VA-Vol-33-No-12-Dec-2005

D VOL. 33 , No. 12

2005

c

CONTENTS

1

Straight and Level

2

VAA News

4

Saving the Orphans At EAA AirVenture Oshkosh 200S, EAA brought together the FAA and aircraft type cl ubs to address one of the toug hest problems facing owners of "orphaned" aircraft.

by David Sakrison

6

Reminiscing with Big Nick The Pylon Club: Part V

by Nick Rezich

12

It's a Generational Thing The Barron family LC-126C

by Budd Davisson

20

Th e Vintage Instructor Wings program

by Doug Stewart

24

Pass It to Buck Tools

by Buck Hil bert

26 28

Calendar Mystery Plane

by H.G. Frautsch y

29

Classified Ads

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MB

COVERS FRONT COVER: The relatively rare Cessna LC-126C is a de­ rivative of the civilian Cessna 195. Mike Barron and his fa­ ther, John, both experts in Cessna 190/195 restorations, restored this fine example, decked out in the Air Force's Alaskan Air-Sea Rescue colors. EAA photo by Bonnie Bar­ tel. EM camera plane flown by Bruce Moore.

BACK COVER: Udet Bags Two is the title of this oil painting by Steve Anderson of Chino Hill s, California. Steve specializes in WW-I era aviation art, and his painting depicts the shoot­ ing down of a pair of Spads within five minutes of one another on July 26,1918. "Lo," painted on the side of Udet's Fokker D.VII is his nickname for his fiance , Lola. The garishly painted Fokker, with it's candy-striped upper wing and the taunting phase " Du Doch Nicht!! " ("Certainly Not You!") painted on the top of the elevators was as recognizable as the Red Baron 's Red Fokker Dr.1 Triplane. Udet would finish the war with 62 vic­ tories . Udet Bags Two is one of the paintings featured in the EAA Sport Aviation Art Exhibit in the EAA AirVenture Museum.

The paintings will be on display through May 15, 2006.

STAFF

Publisher Editor-in-Chief Executive Director/Editor Administrative Ass istant Managing Editor News Editor Photography Advertising Coordinator Classified Ad Manager Copy Editor

Tom Poberezny Scott Spangler H.G. Frautschy Jennifer Lehl Kathleen Witman Ric Reynolds Jim Koepnick Bonnie Bartel Sue Anderson Isabelle Wiske Colleen Walsh

Director of Advertising

Katrina Bradshaw

Display Advertising Represen tatives: )lortheast: Allen ~'fur rav Phone 609-265- \666, FAX 609-265-\ 66 \ <- mail: (//lellllll/rra.'«,)n;ni/spr;ns.colII Southeast: Chester Baumga rtner Phone 727-S73-0SR6, FAX 727-556-0177 e-mail; cbaum 111@'l1Iillrisprillg.cum Cent/al: Todd Reese Phone 800-444-9932. FAX 816-741 -6458 e-mail: todd(q·spc-llIag.colll Mountain &. Pacific: Keith Knowlton &. Associates Phone 770-516-2743, e- mail: kklloll'/UJI1@eaa.org

GEOFF ROB I SON PR ES ID ENT, VINTAGE A IRCRAFT ASSOCIATI ON

Let your voice be heard!

I hope everyone had a great Thanks­ giving holiday. By the time you read this column, Christmas and New Year's will be right around the corner. So here's wishing you and yours a Merry Christmas and a Happy New Year.

The weather today is windy, but I'm still able to sit in the hangar and write this edition of "Straight & Level" dur­ ing mid-November. We actually have had a weekend with temperatures in the 60s, but old man winter is blowing up our skirt today with winds hovering at around 40-plus miles an hour. Alas, the snow will soon fly. [It did two days

after he sent this inf-Ed.] The fall Vintage and EAA board of directors meetings were conducted in late October in Oshkosh. The planning for EAA AirVenture Oshkosh 2006 is already well underway. The Vintage Chapter 37 volunteer work crew was also on hand that weekend to con­ tinue with the restoration of Harold Neumann's 90-AW Monocoupe Lit­ tle Mulligan. The wing is now ready for covering, and the Warner engine is ready to be removed from the air­ frame. Progress continues to be made, and our next trip to Oshkosh will be on the weekend of December 17, when we will be doing a lot of rib stitching.

That is one big wing! This upcoming trip will also allow the whole restora­ tion team the opportunity to attend the Wright Brothers Memorial Dinner at EAA's premier aviation museum on the birthday of flight.

After the board meetings, it was off to Florida for a couple of weeks of vol­ unteering on the EAA B-17 Tour. We managed to stay out of the way of Hur­ ricane Wilma, but as the tour headed further south we witnessed some of the aftermath, particularly related to the

loss of aircraft at some of the airports we visited. Our hearts go out to all of the victims of Wilma, but especially to those members who have been affected.

We wish you all an expedited recovery.

I hope you all took the time to offer your comments along with the many thousands of other aviation voices throughout this country in opposition to the serious attempts to restrict our freedom of flight in the Washington, D.C., area. As a result of the more than 18,000 comments filed, we have won an additional 90-day period for com­ ments to continue to be heard. Let's all continue to voice our opposition on this ominous issue. February 6, 2006, is now the new dead li ne for having your comments heard by the U.S. De­ partment of Transportation on the pro­ posed permanent Washington, D.C., air defense identification zone (ADIZ).

It's easy to submit your comments through the DOT website: http://dms.

dot.gov/submit/dspSubmission.cfrn.

Simply enter FAA-2004-1700S in the Docket ID block, and then complete the page according to instructions.

CongreSSional representatives have also weighed in on this issue, insisting that the FAA conduct public hearings throughout the affected region to pro­ vide all pilots, airport operators, and small-business operators a reasonable opportunity to be heard on th is critical issue. Public hearings on the issue will allow the government to hear firsthand accounts of general aviation's ongoing plight within the existing ADIZ and how devastating it would be on loca l communities to make it permanent.

Don't make the mistake of assuming this is a freedom-of-flight issue concern­ ing only the airspace way out there in the eastern United States! Don't think

for a moment that it will not impact you or the manner in which you oper­ ate your aircraft. To me the real issue is what may come next.

Who else fancies the idea of creating Similarly restricted zones around these United States? We all know the current mayor of the windy city has a great pas­ sion for general aviation ... right! Let's all pay close attention to this issue .

This is a serious challenge that needs our personal attention. We also need to continue to pay close attention to tem­ porary flight restrictions (TFRs). Let's all stay diligent and not give these guys any more bullets for their guns.

My partner and I just finished up some extensive prewinter preparations and preventive maintenance on our Cessna 120. This is a great bird . It's no award winner, but what a treat to fly. I keep making noises around the house about acquiring an LSA-approved vin­ tage aircraft for the hangar (for all the right reasons), but I have come to the conclusion that I need to build a larger hangar because I just cannot convince myself that the 120 would need to go first, since it's just a bit overweight per LSA rules. There's no way, honey! The 120 is tough to beat; 4 gallons an hour, 90 miles an hour, $300 to $400 annu­ als, fleet discounts through AUA in ­ surance folks. Ha! I hope my wife is listening. Did that sound convincing?

Wish me luck!

Anyway, do you have your trusty steed ready for the frosty wi nter fly­ ing season? Let's all be safe out there.

Again, happy holidays to you all!

Let's all pull in the same direction for the good of aviation. Remember, we are better together. Join us and have it all.

A~

VINTAGE AIR PL A N E

EAA Makes ADIZ Opposition 'Unequivocal' EAA left no doubts where it stands on a proposed permanent Washington, D.C.-area air defense identification zone (ADIZ), in comments submitted to the Fed­ eral Aviation Administration on November 1. The FAA proposal, which has also drawn strong op­ position from nearly every other national aviation organization, would convert the existing tem­ porary flight-restricted area into a permanent special flight rules area (SFRA), severely restricting gen­ eral aviation activities in a wide region within 50 miles of the na­ tion's capital.

"EAA's comments, consistent with more than 18,000 others made to the FAA thus far, stren­ uously assert that converting the current ADIZ into a permanently restricted area is a very bad idea and an even worse precedent, " said Tom Poberezny, EAA president. "Se­ curity around our nation's capital is a necessity, but this proposal does nothing to enhance security while it eviscerates the general aviation infrastructure in that area."

The temporary ADIZ has caused substantial harm to the region's lo­ cal airports and businesses, as well as general aviation pilots in the re­ gion. EAA's 39 pages of comments outline these hardships with both broad rationale and specific indi­ vidual examples. In addition to drawing opposition from national aviation organizations, FAA's pro­ posal is publicly opposed by mem­ bers of Congress, affected commu­ nities, and thousands of individual EAA members and other pilots.

