VA-Vol-32-No-11-Nov-2004 by EAA Vintage Aircraft Association

VOL. 32, No. 11

N E 2004

COVERS FRONT COVER: For many years, Butch Walsh has

CONTENTS 2 4

VAA News

Reminiscing with Big Nick Reprinted from Vintage Airplane]uly 1974 by Nick Rezich

The Vintage Instructor Sport pilot is here! by Doug Stewart

Pass It to Buck Well, now that we have it apart ... by Buck Hilbert

Butch Walsh: The Stinson Guru by Budd Davisson

EAA AirVenture 2004 Ice Creamed

been "the man" when it comes to Stinson res·

torations. This particular 108·2 was awarded the EAA Grand Champion Classic Lindy award at EM AirVenture Oshkosh 2004. EM photo by Paul Bowen. BACK COVER: Back Cover: " Big Bend Excursion " is the title of EAA Master Artist George Grant's acrylic painting of a Mexican border region scene that features the intrepid pilot of an Army PT·3 giving a joyride to his sweetheart along a ridge of the Chisos mountains, with Eleph ant Tusk mountain in the background. Big Bend Excursion is on display at the EM AirVenture Museum , as part of the EM Sport Avi ation Art Competition. You can reach George A Grant at 420 S Judd Street, Fort Worth, Texas 76108, phone 817·246·3239.

STAFF Publisher Editor·in·Chief Executive Director/Editor VAA Administrator News Editor Photography Production Manager Advertisi ng Sales

by Brooks Yeilding 22

Mystery Plane by H.G . Frautschy

Classified Ads

Tom Poberezny Scott Spangler H.G. Frautschy Theresa Books Ric Reynolds Jim Koepnick Bonnie Bartel Julie Russo Loy Hickman 913·268·6646

Classified Ad Manager Copy Editor Graphic Design

Isabelle Wiske Colleen Walsh Kathleen Witman Olivia Phillip

GEOFF ROBISON PRES IDENT, VINTAGE AIRCRAFT ASSOCI ATION

Fall flying It's now October here in northern Indiana, and this is by far my favorite time of the year to fly. For too many years the 120's annual inspection came due about this time, and I was usually somewhat shortchanged on the enjoyment of the fall colors, and the improved performance of the air craft at cooler temperatures. Last year that all changed when I had an exten sive annual performed on the old girl, and that annual is due in January, so I can now return to the low and slow pleasures of fall flying without inter ruption. It has also afforded me an ad ditional opportunity to attend several local fall fly-in events close to home. It has been an amazing time for sport and recreational flying with all the recent aviation events in the na tional news that included the rolling out of the new sport pilot and light sport aircraft rule. A number of vin tage aircraft meet the standards set by the FAA for light-sport aircraft. Take a look at the list at www.spartpi lat.arg by clicking on the Light Sport Aircraft heading on the tan header bar. Then click on Standard Category Aircraft for the list. Being eligible should add value to those vintage aircraft. But for all the obvious reasons, it also drives one to seriously consider procurement of an eligible vintage LSA. I recently told my wife that I now have the perfect reason for justifying owning that J-3 I always wanted . She wasn't very re sponsive to that line of thinking, but hey, she gave me an A for effort! Oh well, I'll just have to get her in my buddy's 7AC when he gets it completed, and start in on her again. Honey, did you notice how slowly

the fall colors go by in the Champ as compared to the 120? Anybody got any better ideas for me? Yet another exciting news story were the recent flights of Space ShipOne in its endeavor to win the Ansari X Prize. What other bunch of nuts but aviation nuts would spend $25 million to win $10 million? These guys are awesome. I will forever re member Mike Melvill's flight to space when the aircraft rolled 29 times as it rocketed through the atmosphere to 62-plus miles above the surface of the Earth, with Mike looking more like Sean D. Tucker than Neil Arm strong! Seriously though, this was a truly historic moment in our time on this earth. Think about it-civilian personnel putting a manned flying machine into space, and returning to a safe landing. Wow! It is difficult to imagine what may come next from Mojave and the fine folks at Scaled Composites. Congratulations to the whole team on the X Prize win. We are all extremely proud to have you as fellow EAA members. I spoke again in last month's col umn about the continuing battle to address newly proposed restrictions on airspace, and soliciting our mem bership to be outspoken on these is sues as they arise. Recently we heard of yet another proposal from a New York State representative who had the audacity to suggest that airline level security should be imposed on every GA flight in these United States. Boy, there's a guy who had no idea what he was proposing. The best part of this story is that he found out pretty quickly how outrageous his proposal really was when all the aviation al

phabets weighed in. Hopefully, this little lesson in humility will generate more carefully thought-out proposals by our other elected officials who may also choose to propose additional re strictions on general aviation in the future . It was particularly trouble some to me that this legislator chose the anniversary of September 11 to submit this ominous bill. Just when will these guys get it. GA aircraft are not the threat to be concerned about; the Transportation Security Adminis tration has said it, and it continues to say it with great regularity. Keep your ear to the rail for the next train, as it's likely not far down the tracks. Be mindful that speaking out in opposition to these issues is not our only task as responsible GA pilots. We need to fly our aircraft with a great deal of attention to the FARs and be especially mindful of those pop-up temporary flight restrictions (TFRs). By the time you read this column the elections will be over, and with that the TFRs will likely be somewhat di minished . One of the best ways for our rights to free skies to be protected is for each of us to remain diligent and mindful of the possibility of the cre ation of a TFR at the drop of a hat. If you're planning to travel in unfamil iar airspace, a thorough review of the rules and restrictions may be the one thing that keeps you in compliance. The EAA Flight Planner, which you can access as a member from the EAA and VAA websites, is a great tool to keep you advised. Have a great flight, and be safe! Remember, join up with us and have it all. A~ VINTAGE AIRPLANE

VAA and EAA Help Create New Wiring Standards On behalf of EAA's Govern ment Programs office and EAA's Vintage Aircraft Association, VAA Executive Director H.G. Frautschy joined nearly two dozen other members of ASTM Committee F39 for their first official meet ing. The committee, composed of representatives of manufacturers, end users, aviation technicians, and other interested aviation or ganizations, including the EAA, VAA, AOPA and Aircraft Electron ics Association, has been con vened to help create, under the auspices of ASTM International, a set of new standards for general aviation electrical wiring system design, fabrication, modification, inspection, and maintenance pro cedures and processes. Continued airworthiness standards will also be addressed, as standard F39 will become "acceptable data" to the FAA. It will be a manual accepted by the FAA for use by aviation technicians to maintain general aviation aircraft. Aging aircraft issues related to aircraft wiring maintenance and repair will be an integral part of the new standard. Material substitution lists will be current and the standard will include maintenance procedures and standards for working with newer technologies being incorporated in aircraft today. The October meeting centered on creating the basic format of the material to be included in Standard F39, and to begin work on gathering the most current data available from original equipment manufacturers, FAA Advisory Circu lars, and other aviation related wiring manuals currently in use today. For more on ASTM Committee F39, visit www.astm.org/COMMIT/F39. 2

NOVEMBER 2004

Vintage Merchandise The holidays are coming, and the VAA has just what you need in a unique gift for your VAA enthusiast . Please see the ad beginning on page 30 for a part of the selection of VAA gifts and apparel that are available. Don't need a gift? Perhaps you traveled all the way home and realized you didn't buy that shirt or jacket you meant to pick up. You can still buy that special item! You can also visit www. vintageaircra{t. org for an even wider selection. Give EAA Membership Services a call at 800-843-3612 to place your order.

EAA AirVenture Shifts to Monday-Sunday Format in 2005 Acting on the results of member, sponsor, exhibitor, and visitor sur veys, EAA is moving EAA AirVen ture Oshkosh one day forward be ginning in 2005. EAA AirVenture will run Monday-through-Sunday instead of a Tuesday-through-Mon day schedule. That means EAA Air Venture 2005 will begin on Mon day, July 25, and conclude on Sun day, July 31. "We surveyed a cross-section of EAA members, exhibitors, sponsors, and other participants and found that the travel patterns of those who attend EAA AirVenture have changed in recent years," said EAA President and AirVenture Chairman Tom Poberezny. "We want to make sure we have activities and services for those who arrive at any time during the event. We also knew that scheduling the final day on Monday

had not worked as well as hoped for attendees or exhibitors, so we wanted to improve that situation." Complete details regarding specific highlights and activities at EAA AirVenture 2005 will be announced as they are confirmed.

FAA Finalizing Student Sport Pilot Application FAA Light-Sport Aircraft Branch Manager Martin Weaver, confirmed in early October that while the new application form to become a sport pilot, FAA Form 8710-11 , Airman Certificate and/or Rating Application-Sport Pilot, won't be available until January 1, 2005, individuals can submit sport pilot applications prior to that date. To do so, sport pilot applicants will use the current FAA Airman Application, Form 8710-1. However, Weaver added that the FAA policies and procedures required for deSignated pilot examiners and inspectors to issue student pilot certificates won't be available until November 15, 2004, so no action will be taken on any applications until those policies and procedures are available. He explained, "We do not cur rently have a policy explaining to flight instructors what endorsements are required to solo a sport pilot stu dent, nor do we have the infrastruc ture in place as far as the practical test standards in order to support the regulatory requirements. Addi tionally, FAA field offices have not been given the required guidance on how to handle issuing student pilot certificates. " Form 8710-1 is available for download on the FAA website at http://forms.faa.gov/forms/faa87i 0-1.pdf

EAAers Invited to Sport Pilot Briefings at SportAir Workshops EAA members can learn the latest about sport pilot/light-sport aircraft

from EAA Aviation Information Services staff at free briefings at EAA SportAir Workshops. "Sport Pilot-An EAA Member Briefing" sessions feature EAA experts who provide the latest information, plus answer any questions on the new rule. To see the schedule of workshops, visit www.sportpiiot.org. Those interested in attending must pre-register by calling 800-JOIN EAA (564-6322) and request a reservation.

