDS
JIM KOEPNICK
JULIE RUSSO
LOY HICKMAN
913-268-6646
ISABELLE WISKE
COLLEEN WALSH
KATHLEEN WITMAN

Front Cover: What was going to be a quick paint upgrade turned into an
award-winning restoration of this Beech Travelair owned by 5 partners .
For more on the fun they had, see Budd Davisson 's article starting on
page 16. EAA photo by Jim Koepnick, EAA photo plane flown by Walt
Dori ac.

VINTAGE AI RP
...:L:::;A..N...E::...._ _ _ _ _ _ _ _--I

Executive Director, Editor

VAA Administrative Assistant
Contributing Editors

HENRY G. FRAUTSCHY
THERESA BOOKS
BUDD DAVISSON
DOUG STEWART
JOHN MILLER

Back Cover: The EAA Sport Aviation Art Competition is open to a wide
variety of media, including stained glass. This Navy N3N was a Merit rib
bon winner in the 2003 competition for artist Gary Elshoff of Grafton,
Wisconsin. Check out his website at www.flyingcolorsglass .com.

ST

ESPIE "BUTCH" JOYCE

PRESIDENT, VINTAGE ASSOCIATION

Division change & Chapter fun

This is my 189th "Straight &

Level" co lu mn while serving as
president of the Vintage Aircraft
Association. After this one, the
July and August columns will be
the last ones I will be writing as
your president.
When you look at this year's
ballot, you will see that I will not
be running for the presidency, but
will be staying on as a director. I've
had the pleasure of serving the
membership as the president of
this division for 16 years, just more
than half of the 31 years the divi
sion has existed . The total
enjoyment of having done this is
hard to describe, because it has
been such a long run.
Over the years we've enjoyed
the largest growth in membership,
and with greater n umbers comes a
more stable financial position.
This was not my achievement
alone; I have had great support
from the officers, directors, mem
bership, and staff.
It just felt like the right time to
turn over the leadership of the
VAA to some younger people, folks
with new thoughts and new en
ergy. I am not totally going away,
and look forward to serving as a di
rector for a few more years. It is
not my intent to try and run the
division from the background, but
to be there if needed when the in
evitable questions come up
concerning the "hows and whys"
of past actions that concern the
operation of the division.
One of the areas I'll be working
on within the coming months is
the realization that as EAA staffers
have rotated in and out of various
positions over the years, we have

not paid attention to ed u cating

these new people regarding the re
lationship between EAA and its
divisions. It is my hope that we
can do a better job in the future in
this regard.

I've had the

pleasure of

serving the

membership as

the president

of this division

for 16 years,

just more than

half of the 31

years the division

has existed.

I was ab le to attend th e VAA

Chapter 3 Spring Fly-In that was
held at the Burlington, North Car
olina airport. This fly-in is held
each year on the first full weekend
in May. The past couple of years
this event has been plagued by
poor weather, and as you would
expect, the attendance did not
meet expectations. This year we
had great weather, and there were
at least 50 aircraft that showed up
Friday afternoon.
All of the old friends got to
gether to socialize before the
barbeque dinner that was served in

a hangar on the airport on Friday

night. After the sun went down,
the group retreated to the hotel to
watch old movies before turning
in for the night. Saturday morning
the weather stayed great, and air
planes started to fill the air. Before
the day was over, the number of
aircraft was estimated to be some
where around 200!
It was great to see a number of
aircraft that I had not seen before
at this fly-in . After lunch, the
judges were hard at it, picking the
winners that would be honored at
the awards banquet Saturday
night. This dinner was held at the
some hotel that served as the head
quarters hotel for the fl y-in .
Sunday morning was one of those
days that we get here in North Car
olina in the early summer-an
early morning fog smothered the
trees and grass. You know when
you look out of the window on
such a morning that you can have
a relaxing morning. As usual, the
fog burned off around 10:30 or
11 :00 a.m., and people started to
depart for home, except for a group
that decided to fly out to a local
restaurant for lunch before going
home. It was a great weekend. I
hope your local fly-in has great
weather, too!
Let's all pull in the same direc
tion for the good of aviation.
Remember, we are better together.
Join us and have it all.

VAA NEWS

VAA Comments on FAA Air Tour NPRM

Eighteen individuals spoke against the National Air Tour Safety Stan
dards (FAA-1998-4521) notice of proposed rulemaking
(NPRM) at the FAA's public hearing held Tuesday, May
II, in Washington, D.C. Not one person who testified
at the daylong public meeting spoke in favor of the
rule. VAA Executive Director H.G. Frautschy appeared
on behalf of the Vintage Aircraft Association and the
National Association of Flight Instructors (NAFI).
EAA member Dave Humphreys, from Shephard
stown, West Virginia, represented EAA at the hearing.
H.G. Frautschy
Humphreys inclu ded comments on the inherent un
fairness of the proposed rule as well as the FAA's long tradition of
partnering with EAA and others in aviation to address concerns.
"In EAA's long tradition of working with the FAA, we did not just file
comments in opposition to this proposed rule bu t provided comprehen
sive alternatives to the proposal," Humphreys said. "Suggestions (were)
based on the trust and knowledge of the u.S. airman, the resources of the
FAA field inspector force, and our knowledge of general aviation. We can
not help but ask: Why didn't the FAA ask the industry for this
information before introducing this proposed rule?"
EAA's official comments on the rule, which were submitted on March
II, 2004, concluded that the proposed sweeping changes to commercial
and noncommercial passenger-carrying operations are not justified by
historic safety data nor is there sufficient evidence that safety will be en
hanced by these proposals. The FAA also failed to adequately evaluate
and address the dramatic negative cost-benefit impact these proposals
would have on the general aviation industry. Therefore, the rule should
be withdrawn.
Afterwards, Frautschy noted there were several small-time aircraft
owner/operators who testified that the proposed rule would put them out
of business and deva lue their aircraft. "Nobody wanted that NPRM to
stand," he said. "Everyone who testified wanted the rule to be withdrawn."
Sitting on the panel for the FAA were Matthew Schack, Manager AFS-200;
Tom Smith; Gary Davis; Patrice Kelly; Alberta Brown; and Don Byrne.
For complete VAA and EAA comments, visit www.vintageaircraft.org and
www.eaa.org. If you do not have access to the web, contact the VAA office at
920-426-4825 and we'll mail you a copy.

TCP Availability
In recent notes published in Aero
mail," mention has been made of the
use of TCP as a fuel additive to help
scavenge lead during the combustion
process. A few members have men
tioned the fact that TCP (Alcor's trade
name for their product, which con
tains, among other elements, the
chemical tricresyl phosphate) was scarce
or not available. To get the facts, I spoke
with Cindy McCoy at Alcor, the manu
facturer of the fuel additive.
Our members were correct; there
Ii

JUNE 2004

was a time when TCP was not avail

able, due to a couple of factors. A
move to a new facility disrupted pro
duction, and then when they were set
to restart manufacturing TCP, one
component needed to make the addi
tive was dropped from production by
Shell Petrochemical, so they had to
find a new ingredient. A substitute has
been found, and happily both for Al
cor and those who use the product,
production of TCP has resumed. After
an initial batch of 2,000 gallons was
produced and tested, Alcor is now

shipping TCP in gallon cans to Aviall

and other suppliers. By early summer,
they expect to ship quart-size plastic
bottles that feature a graduated sec
tion, which will eliminate the need for
the syringe dispenser currently used.
Alcor expects to clear up their order
backlog within 2 months. For more
information, visit www.alcorinc.com. or
call your favorite supplier for price
and availability information.

The Aeronca Aviators Club

Is now offiCially back! Originally
founded by Joe and Julia Dickey, who
published a very informative and en
joyable newsletter for many years
before retiring from the aviation world,
the new club is dedicated to bringing
you a new version of this venerable
name with new contributors, expe
rienced Aeronca owners, fliers,
mechaniCS, historians, and enthusiasts.
This is a self-supporting endeavor,
backed by the administrative tools,
experience and resources of the Bel
lanca-Champion Club. Except for
the back-office staff and some staff
in common, this Club is a separate
entity formed specifically to serve
Aeronca owners, pilots and admir
ers; as such it needs your support
both as members and contributors.
The initial staff (or cast of charac
ters, as we refer to ourselves) will be
comprised of the following people:
Robe r t Szego, President of the
Bellanca-Champion Club;
Cy Galley, Editor-in-Chief of 8-C
Contact! has consented to be Editor
of The Aeronca Aviator;
Tony Markl, L-16 rebuilder, fab
ric recover instructor, tailwheel and
(low and slow) formation instructor,
has offered his technical support;
Carl White, Aeronca Editor of 8-C
Contact! and author of the Aeronca
Corner" column and restorer of a good
number of Champs and Citabrias.
Also contributing will be Charlie
Lasher, author of several books on
Aeroncas and STCs; Bill Panca k e,
renowned Aeronca expert; Jim Spee,
our West Coast connection; Tony
Ii

Do Your AirVenture 2004 planning at www.airventure.org!

Buttacavoli, with his inspiring

prose; Joe Abrahamson, who hosts
the Aeronca sector of the Cactus Fly
In; and many more. We welcome
and will recognize your contribu
tions.
The club's aim is to provide the
Aeronca world with an international
organization devoted to the marque
and dedicated to the reborn Aeronca
Aviators Club's long-term future. The
first step in this process will be the
organization's "flagship" publica
tion, a quarterly newsletter. In this
regard, the staff of the Bellanca
Champion Club brings with them
the ability and track record of the
past six years, which began with a
16-page newsletter that has grown to
the current, well-received B-C Con
tact! of 28 pages and still growing.
The AAC website www.aeronca.org
will also grow with time and mem
bership growth, providing not only
an entry point for those on the In
ternet, but gradually increasing its
technical content. A longer-term
goal is to establish regional fly-ins
for our members and guests for face
to-face contact with each other and
provide venues to show off their air
craft. Many other programs, limited
only by imagination and finances,
will be added as resources allow. We
invite all Aeronca fans to join us and
help us grow into the very valuable
organization we hope to become.
Your commitment now will allow us
to commit the resources that will be
required-all new memberships will
run effective July 2004-the date of
our first full newsletter.
Aeronca Aviators Club, PO Box 66,
Coxsackie, NY 12051, 518-731-313l.
For more information, contact
Robert Szego, Cy Galley, Tony Markl
or Carl White at staf{@aeronca.org, or
visit our website www.aeronca.org.

VAA Chapter 10 Steps Up

The members of VAA chapter 10 in
Tulsa, Oklahoma, have stepped up to
the plate and elected to support the
VAA Friends of the Red Barn campaign

with a $600 Gold level contribution. In

a letter to VAA headquarters, chapter
president Chris McGuire wrote "VAA 10
feels that the Red Barn is a great re
source for the Vintage Division. Its
service during the convention allows us
to have a central point of activity for all
the myriad of tasks as well as a place for
members to congregate and socialize."
No matter if you're an entire chap
ter or an individual, we invite you to
learn more about the VAA Friends of
the Red Barn campaign on page 4 of
this issue.

2005 VAA Hall of Fame

Do you know someone who has
made a lasting contribution to vintage
aviation since 1950? Perhaps it was in
the area of restoration. Or someone
who has been an active instructor
teaching others the correct way to fly
older airplanes? These contributions
could be in the areas of flying, design,

mechanical or aerodynamic develop

ments, administration, writing, or some
other vital, relevant field.
If you feel these contributions to the
world of vintage aviation are worthy of
national recognition, consider nomi
nating that person to the VAA Hall of
Fame. Nominations for the 2004 awards
are now being accepted. You can down
load a copy of the nomination form at

www.vintageaircra{t.org/programs/nomi
nnting.html.
If you don't have access to the In
ternet, call us at 920-426-6110 to
request a copy of the form.
The deadline to submit nomina
tions for the 2004 VAA Hall of Fame
is September 30, 2004.

VAA Elections/Annual Meeting

In the center spread of this issue
you'll find candidate biographies and
a ballot for this year's VAA elections,
continued on page 31

Happy Birthday,
EAA Ford Tri-Motor!
This year marks the 75th birthday of
EAA's Ford Tri-Motor and the 75th anniver
sary of transcontinental air service. To
celebrate, EAA is planning Tri-Motor mini
tours to selected Midwestern cities. The
first tour will cover Michigan, Ohio, and Illi
nois between June 25 and July 18. The
second mini-tour will take off in September
for cities still to be confirmed.
"As part of EAA's mission to preserve our aviation heritage, we invite every
body to live it firsthand by flying in the world's first mass-produced airliner and
seeing it in its intended environment, flying from city to city," said EAA AirVenture
Museum Director Adam Smith.
EAA's Tri-Motor will land at cities that have a historic connection to the air
craft or the Transcontinental Air Transport (TAT) Co., which began flying coast to
coast with 11 Tri-Motors in 1929. To prepare this grand airplane for its milestone
birthday, Gulfstream Aerospace Corp. repainted the Tin Goose at the company's
Appleton, Wisconsin, facility.
At each city, visitors can see their hometowns from the air during a 20-minute
flight, available for $40 when booked in advance, or $50 per person at the flightline.
A secure flight-reservation system and complete information are available through
EAA's Tri-Motor website at www.flytheford.org.