EAA has several specific objec­ tions to this proposal, as outlined in its comments to FAA Docket FAA-2004-17005-15898: - It is the first airspace proposal whose sole focus is to deprive Amer­ icans of their right to have access to the National Airspace System. It specifically targets recreational and general aviation pilots.

-It is the latest in a disturbing trend where specific agencies and even pri­ vate corporations have superseded the FAA's authority and mandate to manage airspace, without operational need or safety-of-flight issues, and de­ spite overwhelming public comments opposed to the proposals.

DOT Heeds EAA's Call for Extended Comment Period and Public Hearings In response to an astounding 18,000 (and counting) comments re­ ceived, the FAA extended the public comment period for 90 days and announced that public hearings would be scheduled for the controver­ sial D.C. ADIZ proposal. The extension pushes the new deadline to Feb­ ruary 6, 2006.

EAA members now have additional opportunities to assert their rights in an important freedom-of-flight issue, thanks to their own grassroots efforts, their association's advocacy work, and echoing rally­ ing cries coming from many corners of the general aviation community.

The FAA says dates and locations for the promised public meetings will be announced at a later date in the Federal Register.

EAA asks members who receive replies from local congressional rep­ resentatives or other government officials to please fax those replies to the DOT Docket at 202-493-2251 or submit them via the DOT Docket website at http://dms.dot.gov/submit/dspSubmission.c(m. Enter FAA­ 2004-17005 in the Docket ID block, and then complete the page ac­ cording to instructions.

2

DECEMBER 2005

- There is no practical admin­ istrative method for handling the current ADIZ procedures, and none are outlined in the SFRA proposal, which further burdens already­ stretched controllers in the region.

- A multitude of flight safety and economic threats in the affected re­ gion remain under the proposal, and in a number of cases they are worse.

EAA has also filed Freedom of In­ formation Act requests to a half-dozen federal agencies, requesting all in­ formation pertaining to the research into this proposal and its creation.

Paul Poberezny

Honored by FAI

EAA Founder and Chairman Paul Poberezny was honored by the Federation Aeronautique In­ ternational e at October's FAI centennial celebration in Paris, France, as one of history's "High Flyers" who have made notable accomplishments to aviation.

Along with founding and lead­ ing the rapid growth of Experi­ mental Aircraft Association and the annual fly-in and conven­ tion, Paul helped establish the FAI's Amateur Built & Experi­ mental Aircraft Commission (CIACA). Congratulations, Paul!

EAA AirVenture 2006 Website Launches

AHair or Orion?

Both actually. Last month's caption regarding the back cover painting by David Darbyshire wasn't as clear as it should have been. David's watercolor showed a Lockheed in Shell Oil Company colors, after its conversion to a dif­ ferent model. In our caption, I should have referred to it as an Orion, and not its previous iteration.

The aircraft, originally built as the serial number 180 Lockheed Altair DL-2A, was first delivered to Transcontinental and Western Air in September 1931. It was put into service hauling the mail, but was damaged the following month when it was landed gear-up in Columbus, Ohio. It was returned to Lockheed, where it was rebuilt as a Lockheed Orion 9C Special. It was the only Orion so built with a metal fuselage. Delivered to Jimmy Doolittle and the flight depart­ ment of Shell Petroleum Corporation, it was dubbed the "Shellighting."

Doolittle and Shell operated the airplane until May 7, 1936, when it was damaged in an accident. Over the next two years, the airplane was rebuilt at Parks Air College in Cahokia, Illinois, and was sold to Paul Mantz in 1938.

Eventually, it was acquired by Swissair and restored to represent the Lockheed Orion operated by that company in the 1930s. It remains the only example of its type and is on display in the Swiss Transport Museum in Lucerne, Swit­ zerland. You can visit the museum's website at www.verkehrshaus.org. Enter "Lockheed Orion" in the search window at the upper right of the screen. The screen text will appear in German, but a click on the "en" link included in the left side of the title bar at the top of the page will convert the page to English, making your navigation to the correct page a bit easier.

It's never too early to start plan­ ning for the World's Greatest Avi­ ation Celebration, and the EAA AirVenture Oshkosh 2006 website goes live this month.

Visit www.airventure.org to find out what you need to ensure your unfor­ gettable visit. And come back regularly during the days, weeks, and months leading up to the July 24-30 event.

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Type Club List Every year we publish a listing of type clubs that assist aircraft owners who fly and maintain aircraft that fall within our judging categories, plus other clubs whose mission may be of interest to our membership. The list will again be published in the Janu­ ary issue of Vintage Airplane as well as being posted on the VAA website.

If you are the contact person listed for your type club and you've not heard from us via e-mail or regular mail, but you would like your club listing to be updated, please contact Jennifer Lehl, VAA administrative as­ Sistant, at vintageaircra{t@eaa.org or 920-426-6110. By contacting us right away, you'll help us do our best to ensure the listings are accurate.

Grass RunwaylFuel List roHtlsbOI:tS show you the with expert Instruction on how to build your own aircraft.

There are many opportunities In the coming year to learn the funda· mental skills you need, such as com­ posite construction, sheet metal ba­ . . .. .

Students watch instructor Jim Miller demSICS, fabriC covering, and electrical onstrate fabric construction techniques. wiring and avionics.

Courses are scheduled for lanuary 28-29 in Oshkosh, Wisconsin; February 11­ 12 in Lakeland, Florida; March 4-5 in Dallas, Texas; and March 18-19 in Watson­ ville, California.

Tuition ranges from $229 to $289 for EAA members. To enroll in this or any EAA SportAir Workshop, or to learn more, call 800-967-5746 or visit www.sportair.org.

We've received feedback from a number of you who have found the list compiled by Kris Kortokrax to be handy when planning flights that will require a fuel stop. We're glad you've found it useful, and Kris continues to refine the list as he reviews comments sent back to him via our website, as well as from other sources. The list is organized alphabetically by sectional chart, and shows airports with grass run­ ways and fuel service. We strongly recommend checking the status of continued on page 26 VINTAGE AIRPLANE

3

SAVING THE ORPHANS

At EAA AirVenture Oshkosh 200S, EAA brought together the FAA and aircraft type clubs to address one of the tough est problems facing owners of "orphaned aircraft".

DAVID SAKRISON

AIR VENTURE TODAY STAFF WRITER FOR GOVERNMENTAL AFFAIRS

ebuilding or restoring a vin­ tage or classic aircraft presents countless challenges. Among them is trying to find the engineer­ ing data needed to rebuild or reman­ ufacture parts in conformity with the original type certificate. Obtaining that data can be especially challeng­ ing for "orphaned aircraft"-aircraft whose manufacturers are no longer in business. Owners and restorers trying to obtain engineering data for orphaned aircraft face a web of logis­ tical and legal barriers.

Representatives of a dozen air­ craft type clubs met at EAA AirVen­ ture Oshkosh 2005 to discuss this and other issues relating to older air­ planes. They were joined by officials from the FAA's Small Airplane Di­ rectorate and by members of EAA's headquarters staff. The meeting was marked by a strong spirit of cooper­ ation and shared goals. Representa­ tives of the FAA, EAA, and type clubs were unanimous in expressing their frustration with the existing hurdles and their eagerness to work together to create effective solutions.

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WHO N EE DS

ENGIN E ERING DATA?

If you are rebuilding or restoring an aircraft, having th e manufactur­ er's original engineering data for that aircraft makes it possible to rebuild or restore the aircraft in conformity with its original type certificate (TC).

That offers significant advantages: • Aircraft parts that do not con­ form to the original TC, or which in the absence of engineering data cannot be proven to conform to the 4

DECEMBER 2005

TC, must be covered under a supple­ mental type approval (such as a fie ld approval or an STC), a special ap­ proval that allows aircraft modifica­ tions that aren't covered under the TC. Obtaining supplemental type approvals can be a lengthy and ex­ pensive process. In extreme cases, the use of non-conforming par ts or assemblies may require recerti­ fication of the entire aircraft, p lac­ ing it in the Experimental category, since obtaining a new TC and parts manufact uring approva l (PMA)­ required for factory-built, TC'd air­ craft-is far too expensive for the vast majority of aircraft owners and restorers. Since it is a TC'd aircraft, such an experimental aircraft would most likely be placed in the Experi­ mental-Exhibition category, with re­ strictions placed on when and how it could be operated.