2005 VAA Calendar Can Still Be Ordered The very first VAA calendar, created by the staff of the VAA and published by Turner Publishing, can still be ordered. Some of the aircraft featured in the full-color, ll-by-17足 inch oversize wall calendar include the Sikorsky 5-39, Waco QDC, and Temco (Globe) Swift. Thirteen different airplanes, at least one from each of the division's judging categories, are featured in the calendar. Each airplane photograph was taken by EAA's award-winning photography staff. Due to the interest being generated by this first-ever product, Turner has agreed to keep the order lines open for as long as possible before the calendar is published in just a few weeks. For more on the 2005 VAA Calendar, please see the ad on page 21, and order your calendar today! A portion of the proceeds will be paid back to the VAA.

VAA Annual Meeting Minutes Per the VAA bylaws, notice is hereby given that copies of the minutes of the annual meeting of the Vintage Aircraft Association held August 2, 2004, are now available from the headquarters office of the VAA. Contact Theresa Books, VAA Administrative ASSistant, vintage@eaa.org or 920足 426-6110, if you desire a copy.

ALFRED KELCH

1918-2004 We're sorry to report that our 2003 inductee into the VM Hall of Fame has . passed away after a brief illness at the age of 86. AI became enamored with airplanes and aviators at age 6 when hiS uncle Percy Bricker bought a war surplus Curtiss Jenny and flew it to AI 's hometown of Lake View, Iowa. Even Uncle Percy's crash landing of the Jenny didn't dampen his enthusiasm, although little AI was perturbed with his uncle for wrecking "his" Jenny. . . Everything that was mechanical was fascinating to him. He loved tinkering with wood boats, antique cars, and airplanes. Airplanes were right behind his wife of 60 years, Lois, on AI 's priority list. A career mixing his talents in art and mechanical engineering resulted in the founding of Kelch Manufacturing, a company that pioneered a number of plastic innovations, including the first plastic steering wheel for the automotive trade, and the handy gas cap with an integral fuel gauge, still referred to as a " Kelch Type Cap." AI (VAA lifetime No.6) and Lois were very active in the early days of the founding of the EM Antique/ Classic Division, which became the VM. He also created the EM Lindy trophy we all recognize today as the top award in aircraft restoration. He and Lois also edited Vintage Airplane magazine in the mid-1970s, and he and his good friend the late Claude Gray created the core rules for judging vintage airplanes that are still used to this day. He and his friends Pat Packard and Bob Lumley, along with a small corps of volunteers, took inspiration from the Travel Air Museum in Tullahoma, Tennessee, and added a porch to the VM Red Barn, creating one of the most relaxing spots on the EM Convention grounds. Until very shortly before his death, AI actively worked on his collection of aircraft kept at the Brodhead, Wisconsin, airport. His most recent restoration project is a Travel Air 4000 formerly owned by Robertson Aircraft and flown by Charles Lindbergh. Our condolences to his wife, Lois, and his many friends, as well as those he worked with from the Sun 'n Fun, Old Rhinebeck Aerodrome and Curtiss Museum organizations. His enthusiasm for history and for life will be greatly missed. VINTAGE AIRPLANE

REMINISCING WITH BIG NICK Reprinted from Vintage Airplane July 1974 by Nick Rezich

The Howard Story - Part Two Ed itor's Not e : D u e to the length of Part II of Th e H oward Sto ry a s originally p rint ed, we've h ad t o clip it in two . Look f o r th e second h alf of Part II i n the De cem ber issu e of Vintage Airplane.

The DGA-8 was built under ATC No. 612. With an empty weight of 2,330 pounds and a gross weight of 3,800 pounds, true airspeed at 10,000 feet was around 190 mph-187 to be correct. Rate of climb was 2,000 feet the first min ute. Wing section, I believe, was a NACA 2R212 with 2-1/2-degrees incidence and zero dihedral. Basic price was $14,500 F.A.P. All the material I once had on the DGA-15 is gone. I loaned it to a guy who was going to convert a 15 to a tri-gear and he never re turned any of it. (Now I know why my brother Mike won't let me bor row any of his material! I don't blame him . .. I lost a very pre4

NOVEMBER 2004

cious photo collection because I let a supposed good friend borrow them.) Incidentally, the photo of the original Flannigan in the last issue was not taken on the evening of the first test flight, but sometime later. That particular picture is in a locked vault in my brother's house or bank ... and for good reason, as it is the only one taken that eve ning other than the ones taken by the Howard bunch. About this time I left Bluebird Air Transport and went to work for American Airways at Chicago "MunL" I never thought much of airline work, so I kept my regular visits to the Howard factory on a time clock basis and I would al ways remind Mr. Ewing and Mr. Purcell tha t I wanted a job with Howard. In the meantime I got to know the "inards" and "outwards" of the Howard and I made friends with all 24 employees . Then it happened! They sold two more airplanes and I was hired .. .! was number 25 . I went to work for "Red" Gross in

the finishing department (dope and fabric) and I remained with Howard until July of 1944 when I (and about 20 other Howard men) entered the armed forces . When I left, I was plant superintendent. Working for Howard was a fam ily affair. Everyone had the same goal ... to build the best-damned airplane in the world. Pride in workmanship just oozed all over the plant. If ever there was an air plane built to perfection, it was the Howard. We had time cards and a payroll department-but that was on paper only. We worked over time, Saturdays, Sundays and never received extra pay ... and never expected it. It was either work and get the airplanes delivered or shut the doors. Everyone was capable of work ing in all departments. If you were needed in the wood shop, you worked on wings, ribs, etc .-or assembly or welding or any other place needed . Our engineers were mechanics . . . when they designed a new part, they didn't send a blue

print out to the shop, they came out and built it themselves to see if it would work. The same for the test flights-the chief engineer, Gordon, or Walt or another engi neer, would fly the airplanes them selves or ride with the test pilot. I'll tell you a good story about Gordon Israel next month (actually, it will appear in the January 2005 issue Editor) in the Model 18 story. The same applied to our sales people. They flew the airplane and they knew the mechanics of it. Other than factory demonstra tors, all civilian Howards were cus tom built. The order would come out from sales as "Mr. or Mrs. How ard, Model 8, 9, 11" or whatever model and would list the equip ment, color, NC number, type of interior, panel and promised de livery date. From then on, we all referred to the ship by the owner's name. There would also be spe cial notations, such as "soft back seat special," or "make sure win dows roll up and down quietly," or "wrap wheel half with leather to match," or "consult with pilot before installing radios." Most company airplanes as well as private ones had their pilots at the factory from the time the fu selage went into the jig to comple

tion. When the airplane was ready for delivery, it was inspected by sales, and then by Benny and if it was O.K., the department head of each department was on hand when the customer arrived. If the customer had any changes, squawks or whatever, the department head and his lead man would take care of it to the customer's satisfaction. When B.D. DeWeese became presi dent, he was the hardest man in the world to satisfy ... he was the airplane inspector supreme! And he knew where to look, BELIEVE YOU ME! During the early years at How ard, we built everything in the fac tory. The only thing we sent out for was coffee and sandwiches. When the fuselage left the jig and all the clips were welded on, Mike Babco would take a torch and a rubber mallet and straighten all the tubes by eyesight. The fuselage and tail group would then go to inspection and paint. We did not sandblast the tubing but, instead, cleaned and etched it by hand . We then painted it with two coats of zinc chromate-the second coat being a tracer, which was silver. After sub-assembly it was back to the paint shop for cover. We would bring the whole airplane up

through silver, and then it would be moved to the sheet metal de partment and fully assembled. This served two purposes: first, it aged the dope for final paint and, second, a perfect fit of all the sheet metal was assured . All those fancy fairings with the double curves were all handmade along with the NACA cowl. Later on we bought the wheelpants and nose cowls. Many fairings were two- and three piece affairs welded together to form the fancy curve. After the sheet metal was all fit ted, the ship would go back to the paint shop-this time on the gear and with the engine in it-for final color. Many people think of the Staggerwing as having the best fin ish in those days. The Staggerwing did have an excellent finish, but not quite as good as the Howard . It was declared by NACA that the Howard had the smoothest finish in the industry. During the construction of the DGAs, we used contour confor mity jigs throughout and a few se crets that nobody else was using. Have you ever heard of putting nitrate dope over varnish? Can't be done, right? Wrong! We did it. Let's leave the airplane in the paint shop for final color while I tell you