EAA's Ford Tri-Motor 75th Anniversary Tour

June 25-July 2
July 3-6
July 8-11
July 12-15
July 16-18
September

Pontiac, Michigan (Oakland County International Airport)

Port Clinton, Ohio (Carl Keller Field Airport)
Columbus, Ohio (Bolton Field Airport)
Kalamazoo, Michigan (Kalamazoo Air Zoo)
Aurora, Illinois (Aurora Municipal Airport)
(To Be Determined)
VINTAGE AIRPLANE

VAA's "Friends of The Red Barn"

VAA Convention Fund Raising Program
The Vintage Aircraft Associa
tion is a major participant in the
World's Largest Annual Sport Avi
ation Event - EAA AirVenture
Oshkosh! The Vintage Division
hosts and parks over 2,000 vin
tage airplanes each year from the
Red Barn area of Wittman Field south to the perimeter
of the airport.
The financial support for the various activities in
connection with the weeklong event in the VAA Red
Barn area is principally derived from the Vintage Air
craft Association's "Friends of the Red Barn" program.
This fundraising program is an annual affair, begin
ning each year on July 1 and ending June 30 of the
following year. This year's campaign is well underway,
with contributions already arriving here at VAA HQ.
Our thanks to those of you who have already sent in
your 2004 contributions.
You can join in as well. There will be three levels of
gifts and gift recognition:
Vintage Gold Level - $600.00 and above gift
Vintage Silver Level - $300.00 gift
Vintage Bronze Level - $100.00 gift
Each contribution at one of these levels entitles
you to a Certificate of Appreciation from the Division. Your name will be listed as a contributor in
Vintage Airplane magazine, on the VAA website,
and on a special display at the VAA Red Barn
during AirVenture. You will also be presented with a

special name badge recognizing

your level of participation. During
AirVenture, you'll have access to
the Red Barn Volunteer Cen
ter, a nice place to cool off.
Gold Level contributors
will also receive a pair of cer
tificates each good for a flight on EAA's Ford
Trimotor redeemable during AirVenture or during
the summer flying season at Pioneer Airport. Silver
Level contributors will receive one certificate
for a flighat on EAA's Ford Trimotor.
This is a grand opportunity for all Vintage members
to join together as key financial supporters of the Vin
tage Division. It will be a truly rewarding experience
for each of us as individuals to be part of supporting
the finest gathering of Antique, Classic, and Contem
porary airplanes in the world.
Won't you please join those of us who recognize the
tremendously valuable key role the Vintage Aircraft Asso
ciation has played in preserving the great grass roots and
general aviation airplanes of the last 100 years? Your
participation in EAA's Vintage Aircraft Associa
tion Friends of the Red Barn will help insure the
very finest in AirVenture Oshkosh Vintage Red
Barn programs.
For those of you who wish to contribute, we've
included a copy of the contribution form. Feel free
to copy it and mail it to VAA headquarters with
your donation. Thank you.

---~----------- - ----------------------------------------------------------------------------------------- -

VAA Friends of the Red Barn

Name______________________________________________ EAA#_______________VAA# ______________
Address.____________________________________________________________________________________
Ci ty /State/Zi p ______________________________________________________________________________
Phone_____________________________________E-Ma il ___________________________________________
Please choose your level of participation:
_

Vintage Gold Level Gift - $600.00

Mail your contribution to:

Vintage Silver Level Gift - $300.00

Vintage Bronze Level Gift - $100.00

EAA

D Payment Enclosed

Please Charge my credit card (below)

Credit Card Number _____________________ Expiration Date _ __ __

Signature______________________________

VINTAGE AIRCRAFT ASSOC.

PO Box 3086
OSHKOSH, WI 54903-3086

*00 you or your spouse work for a matching gift company? If so, this gift may qualify for a matching donation. Please ask your Human Re

sources department for the appropriate form.

NameofCompany __________________________

The Vintage Aircraft Association is a non-profit educational organization under IRS SOlc3 rules. Under Federal Law, th e deduction from Federal In

come tax for charitable contributions is limited to the amount by which any money (and the value of any property other than money) contributed

exceeds the value of the goods or services provided in exchange for the contribution. An appropriate receipt acknowledging your gift will be sent to

you for IRS gift reporting reasons .

JUNE 2004

The

First

Originally published in the February 1981 issue of Vintage Airplane

PHOTOS COURTESY OF LOCKHEED AIRCRAFT CORP.
CEDRIC GALLOWAY

hen we hear the

word "Lockheed,"
we visualize fast,
streamlined and
graceful airplanes.
But they were not always that way.
Everything has to have a begin
ning . Even the name became
"streamlined" after a time. Allen
Loughead, the son of John and
Flora Haines Loughead, whose
Scotch-Irish name, in its phonetic
spelling, became Lockheed.
Allen was the youngest of four
children. The family lived in Niles,
California, inland from the south
east shore of San Francisco Bay.
Allen's parents separated when
Allen was quite young, and his
mother took the children to Alma
in the Santa Cruz foothills, where
she operated a thirty-five acre fruit
ranch. College trained and tal
ented, Mrs. Loughead derived extra

income from writing novels and

poetry. Allen, slowed by poor
health, never finished grammar
school, but his mother supplied an
education with her fine tutoring.
Young Loughead and his older
brother Malcolm enjoyed ranch
life, but much preferred tinkering
with machinery. At 17 Malcolm
got a job as a mechanic in San
Francisco, working on White steam
motorcars. Allen also left the ranch
when he reached 17, and went up
to the big city. His first job was in a
hardware store at $10 a week, but
he soon took a lower paying job as
an automobile mechanic, like his
brother Malcolm.
Meanwhile Victor, the eldest of
the three brothers, worked as a con
sulting engineer in Chicago, where
he spent his spare time as an aero
dynamist and a writer. His "Vehicles
of the Air" and"Airplane Design for

(Above) The first Loughead airplane

still under construction. A seaplane
powered by a Kirkham 6-cylinder en
gine with the Kirkham horseshoe
shaped radiator.
Amateurs" were widely read, dis
cussed and used by would-be
aeronauts, including his brothers.
Through Victor, Allen found
work in 1910 as an airplane engine
mechanic in Chicago and soon had
a chance to take his first flight in an
airplane. He met George Gates, the
proud builder of a pusher biplane
with a homemade 4-cylinder, SO-hp
engine. Gates discovered he could
n 't fly it alone because the control
system required manipulation of
the ailerons, rudder, and elevators
in three separate operations. He
asked Allen if he could operate the
ailerons. Allen had never handled
an airplane but was not lacking in
VINTAGE AIRPLANE

cisco to work in a
self-confidence.
garage until such
"Sure," he said.
time as he might be
They warmed up
able to build an air
the engine, Allen
plane of his own. The
climbed aboard the
design for a three
flimsy contra ption,
place seaplane was
sat behind Gates,
already occupying
and wrapped rags
his mind. It should
around the aileron
be a tractor type,
control wires to keep
with engine in front;
his hands from slip
he was tired of wor
ping. The plane took
rying about a heavy
off, circled the field
motor mounted be
and landed safely,
hind, hanging there
making probably the
in readiness to crush
first dual-controlled
the pilot should the
flight of its type in
The seaplane after the installation of a V-S, SO-hp engine and con
plane come down
aviation history.
ventional-type
radiator.
San
Francisco
World's
Fair,
1915.
nose first.
The thrill lingered
Allen often dis
with him as he tuned
cussed aerodynamics
the powerplant for
with his brother Mal
the plane of his em
colm, and at length
ployer, James E. Plew,
the two mechanics
a truck distributor
who was trying to
joined up to build
break into aviation.
their own plane. A
Plew's Curtiss-type
hydroplane was the
pusher, with a 3S-hp
logical choice because
engine, was made
of the unlimited facil
ready for demonstra
ities in and around
tion flights from a
the Bay area, and San
nearby racetrack. The
Francisco's long-time
pilot was having dif
interest in boating.
To give the impres
ficulty in getting the The Model G taxiing out for takeoff.
plane off the snowsion that they were
covered
ground.
not building their
When he finally gave up, Plew de flyer, which came to an abrupt end first plane, they deSignated the de
cided to call the demonstration at Hoopeston, Illinois. Piloting a sign as Model G.
off. Allen pleaded with Plew to let water-soaked and underpowered
The brothers kept their jobs and
him have a try at getting the plane Curtiss, Loughead left the ground worked every other waking mo
into the air. With Plew's O.K., Allen in fine style, but could not gain al ment on their airplane. Truly, one
re-tuned the engine, and with titude. His flight into the late of the earliest homebuilts. They
higher rpm he coaxed the flimsy afternoon dusk was suddenly inter rented a former garage at the cor
pusher into the air, gradually ori rupted by contact with some ner of Pacific Avenue and Polk
ented himself to the controls and telegraph wire lines. The fragile Street, and for the next year and a
the shoulder harness that worked Curtiss came to rest in a tangle of half, that corner was the scene of
the ailerons. Jerkily he circled wires, hanging with one wing im ever-increasing activity as the new
around and around the oval track paled on the crossarm of a pole. airplane took shape. Max Mamlock
and landed in one piece. Of his Allen switched off the engine, of the Alco (locomotive) cab com
first solo he says: "It was partly which was still running, and scram pany became interested in their
nerve, partly confidence, and bled unhurt from the wreckage.
project and invested $4,000 to
partly damn foolishness, but I was
Experiences on the country-fair help them along.
now an aviator!"
circuit taught Loughead what was
The first Loughead-built airplane
Allen had about an hour and a good-and bad-about the flying was a sizable ship. A biplane, its up
half in the air when he began work machines of 1911. Not trusting his per wingspread was 46 feet and its
ing as a "flying instructor. He also luck too far, and with a wife to triangular fuselage was 30 feet long.
had a brief career as an exhibition support, he returned to San Fran- It weighed 2,200 pounds gross, and
II

JUNE 2004

it carried a useful load of

ator with a conventional
nearly 600 pounds. It
type. They obtained the
was equipped with mid
flying concession at the
wing ailerons and, in the
Pan Pacific, and during
manner of French de
the SO flying days at the
sign, the entire tail
fair, they safely carried
swung on a universal
more than 600 passen
joint. The main center
gers and made them
float was built like a sled,
selves $4,000.
and outrigger pontoons
Allen and Malcolm
kept the wing tips from
decided to move to
dipping into the water.
Santa Barbara after the
When its Kirkham 6
exposition closed. Since
cylinder engine burst its
the gas tank of the
crankcase after 15 min
Model G held only 8 gal
utes of operation, the
lons, the boys couldn't
designers substituted an
attempt to fly the ship
80-hp water-cooled V-8 The movie acress Audrey Munson in the cockpit of the Model G the 300 odd miles south
powerplant, retaining at Santa Barbara.
so they packed the plane
the Kirkham's horse
in crates and shipped
shoe-shaped radiator.
them by train.
The Model G had only
Early 1916 found
one instrument, an old
them settled in South
tachometer taken from a
ern California and
motorboat.
launching a new proj
On the afternoon of
ect: The Loughead
June IS, 1913, Allen
Aircraft Manufacturing
and Malcolm eased
Company. For the third
their creation into the
time, the energy and
waters from the beach
obvious ability of Allen
at the foot of Laguna
and Malcolm attracted
Street, just west of the
fi nancial backing. It
Army's transport dock
came in this instance
at Fort Mason. Allen
from Burton R. Rod
climbed in, started the
man, a Santa Barbara
engine, and swinging
machine shop owner.
into the wind, got the G Audrey Munson and Malcolm Loughead in the cockpit of the
The new company pro
up on the step. Soon the Model G.
posed to build a 10
slapping of the waves
passenger flying boat,
below ceased and the plane was
The G was well proven, but a an unprecedented design, which
airborne. The ship was very sensi minor landing mishap and general called for slow and pains t aking
tive to handle, but a short hop was economic conditions put the plane workmanship.
enough to show that months of in storage for two years. Allen went
Back to the Model G, the broth
work had produced success. Allen, back to his old trade of keeping ers often flew it to keep up their
highly pleased, returned to the San Francisco motorcars in run flying. It was finally retired in
beach and took Malcolm aboard. ning condition . Malcolm, ranging 1918. With scant sentiment, the
This time the "hydro-aeroplane" further afie ld, tried to sell the Chi engine was sold and the frame
made a 10-mile flight, cruising nese a Curtiss pusher, only to have work of the Lougheads' first
around the island of Alcatraz, soar the plane confiscated as contra airplane was junked for scrap.
ing in grand style some 300 feet band by the British at the outbreak
above Market Street.
of World War I.
References:
The opening of the San Fran Of Men and Stars. A History of Lock
The Loughead's Model G was
one of the first successful tractor cisco-Panama Exposition in 1915
heed Aircraft Corporation, by
type seaplanes ever built. It was inspired the Loughead brothers to
Philip L. Juergens.
highly unusual for this tender age dust off the Model G, and with
of flight in that it could carry more fresh capital, they repaired the Revolution in the Sky, by Richard S.
Allen.
.......
plane, replacing the horseshoe radi
than one person.
VINTAGE AIRPLANE

BY

H .G .