• Having the engineering data on which the TC was based allows the owner or restorer to rebuild an aircraft to its original factory specifications­ to authentic showroom condition .

For many owners and restorers, that is the ultimate goal of any restoration.

Returning an aircraft to factory speci­ fications increases both its aesthetic value and its dollar value.

• For many owners and restor­ ers, the absence of original engi­ neering data for even a few parts can bring a restoration project to a screeching halt.

WHAT MAKES ENGINEERING DATA HARD TO GET? If you are rebuilding or restoring

an aircraft whose manufacturer is still in business (such as a Piper, Cessna, Beechcraft, and others), sometimes you can get engineering data from the manufacturer. Of course, you can usually get factory-built parts, so you may not need the data.

If the aircraft manufacturer has gone out of business and you need engineering data to rebu ild or re­ manufacture a compone n t, there are several unpleasant possibilities: The engineering data is lost; the documents are nowhere to be found .

"In some cases," said John Colomy, chief of the FAA's Small Airplane Di­ rectorate, "there isn't any data. We have an address, but the lights are off and nobody's home.

The data exists, but its whereabouts are not widely known, and there is no easy way to find it.

A few years ago, the FAA began compiling a database that included the location and owne rs of or­ phaned-aircraft type certificates and engineering data. But the "high-re­ source, lOW-yield" project was halted due to federal belt-tightening.

You know who owns the data and where it is, but you still can't get your hands on it. The former manufactur­ ers, or their heirs, have the engineer­ ing data and related documents but refuse to release them because of con­ cerns about liability. In several cases, attorneys have advised the heirs of aircraft manufacturers that releasing the engineering data would place the heirs under the same legal liability as an active manufacturer.

"If owners won't release propri­ etary data, we can't get it-we can't II

force it," said Colomy. "There is nothing we can do but work with the owners of the data" to try to make it available.

EAA's Earl Lawrence told the gathering at Oshkosh that the li­ ability issue is very real. If you own the data, Lawrence explained, and you release it and allow new parts to be built, you create a new 18­ year liability tail, just like an exist­ ing aircraft manufacturer.

Some restorers have proposed that type clubs or the EAA purchase existing engineering data for orphaned airplanes .

But the type clubs can't afford to assume that liability, Lawrence said, and neither can the EAA. Th e FAA has cop­ ies of the engineering data but cannot release them without violating the type certificate own­ er's intellectual property rights. The data was submitted to the FAA (or its predecessors) as part of the original application for a type cer­ tificate. And under law, the FAA is required to protect that data as pro­ prietary information-intellectual property belonging to the aircraft manufacturer-even if there is no longer a manufacturer or heirs to claim those rights.

At the August meeting in Osh­ kosh, one type club member cited a typical case: the aircraft manu­ facturer closed its doors in 1945; no heirs have been found; but FAA won't release the engineering data because it is proprietary informa­ tion. Unlike patents, type certifi­ cates and PMAs don't expire and become public domain after a set period specified by law. But if there is no owner of the type certificate, who owns the engineering data?

Whose intellectual property is it?

There is no clear answer, and there is plenty of confusion, inside and outside the FAA, about what infor­

mation is in the public domain and what is proprietary.

One type club member suggested that the FAA should tell TC owners to "either support the type certificate or give it up" into the public domain.

"We need to get to that point le­ gally," said Colomy, but we're not there yet. "It might boil down to EAA pushing for narrow legislative action [by Congress] on the property rights of orphaned type certificates and en­ gineering data," he added.

WHAT'S THE SO L U T ION? At the August meeting in Oshkosh, there was strong consensus on the need for a solution and the need to work together, but little was offered in the way of practical solutions.

The FAA staffers pointed to one approach that does not work: If you don't get the response you want from the FAA, they said, please don't call or write to your congressperson.

When that happens, congressional staff members send questions to the FAA, "and we spend our time an­ swering Congress' questions instead of spending our time working out a solution to your problem." Lawrence and H.G. Frautschy agreed: "Work through the EAA," said Frautschy, EAA Vintage Aircraft Association Di­ rector. "We're here to work for you."

One FAA staffer added: "We really do try to respond to your questions as quickly as we can."

"Getting the type clubs involved

[in working on this problem] has been useful ," said John Colomy.

"We want to work with you to help us deliver some long-term care for aging aircraft."

Part of the problem, Frautschy told the FAA officials, is that "we don't really have a clear sense of what [the FAA] is up against" in try­ ing to solve this problem, or a clear sense of what the EAA and type clubs can do to help. "Whatever we can do, let us know."

Several type club members asked for more-and more fre­ quent-information on what the FAA is doing to address the problems confronting orphaned aircraft. "If you [the FAA] give us an indication of what you're doing, we may be able to come up with some creative ways to help," said one type club mem­ ber. Colomy agreed to issue a quarterly re­ port on the FAA's activities, and EAA agreed to distribute that re­ port. His first report was sent in November and distributed via e­ mail to the type clubs.

"We need you to help us de­ velop a road map for dealing with this issue," Colo my said. "What, " he asked, "must the owners of or­ phaned aircraft go through to find the owner of a type certificate? And by what process can type certifi­ cates by placed in public domain and made available?" Working to­ gether, he added, the FAA, EAA, type clubs, owners, and restorers need to look for a practical and cre­ ative solution.

Addressing his fellow type club members, Bill Harper, president of the Travel Air Restorers Association, said, "You're keeping a damnably old gaggle of airplanes flying, with no help from the type certificate owners. That's evidence enough of your creativity." ......

VINTAGE A I RPLANE

5

REMINISCING WITH BIG NICK

THE PYLON CLUB: PART V

BY NICK REZICH

PHOTOS COURTESY OF NICK REZICH

Before we close the book on the Pylon Club, I must tell just one more story that I believe you will find amusing.

Have you ever heard of Stag Beer? I didn't think so.

Neither had I, and I was in the saloon business. When a Stag Beer salesman called on me to put Stag Beer in the place, I gave him a flat no! But when he informed me that Stag, the Griesedieg, chartered the Goodyear blimp and would have it in Chicago for two weeks as part of their advertising campaign, I changed my mind about an order. I had an American Legion Air Show scheduled for Chicago during the time the blimp would be in Chicago, and I figured it would be a great added attraction if I could have the blimp fly during the show. I gave the salesman an order for SO cases of beer with the provision that he bring in his boss the day the blimp arrived. With an initial order of SO cases the salesman promised me the president of the brew­ ery plus five free "promo" cases.

When the blimp arrived at the old Ashburn Airport John Murray, our PR man, and myself were on hand to greet Capt. Vernon Smith, the skipper, and the rest of the crew. I had flown with Capt. Smith some years ago in Miami and this was an opportunity to renew an old acquaintance and invite the crew to the Club.

The Stag Beer people showed as promised and were qUite surprised to find the mobile mooring van parked out front and the crew inside. After the formal intro­ ductions were over, John Murray, who was in his usual superb selling form, went to work on the beer people, and by midnight he had arranged for the exclusive use of the blimp in the afternoons to fly the Club's mem­ bers and the free use of the night sign advertising the American Legion Air Show and the Pylon Club. BE­ LIEVE YOU ME, this guy Murray could sell ice cubes to the Eskimos. First to ride in the blimp were our daytime bartenders, Roy and Milo. Roy was shy, mild mannered, and scared of airplanes and would ride only with John; Milo on the other hand, had a striking per­ sonality, was able to tell the tallest story with a straight face, had an incredible memory, and loved to fly with John .. . with the aid of Jim Beam or Lord Calbert.

Milo and Capt. Smith became instant friends-know­ ing Milo's personality, this was to be expected.

After the first hour's flight Capt. Smith invited Roy and Milo back for a little dual on all the ballast valves and the flight controls. For the next four days Roy and Milo would go directly from their mail route out to Ash­ burn Field and fly in the blimp. After about eight hours

Reprinted from Vintage Airplane May 1975 6

DECEMBER 2005

The Goodbeer .. • er, Stagyear. .. uh, Stag Beer blimp.

of blimping they memorized all the specifications-amount of helium, size, we ight, horsepower, etc.­ along with all the procedures of flying a Blimp plus all the balloon lingo. Before the blimp left Chi­ cago, Capt. Smith presented both Roy and Milo their blimp Pilot 's Certificates, which were proudly hung on the back bar for all to see.

With certificates in hand Roy and Milo became the Club's balloon experts. BELIEVE YOU ME, if you didn't know beforehand that they were mail carriers, you would swear they were the world's foremost bal­ loon pilots.