Shell Oil 15. Pilot: Jim Wheeler. One of two bought by Shell. The other one is in Rockford, Illinois owned by Ron Rippon. This will be a super Howard when Ron finishes it. VINTAGE A I RPLANE

how we built up to a perfect finish. we received the plywood, we as a sanding block can't feel sharp The wings, as many of you know, would check it for proper moisture edges, tapes, rib stitching, etc. As were all wood with plywood cover content, then store it in a home a result, the skin on a sander's fin ing plus balloon cloth. Before the made moisture control room. It gers wou ld become so thin they wing was covered it was checked was checked again before appli wo uld bleed. BELIEVE-YOU-ME, for conformity with a wing section cation to the wing. I have forgot I know-many a Howard has my jig, then the top layers of skin were ten the moisture content we used blood in it! We would repeat this attached. We did not use process after the final nailing strips but, in coat. stead, drove the nails into Now came the "finis the plywood, itself. We perfection." From 1936 would have all the pan through' 37 we hand els laid out with the nails rubbed our surfaces to a started only through the su per gloss, but from late tip. Then they (the skins) '37/early '38 we buffed were positioned on the them with a 2-speed buf wing with the glue hold fer. Th is was a tricky op ing them in place. Now eration as it was really the Wood Butcher's Sym easy to burn the finish phony would begin! Six wh en you used the high wood butchers armed gear. Brother, you had with their hammers be tt er know your busi would start the nailing ness or you bought your procedure, which was the self an airplane. We also secret in making a two applied the wax with the way curve with wood buffer. The master buf with no wrinkles. They fer was Eddie Brooks. would strike each only He was the one who once and each man knew checked me out on the the sequence of driv buffer even though I was ing each nail. This same the foreman . Eddie and I procedure applied to the put the final finish on all flaps and ailerons. After the Howards up to late the trimming and after 1940 when we checked the glue had set up, the This company publicity photo depicts Benny Howard's last out a couple more men. wings went to the paint delivery of an aircraft as president of the company. This bu ffing operation shop for 3 spray coats was not only tricky, but of full strength varnish. somewhat dangerous . The first coat was sprayed at 8:00 and myoId factory records were In th e high-speed mode it gener a.m., the second at noon and the destroyed by an over-ambitious ated a vacuum between the surface third at 5:00 p.m. The masked-off housekeeper.. .who shall remain and the pad. You had to make sure bottom panels were also sprayed at nameless here. there was nothing in the path of this time. After the bottom panels After the varnish dried, we this vacuum. were nailed in place and trimmed, sprayed 2 cross. coats of clear dope I learned the hard way .. .1 was a the wings went back to the dope on the wood surfaces for bond cocky young show-off. I had just shop for covering and final paint. ing of the balloon cloth. After the finished buffing a fuselage and was The dope "sloberers" would use wings were brought up through standing back admiring my work a power sander to grind all the nail silver, we let them age or dry along and decided to put just a little heads down flush and shape the with the fuselage and tail group more gloss at the tail end of the wing to a perfect contour. Next for 2 weeks or more, depending fuselage. I sprinkled the fuselage came the varnish. We would cut on schedule . Now, the hard work with the compound and started in the varnish 50-50 with Toluol and started. We would sand the whole with quick sweeps ... then it hap rub it into the wing to act as a airplane down "flat" so all the pened! sealer. This was the secret to per tapes were hidden. We had a hard I sucked in the nav light wire time training and keeping sand hanging out the back of the fuse fectly formed wings. Let me back track here ... when ers. We did not use sanding blocks lage. I tore hell out of everything 6

NOVEMBER 2004

fabric, wire and metal bulkhead. Well, needless to say, that took care of my cockiness! I shook for two days after that, but my first thought was that of getting fired . Cutting off my arms would have been less painful than being fired from Howard Aircraft. To make a long story short, I stayed at the plant all night and repaired my damage so the airplane could go into final assembly by morning. There was no Watergate cover up ... the whole plant knew it and I got ribbed about it for a long time. That buffer was dangerous and that's why we didn't check any body else out for a long time. We built the production air planes just like Benny built the Flannigan. We would assemble ev erything but the wings at the fac tory, then truck the wings and tow the fuselage to the final assembly and flight test. The hangar we used for final assembly was myoid alma mater, Bluebird Air Transport, which, in turn, had taken over the Texaco hangar. In the early days only a couple of men went with the air plane for flight test, but as we built more airplanes, the hangar became a full-size department. My younger brother, Frank, worked on final as sembly as a foreman at the plant and the hangar. We had our ups and downs, fi nancially, from the day the plant opened until the day it closed. The year of 1939 was bad, so bad that it looked like it was going to close. One day the word came down that we were shutting down until 3 or 4 orders were received. I knew some people at Beechcraft, so 4 other guys and myself took off for Wichita in my new Dodge ... only to find that Beech and Cessna were in the same shape as How ard Aircraft. Cessna was building manure spreaders to stay open! We went to Stearman and here I got hired, but not my buddies. I had a couple of days to get moved so I drove back to Chicago that night.

During the drive, we talked about Howard, Beech, etc., and we de cided th'hell with Wichita, we were sticking with Howard. When we arrived back home, my mother said, "Howard is looking for you to come back to work." When I arrived at the plant, it was all hustle and bustle. "Slim" Freitag and J.D. Reed of Houston, Texas, had come in with a fistful of orders. J.D. has sold just about every oil company in Texas a How ard! This was the break Howard needed. From then on, Howard was on sound footing. B.D. De Weese left Stinson and came on as manager and later became presi dent. He was responsible for con verting many Stinson customers to Howards. We expanded the plant and pro duction went from one a month to one a week. I was promoted to as sistant plant superintendent at this time and George Lyons became plant superintendent. Mr. Earl Ewing, the original plant superin tendent went with Bell Aircraft in Buffalo, New York. Then came the nightmare, the Model 18, the low wing trainer. I will devote a sepa rate chapter to the "18" story. Working for Howard Aircraft was rewarding in many ways . Most rewarding was the privilege of working with the super star craftsmen of the industry. I met all of the top people in the aircraft manufacturing business, famous people in government, movie stars and many of the country's leading businessmen. I'll never forget the day I met Walla'ce Beery. Mr. Beery was en route to Detroit to purchase a new Stinson Reliant and as he was changing planes in Chicago, he saw Walt Diaber taking off on a test flight with a new Howard. Beery turned to one of the airport employees and asked, "What's that?" The fellow replied, "That's a Howard." What attracted Beery's attention was the angle of climb. Diaber, like Benny Howard, had a pattern for

every takeoff. With Walt it was break ground and climb at about a 45-degree or SO-degree angle up to about 3,000 or 4,000 feet. Beery watched the Howard go out of sight, then went in and can celled his flight to Detroit. In a few minutes he arrived at the factory and just walked into the sub assem bly department and started looking around. Before the day was out, Mr. Wallace ordered a Wasp-powered Model 11... and Stinson had lost another sale, thanks largely to the performance of a Howard. A short time later Beery's pilot arrived at the plant to follow the building of his new airplane. Wallace Beery was an excellent pilot but his movie contracts required that he have a professional pilot on board. When he took delivery of his new 11, he threw a huge party for the whole plant. He really loved the Howard and when the new Model 15 was available, he traded the 11 for a 15. His 15 was a special air plane that later helped up secure the Navy contract. Beery loved to hunt. He wanted an airplane that he could camp in and with room enough to fly home his catch. This meant some kind of fold-down seat that could be con verted into a bed. The final version was a fold back seat, which was later used as a stretcher in the am bulance Navy Howards. When the new airplane was completed, Beery came to the factory for a checkout and he and Benny went riding in his new 15. That was the last airplane Benny Howard delivered as president of the company. Mr. B. D. DeWesse be came president after that delivery. Benny never recovered finanCially after the Mulligan accident. As I said earlier, the plant was running on borrowed money right from the beginning. It started out as Ben O. Howard and Associates, then the Paul H. Davis group got involved and it became Howard Aircraft Company. One of the early inves continued on page 32 VINTAGE AIRPLANE

DOUG STEWART

Sport pilot is here! Well, it finally happened . The moment that so many pilots had been waiting for arrived a few days before the opening of EAA AirVenture Osh kosh 2004. It had been in the works for several years, undergoing a variety of revisions and changes. Many of us in the pilot community had given up hope that it would ever happen at all. But a few short days before the begin ning of that wonderful gathering of pilots and airplanes in Oshkosh, the FAA announced that the final ruling for the new sport pilot/light-sport air craft had been Signed. The sounds of jubilant cheering could be heard in hangars, in airport lounges, in EAA Chapte r rooms all across this great land of ours. I, too, joined in that cheering. I know many folks who would now be able to fly once again, or for that mat ter for the first time ever, as certificated pilots. However, I did have some res ervations. During the run of EAA Air Venture I had many opportunities to meet with the movers and shakers of the sport pilot rule to answer my grow ing list of questions, but one nagging problem still remained. I'll get to that problem in a moment, but first let 's look at the rule as I understand it. The new ruling became effective September 1, 2004. On that day any certificated pilot who had a current flight review (a flight review signed off within the previous 24 calendar months) could now fly an aircraft that qualified under the rules as a light sport aircraft, without a medical cer tificate, provided that the pilot held a current driver's license, and also that the pilot had not had his or her last 8