FRAUT S CHY

MARCH'S MYSTERY ANSWER

Our March Mystery Plane was fairly well known in

its time, but memories of it have slipped away into
the dim recollections of the past century. Here's our
most complete answer:

The subject airplane seems to be one of the three

Swanson W -IS Coupe aircraft built by Swanson Air

craft Co. Inc. ofHopewell, Virginia (and elsewhere). They

were built in about 1930-1931 and, with restrictions,
could be registered under Group 2 Approval No. 312 dated
12/26/30. The three aircraft were registered as:
c/n 1 10546
c/n 2 358N
c/n 3 751Y

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

just previously, designed the similar Kari-Keen Coupe,
which became the Sioux Coupe.
The references that I have used for the above informa
tion are Joe Juptner's appropriate volumes and
Aerofiles.com. The Swanson registrations mayor may not
have had the N or NC prefixes.
Jack Erickson
State Col/ege, FA
Other correct answers were received from Wayne Van
Valkenburg, Jasper, Georgia; Charles F. Schultz, Louisville,
Kentucky; and William Barger of Del Rio, Texas.

THIS MONTH'S MYSTERY PLANE COMES TO US FROM THE COLLECTION OF THE

EAA LIBRARY.
SEND YOUR ANSWER TO: EAA, VINTAGE AIRPLANE, P.O.
Box

3086, OSHKOSH, WI 54903-3086.

YOU R ANSW ER NEEDS

TO BE IN NO LATER THAN JULY

THE SEPTEMBER

2004

10, 2004,

FOR INCLUSION IN

ISSUE OF Vintage Airplane .

You CAN ALSO SEND YOUR RE
SPONSE VIA E-MAIL. DON'T FORGET,
WE'VE GOT A NEW E-MAIL ADDRESS
FOR YOU TO USE WHEN SENDING IN
YOUR RESPONSE. S END YOUR AN
SWER TO mysteryplane@eaa.org.
B E SURE TO INCLUDE BOTH YOUR
NAME AND ADDRESS (ESPECIALLY
YOUR CITY AND STATE!) IN THE
BODY OF YOUR NOTE AND PUT
"(MONTH) MYSTERY PLANE" IN THE
SUBJECT LINE .

JUNE 2004

--------~...... THE TWICE YEARLY ~Jio---------_

JULY 15 - 18 2004
DAYTON , OHIO

VI NTAGE AI RCRAFT
COMPETITION
HELD AT
AMERICA'S
PREMIER
AIR
SHOWS

MOH

I N~O

AT :

www.heritdgetrophy.org
O~

CONTACT: INVITATIONAL

COO~DINATO~

AT 1-300274-Jns

O~

1-703334-1700

Rolls-Royce
Smithsonian
NatUmal Air and Space Museum

CKWmmJ]IDO
1904 - 2004 a century of innovation

AI R

OkaYt it's not an antique, but if the folks at Mono Aircraft could have got
ten their hands on a Vedeneyev M14 radial engine, you never know ...
Based on the Mullicoupe fashioned by Bud Dake, Red Lirille, and Jim
Younkin, John McCullough's "McCulloucoupe" has a wonderful old-fash
ioned speedster look that Benny Howard, the designer of Mr. Mulligan,
would have loved. McCullough's workmanship on the wings is nothing
short offantastic. Each wing panel is perfectly smooth, with no dips or
wiggles in the plywood skin. You'd swear they were molded, not built up
with ribs, spars, and plywood covering. The McCulloucoupe will be fea
tured in a Jack Cox article published in the August issue ofEAA's flagship
magazine, EAA Sport Aviation.
10

JUNE 2004

After the spring rains departed on

opening day, the remainder of the week in
central Florida was nearly postcard
perfect. Cool nights with highs during the
rest of the week on either side of 80 gave
those who attended the 2004 edition of the
Sun 'n Fun EAA Fly-In a super week
to learn about the latest aviation gadgets
and catch up with all their aviation friends.
John Morrison's tricycle-gear Bellanca 260
picked up an Outstanding in
at Sun 'n Fun.

This ambulance version of

the 1934 Waco YKC was
on display; it's registered to
John Van Surdam of
Seneca, South Carolina. A
275-hp Jacobs R755B pow
ers the distinctive biplane.

The seaplane activities at Lake Parker were split over two days; ultralights flew on
Thursday, and the factory-built full-size aircraft were flying on Friday, with the
almost sold-out seaplane pilot's dinner held that evening. S & N Aviation of
Wilmington, Delaware, brought their TEC Champ mounted on a pair ofEdo
1400 floats to the event on Friday.
VINTAGE AIRPLANE

11

AWARDS

ANTIQUE
GRAND CHAMPION

N785H
Stearman 4E
Alan Lopez
Princeton, NJ
RESERVE GRAND
CHAMPION

N22410
Howard DGA
Mike Vaughn
Charleston , IL
SILVER AGE CHAMPION

N230EB
Morane Saulnier
Thomas M. Leaver
London , UK
BEST CABIN
N9599H
Howard DGA
Joe Dudley
Allen, OK
BEST WW-II ERA
N75675
Boeing N2S4
Rene ' St. Julien
Stewart, FL

CLASSIC

BEST RESTORED
CLASSIC (101-165 HP)
N91686
Cessna 170B
James C. Kirby
Mullica Hill, NJ
BEST RESTORED
CLASSIC (OVER 165 HP)
N2152C
CESSNA 195B
Terry Robertson
Boynton Beach, FL
BEST CUSTOM CLASSIC
(0-100 HP)
N1408U
CESSNA 140
Robert A. Runkle
Swanton , OH
BEST CUSTOM CLASSIC
(101-165 HP)
N2335M
PA-12
Cody Owens
Anderson, SC
BEST CUSTOM CLASSIC
(OVER 165 HP)
N3214C
Bonanza E-35
Jeff Beaton
Morehead City, NC

CLASSIC GRAND
CHAMPION
N949D
Stinson 108-2
Butch Walsh
Arrington , VA

OUTSTANDING CLASSIC
AIRCRAFT
N195AB
Cessna 195
Jay McClure
Atlanta , GA

CLASSIC CUSTOM
GRAND CHAMPION
N4PW
Luscombe 8A/E
Phil Wells
Cumming, GA

OUTSTANDING CLASSIC
AIRCRAFT
NC6010M
Stinson 108-3
Shawn Haring
Columbus, MS

BEST RESTORED
CLASSIC (0-100 HP)
NC43645
Taylorcraft BC-12D
Raymond Cook
Spring Cove, IL 60081

OUTSTANDING CLASSIC
AIRCRAFT
N1369E
Aeronca 7AC
Robert B. Haas
Alva , FL

12

JU NE 2004

A side trip to Fantasy ofFlight in Polk City was a

grand excursion, and Kermit Weeks graciously in
vited me to fly with him in the attraction's
German-built Fi 156 Fieseler Storch. As you can
see, the view from the Storch is remarkable. Most
Starches left are aircraft built by the French
Morane-Saulnier company. This one was restored
in Detroit, Michigan, by Jan Mueller. In addition
to the complex you see here, a large new hangar is
being constructed at Fantasy ofFlight. While at
Fantasy ofFlight, you can see plenty ofone-of-a
kind airplanes, including the Gee Bee R-2 replica
built by Steve Wolf and Delmar Benjamin, and
the Gee Bee Z built by Kevin Kimball and Jeff
Eicher. On the ramp is the same Ford Tri-Motor
used in the motion picture Indiana Jones and
the Temple of Doom.

BEST CUSTOM FACTORY

RESTORATION
N2313K
Luscombe 8F
Luscombe Heritage Fund
Chandler, AZ

CONTEMPORARY
GRAND CHAMPION
N108M
MEYERS 200
Tom Losey
Fort Meyers, FL

CUSTOM GRAND
CHAMPION
N100BH
Beechcraft Travelair
J. Janovetz and
R. Wheeler
Collyville, TX
BEST TWIN
N7765N
Beech D-18 Twin
Brad Neat
Sarasota, FL

OUTSTANDING IN TYPE
N8856R
Bellanca 260
John Morrison
Collierville, TN

OUTSTANDING IN TYPE
N6233Y
Piper PA-23 Aztec
Jim Conley and
Thomas Block
Daytona, FL

BEST CUSTOM
N87DG
Beech Bonanza
Don and Wendy Gaynor
Englewood, FL

SEAPLANES
BEST RESTORED
N180DR
Cessna 180
Bryon Jorgerson
Wadsworth, OH

GRAND CHAMPION
SEAPLANE
N62000
Grumman Widgeon
James Rogers
Summerland Key, FL

BEST FABRIC
AMPHIBIAN
N19498
Cessna C-165
Glenn Larson
Sarasota, FL

OUTSTANDING IN TYPE

BEST METAL
AMPHIBIAN

N5478D
Beech Bonanza
Larry Van Dam
Riverside, CA

N6386K
Republic Seabee RC-3
Bill Bardin
Rockport, NY

During the winter months, Waldo Wright's Flying Service

offers biplane rides at Fantasy ofFlight in its New Stan
dard D-2Ss. Rob Lock and his father, Bob Lock, fly the
biplanes more than 400 hours a year as they give a
unique flight experience to thousands ofpassengers.
They're ably assisted by the "Waldettes, a merry band
ofwomen who take care of the passengers as they get
ready to fly with one of the Waldos. At Sun 'n Fun, the
Waldettes were Connie Buckner, Cheryl Lock, Sandy
Lock, Kathy Crawley, and Cheri Sinclair.
II

VINTAGE AIRPLANE

13

One of the most active small type clubs has to be the Howard Club, with a lot of the
activity spark-plugged by Ed and Barbara Moore. From left to right we have: Mike
Slingluff, Larry Skinner, Ed Moore, Ted Patecell, Jim Calvin, Frank Rezich (Ted and
Frank are both former employees of Howard Aircraft during the '30's & '40's), Dan
and Jean Dannecker, Barbara Moore, Jim Wade and Julie Wade. The owners missing
from the photo are Joe Dudley, Chuck Nickerson, and Mike and Iven Vaughan.

Phil Wells

Thomas Leaver's Morane-Saulnier 230 has no brakes and a very small taiLwheel/skid, and is powered by a 230
hp Salmson 9AB engine. If it looks vaguely familiar, it's because the airplane was used as the unnamed "new

monoplane" in the closing scenes of the 1960s World War I flying movie The Blue Max.

Thomas lives in London, England, but keeps the U.S.-registered Morane at the Winter Haven, Florida, airport.

14

JUNE 2004

Phil Wells was tickled to learn that

the recent restoration of his Lus
combe BAlE won the Classic
Custom Grand Champion award.
Dr. Wells did much of the work
himself, including re-skinning por
tions of the airframe. He's from
Cumming, Georgia.

Ace Stinson restorer Butch Walsh of Arrington, Virginia, just completed

this very pretty 10B-2, which was chosen to be the Sun 'n Fun 2004 Clas
sic Grand Champion.

It's not too often you see a pair of Stearman 4E biplanes on

the same field. Alan Lopez, Princeton, New Jersey, has com
pleted the restoration of a very nice Stanavo 4E, and had it
parked next to Ron Rex's Western Air Express 4E, which he
keeps in Ocala, Florida. Alan's 4E was declared the Grand
Champion Antique of the event.

Last year's
Grand Cham
pion Antique at
Sun 'n Fun, this
is Tim Baily's
Piper PA-22
150 Tri-Pacer.