It didn't take long before John Murray recognized their talen ts as balloon pilots and suggested we capitalize on their h umor and balloon knowledge . John im ­ mediately designed a poster and a matchbook cover which read, "Pylon Club featuring Roy and Milo-winners Polish Balloon Races 1901-1903./1 I had 1,000 matchbooks printed with the new cover and Capt. John Murray in the captain's chair ready for take·off.

VINTAGE AIRPLANE

7

Therefore, we are more than pleased to enclose membership cards both to you and Mr. J. Dona­ ghue as well as the DC-3 pilots who visited our city.

Please be assured a riotous wel­ come awaits you at the Pylon Club.

Sincerely, Pylon Club Nick Rezich About three nights later I re­ ceived a long-distance call from a very excited Mr. Kaliszewski want­ ing to talk to Roy or Milo.

After I informed him that Roy and Milo had left for the evening, he began to tell me about the 1901-1903 Polish Balloon Races.

I was soon to learn that our pho­ ney Polish balloon gag was going to backfire.

As the conversation continued I came to find out that Mr. Ka­ liszewski and Mr. Donaghue were Left to right, Roy, Milo and Big Nick. Notice photos of balloons over Nick's shoulder. good friends of the real Roy and Milo who actually won the races along with the poster I hung some photos of early day of 1901-1903 and that they had helped in the design balloons, Blimps and dirigibles on the wall to go along and building of the winning balloon . He went on to tell me that they had not seen or heard from their with the gag.

Then came the 'Polish Joke." Browsing through friends since leaving them behind the Iron Curtain and the Sunday Tribune I came upon an article about Pol­ were most happy to hear that they were in the U.S.A. ish baBoon pilots in MPS who were conducting some He inquired about their health and their connection upper-atmosphere tests in a balloon and had sighted with the Pylon Club. With a name like Rezich he asked some flying saucers. By mere coincidence John Mur­ if I had anything to do with their release or escape from ray had also read the article, and the next night John Poland. By now I didn't have the guts or the heart to suggested we write a letter to the Polish balloonists tell him it was all a gag. He then inquired if Roy and and invite them down for a weekend. I immediately Milo would be in the place Saturday and Sunday, and if dispatched the following letter: so, they would fly down for a visit. Again I didn't have the guts to tell him about our Roy and Milo. I assured April 30, 1952 him that the balloonists would be in the Club over the Mr. J. J. Kaliszewski weekend andtold him to call me when they landed at Supervisor of Balloon Manufacture MDW, and I would send a car to pick them up.

Aeronautical Research Laboratories Now!! What the hell do you do about entertaining a General Mills Minneapolis, Minnesota couple of REAL Polish balloon pilots who come to see Dear Mr. Kaliszewski, their long-lost ballooning friends and all I have to offer After your terrific title we are understandably out of is a couple of mailmen masqueraded as balloon pilots? breath; however, our lounge is recognized as a meeting Well, the first order of the day was to make sure that place for pilots, maintenance men and balloon pilots. both Roy and Milo were not in the place and make The enclosed matchbook covers will explain the bal­ sure they didn't come in. Next I recruited my brother Mike and the late Dan Clark to act as Ambassadors of loon angle.

Your recent sighting of flying saucers, as you know, Good Will" representing Roy and Milo. Mike, being received nationwide recognition. The revelation that a historian of sorts, was able to answer most of their ballooning is still being practiced in this country comes questions about early day balloons. In fact if it wasn't to us as quite a pleasant surprise. for Mike and his knowledge about early day aviation /I

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DECEMBER 2005

we would have blown the whole bit.

When they arrived, the first thing they spotted were the photos of the balloons encircled with a huge wel­ come sign, signed by Roy and Milo.

They were anxious to see Roy and Milo, and then the 64 million dollar question-" Where are they?" I very nervously informed them that because of their age and a very important dinner the next day I had not been aware of, they had just left and regretted not be­ ing able to stay and visit.

By now Dan and Mike took the reins, Dan plying them with drinks and Mike talking about balloon races. Next we cranked up the band and played polkas to which they sang and danced.

By midnight they were having so much fun they more or less forgot about trying to see Roy or Milo. They stayed until closing and flew back to MPS the next morning, never knowing that Roy and Milo and the Polish Bal­ loon Race was all a gag.

And so went the Pylon Club.

I could tell another 1,000 stories that you wouldn't believe, and I could write 2,000 chapters that are X-rated, but I promised the boss and Father John I would keep it clean. If you are really interested in hearing more about the Pylon Club, meet me at the volunteer booth, and after you sign up we will all sit down to a cool one after the evening show and I'll tell it all.

The Pylon Club closed on a rather sad note. PRPA deflated my interests somewhat, but the real reason I closed the Club was my desire to fly.

Club Member Bill Dotter, chief pilot for Interna­ tional Harvester, came in one night and made me an offer to fly a DC-3 for International Harvester. I could not resist accepting. International Harvester was one of the first corporate fleet operations that had good equipment, good pay, and stability.

I tried to keep the Club open and fly every day, but it just didn't work out. Schedules, hours, and image never work out. Rather than sell the place, I approached for­ mer Thompson Trophy racer Bruce Raymond-second in 1948, 4th in 1946-and asked him to take over the Club and run it as his business without any invest­ ment. All I wanted was to see the place stay open as the Pylon Club with an aviation personality at the head of it. Bruce was somewhat reluctant to get involved in the saloon business, and he also feared the place might lose the business with me being out of it. I tried to convince him that he had nothing to lose but his time, but the deal never jelled. He opened a hamburger and root beer

place close to his home in LanSing, Illinois, instead.

When I found it almost impossible to fly for Interna­ tional Harvester and run the Club properly, I informed the membership that I was going to close the Club and move to the country, where I could spend more time with my newborn son, James.

With the announcement of the Club's closing came a torrent of suggestions and offers to keep it open, none of which I felt were acceptable. I set the closing date, and without any other communications other than member to member, they came from all four cor­ ners of the U.S.A . and some from Europe.

Now, I wouldn't say we had the biggest or loudest party in Chicago, but I do re­ call that the University of Il­ linois measured a tremor of about 6 on the Richter scale, with the epicenter being in the vicinity of 3017 W. 63rd St. When it was all over and time to turn in the key for the last time, I then fully re­ alized my costly mistake of having 3-D murals painted on the walls instead of can­ vas. I would have paid any amount to have been able to take just one of them with me. The murals stayed, but the wealth of mem­ ories contributed by the Pylon Club membership will remain with me forever.

Yes, I miss the Pylon Club to this day. And as I pen this closing chapter I find the lines are becoming blurred and am having difficulty swallowing.

I dedicate this series to all the wonderful people who entered and exited the Pylon Club, leaving behind a trea­ sured friendship that has enriched my life. Thank you!!

Mr. Mulligan Addendum Here are some never-before published photos of the "Mulligan" taken at the crash site by Mr. Earl Ewing of Sellersville, Pennsylvania. Mr. Ewing was one of the men who built the first DGA and later became my boss as plant superintendent. He and the late Mike Molberg went to New Mexico to bring back the remains of the Mulligan.

These photos reached me the long way around. John Turgyan visited with Mr. Ewing recently to learn all about the DGA 15 and past Howard history. Mr. Ewing gave John the photos to send to me.

Mr. Ewing says he will try and be on hand at Oshkosh for the Howard Forum. If he makes it to Oshkosh in his T-craft, I promise you a very interesting speaker. He is now retired after spending many years with Bell Aircraft as plant manager during and after World War II. -Big Nick

And so went the pylon Club.

another 1,000 stories that you

wouldn't believe

VINTAGE AIRPLANE

9

Above: That's the Howard company truck in the background, driven to New Mexico by plant superintendent Eart Ewing and the late Mike Molberg to retrieve the remains of Mr. Mulligan. Although some scraps and junk were left behind, the major portions of the aircraft were trucked back to Chicago and after study, were chopped up and passed out to employees and friends as souvenirs.

The culprit that caused the crash of Mr. Mulligan-a prop blade that separated from the hub in flight.

Miraculously Benny Howard and his wife, Maxine, survived this crash, although both suffered severe leg injuries and Benny ultimately lost the lower portion of one leg.

10

DECEMBER 2005

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ional The Barron family LC-126C

Budd Davisson

the spirit of entrepreneurialism was alive and well in the Barron household."

12

DECEMBER 2005

Thing

The LC-126C is brightly marked to make it visible for its primary mission, air-sea rescue in Alaska.

PHOTOS BY STEVE SCHULTE

,, I

t's his fault," John Barron says as he playfully slaps at his grown son, Mike .

"He's the one who got us into this whole 195 thing.