NOVEMBER 2004

application for an FAA medical cer tificate denied or revoked. This meant that any pilot who had let his or her medical certificate expire, without re newing it, could once again take wing. If the pilot was not current, he or she could fly once again as soon as a flight review had been completed. The ruling, as finally published, also increased the maximum gross weight limit from 1,230 pounds, to 1,320 . With that increase of 900 pounds to the weight limit, several more Vintage aircraft entered the fold of the light-sport aircraft envelope. The rule now allows pilots to fly, with out a medical certificate, the following certificated airplanes: (This list is not 100 percent all inclusive, but it does include almost all of the vintage air craft I am aware of that can be flown as light-sport.) Aeronca: everything from the C up to and including the Champs (7 AC, BCM, CCM, and DC), the L3s, and the Chiefs (llAC & BC); Ercoupe: 415 C and CD; Piper: J-2 and all the J-3 variants, the L-4s, J-4 and J4F, the PA-ll, -15, and -17, and the NE-1 and 2; Taylorcraft: virtually all of them ex cept the F series (19 and up); Porter field: CP35, 35 - 70, 35V, CP 40, 50, 55 and LP - 65; and Interstate: S-lA, S-lA-65F, 85F, 90F, and the S-l Cadet. This is a rather substantial list, and whereas it does leave out some wonderful aircraft that we would all have loved to see included, like the Cessna 120, 140, and 150 and theJ-5 (not only because it is too heavy, but also because it seats three people), it certainly allows pilots with a sport pilot certificate (or the private pilot

with a "driver's license" medical) to take to the sky in some of the neatest and available aircraft in our aviation heritage. And all of them, save for the Ercoupes, have the little wheel in the back. Now to get to the nagging prob lem that I have. I know that some of the aircraft that can now be flown might have been sitting idle for a while, in some cases quite a while. And we all know that one of the worst things we can do to an airplane is to let it sit idle (never mind what sitting idle does to pilots). But that is not the problem. I know that there are some mechanics out there who might pa per whip an annual inspection, but when it comes to tube and fabric I re ally don't think there are any mechan ics who would risk their livelihood by signing off a vintage airplane that wasn't airworthy. Here's where my problem lies: many of the pilots that are eager to take to the air once again might have accrued more rust than those longeron tubes hidden by some resilient Ceco nite. The skills a pilot needs to keep a light aircraft going straight on th e ground, when the wind is blowing from the side, and the little wheel is in the back of the airplane, might have atrophied, not to mention that there has probably been an increase in the reaction times of many of these pilots. All pilots need, to fly, is a current flight review (still referred to by most as a BFR). The review, as mandated by the FAA, is merely one hour of flight, and one hour of ground. While there are some instructors who might sign some continued on page 24

E.E. " BU CK" HILBERT

Well, now that we have it apart ...

Gee whiz! November is here! I know I did a fall color tour of upstate New York and the Finger Lakes area, but what happened to summer? Oh yeah, there was EAA AirVenture Oshkosh 2004. That was a good one. Then there was Brodhead, Wisconsin, with lots of antiques and the Old-Fashioned EAA Fly-In at Rock Falls, Illinois. Other than that it seems like all I did was work on that Cessna 120 of ours! When we went to put the lifting eyes in the spar carry-through, we found cracks. Big ones! And that necessitated immediate action. Had we continued to fly, who knows? We might have been the first to arrive at the scene of the accident. So we fixed it. I had never encountered this before in a Cessna, although I've since had people tell me it has been a problem in the past. It couldn't have been too much of a problem; Cessna didn 't have a replacement part in stock and hadn't had an order or sold one in some time. Well, while we had the airplane just about completely disassembled, we decided to install a few improvements. Things like a primer, Cessna 150 seats, a tail pull handle, a new tail wheel bracket, new skylights and side windows, and then give it a general good look-over. We were pretty busy and it seemed like this was turning into a full-time job. I spent some 280 hours doing all these projects. Of course the usual "Funny Farm" visitors kept

popping in. See the photo below of Mark Heusdens' highly modified Ercoupe, with the big fuel tanks and the 0-235 engine installation. He has promised us an article on this eight足 year project along with his jousting with the FAA for certification . Plus the usual "hangars-on" who stopped by to kibitz. There never seems to be a dull moment around here.

Then too, EAA restoration staff members Gary Buettner and Colin Hildebrandt finished up the Varney Airlines Air Mail Swallow replica and since the United Airlines Historical Foundation, of which I am a founding member, had underwritten part of that restoration, and had restored a similar Swallow many moons ago, I was asked to do the FAA flight test program. This consisted of fifteen hours in a deSignated area. For you uninitiated ones, Varney started the first permanently scheduled Contract Airmail Service in the United States and later merged it with Pacific, Boeing, and National Air Transports to become United Airlines. It is always a thrill to fly "first" in a new airplane. "We" did the first half hour, checked everything over, let it

cool, and then did another half hour. After about two and a half hours in the pattern we ventured a couple of miles away and then gradually explored the flight envelope. Takeoff performance, climb , airwork, all the stalls and spin entries, but no spins. The FAA placarded it against spins, so we did more glides and landings on pavement, grass, and more landings. We even did CG limits flight checks, both full forward and full aft, to see how that went. All went very well, and it brought back memories and sensations of my time in the United Airlines Swallow some 28 years ago. This one flies just like that one, now in the Museum of Flight in Seattle, and maybe even a tad better. Fifteen hours in an open cockpit is a long time. But we got it done. The FAA signed it off, and we now have another airplane to fly from the EAA AirVenture Museum's Pioneer Airport. This one is meant to specifically honor those airmail pilots who started the whole airline industry. If those wonderfully dedicated airmen were alive, I wonder what they would say about the state of affairs the airlines find themselves in today. Well, tell you what, all summer long the aviation books have been piling up. I'm gonna sit in front of the radiator in my sox and slippers and do some catching up. If I fall asleep so much the better! Over to you,

78/J.cJ.,

VINTAGE AIRPLANE

· B

utch and Carol Walsh have been around Stinsons for a long time. A very long time. In fact, Butch says he can trace his interest in Stinsons clear back to his childhood. "My second airplane ride was in a 108-2 (N389C) and, at the time, it just seemed as if it was the perfect airplane and the more r was around it, the more I liked it," he says. Apparen tl y nothing has changed in the intervening years because by his own estimates he 10

NOVEMBER 2004

has owned at least 15 Stinson 108s of various models and rebuilt at least 10. In fact, Butch spends so much of his time working on Stin sons and communicating with others who either need his advice or want to purchase his services, that many in the field have el evated him to the exalted status of "guru." He is the Papa Smurf of 108 Stinsons and the go-to guy for all things having to do with restoring and flying the breed. The attachment many people feel for specific types of airplanes is sometimes difficult to explain

although it always seems per fectly clear to them. In the case of the postwar, 4-place 108, cer tainly part of the attraction has to be a combination of a number of factors. For one thing, the price on the airplanes has lagged be hind some of the more popular airplanes, but the ability of the 108 to carry four people in luxury and style is unquestioned. Plus, the Stinsons are legendary in the smooth feeling of their controls, a benefit of ball or needle bear ings being used everywhere that might generate friction.

The Grand

Champion Classic

ofEAA AirVenture

Oshkosh 2004,

Butch Walsh's

Stinson 108-2.

VINTAGE AIRPLANE

Butch at the controls of his favorite airplane. Butch says, "I bought my first Stinson, a 108-2, in the early 1970s and we still have it today. My daughter Terri learned to fly and got her certificate in it and her two daughters, Mikayla and Ann-Clair, ages 7 and 5, are logging time in a booster seat on the right side and Papa works the pedals. So, we al ready have three generations flying the same airplane. It is an absolute part of the family." Butch showed up at Sun ' n Fun 12

NOVEMBER 2004

2004 with a 108-2 that was new to many of his Stinson friends. "This airplane is the result of one of those chance encounters that happen to all of us," he explains. "We were at Oshkosh about four years ago with a -3 and were stay ing in the dorms. I was involved in a conversation about Stinsons when one of the fellows looked me in the face and said, 'Do you want to buy a Stinson?' I was a little sur prised but followed up on it. "The airplane was a project lo cated in Florida. I went down and looked at it and it really wasn't a very good project. It was totally dis assembled and had been apart long enough and moved around enough times that it had accumulated a fair amount of moving damage. It's very hard to move an airplane without inflicting some kind of damage on it and the more you move it, the more damage it will accumulate." Butch decided to buy the air plane and trucked it up to his base in Arrington, Virginia. "Every project has its good and

bad pOints and one of the good points of this airplane was that it was fairly stock. One of the bad points was the engine, which was mostly junk. I trashed the case and crank and basically came out with a cam and a carburetor. "The panel wasn't too bad and, amazingly enough, the glove com partment area hadn't been butch ered to put radios in it. The original glove compartment doors are really hard to find. There is a really good reproduction door available, but, well, it's just not original so I don't like to use them. "When I rebuilt the panel, I put the top part back as close to origi nal as I could including matching original instruments, where pos sible. I did the rest of the interior in original fabric, which is available from a company that has some of the original material and keeps it in an environmentally controlled storage area so it doesn't change color or deteriorate." As is usually the case with an air plane that has spent a lot of time on

is second to none, as this beautifully rebuilt wheelpant and carefully straightened out elevator and trim tab will testify.