One of the highlights of the week was the night

air show, which started at dusk on Saturday. The
AeroShell Team started off the evening with a
sound, smoke, and light show that certainly got
everyone's attention!
.......
VINTAGE AIRPLANE

15

The

Seven-Year

Paint Job

There are Travel Airs and then there are Travelairs

"H

onest," says ].]. ]anovetz,

"we were going to pull
the gear to repaint it and
then have the airplane
stripped and painted.
That was it. Roll it in the shop, do
the work, roll it out. Two, three
months, tops. No biggie."
It didn't work out that way.
]anovetz is talking about their
1958 Travelair. First, it's unusual to
see a Travelair (at least that kind of
16

JUNE 2004

BUDD DAVISSON

Travelair) in the vintage/antique

area. Second, it's even more un
usual to see one that has been
taken right down to its underwear
and brought back up again, which
was not the original plan.
"The whole thing started I think
just because a couple of us wanted
to go flying with two engines. It
seemed like a glamorous thing to
do, and the Travelair seemed like
an economical way to go. Charlie

Hillard had just traded a Widgeon

project for the Travelair but hadn't
registered it in his name yet, so it
went directly to us.
"Richard Wheeler, Archie Taylor,
and I had been partners in a 1980
Piper Warrior II. We sold it to buy
the Travelair from Charlie. Archie,
who has over 400 hours instruct
ing in Travelairs, then convinced
another friend Lee Finley that it
would be a great airplane, so Lee

Then we got the Travelair and

there were times I was practically
living in the hangar."
The partnership's Travelair is se
rial number TD 130 and was part
of the very first year of production
of Beechcraft's entry into the light
twin field. The Apache is generally
accepted as the first, full-produc
tion light twin, but Beechcraft
intended the Travelair to be a cut
above the competition both in
quality and performance.
Comparing the Model 9S Trave
lair to the Apache would seem to
be unfair, if nothing else, because
Beech designers spent so much
time making their airplane look
svelte and modern. Plus the Model
9S had a lot of Bonanza in its
bones, which is to say its fit
and finish were superlative.
And it had a180-hp 0-360 Ly
coming on each side. Did it
blow the competition away?
Not exactly, because the fat
wing Piper had such a price
advantage. Still the Travelair
enjoyed success until the
product was discontinued in
1968, long after the bigger
engine Baron had been
introduced. The economical
machine is still being used by
lots of flight schools for mul
tiengine training.
"When we got the airplane,
it really wasn't in bad shape.
It was a little tired, but it was
38 years old and had earned
the right to be tired. We were
going to do some cosmetic
stuff, like paint it and remove
the four or five layers of paint
that covered the landing gear and
just enjoy flying it. But we had
something happen at the paint
shop that forced us around the
corner toward total restoration.
"We had already discovered that
we had a bad fuel bladder, so we
were going to have to get into the
wings. Then the paint shop didn't
protect the lower molding on the
windshield correctly and the strip
per ate the gel coat.
"No problem, right? We'll just

we ignored
common sense
and completely
gutted the

airplane."

joined us to help pay for the paint

job. As we got deeper into the proj
ect, Dan Bruhl jumped on board,
so now there are five partners.
"Beginning in 1990, I had my
machine shop, Lone Star Aero,
where I built parts for antique air
planes in Charlie's hangar, and I
was always hanging around. I had
become a professional hangar rat
and in 1994 he hired me full time,
so I was working on his Widgeons
and anything else he was flying.

remove the molding and fix it. Ex

cept that to get the molding off,
the windshield had to come out.
And to get the windshield out, we
had to remove the instrument
panel to get at the hardware. You
see where I'm going, right?
"So, there we were, with a really
ugly, stripped airplane with most
of the panel laying on the seats,
the gear off, and the wings par
tially opened up. Oh, and the
windshield was out.
"At that point we had to make
some serious decisions. We were al
ready much farther into the
airplane than we wanted to be.
And the market value on a first
year Travelair wasn't that high.
Still, we had the airplane apart and
we had bought it to fly, not to sell.
So, what the heck, we said, if we're
going to do it, we might as well do
it right. If we had only known."
There are thousands of airplanes
of the same vintage as the partner
ship Travelair that have never been
completely gone through and re
habbed. Most of them have never
been allowed to go derelict, plus
they seem somehow "modern"
and haven't made it into the psy
chological category we reserve for
true vintage machines even though
they are old enough. Because of
this, few of the airplanes have had
someone lavish the kinds of TLC
(and money) on them that they
truly need. Each of a long progres
sion of owners did what they
needed to keep it safe but, in the
process, they left their indelible
tracks behind. Airplanes like these
resemble archeological digs where
each layer reveals yet another layer
and each bears the marks of the
previous inhabitants.
"When we had the panel out,
we could see what a real mess it
was. It wasn't even close to being
unairworthy, but it had decades of
wiring running around that served
no purpose. Plus, as each new gen
eration of avionics came out, yet
another mechanic would chop yet
another hole while patching up an
existing hole.
VINTAGE AIRPLANE

17

Since the original panel had patches screwed to patches, the entire
panel was redes igned and a new one fabricated. Behind the panel and
throughout the airframe, the wiring harness was replaced, removing
pounds of unused wiring left from previously installed instruments.

Three of the five owners of N 1 OOBH, (top

to bottom) Rich Wheeler, Archie Taylor and
II lanovetz . Partners Dan Bruhl and Lee
couldn't make the

The Travelair 95 was Beechcraft's first en

try into the "light-twin " market that was
created in the post-World War II years. Pow
ered by a pair of 180-hp Lycomings, it could
tool along at a very respectable 180 mph.
For this restora tion, everything from the
baffles to the hoses was replaced in the engine
compartments.
18

JUNE 2004

"The instrument panel had

been modified so many times,
it was like a quilt, with pieces
screwed to pieces that were
screwed to other pieces. Plus it
had radios on both ends of the
panel. Not a tidy setup and by
the time Richard was done, he
had rewired the entire airplane.
"When we pulled the do-it
right trigger, we ignored common
sense and completely gutted the
airplane. Everything came out
right down to the belly skins. For
tunately, we found most of the
skins were in good shape with no
corrosion, but they had 38 years
of crud on them. To get at the
belly, we had to remove the floor
boards, but it was a good thing
we did-there had to be a solid
half-inch of sludge from miscella
neous oils and fluids that had
collected there.
"We didn't have to do any
walnut shell blasting or any
thing. We just got in there
with solvent, rags, and tooth
brushes and cleaned and
cleaned and cleaned.
"The pulleys and cables were
in good shape, so at least we
didn't have to replac e those,
but ev e rywhere there was a
movable part, no matter how
big or small, if it had a bearing
or a bushing, we replaced it.
"The nose baggage compart
ment had some sort of tar-like
sound deadener in it and every
thing we tried to clea n it with

ate it . So, we sprayed it with a

water-based truck splatter paint.
"Every time we ran across
something made of rubber, we
took it out and replaced it. The
same thing with all the bolts
and screws. For some reason,
however, we did use one origi
nal screw on th e landing gear
actuator switch handle.
"I fabricated the aluminum
side panels for the interior my
self, but we took the seats and
side panels to C & H Aircraft
Interiors and had them don e
in Ultra Leather, which is an
imitation leather that 's easy to
clea n. To make the seats more
comfortable, I made and in
stalled four armrests, which
wa s just one of a dozen 33 7s
we had to do.
"When it came to the instru
ment panel, we d ecided to go
from scratch and design and
build an entirely new one.
First, I sanded the control
yokes down and painted them,
and then I made an instrument
panel out of l/8-inch alu
minum. I' m a machinist by
trade, so it was no problem to
make anything we wanted.
"Even though this was a
form of restoration, we didn 't
want the panel to be 1958-orig
ina!. We were looking for
totally modern utility out of
thi s airplane so we set it up
with center stack radios a nd
the standard "T" arrangement.

"I had seen something on Char

lie's Widgeon that we copied on
our panel. The basic panel has a
piece of Lexan covering it. The
backside of the Lexan is painted
black and the front is painted with
opaque white. Then it is silk
screened with a chemical for
lettering. After the front topcoat of
Cadet Gray is painted on and
dried, the panel is dipped in acid
to remove the gray over the white
lettering. Lights hold the Lexan
overlay to the aluminum panel
and light the lettering at night.
The result is really impressive.
"We used the original instru
ments but shipped them all out to
be rebuilt and refaced. At the same
time we pulled every actuating ca
ble, the throttles, and so forth and
pressure lubed them. They work
smoothly now.
"The wings were basically as
good as the fuselage so we did a lot
of cleaning and touch up. At the
time, only one bladder was leak
ing, but we figured the others
couldn't be far behind, so we re
placed all four of them.
"The magnesium on the control
surfaces was corroded, so we went
to aluminum on the ailerons, but
the tail surface magnesium was

okay so we cleaned and painted

them. Then they sat for six or
seven years while we finished the
rest of the airplane.
"The engines were more or less
okay but, like the rest of the air
plane, they were tired. Of course,
we managed to make the situation
worse because we didn't pickle
them. Hey, it was supposed to be
flying in less than a year, right? I
found some rust on the cam, and
that made that decision for us.
"We did the engines and, for the
most part, used the original parts
and had them overhauled. We sent
the jugs out and had them welded
and generally reconditioned. The
cams and cranks were ground and
everything was brought back to
new tolerances.
"The props were overhauled at
the same time and the AD on the
blade clamps and hardware was
complied with.
"By the time we were done, the
logbook entry ran for five type
written pages. We did five 337s on
one day!"
In typical pre-Oshkosh fashion
they barely made it.
"The last four months before
Oshkosh were a real grind and our
wives didn't see much of us. We flew

it for the first time 10 days before

leaving for Oshkosh. We spent an
hour and a half circling the airport
to break in the engines, and that
first flight had only a few minor
glitches to fix. With fifteen hours on
the Hobbs, we headed for Oshkosh.
It was the first time the airplane had
left the field in over seven years."
So now that they're finished, what
does J.J. think about the results?
"You could look at this airplane
several ways. Yes, we have far more
tied up in it than we will ever get
out of it. Still, it feels and performs
like a brand new airplane and it
gives exactly the utility we need re
gardless of its age. It's a 1958
airplane that's giving us 2003 util
ity we couldn't buy in a new
airplane for two or three times
what we have tied up in this one."
So, I guess you could say they
are pleased with the effort.
].J. says, "Mostly we're pleased
it's over."
Apparently the judges at
Oshkosh 2003 were pleased too be
cause they awarded the airplane
the coveted Contemporary Reserve
Grand Champion trophy. So, it
looks as if a little insanity com
bined with lots of dedication does
have its rewards.
......
VINTAGE AIRPLANE

19

Story

A grandfather's inspiration
TOM MATOWITZ
ike so many stories of flight, this one begins in
May 1927. Charles Lindbergh's solo crossing of
the Atlantic inspired many adventurous young
people with the desire to fly. One of them was a
20-year-old resident of Cleveland, Ohio, named
George K. Scott. He began taking lessons at a field located
on Mayfield Road, operated by a local pilot named Ken
neth Cole.
George trained in Swallows and Waco Nines and Tens,
and soloed late that summer after 13 hours and 20 min
utes of dual. This made him a slow starter by the standards
of his day, but he began to fly more frequently and started
to catch on faster. By the summer of 1929, he held Lim
ited Commercial Pilot's Certificate No. 4888, and with less
than 100 hours total time, he was instructing students
himself. During the next 10 years he flew extensively, log
ging more than 2,000 hours by 1939. In the process, he
owned or flew all the great light planes of that era. When
he married in 1933, he and his new wife flew to Chicago
in a Kinner Bird for their honeymoon. Subsequently he
taught her how to fly in a Taylor Cub.
The reason for my interest in these people is simple.
They were my grandparents, and although they couldn't
have known it at the time, they were building the founda
tion for a love of flying that would last throughout my
life . My grandfather's only child wa s a daughter who
showed little interest in flying. I suspect he was pacing
back and forth for a long time waiting for me.
I was born in the late 1950s and by that time my grand
father had been an active pilot for 30 years. Although I
don't recall anyone consciously steering me in that direc
tion, I can't remember a time in my life when I wasn 't
aware of, and fascinated by, airplanes. By the time I knew
him, my grandfather was retired and living in a small
town in western North Carolina. He had a friendship with
the local FBO and was doing quite a bit of instructing.
Very early in my life I began spending my childhood sum
mers with h im. I was so young the first time I flew with
him that I have no conscious memory of it.
He was good company, a warm man with a good sense
of humor, and great ability as a teacher. I think it would
be fair to say his students loved him, and I knew of several
who were still friendly with him decades after he taught
them to fl y. He was methodical and careful, and I trusted
him completely. I never kn ew a m oment of uneasiness

20

JUNE 2004

with him in an airplane.