Even as a kid he was trouble. He'd sit over there on a couple of phone books, not quite able to see over the panel on the 140, and fly instruments nonstop.

He was nothing but a voice-command autopilot that eats. And now he has my grandson, Dillon, doing the same thing! It's his fault!"

You have to be around all three gen­ erations of Barrons-John (60), Mike (38), and Dillon (lO)-at one time to really enjoy the Dangerfieldesque feel­ ing to their relationships. They can't get no respect, to paraphrase what Rodney would say. But underneath it all is an enormous amount of respect borne of understanding of what each has contributed to the whole that is the Barron family. With Dillon be­ ing the third generation of Barron to bear the weight of a severe case of av-infection, it would be hard to pick a more aviation-oriented family.

And their Cessna LC-126C is equally as unique as they are.

John and Mike Barron (they'll prob­ ably argue who I should have listed first) have become the go-to guys for 195s nationwide because they not only restore the airplanes, but also duplicate a wide range of airframe parts that restorers would have a dif­ ficult time doing with out. As with so many things in aviation and life, however, that wasn't the plan . It just sort of happened.

John , th e patriarch of the group, lives in Perry, Missouri, not far from where he was born and raised, and can clearly remember th e exact moment the flying bug bit.

"I was standing in our backyard, and a Cessna 120 flew overhead and its shadow went right across me." He says it as if he can still feel that shadow upon him to this day.

"I had a college friend who flew, and that 's what reall y got me into learning to fly . Then , I happened to be out at the airport when I saw a 150 have an accident, and some­ VINTAGE AIRPLANE

13

pure amilitary spartan, with plain metal floor and minimal upholstery. The ex足 pansive cockpit is ac足 cented by the familiar Cessna "piano key" switches in the lower center of the instru足 ment panel.

14

DECEMBER 2005

III11IIIIIIII

-

-

....

~

.

"""-' . '.~~ ~.b. ~~'" -;"~"':t.;.~~ ' •. "~l "-,1;-~\ ~~"V;'~· ..'- <'If.:'~-';: ..

how I talked the owner into letting me help rebuild the airplane in ex­ change for flying time."

Obviously John Barron 's taste for things mechanical and re­ creating flying machines started at an early age.

"I was out of college about 11 months, working a regular job, when I realized I had to be doing something with airplanes."

To make a circuitous story under­ standable, let's just say that some­ how he wrangled a job as a ground instructor for TWA. John laughs when he says, "There I was the senior ground school in­ structor on Boeing 707s, and I'd never so much as ridden in a jet."

We wondered how that hap­ pened, but didn 't ask the question because it was obvious the answer was going to be a long one. He did, however, ride the ups and downs of airline life until finally retiring while flying B767s.

Below: When mounted on floats, almost every airplane must have additional fin area added to compensate for the side area of the floats' added forward of the CG. On some aircraft the fins seem to be added as an afterthought, with little regard to the aesthetics of the installation. Not the LC·126j its beauti· ful auxiliary fins match the rest of the structure perfectly.

The LC·126C has this left side escape hatch added for float operations, just in case of emergency.

He remembers, "My most memo­ rable airline trip was my first as cap­ tain on the DC-9 . Dispatch had set it up so my co-pilot would be my son, Mike, and they let us pick any trip we wanted. We picked Spring­ field, Missouri, because they have a Bass Pro Shop there. That's as good a layover as it gets."

Mike was born while his par­ ents were still in college, so he lived through the entire process of his dad building a career in aviation.

"I got my first airplane ride when I was 2 weeks old in a Taylorcraft," he says. "I don't remember much about it, obviously, but I got very seriously active in flying by the time I was 6 or 7 years old. My dad had a long string of airplanes and was constantly going places in them, and he'd toss me in the other seat.

By the time I soloed at 16 I had three or four hundred hours. " In the beginning I couldn't see out and could touch nothing but the control stick or yoke, but Dad told me how the instruments worked, so that's how I flew the airplane. My son , Dillon, has to do the same thing in the 195, but he flies looking out the side most of the time. I don't know how he's going to react when he's tall enough to actually see over the nose of an airplane."

In true Barron family fashion, Dillon got his first flight when he was 9 months old in a Cessna 170A. He was barely 1 when he made his first cross-country and has been to Oshkosh nine times. Proud grand­ dad John says at 4 years old Dillon could do everything in the airplane but taxi or land it. He gets a chance to fly a lot of airplanes but seems to like the Twin Beech best, as he claims he can see out of it better.

An airline family always has its ups and downs because it's almost inevitable that furloughs are going to happen, yet the bills have to be paid. In the Barron family, how­ ever, it could easily be said that the furloughs were the good periods, while flying the line was an interVINTAGE AIRPLANE

15

ruption in the various businesses they were building.

Mike says, "Dad had me rib­ stitching really young, and the first I remember was helping re-cover the surfaces on a T-6. Dad started rebuilding airplanes every min­ ute of his free time, and naturally, he put me to work. Among other things I'd be the guy holding the bucking bar down in the tail cone, which probably didn't help my hearing any."

The elder Barron worked in avi­ ation-parts businesses during fur­ lough periods, and Mike grew up learning not only how to craft pieces of metal into machines that fly, but also slowly that you don't have to go looking for a job because, if you're clever, you can invent one: the spirit of entrepre­ neurialism was alive and well in the Barron household.

"I was 13 or 14 when a family friend bought a 195, and I can't begin to tell you how much effect that airplane had on me," he re­ members. "I'd sometimes go down to the airport just to sit and look at it. I found out really early what an airplane is supposed to look and sound like."

It was some years before Mike was able to scratch that 195 itch, 16 DECEMBER 2005

and that's when the love for the air­ plane and his natural entrepreneur­ ial bend crossed.

"Even though I couldn't really afford it, I bought a project that had been in pieces for something like 20 years. It was up in Michigan, and it was a really short-notice deal, so I didn't have time to plan for it and get some help. In fact, my mom and I went up there and loaded it by ourselves. We worked most of the night, crashed in the lobby of the FBO at about two o'clock, and drove back to Missouri at four. It was a long day, but I had my 195."

That first airplane was a 300­ hp, 1948 model, but circumstances forced him to put it in storage for a while.

"Eventually, I sold that airplane to a customer and rebuilt it for him.

He wanted it polished, so we had to do a bunch of reskinning. Then, little by little, I found myself doing more and more 195 work."

Anyone who spends a good por­ tion of their days working on a specific type of old airplane gets to know that airplane really well and quickly realizes which parts are hard to find and which are, in some cases, nonexistent.

"As I'd be working on an air­ plane we'd find that some part just

wasn't available and the one we had was only good for a pattern, so we'd make a new one. In air­ planes like the 195, certain parts get used up a lot, like gearboxes and belly skins and wing ribs. Plus other parts, like the magnesium aileron hinges, corrode like crazy, and there is no replacement.

At some paint, when a restorer has to duplicate the same compo­ nent over and over, he is forced into tooling up like the original manufacturer to make sure the parts are true.

"We have jigs for every compo­ nent of the airplane, including the wings, fuselage, and tail. There are only a few parts of the airplane that we haven't tooled up for, and sev­ eral more parts and STCs are in the works to add to the PMA list."

It's that last part, the FAA PMA approval, that can often be harder than making the part itself.

"The first couple of times we went for STCs or 337s on some of our stuff it was like pulling teeth.

There was absolutely no con­ sistency. However, after you go through the same process with the same people enough times, it be­ comes almost, but not quite, rou­ tine. We know what they want before they ask, and that's the kind

of backup we give them.

"We started out mak­ ing easy parts, like interior trim pieces that go around the carpet, and the etched sill plate for the door, and the plastic overlays on the bottom of the instrument panel. Then we got into building structural parts, beginning with ribs. Now we even make things like a new milled 2024 replace­ ment for the magnesium aileron hinges.

"We're especially proud of the aluminum wheel­ pants we make. They are finished better than those that came out of the fac­ tory. We also duplicate the lower cowl pieces with the intake in them. And we got an STC to put oil drains in the intake tubes to make it easier to prevent 'hydraulicing' [hydraulic locking] the engines."

It's no secret that a significant number of 195s have suffered ground loop damage, and when they decide to go around, they gen­ erally do serious damage to the airplane, including yanking the gearbox out of the fuselage. This is a major deal and requires rebuild­ ing the entire lower, forward part of the fuselage . Because the Barrons had seen the same damage so many times, they designed a way to at least minimize the damage.