liThe surfaces are also trouble be cause no one has stepped forward and successfully manufactured accurate skins for the control sur faces. They were probably formed in a male/female die that stretch(/)~ formed the concave stiffeners with ~ out distorting the skin. This is a real ~ problem, if you want to do a perfect :2 ~ restoration, because so many of the ;:cr control surface skins have been beat ~ up through the years. This is espe cially true on elevators and rudders. "This last [location], the rudder trim tab area on a 108-3, is really a toughie because it's n early impos sible to repair cracks in that area and hide the repair. The trailing edge always requires a little dou bler and you can spend a lot of time making that area look right. This is especially true now because most Stinsons have already been repaired right there and you're working hard to repair the repair. II

trailers, everything made of sheet metal was beat up and good only for patterns or needed extensive rebuilding. liThe boot cowl and cowling were areas where I had most of the parts but couldn't use any of them. They were just too bent up. The nose bowl was too far gone too. The nosebowls were made from soft aluminum and it doesn't take much careless han dling to make a mess of them. For tunately, Univair has new nosebowls available. I made the top hood pieces myself, to be certain of getting a per fect fit. Stinson spot-welded a lot of their aluminum components, so I bought a spot welder. Now, it's hard to see a repair once I've done it with the spot welder. " Butch has seen so many Stinsons in his day that he knows almost ex actly what to look for and what to advise other people to inspect when buying an airplane. The airplane he had at Sun 'n Fun is a case study in things to be considered when prepar ing to buy or restore a 108 Stinson. "I was lucky on this airplane be cause it's never had any gear damage, which generally comes from a hard ground loop. That usually makes a

Butch scoured aviation flea markets for these old-style inspection hole covers. Each one was cleaned up and smoothed out so they'd look like this when done.

mess out of the left gear, the gear at tach pOints, left wing, and aileron. liThe airplane has the same corro sion and/or rust problems all old tail draggers have in that the longerons at the rear of the fuselage have to be looked at carefully. This airplane was really pretty good in that area, but I checked it carefully anyway. liThe control surfaces are one of the Stinson's real problem areas. First, there 's no way you can get in and inspect them. So you have to take them apart to inspect them and that requires drilling out a bunch of spot welds and replacing them with flush rivets. Keeping them straight while you're doing that is a constant worry.

As with all machines that are approaching 60 years of age, there are certain parts, often minor ones once deemed unimportant, that loom large in the mind of anyone seeking to do a 100 percent restora tion of a Stinson 108. "Right around the inside edges of the doorjambs the original interior had a little stainless steel strip about 3/8-inches wide that covered the edge of the upholstery. These days you'll find longtime Stinson owners who have never even seen one of those strips because they were so fragile and easy to lose over the years. It's an impossible piece to make by hand, so I just make new doorjambs and run VINTAGE AIRPLANE

Those who notice such things would have noticed that Butch and Carol haven't been seen much at fly-ins for about 3 years and there's a reason for that, which both of them seem very willing to talk about. "I was diagnosed with lym phoma 3 years ago right after I'd put the fabric on this airplane. That pretty much occupied all of our thoughts while we tried to figure out how to handle it. Thank good ness we found our way to the M.D. Anderson Cancer Center in Hous ton. They were exactly what we needed and at my last check up, I was found to be cancer-free. "I got back into the Stinsons about a year ago and it turned out to be the best thing I could have done for myself. It gets your mind into things that you can actually do something about and keeps your spirits up," Butch says. Carol says, "I was worried about him because he was putting in 14 hour days working on Stinsons and helping other people. His doctor had an interest in airplanes and I asked him if Butch was working too hard and the doctor said, Ab z 'i: solutely not. It's the best thing for ~ I him.' We consider the Stinsons to > a:: a:: be part of the reason Butch has re :s features as many original instruments covered so well." When you're speaking with the Walshes about Stinsons in general, of experience there. and their Stinsons in particular, you "First of all, the Franklin is as get an immediate sense that they smooth an engine as you'll ever aren't speaking about machines ride behind. Its only real problems or inanimate objects. They speak include age and disappearing parts. about the airplanes in the same tone The 108 and 108-1 used the earlier of voice they would in describing lS0-hp light case engine, which is a family member, and the reason more prone to problems than the for that is obvious: To Butch and later 16S-hp version used in the Carol, the old airplanes are family. 108-2 and -3. Still, parts are so hard They have raised their family in and to come by that A.I. Service in Jew around the airplanes. They had joy ett, Texas, (www.franklinparts.com) ful times and sad times, but the air has started having some of the parts planes have always been there, and made. They already have PMA'd this means the Walsh family and pistons rings, cylinder liners, and their descendants will always have a bearings and are working on new Stinson or two around. In fact, one crankshafts and cases. There are of his next projects is rebuilding his enough of the old engines still run original 108-2, N389C, one more ning around out there to make it time before he turns it over to his worth it for them." grandchildren. ...... if)

The panel ofButch's latest restoration as possible. the jamb over the edge of the uphol stery. It looks good, but it drives me nuts because I know it's not original. "I've already mentioned the glove box doors. An original is like look ing for hen dentures. Another item that only Stinson used are the in spection covers. They are very iden tifiable by their four locating-ridges and, although you could use normal inspection covers, it wouldn't be right. These covers are flea market items and don't usually cost much because no one knows what they are. I picked up 10 of them at Sun 'n Fun for 2 bucks a piece." The Franklin engine is always a subject of some discussion for those thinking about a Stinson and Butch has more than his share 14

NOVEMBER 2004

EAA

AirVenture 2004

by H.G. Frautschy, Budd Davisson and Jack Cox

There's just so much going on during EAA AirVenture Oshkosh that it's hard to get it all in one issue of Vintage Airplane. Here's more on the amazing airplanes and people who came to Oshkosh this summer.

The Antique parking and the start ofaircraft camping were chock full ofgreat airplanes. This year, the homebuilt area hosted their first campers up in the homebuilt parking area, freeing up nearly 120 camping spots in what is now Vintage camping. Tom Dietrich and Steve Gray, both ofKitchener, Ontario, had everyone guessing with their Thruxton Jackaroo. Was it a Tiger Moth or not? The answer is yes and no: As a Tiger Moth it is a veteran of the Dunkirk evacuation, then was one of 16 converted to a certified four足 place in the late '50s. VINTAGE AIRPLANE

The Grand Champion Antique ofEAA AirVenture 2004 is Frank Schelling's Curtiss Jenny, a restoration project that has taken nearly two足 thirds ofFrank's lifetime to complete. His ground crew at the Brodhead, Wisconsin, airport and at the convention consisted ofRon Price, Paul Seibert, Frank Schilling, pilot Eric Presten, and Jerry Impellezzeri.

Get Mugged! When they weren't busy popping popcorn in the VAA Hospitality center, volunteers Sarah Books (right) and her friend Courtney Wright checked your name in the computer and issued you a participant's mug if you registered your vintage aircraft during AirVenture 2004. Fellow popcorn popper Kathrine Lein (not pictured) was crewing the popper when this shot was taken. 16

NOVEMBER 2004

I know what you're thinking. It sure looks familiar, but what is it? It's a Sopwith Pup replica, with a few twists thrown in. Steve Culp, ofShreveport Louisiana, wanted an air show-capable Sopwith Pup, so he built one, powered by the Russian 360-hp (!) M14P radial instead of the original BO-hp LeRhone rotary engine. The fuselage is steel tube, and the rest of the structure is Pup beefed up as well to take the stresses of high-power aerobatics. III intend to use my Sopwith Pup to fly air show aerobatics, II says Culp. IIA World War I plane with horsepower to spare is going to be an amazing sight to see." With its eye-popping color scheme and snarling M14, it should attract a lot ofattention! For more information, visit www.culpsspecialties.com.

VINTAGE AIRPLANE

One of the most beautiful and interesting antique airplanes displayed at EAA AirVenture Oshkosh 2004 was Jim Younkin's Howard DGA-ll. Completed by the Howard factory in Chicago in February of 1938 as a 285-hp Jacobs powered DGA-9, it was converted to a DGA-11 in March of 1946 with the firewall forward installation of a 450-hp P&W R-985-AN-1 intended for a military DGA-lSP. The DGA-15P cowling always offended Jim's aesthetic sensibilities, however, so he recently replaced it with a more rounded DGA-9 style cowling, as well as smaller DGA足 8/9 wheelpants. In that configuration, he considers NC18207 to be one of the most beautiful airplanes ever conceived...and, indeed, it was voted the Outstanding Closed-Cockpit Monoplane at EAA AirVenture Oshkosh 2004. Meyers 200 airplanes

are very popular choices

for those who like

high-horsepower, high足

performance vintage

airplanes. Ben Morphew

of McKinney, Texas, took

home the Outstanding

Limited Production

Contemporary trophy for

his 1964 Meyers 200-C.

Dan McNeill flew Craig and Teresa Bair's ultra rare Wings Cub up from its home in York, Ne足 braska. This particular airplane was given away by the Wings Cigarette Company the morning ofDecember 7, 1941.

NOVEMBER 2004

John Drews ofLake Mills, WI took said his boat building experience came in handy when doing the many-layered laminations required for the fuselage repairs on his Timm. Only three Timms are known to be flying because they deteriorated so quickly.

The Falco is usually seen as a homebuilt but Mark Stamsta, Hartland, WI, brought his factory足 built and fully certified example to remind us that 75 of them were factory built, with production ending in 1960. His is the only Falco with a standard airworthiness certificate this side of the Atlantic. Larry Bartell (left), host at the OX-5 Aviation Pioneers and Historians tent, listens to Jim Beisner (center) speak about the operation of the Curtiss OX足 5 engine. The OX-5 tent is located just west of the VAA Red Barn.