The airplanes we flew then were rather run-of-the-mill
Cessna products. They served a useful purpose, but there
was nothing particularly romantic about them. What fas
cinated me were the old airplanes. He kept all his
logbooks, and from time to time we would get them out
and look through them together. I have them still; the
oldest one is practically in tatters. I would sit on the arm
of his easy chair and watch as he leafed through the pages.
It seemed to me that every entry was the first line to an
adventure story.
One of my favorites was a tale he told about a delivery
flight involving a Bird biplane. He was in Nebraska, lost in
bad weather and low on fuel. He was seriously considering
using his parachute and jumping because he felt he could
n't make a safe forced landing under the prevailing
conditions. Suddenly there was a break in the clouds be
neath him and he found himself directly over an airport.
He quickly landed just as the weather closed in again. He
was met by a group of people who seemed very agitated. It
seems he spoiled the dedication of the new municipal air
port at Lincoln with his unscheduled landing. The plan
was to have Charles Lindbergh land there first and be the
principal speaker at a formal dinner. After some grum
bling, someone pOinted out that my grandfather, after all,
was the first pilot to land there, so they might as well pro
ceed with their dinner with Grandpa as the guest of
honor. He sat at the head table in riding breeches and a
leather jacket, surrounded by men in tuxedos. This is the
best part-sometime in the course of the evening, lind
bergh called with his regrets, saying that the weather was
too bad for him to attempt the flight!
There were many other stories, and I wish I could re
member them all, but I cannot. My grandfather seemed
indestructible, and as a little boy I was sure he would go
on forever, so there would be time to learn the other sto
ries later.
I was involved in one, though, that I remember vividly.
In the summer of 1964 we flew from his home in North
Carolina to Knoxville, Tennessee, to have a radio repaired.
The shop that did this work usually had some sort of old
airplane parked on the ramp. I remember a Fairchild 24,
and a Gullwing Stinson that I marveled at because of its
great size and radial engine. This particular day was some
thing of a turning point for me. After hearing all th ese

stories about open cockpit biplanes, I was about to see one for
the first time. We walked into the hangar and there stood a
Stearman. It was a crop duster painted bright yellow and it
clearly worked hard for a living. It was nothing like the flaw
less restored examples seen at air shows today.
I think it was a case of love at first sight. I was enthralled,
and circled the airplane several times. There it all was, the ra
dial engine, polished landing and flying wires, taut fabric
covering, windscreens, struts, and a distinctive smell I later
would always associate with old airplanes. I was seven, and
too little to see into the cockpit, so Grandpa picked me up. No
one had made any effort to interior decorate it to resemble a
car. It was as functional as a steam locomotive. There was a
control stick, the first one I ever saw, and a throttle quadrant
on the left. The steel tube structure was plainly visible and
there was a helmet and goggles draped over the stick. He
pointed all this out and then lowered me gently to the floor. I
walked around the plane several more times and then asked
Grandpa to pick me up again so I could see into the cockpit
once more. He laughed and said, "I don't think it's changed in
the last five minutes. Come on, let's go get a hamburger." We
started to walk away, but I stopped in the open door for a last
look and vowed that I would fly one myself one day.
I never dreamt how much time and effort it would take to
achieve that goal.
In the meantime, these idyllic summers continued. Any kid
worth his salt clamored for the end of the school year, but I
did more than most, since it meant an immediate departure
for the mountains and three months of almost daily flying.
The town where my grandfather lived was Bryson City,
North Carolina. His best friend was the town doctor, Harold L.
Bacon, known universally as "Doc." Well, almost universally,
since I was sternly lectured by Grandpa never to address him
as anything other than Dr. Bacon. I'm sure he himself would
n't have minded a bit had I called him "Doc" since he was a
man of great warmth and dealt on easy terms with every level
of the small town's social strata. He was a skilled pilot himself,
almost exactly Grandpa's age, and shared many adventures
with us on the ground and in the air. He did a lot to reinforce
my love of flying. His enthusiasm for it was
almost childlike. Grandpa and I
would stop by his office
in the early

VINTAGE AI RPLANE

21

afternoon to ask if he wanted to fly with us later that

day. He would usually say, "Let's go right now!" and
exit through a side door, leaving a waiting room filled
with patients.
I don't know if he ever knew this, but Dr. Bacon re
ceived what was probably the greatest compliment my
grandfather ever gave anyone. For decades, literally, we
were strictly ordered by Grandpa never to fly with any
other pilot. The only exception ever granted was airline
travel. Very late in his life, Grandpa said he felt we
would be perfectly safe flying with Dr. Bacon, the only
time he conceded this about another pilot in almost 50
years of flying.
As I said, he himself was cautious. Once in the
early 1950s he took my father with him on a trip to
Indianapolis in his Bonanza. They were returning
and had nearly reached Toledo. There was some ap
parent bad weather to the east between them and
their destination of Cleveland. To my dad's unprac
ticed eye it didn't appear all that threatening, and he
was surprised when Grandpa briskly announced that
he was aborting the flight and landing in Toledo.
Dad turned to him and asked, "Can't you get
through that?" His reply was priceless-"Maybe." He
explained that he didn't see any point in subjecting
them or the airplane to any unnecessary risk when
he could easily get a ride to Toledo the next day to
recover the aircraft. They took the bus home.
I was too young to realize this wasn't going to last
forever. As I was nearly old enough to begin formal fly
ing lessons in earnest, his health began to fail. I was
22

JUNE 2004

able to log several flights with him as a student, and I

remember how serious and demanding he was as an in
structor. He held himself to very high standards and
expected me to meet them without hesitation, some
thing I found very daunting as a youngster. It all ended
abruptly when heart disease caused the permanent loss
of his medical. For a time we deluded ourselves that his
health would improve and we would continue as
planned, but it didn't turn out that way. I see now that
after so many years, the loss of his ability to fly must
have broken his heart, although he never said so. He
died very early on a morning in May when I was a sen
ior in high school.
That was another turning point. For the moment, I
thought my involvement in flying was over. It was
never inexpensive, and I was to start college in the fall.
To put this in perspective, the airport in the town
where I lived charged $12 an hour for dual in an
Aeronca Champ that summer, while my college ex
penses would be based on fees of $ 7 per credi t hour.
Anyway, two unexpected things happened. First, we
lived on acreage, and owned horses. I used our old Ford
tractor to pull a wagonload of manure out into a field
to dump it. I stood on top of the wagon, intent on
what I was doing, and was startled when an ancient air
plane materialized directly over my head. It was a
heavily wire braced two-bay, open cockpit biplane with
a long wingspan. It took no notice of me, but flew to
the southeast at a low altitude and a slow airspeed. To
this day, I'm not sure what it was, but it sure made me
think. I watched it until it disappeared.

The thing that really did it was a chance remark

from a co-worker. I worked for a greenhouse, an exten
sion of a part-time job I held throughout high school.
One of the women employed there, Esther, was in her
early 20s. We were eating lunch together one day, and
she mentioned she was going to learn how to skydive
at an airport roughly 15 miles west of us in Grafton.
Skydiving never interested me all that much, but she
got my attention when she said there were two open
cockpit biplanes based at the field. I asked her for more
details, but she couldn't really provide any. She said
that if I would pick her up that evening after she ate
dinner and got cleaned up, she would be glad to ride
out there with me and show me around. She was true
to her word. Several hours later I found myself looking
through a window into a hangar with two Stearmans. It
was the first time I had seen one on the ground since
the episode in Knoxville more than 10 years earlier. No
one was around and there seemed to be no way of get
ting a better look at the airplanes. Just then the property
owner arrived, and Esther introduced us. After a brief
conversation, he invited me back the following day
when the men who owned the biplanes would be pres
ent, and almost certainly fly them. He thought there
was a pretty good chance one of them would give me a
ride. Esther and I got in my car and started for home.
Somehow I found the nerve to ask her if she would like
to go to a movie with me and she eagerly said yes. So, I
now found myself offiCially out on a date with this
beautiful woman who was five years older than I. It had
only been weeks since I graduated, but I suddenly felt
very far from high school.
When the next day dawned, it was beautiful and I
lost no time driving to the airport where I quickly
found Esther and walked with her over to the hangar.
She was looking her best, and with her at my side, I
had no trouble attracting the attention of the pilots,
one of whom quickly asked me if my "girlfriend"
would like a ride in the Stearman. To my chagrin, she
smiled and announced that she certainly would and

was soon strapped in and trundling across the grass as

the airplane maneuvered into position for takeoff.
This was not exactly what I had in mind, but I thought
I better be patient and see what developed. The air
plane returned 20 minutes later. Esther got out, stood
on the wingwalk for a moment thanking the pilot,
and then jumped lightly to the ground. One of the
men who helped her get into the airplane in the first
place accompanied her as she approached me. He said
to me, "If you'd like to go up, we'll be glad to take you
for a ride." I very nonchalantly said yes, and walked to
the airplane. After a rather perfunctory briefing, I was
in the front cockpit, strapped in and ready to go. I
wore a borrowed helmet and goggles and could hardly
believe where I was. There were no headsets, so the
airplane was much louder than I was used to, but I
didn't mind. Finally, the preliminaries were over and
it was time to fly. The engine accelerated to full power,
and the airplane began to roll. The tail came up, and a
moment later we were flying. The visibility from the
open cockpit, the engine noise, the slipstream, the
changing sound of the wind in the wires, all these
things kind of overwhelmed me, but the experience
exceeded my expectations, and I felt sure I saw
Grandpa'S hand in it somehow.
Continued next month ...

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VINTAGE AIRPLANE

23

CALIFORNIA

KANSAS

Hayward, CA, VAA Ch. 29

Meeting 2nd Thurs., 7:00 PM
Hayward Airport, Hangar #7
William Field, President
Phone: 510-784-1168
Email: w(ield49@aol.com

Overland Park, KS, VAA Ch. 16

Meeting 3rd Fri., 7:00 PM
Gardner Municipal Airport-Term Bldg.
Gerald Gippner, President
Phone: 913-764-8512

Riverside, CA, VAA Ch. 33

Meeting 3rd Sat., 1:00 PM
Clubhouse at West end of Flabob Airport
Jonathan Goldenbaum, President
Phone: 909-360-6792

LOUISIANA

Sacramento, CA, VAA Ch. 25

Meeting 2nd Sat., 10:00 AM
For Location Contact:
Red Hamilton, President
Phone: 707-964-7733
Email: red@reds-headers.com

FLORIDA
Lakeland, FL, VAA Ch. 1
Meeting 2nd Sat., all day.
For Location Contact:
John Brewer, President
Phone: 386-649-4020
Email: FSAACA@2ndamendment.net

ILLINOIS
Lansing, IL, VAA Ch. 26
For Time & Location Contact:
Peter Bayer, President
Phone: 630-922-3387
Email: c180bayer@aol.com

New Iberia, LA, VAA Ch. 30

Meeting 1st Sun., 9:00 AM
For Location Contact:
Roland Denison, President
Phone: 337-365-3047
Email: eaaac30@cox-internet.com

MASSACHUSETTS
East Falmouth, MA, VAA Ch. 34
Meeting 2nd Sat., 10:00 AM
For Location Contact:
Roger McDowell, President
Phone: 508-457-0506
Email: oakhous@aol.com

MICHIGAN
Niles, MI, VAA Ch. 35
Meeting 2nd Sat., 10:00 AM
Niles, MI (3TR) Term. Bldg.
Kenneth Kasner, President
Phone: 269-699-7064
Email: KKasner@skyenet.net

INDIANA

MINNESOTA

Auburn, IN, VAA Ch. 37

Meeting 4th Wed., 7:00 PM
Dekalb Co. Airport Term. Bldg.
Lester Matheson, President
Phone: 260-693-3642
E-mail: les_matheson@hotmail.com

Albert Lea, MN, VAA Ch. 13

Meeting 4th Thurs., 7:30 PM
Albert Lea MN Municipal Airport
William Koza, President
Phone: 507-373-9062
Email: bjkalmco@deskmedia.com

24

JUNE 2004

NEBRASKA

OKLAHOMA

Plattsmouth, NE, VAA Ch. 31

Meeting 1st Sat., 10:30 AM
Plattsmouth Airport Term Bldg.
Keith Howard, President
Phone: 402-291-2103
Email: howardkj@Worldnet.att.net

Tulsa, OK, VAA Ch. 10

Meeting 4th Thurs., 7:30 PM
Hardesty Library
Christopher McGuire, President
Phone: 918-341-6798
E-mail: cmcguire@att.net

NEW HAMPSHIRE

SOUTH CAROLINA

North Hampton, NH, VAA Ch. 15

Meeting 2nd Sat., 11:00 AM
Hampton Airfield, hangar SW corner
Joseph Dion, President
Phone: 603-539-7168
Email: president@Vaa15.org
Website: www.vaa15.org

Cross, SC, VAA Ch. 3

For Time & Location Contact:
Morton Lester, President
Phone: 252-638-8783

NEW JERSEY
Andover, NJ, VAA Ch. 7
Meeting 1st Sun., 10:00 AM
Andover Aeroflex Airport
William Moore, President
Phone: 908-236-6619
Email: popmoore@Webtv.com

OHIO
Delaware, OH, VAA Ch. 27
Meeting 2nd Sat., 8:30 AM
Delaware Municipal Airport (DLZ) Term. Bldg
Roger Brown, President
Phone: 740-965-9252
Troy, OH, VAA Ch. 36
Meeting 3rd Sun., Noon
For Meeting Location Contact:
Richard Amrhein, President
Phone: 937-335-1444
Email: dickandpatti@aol.com

TEXAS
Houston, TX, VAA Ch. 2
Meeting 4th Sun., 2:00 PM
Dry Creek Airport Cypress, TX
Merrill Morong, President
Phone: 281-353-7004
E-mail: mcmorong@pdq.net

WISCONSIN
Brookfield, WI, VAA Ch. 11
Meeting 1st Mon., 7:30 PM
Capitol Airport
George Meade, President
Phone: 414-962-2428
Email: gameade@execpc.com
How To START A VAA CHAPTER

It's easy to start a VAA Chapter! All you need to

get started is five Vintage enthusiasts. Then, con
tact the EAA Chapter Office at 920-426-4876, or
at chapters@eaa.org to obtain an EAA Chapter
Starter Kit. They h ave ways to h elp you contact all
the Vintage m embers in your area, plus, they'll
walk you th rough the New Chapter process.
VI NTAGE AIRPLANE