"We got an approval for a mod­ ification in which, among other things, we put an interior skin on that part of the airplane, which greatly stiffens it up. A lot of what we did was a theoretical improve­ ment until one of our custom­ ers did a dandy little ground loop in an airplane that was equipped with that mod and tested it for us.

We were really pleased when we saw that the damage was confined in such a way that we only had to do about half of the usual amount of repair."

Mike guesses there are about 550

195s flying and another 100 that are sitting in someone's hangar or barn collecting bird droppings. However, very few of those are the military version, the LC-126, and that, Mike decided, was what he wanted for his own airplane.

"I wanted an LC-126C not only because it's a sorta warbird, but for our business and lifestyle it would work much better than a regular 195. The big baggage compartment and extended passenger area would let us carry props and big parts to customers, and Dillon and I could get lots of camping gear in there."

LC-126s are an airplane that most of us know very little about, but Mike and John have become experts on it.

"During the Korean war period there were a total of 83 LC-126 air­ craft produced. Fifteen LC-126A models were purchased by the military in 1949 and delivered in 1950. Five LC-126B models were purchased in 195 I, and 63 LC­ 126C models were purchased in 1952. These airplanes were used for a large variety of workhorse duties and training. Each aircraft was delivered to the military with

Edo 3430 floats and skis in addition to the stan­ dard landing gear. The original skis supplied with the airplanes didn't have sufficient 'floata­ tion' for the 8-foot-deep snows encountered in the Arctic regions and had to be enlarged. liThe' A' models were very much standard Cessna 195 models with an emergency escape door, Single-side ex­ tended baggage compart­ ment, float attach kit, exterior steps and grab handles for Wing-top ac­ cess, specified radio gear, jettisoning main cabin door, auxiliary vertical seaplane fins, and aircraft lift rings. liThe 'B' model was the same ex­ cept for the addition of a heater cover over the top of the heater in the cabin, Goodyear crosswind gear, and radio equipment. liThe LC-126C models were the most modified of all with all of the previously mentioned items plus accommodations for single or dual stretcher installations, extended cabin/baggage area with a large cargo door. It had a dual light tail cone (white and yellow), parachute pack seats, and snap-on cushioned upholstery with snap-over seat cov­ ers. The auxiliary vertical fins were designed and added to the aircraft

by Cessna as part of the standard seaplane installation. Along with that came the lift rings, zinc chro­ mate primer inside and out, and the seaplane (escape) door on the left side of the fuselage. The aircraft worked well on floats, but was not a strong performer getting 'un-stuck' from the water. There is not enough aileron to 'walk' it out, so most com­ monly it's abruptly rotated at 50-60 mph, then accelerated in ground effect before climbing out. The air­ plane also has an extremely high rotation rate in a spin with floats, VINTAGE AIRPLANE

17

something I don't plan on trying.

"One of the really fun parts of taking this airplane to fly-ins is talking to guys who flew them for the Air Force. A lot of them oper­ ated in Alaska, where they landed on just about everything, and we'd hear stories about landing on rocky ridges, winding dirt roads, shore­ lines, and up to 8 feet of loose snow! They said they'd often sink up to 3 feet deep in loose snow and have to dig and pack ramps in front of the airplane to get it 'back on top for takeoff. "' "Their standard short-field land­ ing procedures were something else.

They'd slow to just above stall, con­ trol sink rate and angle with power, then prior to touchdown stand on the brakes and hold on! The air­ plane would hit in a tail-low atti­ tude and skid to a stop in about 100 feet! I used to do that regularly in a Helio, but I haven't tried it in a 195 and won't unless I have no choice."

A number of the airplanes were operated by the 10th Rescue Squad­ ron that became something of a legend during the 1950s.

"The 10th Rescue Squadron was sometimes referred to as the' 10th hu nting and fishing squadron' as they often provided recreational aircraft services for VIPs. But, there are lots of stories about Col. Allen's adventures of aircraft torture in the Aleutians. Like landing at sea with zero visibility by setting up a 50­ foot-per-minute descent and pull­ ing power when they started hitting wave tops, then waiting sometimes two to three days anchored in a rocking cockpit!

"They said they were always run­ ning out of interior space for stuff, so they routinely strapped the rest to the floats and the aircraft exterior.

They said it flew a little crooked at times, but was very acceptable. All of these men's affections and memo­ ries of this airplane are very strong."

The Barrons spent some time looking for a "C" model, and persis­ tence finally paid off.

"This aircraft served at Fort Rucker, at least in its last years, and then was 18

DEC E M B ER 2005

the Fort Rucker Fly­ ing Club plane until around 1962. When surplused, it went to Texas and was flown up until 1967 when it was disassembled. It was purchased by the late Thomas Henley (father of Mark and Al­ len Henley of the Aero­ Shell T-6 team fame).

They returned it to fly­ ing status in 1991, and I bought it from the brothers in 2002.

"Since then we have replaced some skins and airframe compo­ nents. We installed an engine with the cor­ rect 300-hp configu­ ration, replaced the prop, installed correct crosswind gear, then stripped, polished and painted the aircraft in the arctic-rescue scheme. This airplane was built as a tribute to the aircraft type as Dillon BalTOn cleans up the family Cessna LC-126C. well as to those who Like his father, Mike, and grandfather, John, he's been fl e w the min w hat bitten hard by the aviation bug. were truly wild parts of Alaska. I • Lift rings for cabin top plan to take this airplane to Alaska • Original split rear seat back in the future, if nothing else be­ . Stretcher and installation hard­ ware cause my son, Dillon, insists.

"The airplane is a 1952, LC­ • Original radios or faceplates 126C, serial number 7815, 300-hp • Edo 3430 float installation kit Jacobs R-755-A2 engine, Hamilton or kit and floats (damaged or ser­ Standard 2B20 propeller. It has the viceable) for patterning. Pictures original Goodyear crosswind gear, and data for reference. and we also have skis. I plan to • Many airframe parts, as he is put it on amphibiOUS floats, which building another from a stripped­ has never been done. I don't know out and damaged fuselage. which floats yet. That depends on It has been said that the fam­ who is most willing to work with ily that flies together stays to­ me on the STC." gether. However, when you have Mike says he's a long way from three generations of pilots in the satisfied with the airplane because same airplane, the pressure on fam­ there are still some original equip­ ily relationships can often become ment parts he hasn't been able to strained. After all, who gets to fly? locate. His shopping list includes: Since it's a given that young Dillon • Main cabin door jettison han­ is going to be sitting in one of the dle, pan, and hardware front seats, who gets the other one?

John or Mike? That's a good kind of • Yellow nav light lens family problem to have. .......

• Original floor mat for cabin

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DOUG STEWART

Wings program

Last month I ended my column with a statement that if we all made it a point to obtain frequent recur­ ren t training, we could certainly reduce the number of aviation acci­ dents. That statement came from a gut feeling, and to be honest, I had no numbers to back it up. But a week after completing that article, I seren­ dipitously got some numbers to fuel the fire for recurrent training.

Jack Keenan, the Boston FSDO Safety Program manager told me sta­ tistics had been released document­ ing that pilots who participated in the Wings program reduced their chances of having an aviation­ related accident by 98 percent. That is a rather Significant number. And it would certain ly seem like incredibly cheap insurance. (And in fact, insur­ ance underwriters have taken notice.

Some of them are now offering pre­ mium discounts to pilots who un­ dergo training within the program.)

However, I wouldn't be surprised if there are readers of this column who are unfamiliar with the Wings pro­ gram. And then there are others who, although familiar, prefer to forego it and just conduct a flight review every other year. So let's take a look at the Wings program, offiCially known as the FAA Pilot Proficiency Award Program.

To begin with, the Wings program is an FAA recurrent training program.

Its purpose is to "provide pilots with the opportunity to establish and par­ 20

D E CEMBER 2005

ticipate in a personal recurrent train­ ing program." There are 20 phases of the program. A set of wings and a certificate are awarded for the first 10 phases, and just a certificate for phases 11 through 20.

"All training requirements for each phase of the program must be com­ pleted within 12 months. After com­ pleting a phase of the program, pilots

".. . pilots who

participated in

the Wings

program reduced

their chances of

having an

aviation -related

accident by

98 percent."

may begin working on the require­ ments of the succeeding phase at any time; however, 12 months must pass between the date of completion of that phase and application for the

award for the next phase." (For com­ plete information, you can read the FAA's AC 61.91H.) Furthermore, com­ pleting a phase of the program will fulfill the requirements of a flight re­ view as mandated by FAR 61.56.