.......

VINTAGE AIRPLANE

Ice Creamed

BROOKS Y EILDI NG

y 1975 Cessna 180J not only is a joy to fly and show off, but also is my ride to work. I am a Boeing heavy equipment operator and often use the Skywagon to get from my home in Spicewood , Texas , to my base at George Bush Intercontinental Airport (IAH ). During June 2003 my airplane was parked on the IAH ramp for three days while I was flying a trip to Japan. Unfortunately, Mother Nature chose that time to exhibit one of her summertime displays. A thunderstorm moved across the field and threw out innumerable frozen dive bombs in the form of marble-sized hail. Though these little ice stones don't weigh much , their free fall from jet altitudes will leave an undesirable impression on aircraft aluminum. It was disheartening to have my pride and joy pummeled in an unfair fight, when I wasn 't there to protect it. In my case the damage was approximately three hundred dents, on all upper surfaces of the aircraft. The dents were uniform in size and varied in depth and number with the thickness of the skin. The control surfaces and the wing-to-flap interface panel suffered the most damage . The wings themselves and the fuselage had fewer due to their increased thickness . Now what do you do? The prevailing thought was that the control surfaces could be removed and re-skinned. The wing and fuselage dents could be filled and then the entire aircraft repainted. My airframe and powerplant (A&P) mechanic prepared an estimate , and the insurance company sent out an adjuster to inspect the airplane and develop a loss figure . We came to terms, and I received a check in the mail for the damage. I shrieked at the thought of having Bondo on my airplane. Even if I had the work expertly done as estimated , my airplane would still never be the same . The new paint job would make the airplane look good out of the shop, but what about after some thermal changes and in-flight fle xing? There had to be a better way. I

NOVEMBER 2004

started asking around Depth to see if there were any (inches) alternatives other than 0.04 what my A&P and the 0.03 insurance company had 0.02 offered. 0.01 I heard that Boeing < 0.01 had a machine that would electrostatically reverse the damage, but I didn't think they would be too inclined to make it available for my 180. I also heard that it did not necessarily bring the dent back to perfectly flush. How could it know? I was told that some success could be had in the hot Texas sun with proper application of dry ice pellets. Once again, what guarantee was there that the stretched aluminum would return to its original factory shape? After more research I came across Aviation Dent Repair, 4901 Chestnut Street, Springfield, Missouri , 417 / 860-3740. With 14 years' experience in "paintless " dent repair with automobiles, Greg Lacey and Tony Petty decided to apply their expertise to aircraft. They began working on airplanes in 1998. They proved their procedure to the FAA by repairing several samples the FAA had provided and received Repair of Skin Deformities Specification ADRS.001 in January 2002. Paintless dent repair primarily uses pointed leveraging tools to work the metal from the backside into its original shape . Adhesive techniques can be used

Minimum Diameter

Deformity Density (deformities per sq ft)

3 2.25 1.5 .75 .5

7 7 8 10 unlimited

on the topside surface but they are not as efficient or effective. Not all aircraft are repairable. Aviation Dent Repair's certification is for dents up to 3 inches in diameter depending on depth and deformations per square foot (see chart). Beyond these limits, the alum inum is stretched too far to be renewed. Thousands of hail dents will most likely lead to a total loss of the aircraft, since re-skinning the entire airplane would be the only option . The age and condition of the paint will also affect the appearance of the repaired airplane . I sent Greg some photographs and a drawing with an approximate dent count. He determined that my plane was repairable under his authorization and sent me a repair quote. Aviation Dent Repair does have mobile service; however, on-site services of an A&P mechanic are required to gain internal access to the damaged areas. I elected to fly the airplane to Springfield (SGF) where Aviation Dent Repair uses the excellent facilities of Worldwide Aircraft Services. continued on page 25

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THIS MONTH'S MYSTERY PLANE

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Send your answer to EAA, Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your answer needs to be in no later than December 10 for inclusion in the February 2005 issue of Vintage Airplane. You can also send your response via e-mail. Don't forget, we've got a new e-mail address for you to use when sending in your response. Send your answer to mysteryplane@eaa.org. Be sure to include your name plus your city and state in the body of your note and put "(Month) Mystery Plane" in the subject line.

AUGUST ' S Wayne Van Valkenburgh, Jasper, Georgia, wrote this short note to identify our August Mystery Plane: The Mystery Plane shown in the AI/gust 2004 issue o(the Vintage Airplane is a Hess Bluebird. It was a three-place airplane powered by a 180-hp Hisso engine. It sold for $2,675 flyaway at Wyandotte, M ichigan. It was built, as you might imagine, by the Hess Aircraft Company, Wyandotte, Michigan.

Another correct answer was received from Bill Koelling, Great Bend, Kansas. 22

NOVEMBER 2004

MYSTERY

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of these pilots off with just that mini mum required amoun t of review, the vast majority of flight instructors, partic ularly those who specialize in tailwheel instruction, will be sure the student is truly ready, even though it may require more time-this is what you want as a soon-to-be pilot in command . So if you are one of those pilots that has been longing to stretch your wings, after time spent ground-bound as a result of an expired medical certificate, if you are one of those pilots eager to return to the air, remember that those finely honed skills you once had might not have their sharp edge any more. I know that we all love to use the proverbial "bicycle analogy when it comes to flying, and in many cases it is true, but there is also the saying "use it or lose it," and in just as many cases this is true as well. So when you choose an instruc tor to conduct your flight review, don't expect that instructor to be content to just log the minimum required time, rather, be glad that the instructor yo u have is being sure yo u h ave refreshed the knowledge and skills you need to safely take flight. Pick one that will make it a little tougher. Don't choose a calm day to con duct your review, but wait for a windy, gusty day. Hopefully yo u will spend a bit more time than just th e required two hours. Pick an instructor who will sharpen your skills back to where they once were, or perhaps even beyond. Pick an instructor who will ensure that there is no corrosion left in your ski lls. Pick one who will use a "punch test over every inch of the fabric covering yo ur airmanship . It will definitely be worth every extra minute spent in the train ing, as well as every extra penny. And now I can get back to the cheering. Hooray! To those of you who are getting back into the cockpit to fly as pilot in command after a forced hiatus due to an expired medical, wel come back! We have missed you. Doug flies a 1947 PA-12. He is the 2004 National Certifi cated Fligh t Instructor of the Year. Visit his web site: www.dsflight.com. ....

The following list of coming events is furnished to our readers as a matter of information on ly and does not consti tute approval, sponsorship, involvement, control or direction of any event (fly-in, seminars, fly market, etc.) listed. To r :'.;,, ' ....s~~~...-.c.-. J,,,,/U_ subm it an event, send the information ". via mail to: Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Or e-mail the information to: vintage@eaa.org. Infor mation should be received four months prior to the event date. NOVEMBER 4-Madison, WI-Blackhawk Airport (87Y). EAA Chapter 93 Annual

Chili Fly-In. 11 am - 2:00 pm. Info: Jim zflier@aol. com JULY 25-31, 200S-0shkosh, WI-EAA AirVenture Oshkosh 2005, Note date change! www.airventure.org

NOVEMBER 2004

Something to

buy,

sell

or trade?

Classified Word Ads: $5.50 per 10 words, 180 words maximum, with boldface lead in on first line. Classified Display Ads: One column wide (2.167 inches) by 1, 2, or 3 inches high at $20 per inch. Black and white only, and no frequency discounts. Advertising Closing Dates: 10th of second month prior to desired issue date (i.e., January 10 is the closing date for the March issue). VM reserves the right to reject any advertising in conflict with its policies. Rates cover one insertion per issue. Classified ads are not accepted via phone. Payment must accompany order. Word ads may be sent via fax (920-426-4828) or e-mail (classads@eaa.org) using credit card payment (all cards accepted). Include name on card, complete address, type of card, card number, and expiration date. Make checks payable to EM. Address advertising correspondence to EM Publications Classified Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086 BABBITT BEARING SERVICE - rod bearings, main bearings, bushings , master rods, valves, piston rings. Call us Toll Free 1-800-233-6934, e-mail ramremfg@aol.com Website www.ramengine.com VINTAGE ENGINE MACHINE WORKS, N. 604 FREYA ST., SPOKANE, WA 99202

Warner engines. Two 165s, one fresh O.H. , one low time on Fairch ild 24 mount with all accessories. 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.

Airplane T-Shirts

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WE PROBABLY HAVE YOUR

AIRPLANE! www.airplanetshirts.com 1-800-645-7739

Flying wires available. 1994 pricing. Visit www.flyingwires.com or call 800-517 -9278. For Sale - 1939 Spartan Executive, 3500TT, 10 SMOH. 214-354-6418.