25

Resignation

DOUG STEWART
"Your engine has just quit !" I an
nounced to the pilot sitting to my left,
as I reached to the throttle of the T-tailed
Arrow we were flying, and pulled it back
to idle. The pilot was a client who was
working on his commercial certificate. I
sat calmly in my seat as the pilot went
through the appropriate checks. Estab
lishing best glide speed, he turned to
head towards the key point of the traffic
pattern we were near. He then switched
tanks, turned on the electric fuel pump,
pushed the mixture control to full rich,
and put on the alternate air.
Arriving over the key point he then
pushed the propeller control to flat
pitch and entered a steep spiral. About
1,000 feet above the airport he broke
off the spiral and continued downwind.
So far, so good. Everything was looking
great; we should be able to land right
on the second centerline without any
problem. But as we turned to the base
leg, it became obvious that the wind
was blowing a little harder than the pi
lot thought, yet he did nothing to
modify his track.
Rather than angling towards the
runway, he continued in a perfect per
pendicular track to the centerline. With
an engine running this would only re
quire a little more power on final, but
we were simulating an engine failure.
Shortly before turning final the pilot
selected gear down, and as the gear came
down and three big holes in the form of
wheel wells appeared at the bottom of
the airplane, the drag and associated in
creased sink were going to make things
interesting. I prudently cleared the en
gine ... just in case. The combination
of head wind and high sink rate made
making the runway uncertain.
The pilot allowed the Arrow to drift
to the right to avoid the spruce trees
that were now blocking our way to the
runway threshold. With about one
hundred yards to go the pilot an
26

JUNE 2004

nounced: "Well, I guess we would've

crashed as he reached to apply full
power, and go around. At this pOint I
pushed his hand away from the throt
tle, pulled the propeller control all the
way back, and then reached to the flap
lever and applied all three notches of
flaps. The airplane rose into the air
about 20 feet (from the application of
flaps) while leaping forward simultane
ously towards the runway (from pulling
the prop control to full coarse pitch).
We landed on the runway, and al
though we didn't land on the second
centerline, we at least cleared the dis
placed threshold.
What I had just witnessed was the
hazardous attitude of resignation. The
pilot had done a commendable job of
dealing with the simulated engine fail
ure until he broke off the steep spiral.
At that point he forgot to account for
the wind and for the increased drag of
the gear coming down, and as he turned
final, realizing his mistake, he gave up.
He stopped flying the airplane.
I cannot help but wonder how many
accidents occur in just such a manner,
or worse how many accidents result in
fatalities because the pilot resigned
him/herself to fate? I question how
many pilots fail to apply the antidote of
''I'm not helpless ... I can make a dif
ference" when confronted with the
attitude of resignation?
I know that many pilots, if not all
of us, would tell ourselves (and any
others who might listen) that we
would keep flying the airplane in an
emergency until there was nothing
left but a smoking hole. But the specter
of speculation rises in my brain; for I
have seen pilots who have made such
declarations exhibit resignation on al
most every flight they make.
How many pilots revert to resigna
tion whenever they have to land? They
get within a few feet of the runway and
II

then resign themselves to the outcome.

As long as they can walk away and still
use the airplane they consider it a great
landing. To my observation they cer
tainly stopped flying the airplane when
they got close to the runway. At that
point reSignation took over and they
were content with the outcome as long
as the aircraft remained on the runway
and didn't get damaged.
There are three steps to be taken in
dealing with hazardous attitudes. The
first step is to recognize that you have
the attitude in the first place. The sec
ond step is to learn the antidote to the
attitude. The third, and most difficult
step is to apply the antidote. Whereas
most of us might very well "keep flying
the airplane" until there is nothing left
but a smoking hole, it becomes a little
more difficult to "make a difference"
when you've come down final a little
too hot. Now as you float down the
runway, slowly drifting to one side be
cause of the crosswind, do not resign
yourself to a sloppy landing. Keep fly
ing! Get the windward wing down; kick
in a little opposite rudder. Land on the
windward main, then the leeward
main. Or better yet, GO AROUND and
be on target and on speed on the next
approach. Make a difference!
Hazardous attitudes are an insidious
danger. They are difficult to recognize in
the first place, and it is even harder, at
times, to apply the proper antidote. Do
ing so will go a long way in helping us
make the transition from being just good
pilots .. . to being GREAT pilots. I hope
you are making the effort. I know I am.
Doug flies a 1947 PA-12. He is the
2004 National Certificated Flight In
structor of the Year. Visit his website:
www.dsflight.com.

TTO

UCK

BY E.E. " BUCK" HILBERT , EAA #21 VAA #5

P.O. Box 424, UNION , IL 60180

Take the pledge

Shoulder Harnesses!
Back when EAA was not as large
an organization as it is today, when
Paul Poberezny had a handle on
everything that went on, one of
the blanks on the membership
application was a shoulder
harness pledge. As an EAA
member you advocated
the installation of shoul
der harn esses in your
airplane, be it a homebuilt
or a standard airworthi
ness airplane.
Well, somewhere along
the line, that pledge faded
away. Was it the sticky
wicket the FAA Airworthi
ness Inspectors made
about unauthorized in
stallation of equipment,
or did we just ignore the
situation?
Not too long ago, there
was a loosening up of the
regulations, and the instal
lation of the sho uld er
harness has now become a
minor item, as far as docu
menting it in the logs. You
can go to your friendly
supplier of seat belts and
harnesses, buy a neat new
set that comes comp lete
with installation instructions, and
have them put in the airplane, and
all the airframe and powerplant
(A&P) mechanic has to do after the
installation is a logbook entry.
Pretty simple, eh?
Sure, it'll cost a couple of bucks,
but when you think about how the
altimeter could make an imprint

on your forehead and how much it

would take to erase that imp rin t
after they fix your nose and fit you
with new teeth, maybe that couple
of bucks would be worth it.

While I was thinking about

this subject, I talked to a retired
FAA accident investigator. He
told m e that during his tenure as
an investigator, he saw more than
20, yes 20, accidents where the
aircraft was repairab le, b ut both
occupants died from head injuries
when they smacked the panel. He

is adamantly in favor of the five

point harness, stating that he had
seen where victims had "sub
marined" and slid out from under
the seat belt and diagonal harness.
High wing or low wing
didn't seem to make any
difference, nor did a
padded instrument panel
help. The incidents he
spoke of were in both agri
cu ltural spray planes and
everyday trainers. The
crash-proof survival-struc
tured cockpits and the
five-point harnesses in
stalled in the ag planes
came out way ahead, in
his opinion.
No argument will fore
sta ll serious injury! There
just isn't any excuse that
can offset the benefit of
sav in g you from getting
hurt or dead. You can still
reach th e controls, and
once airborne and in
cruise, you can loosen up
the harness to where
you're comfortable. Just
cinch it up again when
you enter the pattern for
landing or if an emergency
is looming.
Let's get back to the "old days"
and take the shoulder harness
pledge. As the o ld saying goes,
"The life yo u save may be your
own!"
1_ If
Over to you,
(( ~t<CICVINTAGE AIRPLANE

27

28-0 shkosh, WI- Vintage Aircraft

FLY-IN CALENDAR
JULYAssociation
Picnic during AirVenture 2004.

The following list of coming events is furnished to

Ollr readers as a matter of information only and
dues not coYlStitute approval, spoYlSorship, involve
ment, control or direction ofany event (fly-in, sem
inars, fly market, etc.) listed. To submit an event,
send the information via mail to: Vintage Airplane,
I~ O. Box 3086, Oshkosh, WI 54903-3086. Or e
mail the information to: vintage@eaa .org.
Information should be received four montlls prior to
the event date.
JUNE n-l3-Gainesville, TX- Gainesville Municipal
Airport (GLE). Texas Ch. Antique Airplane Assoc.
41 st Annual Fly-In. Info: jim 817-468-1571.
JUNE l2- Gh ent, NY- Klinekill Airport (NY1 ), EAA
Ch. 146 Summer Fly-In Pancake Breakfas t, 8: 30
n oon, $5. Fly-in o r drive-in, all welcome. (Gas
availabl e at Columbia County Airport, I BI.)
Rain date 6/13 . Info : 518- 758-6355 or
IVIVIV.eaa 146.org.
JUNE l2-l3-Ft. Pierce, FL- St. Lucie County Int ' l
Airport. First Annua l Wings ' n Wheels Air Show,
presented by Victory Children 'S Home.
Spectacular displays in the air and on the
ground, fro m vintage to modern da y aircraft
and military vehicles. A two-day entertainment
eve nt for the who le family. 9am-5pm, $7 adults,
$3 children. Info: 1-800-804-5445, o r
wWIV.slclVi" gsa"dlVheels.col1l.
JUNE l3-Nottingham, UK-Nottingham Tollerton
Airport. Today's Pilot 2004 Fly-In. Sat evening party
for earl y arrivals. Camping available. Info: 44 0 1780
755131 or Stephell.bridgewatel@keYP"blishing.col1l.
JUNE l6-1S-Lock Ha ven, PA-19th Annual
Sentimental j ourney to Cub Haven 2004. Fly in,
drive in, camp. Info: 570-893-4200 or i2atb@kcl/et.org.
June 17-20-Kn oxville, lA-Bellamy Field, (OXV).
Ercoupe Owners Club 2004 National Convention.
Info: Mike, 515-287-3840, ppcmike@hotmail.com.
Full info at IVww.ercollpe.org under 2004
Conve ntion button.
JUNE 17-20-Middletown, OH- (MWO) 12th Nat'l
Aero nca Assoc. Convention. Air Force Museum
and Aeronca plant tours. Aeronca aircraft judging
and awards, Aeronca fomms, banquet with speak
ers. All welcome. Info: 216-337-5643, or
bIVllllltz 11ac@yahoo.com.
JUNE 26-Gardner, KS-Gardner Municipal Airport
(K34). Greater Kansas City Vintage Aircraft Fly-In.
Enjoy vintage aircraft at the "Greatest Little
Airport in Kansas!" Info: jeff, 81 6-363-635 1,
iSllllens@kc.rr.colII.
JUNE 26-Prosser, WA-EAA Ch. 39 1 Fly-In Breakfast.
Info: 509-735-1 664 .
JUNE 26-27- BowJing Green , OH-Wood Coun ty
Airport (1 GO) Ch. 582 Plane Fun 2004. Young
Eagles, pancake breakfasts, aircraft di splays, pilot
forum s, antiques, warbirds, homebuilts, and auto
displays. 9am-5pm both da ys. Info: j ohn, 41 9
666-0503, ibmcavoy@thevavz.com, or
IVIVIV.eaIlS82.org.
JULY 4-Mt. Morris, IL- Ogle County Airport (C55).
Ogle County Pilots and EAA Ch. 682 Fl y-In
Brea kfast. 7am -noon. Info: 815-732-7268.
JULY l O-Gainesville, GA- (GVL) EAA Ch. 6 11 36th
Annual Cracker Fly-In. 7:30 am Pancake Breakfast
& Fly-In. judging in several categories, trophies,
awa rds, rides, food & drinks. All da y fun for the
entire famil y. Info: 770-53 1-0291 or
IVIvw. eaa6 1l .org.
JULY 17-Zanesville, OH- Parr Ai rport. EAA Ch. 425
Fly- In, Drive-In. 8 am pancake, sausage and egg
breakfast. Lunch served 11 a m-2 pm . Info: 740
454-0003
JULY lS-Algona, lA- Algona Municipal Airpo rt.
Algo na Pilots Association Fly-In . 6 am-I pm.
Info: Dean 515-332-4012.