Let's look at what training is re­ quired to complete a phase of the program. A pilot must attend an FAA-sponsored or -sanctioned safety seminar or industry-conducted re­ current training program. (There are online seminars that will fulfill this requirement as well.) In addition to the safety seminar, a pilot must ob­ tain three hours of flight training, to include one hour each of maneuvers, takeoffs and landings, and instru­ ment training.

I have heard many pilots say: "Why should I get three hours of flight training when I can save a lot of money by just getting a biennial flight review (BFR) every other year, and that BFR will only be an hour of flight and an hour of ground?"

The vast majority of the pilots who think this way typically log less than 100 hours per year (and some barely log 10 hours in a year.) Back in the days when I was flying air taxi and operating under FAR Part 135, I had to undergo recurrent training every six months. And I was flying more than 1,000 hours a year. I always had a love/hate feeling about those checkrides. I never looked forward to them, because I knew I was going

to have to work hard, dealing with a vast variety of simulated emergen­ cies. But afterward I always felt grati­ fied that I had received the training, and I always felt that I was a better pilot as a result.

So I'll say it once again; a great rea­ son for participating in the Wings program is it's cheap insurance. Not the kind you pay a direct monetary premium for, but insurance against the possibility of an accident or inci­ dent that comes about as a result of less than sufficient recurrent train­ ing. I doubt that any of us go out to our airplane to fly with the thought, "Gee .. . I think I'll have an accident today!" But if we don't train for that eventuality, how will we ever be pre­ pared for it when it does happen?

Engines do quit. We occasionally do fly inadvertently into IMC condi­ tions. And every once in a while, the wind does kick up above fore­ cast velocities or vectors and we find ourselves facing a crosswind landing that exceeds our personal abilities. Receiving periodic train­ ing for these event u ali t ies (and so many more) will have us ready when they do occur.

I know that most private pilots do not fly the amount of hours that professional pilots fly. But if the pro­ fessional pilots (flying in passenger­ carrying operations) m ust undergo recurrent training every six months, how is there any way t hat a pilot who only flies from 10 to 100 hours per year will be able to rationalize only one hour of flight training every other year, as in a BFR? The Wings program is a wonder­ ful opportunity to practice not only those things you rarely, if ever, do, but also to learn some things you might never have practiced before.

Here is the basic syllabus I use for cli­ ents who come to me for the three hours of training for the program.

To begin with I try, if pOSSible, to schedule the training for one day, di­ vided into two sessions, each one­ and-one-half hours long. In each session we will spend one-half hour on each of the three areas of training

The Wings program IS a wonderful opportunity to practice not only those things you rarely, if ever, do, but also to learn some things you might never have practiced before.

(maneuvers, takeoffs and landings, and hood work). The second session we will build upon skills that were re­ viewed (or sometimes learned for the first time) in the first session.

For example, in the first sessions of maneuvers we will practice slow flight, steep turns, and basic power­ on and -off stalls and recoveries. In the second session we'll fly approach and departure stalls, cross-controlled stalls, "falling leaf" stalls, and if the client is up to it (and the airplane ap­ proved for it), spins. We might also include chandelles, lazy-eights, and wingovers as well.

In the realm of takeoffs and land­ ings, the first session will concentrate on normal and crosswind takeoffs and landings, short- and soft-field ones as well, and absolutely some go-arounds. (It has been my observa­ tion that many pilots rarely, if ever, practice go-a rounds. Yet there are so many accidents, some of them fatal, that come as a result of a botched go­

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around.) In the second session we'll kick it up a notch. I like to spend a lot of time practicing simulated power failures, all to a landing.

We might start by learning how much altitude we'll lose in a power­ off, gliding 270-degree turn. I typ­ ically do this over the runway and also see the results of turning both into and away from the wind. We'll then add the altitude lost to the field elevation, and simulate an engine failure on takeoff, make the turn back to the runway, and land.

Then after practicing some 180­ degree power-off landings, I like to practice a simulated engine failure from altitude (3,000 feet to 4,000 feet AGL at a minimum). This is flown to a landing, but not to just any land­ ing on the runway. Instead we en­ deavor to make it a spot landing over a 50-foot (imagined) obstacle. Oh, and did I mention that it also has to be a soft-field landing and we have to be stopped within 1,000 feet?

After all, how often will a pilot have a 5,OOO-foot by ISO-foot run­ way to glide to when the engine quits for real? More often than not, the only landing sight available might very well be a short, recently plowed field surrounded by trees and/or power lines. If we train to that eventuality, we will be so much better prepared to handle it, when the need arises.

What I do with my client for the hood-work depends on whether he or she is instrument-rated. The first session, regardless of rating, consists of basic attitude flying and recoveries from unusual attitudes. The second session for the VFR pilot typically consists of flying a nonprecision ap­ proach, as well as getting vectors to a straight-in landing, as if it were an ASR (approach surveillance radar) ap­ proach. For the IFR-rated pilot the second session is usually spent doing partial panel work.

I have yet to have a client finish a

Wings program training session with me not feeling as if that pilot has got­ ten a big bang for his or her buck.

My clients leave the training feeling more confident, knowing they are a bit more prepared for the eventuality of the yogurt creeping up over their eyeballs. Their insurance companies are happy to know that the risk level for them has gone down. And the skies have been made a bit safer for all of us.

Check with your local FBO or your FSDO's aviation safety inspector for the date of a local Wings program and get started. The Wings program is a win-win situation. I'll be taking my own Wings program training next month for yet another phase.

Won't you join me in the program?

Doug Stewart is the 2004 National CFI ofthe Year, a Master Instructor, and a DPE. He operates DSFI Inc. (www. dsflight.com), based at the Columbia County Airport (lBl). ....

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• 1960: Owned and operated charter service in Bessemer, AL • 1963: Appointed pilot position Governor's office • 1966: Employed by Air America as line captain flying (,45 Beechcraft • 2005: Still flying "Super Swift" or Poor Man 's P-51

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E.E. "BUCK" HILBERT

Tools WW-II brought about the im­ mediate need for production of war materials. Guns, airplanes, ships, tanks, you name it. We needed everything.

Coupled with this almost im­ mediate need were the drafting and enlisting of many of the men and women who manufactured the items, and the tools to make the items so desperately needed to carryon the war effort.

There wasn't time to bring a person into the shops and teach them all the finer points of the business, such as how to properly use tools to their advantage. There was no time for apprenticeships.

One of the things that puts man ahead of the animal is his ability to invent and to perfect tools to help him accomplish his goals­ the ability to see a problem and then devise a way to solve that problem .

The wheel didn't just happen.

It was invented to assist humans in transporting heavy objects from place to place. There have been many variations in how the wheel is used, but the basic inven­ tion was there, long ago provided by a long forgotten early man.

I was fortunate to be at the tail end of the apprentice world. I was put into a machine shop to learn the business. There was no way my family could ever send me off to college or pay my way through acting or journalism school. I was 24

DECEMBER 2005

to learn how to do things with my hands and my head.

The grizzled machinist who was to be my teacher was old to this kid; he was probably almost 30! He took me over to the tool crib and checked out a hacksaw, a file, and a square.

The grizzled machinist who was to be my teacher was old to this kid; he was probably almost 30!

Next was the raw-stock rack, and there he selected a chunk of steel, handed it to me, and ex­ plained that I was to cut and fin­ ish that chunk of steel into a per­ fect I-inch cube using only the tools and measuring square I had in hand.

Hah! Piece of cake, I thought! I was sure wrong.

The first thing I found out was that the hack saw wouldn't cut straight, or so I thought. After several attempts my mentor fi­ nally took time from his job to explain to me the right way to use that infernal tool.

Look at the edge. That edge is composed of a whole bunch of lit­ tle chisels. They are heat-treated to be harder than the material you want to cut.

Each time you push the saw across the material, those little chisels chip away some of the metal. When you pull it back, the chips are cleaned out and the little teeth or chisels are ready to take out some more metal on the next stroke, and I do mean stroke.

Push it hard and you'll make more work for yourself and prob­ ably, as you've found out, make the cut go awry. Why? Because some of the cuttings are now jammed in the spaces between the teeth, and they can't do their job. Another thing, there are sev­ eral different saw blades; some are 18 teeth to the inch, some are 24.

There are others, too, and the de­ signed use is for thinner materi­ als, heavy materials, soft or hard, as required for the job. Some for bar stock, some for tubing, some for plate, and others for alumi­ num and or brass or other alloys.

This was the beginning for me.

From that day on it was up to me to envis ion what the tool I was using was trying to do, and ap­ ply it to the job it was intended for. Sure, there were many times I was in a hurry, or wasn't really in th e mood, when I almost de­ liberately ruined the work or the tool, trying to do something that wasn't what it was designed fo r.