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)

1993 Geodesic Quonset manual, cheap, 27 ft. x 15.5 ft., 1" x 4" wood. Also math notes, physics, topology, seismology, www.chalkns/ate.org

Ice Creamed continued from page 20 Upon arrival in snowy SGF, I was greeted by Bart Nelson, the shop manager at Worldwide Aircraft Services. He helped stow the aircraft in the heated hangar and then put Kenny Meier to work removing all the control surfaces and inspection panels. This is required to get access to the underside of the surfaces of the wings and the stabilizer. Depending on the aircraft, and as in my case with the Cessna, some rivets may have to be removed to gain access to any dents in the trailing edges of the elevators. Simple rivet touch-up painting is all that is required at the end of the work. After the control surfaces were removed , Greg, his son Jason , Tony Petty, and Brent Martin went to work, dent by dent, returning the Skywagon to its former glory. All aircraft are different, and each one has its own unique internal structure. If a particular dent could not be reached with any of the approximately 75 tools that Aviation Dent Repair had, Greg would go back to his shop and make one. I spent an enjoyable two days in nearby Branson, Missouri, while the boys applied their artistry to my airplane 's al uminum. Although the logbook shows that my airplane has had some light hail damage that has been repaired, you wo uld never know by looking at it. My recent paint job is intact, and nothing has been added to the airframe. In fact, she even lost a little weight from the side effect of having some of those pesky Texas mud dauber nests removed from unseen areas. I th ink the airspeed indicator showed that it's a knot faster without the dents, or perhaps it was just wishful thinking on my part. It sure looked and felt sleeker. I flew home with a renewed grin, even though it was the aircraft that ...... just had the face-lift.

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EAA VINTAGE AIRCRAFT ASSOCIATION

Griffin, GA

• Sheet Metal Basics. Fabric Covering

(Atlanta Area)

• Electrical Systems and Avionics • Finishing and Spray Painting

Dec. 3-5

Corona, CA

• RV Assembly

jan.21-23

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• TIC Welding

(Atlanta Area) jan. 29-30

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• Sheet Metal Basics • Fabric Covering • Composite Construction • Electrical Systems and Avionics • Cas Welding • Test Flying Your Project

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N OVEMBER 2004

jan. 25 -27

Griffin, GA

• TIC Welding

(Atlanta Area)

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My Waco EGC8 cabin bi-plane has been covered by AUA since its first flight./1

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The best is affordable. Give AUA a call - it's FREE!

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Dennis E. Green . .. .. ..... . .. .... . ...... . . Union vill e, ON, Canada

Craig Packham . ........ ........... ....Caistor Centre, ON, Canada

Haluk Taysi . .. .... . .. . . . .. .. ....... . .. ....... . Weyhe, Germany

Martin Jones ......... . .. .... . . . ....... .. Derby, UK, Great Britain

Simon Brenchley . . ....... . .. .. . .. . . . ....... . Saikung, Hong Kong

Doug Bullmore ......... . ..... ... .. . ..... Southland, New Zealand

John B. Isbe ll ... . ...... ..... ..... . .... .. ..... . .. Fort Payne, AL

Wayne Fletcher .. . . . .. .. . . . ........ . . .. . . . ... ...... Salome, AZ

Glen E. Lipinski . ... .. .. . .. ... .. ........ ... . ....... Phoenix, AZ

James Cummiskey .. .. . . . . .... .. ..... .. .. .... Laguna Niguel, CA

Bill Dalo .. .... ............................ . ..... ... Irvine, CA

Dennis Dow .. . . . ............ ..... ............. Sacramento, CA

Nancy Ginesi ... .... . .. . ... .. . . . .... . .... .... .....Fair Oaks, CA

Donna Hase low ..... .......................... . . .. Martinez, CA

Jim Jordan ............... ...... .... . .... ... ... . ... Folsom, CA

George McDaniel ....... ... .. . . . ..... ... . . . ... Mission Viejo, CA

Arthur Wallace McDonnell . .......... ..... . . . ..... Santa Rosa, CA

Wm Mark Meiggs .. .. ........ . .. . .. . .. .... .. ....... Oakdale, CA

Donald V. Myhra ... .. ............... • ......... Mission Viejo, CA

Carl- Erik Olsen ....... .. . . .... .. . .. .. . . ... .......... Orinda, CA

Alan Preston .......... . .............. ..... . Pacific Palisades, CA

Bruce Stewart ......... .. . ... ... .............. . .. Elk Grove, CA

D. Wayne Woollard ..... ... ......... . . ....... ..... Kingsburg, CA

Douglas H. Hawkins ........ ... . ..... .. . . . . ......... Denver, CO

Jay D. Jones ..........•.... . ..... . . .. .. ........ Buena Vista, CO

Gilbert B. Wilcox .. .... .. . . .. . ..... . ... .... .. . ..... Somers, CT

Stephen Champa . .. .... .. ... .. ... . ....... ... ...... Plantation , FL

Paul C. Halstead . . . . .. . . ..... . . .. . . . ..... .. ... . Winter Haven, FL

James Kashou ............... . ........... .. .... St Augustine, FL

Howard R. Kaufman ........ . . . ... ..... . ... .... Bonita Springs, FL

Christopher Ulch ........... . . . . . .. . . ..... . . .... .. Edgewater, FL

Sidney E. Van Land ingham ... . . ....... ... .. . Howey in the Hills, FL

Robert F. Burson .. . ............ . . .. . ..... .......... Forsyth, GA

Brian D. Emmerling ... .. .......... .. .... .. .. . ...... Atlanta, GA

Dav id Huff ...... . ... . . . . . . . . . ... . . .. . . .. .. .. .. ... Atlanta, GA

Stewart K. Smith . . . .. . . .... ........ . .. . ........ McDonough, GA

Michael J. Lauro ... . ... . . ... .. .... ... . ....... ... Kailua Kona, HI

Jeremy Benson .. . . . .................. ...... ...... Davenport, IA

Rick Gleason ...... . . ...... . . . . .. .. . . .. ... ........ Indianola, IA

Shannon Gomes ......... ... .. .... •. .... . ... ....... Waverly, IA

Rex D. Hansen ...... .. ...... . .. .... .. .... . ...... Cedar Falls, IA

James E. Higham .. .. .. . .... ........ . ... .. ..... Cedar Rapids, IA

Charles J. Bokman .. . . ..... . .. .... .. ................. Athol, ID

Albert G. Biliskis ... . . ............ . .... ...... . .... Villa Park, IL

Burton Bucher ....... . .................... .... . ...N Chicago, IL

Andrew J. Clark .. .. ............. . ....... ... . ... . Glen Ellyn, IL

Deanne M. Drozdz ... . .. ... . ... .. . ...... ...... .... Wheeling, IL

James H. Lyon .... ..... ......... ... .... .. ...... . .. .. Sterling, IL

David Mac Allister ...... .. .. ........... . ... .........Chicago, IL

Terri Martin ............ .. .. . ..... . ..... .... . . .. .. . . Moline, IL

Norbert J. McLuckie ...... . . . .... ..... .. .. . .. . . .. ... Coal City, IL

Kenneth W. Miles ....... . .. ..... . ..... . . . ... .... ... Marengo, IL

Corey Pelland ... . ......... .. . . .. .... .. .. .... .. ..... Gurnee,IL

Robert A. Porter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Hampshire, IL

Kenneth R. Rentmeester ... ... . .... . .. .... ... . .. . ... Belvidere,IL

Dana G. Tennert .. ....... ...... . .... .. . .......... Burr Ridge, IL

Dennis E. Wisnosky ...... ..... .. .. . . .. ............ Naperville, IL

Joseph P. Ferraro ...... .... .. . . . ... .. . .. . . . .... . ..... Carmel, TN

Dani el J. Hanson ..... .. ...... ..... ... ...... ...... Huntington, TN

Jack Hildreth ............. ... .. .... ... ... . . . ....... Seymour, IN

Dale K. Kovas .... ... ........ .. ...... ..... . .. . . New Carli sle, IN

David B. Ton . .. .. . . .. . ......... . ......... ... ....... Bremen, TN

Richard McClure ........ .... . ... ... .... . .... . . .. ... Basehor, KS

John F. Mcmaster . .... ........ . ...... . ............. Wichita, KS

Chuck E. Powell ....... ... ..... .. ... . .. .... . .. .. .. .. Benton, KS

Charles R. Patterson .... . . .... .............. .. Shepherdsville, KY

Larry D. Kelley .. . ............. .. .... .. . .. . .. ..... Barstow, MD

Larry W. Bell. . .. . . .. . . . . . . ...... . .. ... . . .. . ...... Escanaba, MI

Lesllie Brown . ......... . ..... .... ........ . . .. .. ... Norway, MI David R. Galati ................ . .. .. . ... . . . .. .. . . Dowagiac, MI