28

JUNE 2004

Wednesday evening. 'll1e tram will start taking peo

ple from the Red Barn over to the Na ture Center at
5:30 pm. Tickets must be purchased in advance at
the VAA Red Barn. Each yea r has been a sell-out,
purchase your tickets as soon as you arrive on site!
The meal will be catered by the same great cook as
the past few years. Type Clubs may purchase tickets
for their group and we will reserve ta bles for those
clubs who wish to sit together. Info: Theresa Books,
920-420-6 110 or tbooks@eaa.urg.
JULY 3D-Oshkosh, WI- US Moth Club Annual
Dinner during AirVenture 2004. Pioneer Inn near
Lake Winnebago . Cocktails 6:30 pm , dinner 7:30
pm . Directions distributed durin g Moth Forum
Friday morning o r by email. Please RSVP to:
Steve Betzler, sbetzleT@empirelevel.com.
AUGUST l3-1S-Aliiance, OH- Allian ce-Barber Airport
(201 ). 6th Annual Ohio Aero nca Aviato rs Fly-In.
Breakfast Sat & Sun. 7-11am by EAA Ch . 82.
Primitive camping o n fi eld, local lodging avail
able. All welcome. Info : 216-337-5643,
bIVmatzllac@yahoo.com, or IVwlV.oaafly-ill.com.
AUGUST l4-Cadillac, MI- Wexford County Airport
(CAD), Fly-ln/Drive-In Breakfast, EAA Ch. 678.
Info: 231-779-8113, idpas/lllri@llOtmail. com.
AUGUST 2l-Newark, OH- Newark-Heath Airport
(VTA). EAA Ch. 402 Fly-In Breakfast. Info: Tom,
740-587-2312, tmc@alillk. colII.
AUGUST 2l- Broomfield, CO-jefferson County
Airport. 8th Annual j effCo Aviation Assoc. Fly-In ,
7a m-noon. Trophies awarded in 9 cl asses.
Drawing for a free fli ght in Dick jon es T-6. Info:
Daril 303-4 23-984 6.
AUGUST 22-Madison, WI- Blackha wk Airport (8 7Y).
Brat & Bea n Feed. 11 am - 3 pm . Info: jim , zfli
er@aol. colII.
AUGUST 27-29-Mattoon, IL-Coles County Airpo rt
(MTO). 2004 Luscombe Fly-In. Forum s,
Luscombe judging, shower, camping, electrical
hook-ups. $50 distan ce award. Info : j erry 2 17
234-8720.
AUGUST 27-29-Sussex, Nj- Sussex Airsh ow.
Experimentals, Ultralights, Warbirds. Info : 973
875-7337 or IVwIV.5l1ssexairportinc.com.
AUGUST 28-Niles, MI- j erry Tyler Memorial Airport
(3TR). VAA Ch . 35 will host its annual Corn and
Sausage Roast, l1am-3pm. Coffee and donuts for
early arrivals. Rain Date: 8/29. Info: Len, 269-684
6566 or tripacerlen@yahoo.colll .
SEPTnlBER4-Marion, IN-14th Annual Fly-In Cruise
In, Ma rio n Municipal Airpo rt. Event features
antique, classic, contemporary, h omebuilt, ultra
light, & warbird aircraft and vi ntage cars, trucks,
mo to rcycles, and tractors. Pancake Breakfast.
Info : raYiollllsoll@FlyIIlCnliselll. colII or
IVlVw.Flyl"Cn,iselll. colII
SEPTEMBER 4-Prosser, WA- EAA Ch . 39 1's 21 st
Annual Labor Day Weekend Posser Fly-In. Info:
509-735-1664.
SEPTnlBER 4-Zanesville, OH-Parr Airport. EAA Ch.
425 Fly-In, Drive-In . 8 am pancake, sausage, egg
breakfast. Lunch served II am-2 p m. Info: 740
454-0003.
SEPTnlBER 4-6--C1eveland, OH-Burke Lakefront
Airport. 2004 Cleveland Na t'l Air Show. Exciting
ai r shows and displays. Finish line for U.S. Air
Race Inc's Nat'l Ai r Race and Ai r Cruise (CA to
Cleveland) celebrating the 75th Annive rsary of
Cleveland's Nat'l Air Races of 1929. Info: 2 16-781
0747 or wlvw.clevehmriairsllOlV.cOIII.
SEPTnlBER 6-l2-Galesburg, IL-Galesburg Municipal
Airport (GBG) 33rd Nat' l Stearman Fly- In.
Everything Stearman! Fun and camaraderie.
Aerobatic, formation, sho rt-field takeoff and
spot-landing contests. Aircraft judging and
awards. Technical seminars. Aircraft parts & sou
venirs for sale. Dawn patrol and breakfast.
Lunch-time f1 youts. Pizza party. US.O. show.
Anual banquet. Info: Betty 309-343-6409,
stearman@stearman(1yi".com, or

wlvw.stearmanflyin .com.
SEPTnlBER n-12- Baypo rt, NY-B roo khave n Ca labro
Airport. Annual Fly-In of the Antique Airplane
Club of Greater New York. Awa rds fo r va ri ous
categories, fl ea ma rket, hangar party. Info: Roy
63 1-589-03 74.
SEPTEMBER l2-Mt. Morris, IL-Ogle County Airport
(C55). Ogle County Pilo ts and EAA Ch. 682 Fly
In Breakfast. 7am-noon . Info: 8 15-732-7268.

JUNE 18-20
Golden West EM Regional Ay-In
Marysville, CA (MYV)
www.goldenwestflyin,org

JUNE 26-27
Rocky Mountain EM Regional Fly-In
Front Range Airport (FTG)
Watkins, CO
www.rmrfi.org

JULY 711
Northwest EM Fly-In
Arlington, WA (AWO)
www.nweaa.org

JULY 27AUGUST 2

EM AirVenture Oshkosh

Oshkosh, WI (OSH)

www.airventure.org

SEPTEMBER 1819

Virginia State EM Fly-In

Petersburg, VA (PTS)

www.vaeaa.org

OCTOBER 13

Southeast EM Regional Fly-In

Evergreen, AL (GZH)

www.serfi.org

OCTOBER 710

Copperstate EM Regional Fly-In

Phoenix, AZ (A39)

www.copperstate.org
SEPTnlBER lS-Ba rtlesville, O K-48th Annua l
Tul sa Regio n a l Fly-In. Info : C harlie Harris 918
622-8400.
SEPTnlBER l 8-Ghent, NY- KJin ekili Airport (NYI),
EAA Ch . 146 Fall Fly-In Pancake Breakfast, 8:30
noon , $5. Fly-in or drive-in, all welcome. (Gas
available at Colu mbia Coun ty Airport, lBI.) Ra in
date 9/19. Info: 518-758-6355 or wIVIV.eaa l 46.org.
SEPTEMBER lS-lS-Roc k Falls, IL-Whiteside County
Airport (SQI). North Centra l EAA "Old
Fashioned " Fly-In . Forums, workshops, fl y-mar
ket, camping, awa rds, food & exhibitors. Fun for
the entire fa mil y. Free admission for all. Sunday,
Sept. 19th Super Country Breakfast. Pan cakes,
h am, sausage, eggs, fruit cup, juice, coffee, and
milk. In fo: wIVw.llceaa. OIg.
SEPTEMBER 23-26-EI Ca jo n, CA-Gillespie Field .
22nd Annual West Coast Travel Air Reunion.
Info: Harry, 619-583-0 75 8.
SEPTEMBER 2S-Ha nover, IN-Lee Bottom Flyi ng Field
(641 ). Wood, Fabri c, & Tailwheels Fl y-In. Th e
name says it alL .come and see us, you'll be
amazed how friendl y and laid back "our famil y"
is. Food and camping ava ilable. A certified half
fa st aircraft asylum (certifi cate # 1). Info: 812-866
3211 or IVIvw.leebottom.colII .
SEPTnlBER 25-26-Nas hua, NH-Boire Field, adjacen t
to the College. Da niel Webster College 2004
Aviation Heritage Festival. Ai rcraft, speakers, activi
ties. Adult admission is $ 15, children 6-1 2 are $7,
and children under 5 get free ad mission. SpeCial
discounts for families, seniors, veterans, and
groups. Info: 603-577-6625 or IVlvw.dwc.edu.
OCTOBER l-3-Pottstown, PA-Pottstown Municipal
Airport (N47), Bellanca-Champion Club East
Coast Fly-In. Info: 518-731-6800,
Robert@bellallca -cllll lllpiollc/lIb. colII , or
IVww.bellanca-cllilmpiollclllh.com.
OCTOBER 2-3-Midlan d, TX-Midland Int'l Airport,
AIRSHO 2004, Commemo rative Air Force HQ.
Info : 432-563-1 000, est. 223 1 or
pllblicrelations@Cafl'qorg. \
OCTOBER l3-l7- Tulla hom a, TN-Beech Party 2004, A
Bona nza. Sponsored by the Stagge rwing Museum
Foundatio n, Twin Beech 18 SOciety, and
Bona nza-Ba ro n Museum. Owners and enthusias ts
welcome. Info: 93 1-455-1 974.
NOVEMBER 4-Madison , WI-Blackhawk Airport
(S7Y) . EAA Ch. 93 An n ual Chili Fly-In . 11 am
2:00 pm . Info: jim zflier(glaol. colll.

VINTAGE

TRADER

Something to buy, sell or trade?

TAKE SOME OF THE EXPERIMENTING

OUT OF HOMEBUILDING

June 11 - 13

Denver, CO

June 25-27

Griffin, (iA

TIG Welding

Atlanta area

June 25-27

Lakeland, FL

RV Assembly

Sun 'n Fun Campus

August 28- 29

Arlington, WA

Introduction to Aircraft Building

Sheet Metal Basics
Composite Construction
Electrical Systems and Avion ics

September 10-12

Corona, CA

RV Assembly

LA area

September 10-12

Griffin, (iA
Atlanta area

RV Assembly. TIG Welding

September 25-26

Denver, CO

Introduction to Aircraft Building

Sheet Metal Basics Fabric Covering
Composite Construction
Electrical Systems and Avionics

Classified Word Ads : $5.50 per 10 words ,

180 words maximum, with boldface lead-in on
first line.
Classified Display Ads: One column wide
(2.167 inches) by 1, 2, or 3 inches high at $20
per inch. Black and white only, and no fre
quency discounts.
Advertising Closing Dates: 10th of second
month prior to desired issue date (Le., January 10
is the closing date for the March issue). VAA re
serves the right to reject any advertising in conflict
with its policies. Rates cover one insertion per is
sue. Classified ads are not accepted via phone.
Payment must accompany order. Word ads
may be sent via fax (920-426-4828) or e-mail
(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 ad
vertising correspondence to EAA Publications
Classified Ad Manager, P.O. Box 3086, Oshkosh,
WI 54903-3086
BABBITT BEARING SERVICE - rod bearings, main
bearings, bushin9s, master rods, valves, piston
rings. Call us Toll Free 1/800/233-6934, e-mail
ramremfg@aol.com Website www.ramengine.com
VINTAGE ENGINE MACHINE WORKS, N. 604
FREYA ST., SPOKANE, WA 99202.
Airplane T-Shirts

150 Different Airplanes Available

WE PROBABLY HAVE YOUR AIRPLANE!

www.airplanetshirts.com
1-800-645-7739
THERE'S JUST NOTHING LIKE IT

ON THE WEB!!

www.aviation-giftshop.com
A Website With The Pilot In Mind
(and those who love airplanes)
Warner engines. Two 165s, one fresh O.H., one
low time on Fairchild 24 mount with all acces
sories. Also Helton Lark and Aeronca C-3
project. Find my name and address in the
Officers and Directors listing and call
evenings. E. E. "Buck" Hilbert.
Flying wires available. 1994 pricing. Visit
www.f/yingwires.com or ca1iSOO-517-9278.
For Sale - 1939 Spartan Executive, 3500TT,
10 SMOH. 214-354-6418.
Sensenich Model 73 BR 44 with front plate Fits an
Aeronca Sedan, etc. (wood), excellent condi
tion, $600. McCauley 1B90CM70 40 prop,
Maxwell record, experimental, $400. Don Ma
cor, Phone/Fax 218-723-1126 - Duluth, MN
LAWSON AIRCRAFT - Chapter 651, Green Bay, WI
is in search of plans for the MT-2 Lawson Tractor
trainer which was built in Green Bay, WI in 1918.
920-465-0083, E-mail: cncis/er@yahoo.com

WORKSHOPS
1-800-WORKSHOP

---~---

1-800-967-5746

YOU CAN BUILD IT! LET EAA TEACH YOU HOW.

5 Smithsonian pictures with fabric sample. Mu

seum wood framed and matted. Picture 9x11 ,
frame 16x21 . CURTISS N.C.-4, BLERIOT XI, AL
BATROS Ova., FOKKER EX, DOUGLAS WORLD
CRUISER, $100 each, plus shipping. 952-997
6797, E-mail: Kundelini@aol.com
VINTAGE AIRPLANE

29

Membership Services

VINTAGE
AIRCRAFT
ASSOCIATION

ENJOY THE MANY BENEFITS OF EAA AND

THE EAA VINTAGE AIRCRAFT ASSOCIATION

Directo~y-

EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086

Phone (920) 426-4800 Fax (920) 426-4873

Web Site: http://www.eaa.org and http://www.a irventure.org

E-Mail: vintage @ eaa.org

OFFICERS
President
Espie "Butch" joyce
704 N. Regional Rd.
Greensboro, NC 27409
3366683650

windsock@aoi.com
Secretary

Steve Nesse
2009 Highland Ave.
Albert Lea, MN 56007
5073731674
stnes@deskmedia.com

Vice-President

George Daubner

EAA and Division Membership Services

2448 Lough Lane

Hartford, Wl 53027

2626735885

vaafiyboy@msn.com

800-843-3612 ...... ...... FAX 920-426-6761

MDnday-Friday Csn
(8:00 AM-7:00 PM
New/renew memberships: EAA, Divisions
(Vintage Aircraft Association, lAC, Warbirds),
National Association of Flight Instructors

Treasurer

Charles W. Harris

7215 East 46th St.

Tulsa, OK 74147

9186228400

(NAFI)

cwh@hvsu.com

Address changes
Merchandise sales
Gift memberships

DIRECTORS
Steve Bender
85 Brush Hill Road
Sherborn, MA 01770
5086537557

sst lO@comcast,net

dalefaye@msn.com

David Bennett
P.O. Box 1188
Roseville, CA 95678
916-6458370

antiquer@inreach.com

Jeannie Hill
P.O. Box 328
Harvard, IL 600330328
8159437205
dinghao@owc.net

john Berendt
7645 Echo Point Rd.
Cannon Falls, MN 55009
5072632414

Steve Krog
1002 Heather Ln.
Hartford, WI 53027
262966-7627

mj bfchld@rconnect,com

sskrog@aol.com

Robert C. "Bob" Brauer

9345 S. Hoyne
Chicago, IL 60620
7737792105
photopilot@aol.com

Robert D. " Bob" Lumley

1265 South 124th St.
Brookfield, WI 53005
262782-2633

Dave CJark

Gene Morris

5936 Steve Court

Roanoke, TX 76262

8174919110

n03capt@flash.net

635 Vestal Lane

Plainfield, IN 46168
3178394500
davecpd@iquest.net

Dean Richardson
1429 Kings Lynn Rd
Stoughton, WI 53589
6088778485

Phil Coulson
28415 Springbrook Dr.
Lawton, MI 49065
2696246490

Geoff Robison
1521 E. MacGregor Dr.
New Haven, IN 46774
2604934724
chief7025@aol.com

Roger Gomoll
8891 Airport Rd, Box C2
Biaine, MN 55449
763786-3342

pledgedrive@msncom

EAA AirVenture Fax-On-Demand Directory

... .... ............... ..... 732-885-6711
Auto Fuel STCs .. ............. 920-426-4843
Build/restore information .... . 920-426-4821
Chapters: locating/organizing. 920-426-4876
Education ............. ...... 888-322-3229
EAA Air Academy
EAA Scholarships

EAA
Membership in the Experimental Aircraft Associ
ation, Inc. is $40 for one year, including 12 issues of
SPORT AVIATION. Family membership is available
for an additional $10 annually. Junior Membership
(under 19 years of age) is available at $23 annually.
All major credit cards accepted for membership.
(Add $16 for Foreign Postage.)

AVIATION magazine nDt included). (Add $15

for Foreign Postage.)

WARBIRDS

Current EAA members may jDin the EAA War

birds of America Division and receive WARBlRDS
magazine for an additional $40 per year.
EAA Membership, WARBIRDS magazine
and one year membership in the Warbirds Divi
VINTAGE AIRCRAFT ASSOCIATION sio n is available for $50 per year (SPORT
Current EAA members may join the Vintage
AVIATION magaZine nDt included). (Add $7 for
Aircraft Associaton and receive VINTAGE AIR
Foreign Postage.)
PLANE magazine for an additional $36 per year.
EAA Membership, VINTAGE AIRPLANE
EAA SPORT PILOT
magazine and Dne year membership in the EAA
Current EAA members may add EAA SPORT
Vintage Aircraft Association is available for $46
PILOT magazine for an additional $20 per year.
per year (SPORT AVIATION magaZine not in
EAA Membership and EAA SPORT PILOT
cluded). (Add $7 for Foreign Postage.)
magazine is available for $40 per year (SPORT
AVIATION magazine not included). (Add $16
lAC
for Foreign Postage.)
Current EAA members may join the Interna
tional Aerobatic Club, Inc. Division and receive
FOREIGN MEMBERSHIPS
SPORT AEROBATICS magazine fDr an addi
Please submit your remittance with a check or
tiDnal $45 per year.
draft drawn on a United States bank payable in
EAA Membership, SPORT AEROBATICS
United States dollars. Add required Foreign
magaZine and one year membership in the lAC
Division is available for $55 per year (SPORT
Postage amount for each membership.

dar@aprilaire.com

S.H. "Wes" Schmid

2359 Lefeber Avenue
Wauwatosa, Wl 53213
414-7711545
shschmid@milwpc.com

DIRECTORS

EMERITUS

Gene Chase
2159 Carlton Rd.
Osh.kosh, WI 54904
920-2315002
GRCHA@Charter.net

EAA Aviation Foundation

Artifact Donations ........... 920-426-4877
Financial Support ............ 800-236-1025

MEMBERSHIP INFORMATION

lumper@execpc.com

john S. Copeland
1A Deacon Street
Northborough, MA 01532
5083934775
copeland l @juno.com

rcoulsonSl6@cs.com

Programs and Activities

Dale A. Gustafson
7724 Shady Hills Dr.
IndianapoUs, IN 46278
3172934430

Flight Advisors information ... . 920-426-6864

Flight Instructor infDrmation ... 920-426-6801
Flying Start Program ...... .... 920-426-6847
Library Services/Research .. .... 920-426-4848
Medical Questions ............ 920-426-6112
Technical Counselors ......... 920-426-6864
Young Eagles .... ............ 877-806-8902
Benefits
AUA Vintage Insurance Plan .... 800-727-3823
EAA Aircraft Insurance Plan ... 866-647-4322
Term Life and Accidental ... ... 800-241-6103
Death Insurance (Harvey Watt & Company)
Editorial .................... 920-426-4825

........................ FAX 920-426-4828

Submitting article/photo
Advertising information

E.E. "Buck" Hilbert

P.O. Box 424
Union, IL 60180
8159234591
b7ac@mc.net

Membership dues to EAA and its divisions are not tax deductible as charitable contributions.

Copyright 2004 by the EM Vintage Aircran Association

All rights reserved.

VINTAGE AIRPLANE (ISSN 00916943) IPM 40032445 is published and owned exclusively by the EM Vintage Aircran Association of the Experimental Aircran Association and is published monthly at EM Aviation
Center, 3000 Poberezny Rd .. P.O. Box 3086, Oshkosh, Wisconsin 549033086. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to EM
Vintage Aircran Association. P.O. Box 3086, Oshkosh, WI 549033086. Return Canadian issues to 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 POLlCY: Readers 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 renumeration is made. Material should be sent to: Editor. VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI 549033086. Phone 920/4264800.
EM and SPORT AVIATIO~, the EM 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.
The EM AVIATION FOUNDATION Logo is a trademark of the EM Aviation Foundation, Inc. The use of this trademark without the permission of the EM Aviation Foundation, Inc. is strictly prohibited.
1U

30

JUNE 2004

VAA NEWS

continued from page 3

which will be ratified at the annual

business meeting held during EAA Air
Venture Oshkosh 2004. Notice is hereby
given that an annual business meeting
of the members of the EAA Vintage Air
craft Association will be held on
Monday, August 2, 2004, at 9:30 a.m.
COT in the tent next to the VAA Red
Barn headquarters during the 51st an
nual convention of the Experimental
Aircraft Association Inc., Wittman Re
gional Airport, Oshkosh, Wisconsin.
Notice is hereby further given that the
annual election of officers and directors
of the EAA Vintage Aircraft Association
will be conducted by ballot distributed
to the members along with this june is
sue of Vintage Airplane. Said ballot must
be returned properly marked to the Bal
lot Tally Committee, Vintage Aircraft
Association, P.O. Box 3086, Oshkosh,
WI 54903-3086, and received no later
than july 22, 2004. The Nominating
Committee submits the following list
of candidates: for president, Geoff Robi
son; for secretary, Steve Nesse; for
directors (eight total), Steve Bender,
jeannie L. Hill, Espie M. "Butch" joyce,
john Berendt, Robert D. "Bob" Lumley,
David A. Clark, Dean A. Richardson,
Steven L. !<rog.

Rolls-Royce Sponsors National

Aviation Heritage Invitational
The National Aviation Heritage In
vitational comes alive through the
efforts of Rolls-Royce North America,
the Smithsonian Institution's Na
tional Air and Space Museum and the
National Aviation Hall of Fame.
The 2004 bi-annual competition
begins with Eastern Regional at the
Dayton Air Races and Air Show, Day
ton, Ohio, on july 15-18, 2004, and
the Western Regional on September
16-19,2004, in conjunction with the
Reno Air Races, Reno, Nevada.
The Invitational allows vintage
and military aircraft owners and re
storers to showcase the pinnacle of
their hard work. Visitors walk away
with a piece of times gone by in their
hearts and minds as they admire the
beautiful symbols of the past.
Aircraft operators, restorers and owners
of fully restored vintage aircraft in origi

nal flying condition can enter either Invi

tational in one of three entry categories:
Antique (early aircraft to 1935); Classic
(post 1935); and Military (all warbirds).
Each aircraft must be 45 years old, or
older, to compete in the Invitational. En
trants will compete to win first place
in-category, the "People's Choice Award"
by majority popular vote and the presti
gious first -in-competition trophy, the
Rolls-Royce Aviation Heritage Trophy.
"Rolls-Royce is proud to recognize
and honor the preservation of our
nation's aviation treasures at the
tWice-yearly Invitational," said james
M. Guyette, president and CEO of
Rolls-Royce North America. "This
year, Rolls-Royce celebrates its own
100th year-98 of them in the United
States and we plan to be a part of avi
ation history for at least 100 more."
"Through Rolls-Royce, the Smith
sonian and the National Aviation
Hall of Fame, our common goal is to
preserve aviation history and bring
together all the elements," said Ken
Perich, vice president, market devel
opment, Rolls-Royce North America.
"These three great partners are all
looking for the same thing-to pre
serve our aviation heritage."
Each year inductees from the Na
tional Aviation Hall of Fame join
sponsors in presenting the presti
gious awards. Past presenters include
Neil Armstrong, jim Lovell, Paul Tib
bets and Bob Hoover.
"When people come to see the air
craft, they are seeing the finest
examples of restoration in the coun
try," said Perich. judges look at the
detailed aspects of the aircraft, docu
mentation and degree of difficulty in
overall restoration.
The winner of each invitational is
presented with the extraordinary six
foot Rolls-Royce Aviation Heritage
Trophy. When not actually being pre
sented, the impressive trophy is on
display at the National Air and Space
Museum's Udvar-Hazy Center, where
the winner's name and the name of
the restoration facility are engraved
on a plaque placed on the trophy.
For application information, visit
www.heritagetrophy.org, or phone jen
nifer Ratza at 703-621-2784.

Helio Couriers at AirVenture

Fifty years ago, Helio aircraft serial
number 001 rolled off the production
line at Bedford, Massachusetts. Over
the years the Helio has claimed its own
place in aviation history! It was the
Harrier jet of its day. It remains one the
safest aircraft ever built. And the lore
surrounding it is as interesting as the
plane itself. It served with distinction
in the U.S. Army and U.S. Air Force and
also made a name as one of the premier
mission airplanes.
We will be celebrating the anniver
sary with owners from around the U.S.
and many who are well known in the
Helio community, including the own
ers of the Helio Aircraft Company, our
friends from jAARS Inc. and others. At
AirVenture Oshkosh 2004 there will be
seminars on STOL flying and proper
aircraft maintenance from the leading
experts. The airplanes will be parked in
the Type Club parking area, just to the
south of the Hangar Cafe.
For more information and a sched
ule of events visit www.heliocourier.net.
or call 704-523-0791.

Notice of Annual Business Meeting

In accordance with the Fourth Restated
Bylaws of the Experimental Aircraft Associ
ation Inc., notice is hereby given that the
Annual Business Meeting of the members
will be held at the Theater in the Woods on
Sunday, August 1, 2004, at 1 p.m. at the
52nd Annual Convention of the Experimen
tal Aircraft Association, Inc., Wittman
Airport, Oshkosh, Wisconsin.
Notice is further given that the election
will be held as the first item on the agenda
at the Business Meeting. Five Class III Di
rectors (three-year terms) and one Class IV
Director (three-year term; who resides
within 50 miles of Oshkosh) shall be
elected. In accordance with the Fourth Re
stated Bylaws of the Experimental Aircraft
Association Inc., the Nominating Commit
tee has submitted the following candidates:
Class 1/1
Curt Drumm
Susan Dusenbury
Bill Eickhoff
Bob Gyllenswan
Vern Raburn
Barry Valentine
Class IV
Louie Andrew
Curt Drumm

Alan Shackleton,
Secretary, EAA Board of Directors
VINTAGE AIRPLANE

31

Robert Lett
Dallas, TX

Began flying at 17 years old

la-year Navy carrier pilot
in a Prowler
Captain with Southwest
Airlines
Type 737 and King 350
Aerospace engineer

"I've had my Spartan insured with AUA, Inc.

for four years. All I can say is Great
Insurance."

- Robert Lett

..

-~,.

yjn!telfl!.~jlr:crlatt Association Insurance Program Lower liab'li and Hull premiums

discounts for multiple aircraft carrying all risk coverages No hand-propping e clusion
''''f'\nn'''r\ri"nt parts endorsements Discounts for claim-free renewals corrying all ris coverages

~""

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saved enough on my new

truck to pay for a lifetime EAA
Membership and a new GPS!"
R.G., EAA Member
New Jersey

EAA is proud to offer their members the opportunity to save on the

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