NOVEMBER 2004

Nathaniel Perlman . .... ..... ....... .. .. ......... .. Kingsford, MI

Clinton R. Ray ... .. .. ..... .. ... ... . . ... .. . .... . .. Brighton, MI

Walter J. Reinbold . . ...... .. . ........ .. . ........ .... Saginaw, MI

Al Todd .. . ........... . . . .... . .. . .. . .... .. ..... Stevensville, MI

Michael Woodley .. .. ... . ................ . ....... Port Huron , MI

Jack Wyman ............. . .. .. . . ... .... . . .. .... Manchester, MI

Randall C. Aarestad . ... .. . ......... ... .. . ... ....... Halstad, MN

Suzanne Fedoruk ....... ... .. .. .. ... .. . ... .. .... Minneapolis, MN

Craig Johnson ........... ...... . . ...... .. . . .... Maplewood, MN

John Ritzen ........ ... . . ... . ... .... .... .. .... . Eden Prairie, MN

Michael G. Thern .. .. ... . ... . . .... . . ............... Winona, MN

Alan C. Thiel. ......... .... .. . ... ........ . ..... Minneapolis, MN

Ri chard E. Case........ .. .... ... ........ . ......... Kearney, MO

Milo M. Farnham .. .. ... . .... . . .. .. . .. ... . .. .. Independence, MO

Richard S. Miller. . . .... ....... .. . . .... ......... Grain Valley, MO

Kem Wesley Wallace ... . .. . ... .... . . . ... . ........... Ozark, MO

Cantrell Wilson ..... ... . ..... .. ......... . ....... Yazoo City, MS

Jeffrey Deaton ............ . ... .. ......... ... . Morehead City, NC

Thomas Gahagan .. . ..................... .... . .. Hot Springs, NC

Bernie M. Ness ......... . .. . . .. . ..... .. .......... ... Fargo, ND

Jerry J. Adams . ....... . .. ....... .. .............. . .... Blai r, NE

Robert J. Hirschfield ....... . . . . ......... . . . . .... ... Meredith, NH

Joseph Tesauro . ........ .... ......... . . . . .. . ...... Pittstown, NJ

Michael J. Hoke ... . .... . .... ... . . . . . .. . .. . .. . ....... Reno, NV

Daniel Nezgoda ........ . .... . ...... . .. .. .. ..... .. Las Vegas, NV

Brian Blazey . . . .. . ....... ... . ... .... ... ..... ... . .. Palmyra, NY

Guy Matthews ... . .... .... ............. . ........... Fairpot, NY

Gary Pasco ........... ...... .......... ... ....... Brockport, NY

Robert C. Sterling ........ . .. .. .... . ............. Champlain, NY

Henry N. Talmage .... . . ...... . . . . ...... ...... Baiting Hollow, NY

Raymond L. Wallman ... ...... . . ... ... . .. . ..... Ronkonkoma, NY

Richard H. Ward ....... . .... . ........ . . • .... Chenango Forks, NY

Benjamin Bagna ll ....... .. . . .. . ... .. ... . .. ...... Portsmouth , OH

John J. Black . ....... .. . ........ . ...... . ..... . . . Springboro, OH

James L. Calvin ......... . .. .. .... .. . ... . .. .. ... .. Hicksville, OH

Douglas J. Cartledge .... .. ..... . ....... .. ......... ... Seville, OH

Ronald A. Schmitt. ..... . . .. . .......... . . .. .... .. . Brookville, OH

Walt Wyvill .......... . ... .. ...... . .... . . .. . . .. ... Amherst, OH

Joseph C. Brevetti ..... . ........................... Edmond, OK

Robert Crai g ... .. .. .. . .... ..... . ... ........ ....... Arcadia, OK

Michael L. Jacobs ..... .... ......... . .. .. ...... .. ... .. . .Jay, OK

Allen K. Harstine .. .. .. . . .. . . . ... .. . . ... . . .... .. Clackamas, OR

Glenn E. Allen .. . . ... .......... . ...... .. ..... . .... Avondale, PA

Phillip Kriley . . . . . ... . . . ..... .. .. . . . .... ........... fenfrew, PA

Paul J. Patterson . ... .............. .. . . • .... . .. . ... Pittsburgh, PA

Don Robbins .. ....... ... . .. .... .. .... . .... . .... Charlestown, RJ

W. Edward King ...... . .... . .... .... .. ... .. ..... . . Anderson, SC

James Baxter .... . .... . .... .. ... .. . ...... . . ... ..... . Selmer, TN

Kerry Brasher .. .......... . .... . ..... ... ......... Scotts Hill, TN

J. A. Rollow ........... .. . .... . ... .. . ... . . . ....... Clinton, TN

Ronald G. Carson ... ....... .... . .. . .. ..... . .. .. San Antonio, TX

Larry Kelley ........ . ............... . .. . . . ......... Winnie, TX

Richard Nelson ...... . . . ............... . ... . .... . .... Plano, TX

Philip Perez ............ .. .. ... . . .... .... . . .. . .. . Fort Worth, TX

Charles B. Roberts .............................. Richardson, TX

Arnold Vasenden .......... .. . .. .. . .. . . ... .... . .. Midlothian, TX

Raymond A. King . ............. . ..... . .. .. .. West Valley City, UT

Alan M. Legas................. .. ... . .... . .... ... Midlothian, VA

Mark Bailey ....... . .... . . . .... .... . .. .... . ......... Kent, WA

Neil A. Logerwell . .................. • .. . . . ... ........ Kent, WA

Rod Magner ............ .. ..... . ... .. ........... Eastsound, WA

John T. O' Keefe ... . ..... ..... .. ... .. .... ... ... . . Winthrop, WA

Brian R. Ernst. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Park Falls, WI

Lindsey Luker ..... .. .............. . ... . .......... Oshkosh, WI

Wayne Poppy ..... .. ... .. . . ............. . ..... New London, WI

David Stamsta .. . ........ ....... . .... .... .. . . .... Waunakee, WI

William E. Steinbrenner .. . ........ . ...... . . ..... Fond du Lac, WI

Robert J. Triplett .... . .... . ... . ... .. . .............. Cameron, WI

Don Rathe . . . . . . . ........ .. ... . .. .. . . ... . Rock Springs, WY

.,...

VINTAGE

Membershi~ Services AIRCRAFT

ENJOY THE MANY BENEFITS OF EAA AND

ASSOCIATION THE EAA VINTAGE AIRCRAFT ASSOCIATION OFFICERS President Geoff Robison 1521 E. MacGregor Dr. New Haven, IN 46774 260-493-4724

Vice· President George Daubner 2448 Lough Lane Hartford, WI 53027 262-673-5885

cilie{702S@aol.com

vaa{1yboy@msn.com

Secre tary

Treasure r

Cha rles W. Harris

72 15 East 46th 51.

Tulsa, OK 74147

918-622-8400

cwh@hvsll.com

Steve Nesse 2009 Highland Ave. Albert Lea, M N 56007 507-373-1674

stnes@desk'l1edia.com

DIRECTORS Steve Bender 85 Brush Hill Road Sherborn, MA 01770 508-653-7557

Dale A. Gustafson 7724 Shady Hills Dr. Indianapolis, IN 46278 3 17-293-4 430

sst JO@comcast.net

dalefaye@mslJ.com

David Bennett P.O. Box Jl88 Roseville, CA 95678 916-645-8370

Jea nnie Hill P.O. Box 328 Harvard, IL 60033-0328 81 S-943-7205

Phone (920) 426-4800 EAA and Division Membership Services 800-843-3612 ...... . . FAX 920-426-6761 Monday-Friday CST) (8:00 AM-7:00 PM oNew/renew memberships: EAA, Divi sions (Vintage Aircraft Associati on, lAC, Warbirds), National Association of Flight Instructors (NAFI) oAddress changes

oMerchandise sales

oGift memberships

Programs and Activities EAA AirVenture Fax-On-Demand Directory .... . .................. . 732-885-6711 Auto Fuel STCs ..... . . . .... 920-426-4843 Buildlrestore informat ion ... 920-426-4821 Chapters: locating/organizing920-426-4876 Education ...... . . ........ 888-322-3229 ° EAA Air Academy

° EAA Scholarships

dingilao@owc. net Espie " Butch " joyce 704 N. Regional Rd. Greensboro, NC 27409 336-668-3650

Robert C. " Bob" Brauer 93 45 S. Hoyne Chicago, IL 60620 773-779-2105

Steve Krog 1002 Heather Ln . Hartford, WI 53027 262-966-7627

pllOtopilot@aol.com

sskrog@aol.com

EAA

Dave Cla rk 635 Vestal Lane Plainfield, IN 461 68 317-839-4500

Robert D. "Bob" Lumley 1265 South 124th St. Brookfi eld, WI 53005 262-782-2633

da vecpd@;q lles t.llel

illmper@execpc.com

john S. Copeland lA Deaco n Street Northborough, MA 01532 508-393-4775

Gene Morris 5936 Steve Court Roanoke, TX 76262 8 17-49 1-9110

copeland l @jIUlo.com

gellemorris@evJ.llet

Membership in the Experimental Aircraft Association, Inc. is $40 for one year, includ ing 12 issues of SPORT AVIATION. Fam ily m embership is 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.)

Phil Coulson 2841S Springbrook Dr. Lawton, MI 4906S 269-624-6490

Dean Richardson 1429 Kings Lynn Rd Stoughton, W I 53589 608-877 -848S dur@aprilaire.com

Roger Gomoll 8891 Airport Rd, Box C2 Blaine, MN 55449 763-786-3342 pJedgedrive@msl1com

S.H. " Wes" Schmid 2359 Lefeber Avenue Wauwatosa, WI 53213 414-771-1545 shschmid@miiwpc.cum

DIRECTORS

EMERITUS

Gene Chase 21 59 Ca rlton Rd. Oshkosh, WI 54904 920-231-5002

E.E. " Buck" Hilbert P.O. Box 424 Union, IL 60180 81 S-923-4591

GRCHA @cilarter.I1et

b7ac@mC. net

Ronald C. Fritz 15401 Sparta Ave. Kent City, MI 49330 616-678-5012

Fax (920) 426-4873

E-Mail: vintage @ eaa.org

Web Site: http://www.eaa.org and http://www.airventure.org

j ohn Berendt 7645 Ech o Point Rd. Cannon Falls, MN 55009 507-263-2414 mib(c/l/d@rconnect.co11l

rcou/son516@(s .com

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

ontiquer@;tlreach.(om

willcisock@aoi.com