But the tool always won. It would disintegrate itself before it would give in.

The next thing my mentor did was watch me ply the file. Again he let me mess up the piece a cou­ ple of times before he stepped in and again became the teacher.

The file, much to my amaze­ ment, was much the same as the saw blade. It, too, was a flat plane with all the little chisels to do th e job of planing off excess metal and shaping the piece. Again, let the tool do the work. Just guide it, being careful to hold it square and draw it back across the work to cleanse the metal chips out of the teeth.

It took me all that first week to make the 1-inch cube. A whole week to really learn to measure and to use that hacksaw and file.

I didn't accomplish a thing for the corporation that first cou­ ple of weeks. I did accomplish something for myself, though . I learned one of the first and fore­ most basics: that the tool is there to work for you. Guide it and use it in a manner that allows the too l to do its job.

That whole concept helped me the rest of my life in many jobs.

Even learning how to fly.

How? Well, the airplane is built to fly. It already knows how. It is designed to fly. All I had to do was let it fly. Let it do the work, while I guided it to where I wanted to go and do what I wanted t o do with the least disturbance of its normal flight characteri stics.

It was that simple. All I had to do was learn the rest of the basics-he crosswind effects, the parameters of

14 Teeth Per Inch). for Softer Large I::leCtionaCORRECT

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its flight characteristics-and I was a pilot!

But back to the tools. I suppose the first real tool was the lever. How many types of levers can you visu­ alize? Watching kids h ave fun on a teeter-totter. The two-by-four lifting an object. The "crow" bar, pinch bar . .. boy there are a lot of uses for le­ vers. They are door hand les, screw­ drivers, foot pedals, you name it. Just about everything we touch, even the keys on this typewriter, are deriva­ tions of the lever.

The bigge st problem I have with people and t oo ls is when

they're not using them properly or not using the proper tool. The old axiom of "Get a bigger ham­ mer" comes into play when some­ one just can't understand and re­ alize that his white-knuckle grip isn't doing the job. If the job re­ sists your efforts, then stop! Stop and analyze the job. Think about it. What can I do? There must be an easier way. What tool do I re­ ally need?

Do I need some penetrating oil to loosen this nut? Am I going the right way with the torque? Will a little heat do the job, or maybe a breaker bar? Don't make the mistake of trad­ ing off your intelligence for brute strength. There has to be a way-you just need to find it.

We have all seen tool marks on machines and equipment. Here is a nice-looking, almost-new piece of equipment, and some guy has used a vise grip on a chrome­ plated piece. Man, that goes right through me. Use the proper tool.

If you don't have the proper tool, then go get one, or get someone who has it.

In doing our owner-assisted an­ nuals, the first time one of the owners comes into the shop, it is a constant struggle educating him or her in the use of the right tools.

No gas pump pliers, no butch­ ered-up screwdrivers, NO ham­ mers, and NO brute force .

We use replaceable bit screw­ drivers. We u se hand tools, not power screwdrivers and impact wrenches. We also take our time and do the job like it's supposed to be done . Parts are "fit" to­ gether, not forced into place, and we make every effort to keep a clean house . That doesn't apply to our language, though. Some­ times that is the only recourse we have when it comes to a stubborn situation. It helps to swear a little once in a while.

It's over to you, and there will be more of this if I hear you want it.

~"~

VINTAGE AIRPLANE

25

continued from page 2 fu el availability before departing, as the hours of operation and fuel status can vary from day to day. We expect to post a revised version of the list on www. vintageaircraft.org as a downloadable PDF before the next flying season begins in th e spring. We ask that only persons authorized to make changes to the listing, that is, airport managers, airport owners, etc., send in any re­ visions to the list. Send your revi­ sions to vintageaircraft@eaa.org, and please put "Grass Runways/Fuel" in the subject line of your e-mail......

MAJOR FLy-INS

200

6

u.s. Sport Aviation Expo (Rescheduled from October 2005)

Sebring Regional Airport, Sebring, Florida

January 12-15, 2006

www.sport-aviation-expo.com

Sun 'n Fun Fly-In Lakeland Linder Regional Airport (LAL), Lakeland, Florida

April 4-10, 2006

www.sun-n-fun.org EAA Southwest Regional-The Texas Fly-In Hondo Municipal Airport (HDO), Hondo, Texas

May 12-14, 2006

www.swrfi.org Golden West EAA Regional Fly-In Yuba County Airport (MYV) , Marysville, California

June 9-11, 2006

www.goldenwestflyin.org Rocky Mountain EAA Regional Fly-In Front Range Airport (FTG) , Watkins , Colorado

June 24-25, 2006

www.rmrfi.org

Th e followin g list of coming events is furnish ed to our readers as a mat­ ter of information only and do es not constitute approval, sponsorship, in­ volvement, control or direction of any event (fly-in, seminars, fly market, etc.) listed. To submit an event, send th e information via mail to: Vintage Air­ plan e, P.O. Box 3086, Oshkosh, WI 54903-3086. Or e-mail the information to: vintageaircraft@eaa.org. Information should be received four months prior to the event date.

MAY S-7-Burlington, NC­ Alamace County Airport (KBUY). VAA Chapter 3 Spring Fly-In. All Classes Welcome!

BBQ Fri Night, Acft Judging/ Banquet Sat Night. Info: Jim Wilson 843-753-7138 or eiwilson@homexpressway.net JUNE IS-IS-St. Louis, MO­ Dauster Flying Field, Creve Coeur Airport (1HO). American Waco Club Fly-In. Info: Phil Coulson 269-624-6490, rcoulson516@cs.com or Jerry Brown 317-422-9366, Ibrown4906@aol.com, www. americanwacoclub.com 26

DECEMBER 2005

Northwest EAA Fly-In Arlington Municipal Airport (AWO), Arlington , Wash ington

July 5-9,2006,2006

www.nweaa.org EAA AirVenture Oshkosh Wittman Regional Airport (OSH), Oshkosh, Wisconsin

July 24-July 30, 2006

www.airventure.org EAA Mid-Eastern Regional Fly-In Marion Municipal Airport (MNN) , Marion , Ohio

August 25-27, 2006

Virginia Regional EAA Fly-In Dinwiddie County Airport (PTB), Petersburg, Virginia

September 30-0ctober 1, 2006

www.vaeaa.org Copperstate Regional EAA Fly-In Casa Grande (Arizona) Municipal Airport (CGZ)

October 12-15, 2006

www.copperstate.org EAA Southeast Regional Fly-In Middleton Field Airport (GZH), Evergreen , Alabama

October 6-8, 2006

www.serfi.org U.S. Sport Aviation Expo Sebring Regional Airport, Sebring, Florida

October 26-28, 2006

www.sport-aviation-expo.com For details on EM Chapter fly-ins and other local aviation events, visit www.eaa.orgj events.

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Oshkosh, WI (EAA Headquarters)

Feb. 11-12

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Feb. 24-26

If you have a comment, ques­ tion, or wish to contact us regard­ ing the content of Vintage Airplane or the activities of the Vintage Air­ craft Association, you're invited to send us a letter via regular mail or e-mail. Send your letters to: Vintage Aircraft Association Attn: H.G. Frautschy, Editor P.O. Box 3086

Oshkosh WI 54903-3086

E-mail: vintageaircraft@eaa_org

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27

BY

H.G . FRAUTSCHY

THIS MONTH'S MYSTERY PLANE COMES TO US FROM THE EAA LIBRARY'S

GARNER P. "EMY" EMERSON COLLECTION. WE'VE GOT A NUMBER OF PHOTOS IN THAT ALBUM THAT MAKE GREAT MYSTERY PLANES. I LOOK FORWARD TO YOUR REPLIES .

THE AIRPLANE ITSELF IS PRETTY EASY TO IDENTIFY, BUT ITS MISSION IN THIS PARTICULAR INSTANCE SHOULD BE PART OF YOUR ANSWER.

Send your answer to EAA, Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your answer needs to be in no later than January 10 for inclusion in the March 2005 issue of Vintage Airplane.

You can also send your response via e-mail. Send your answer to mysteryplane@eaa.org. Be sure to include your name, city, and state in the body of your note, and put U(Month) Mystery Plane" in the subject line.

S EPTEMBER ' S

MY S TER Y ANSW E R The September Mystery Plane, also from the Emerson Collection, brought forth a few letters . Here's our first: The subject Mystery Plane is the quite remarkable Aerial Ser足 vice Mercury Sr. , which was built in 1924-25 by the Aerial Service Corp. of Hammondsport, New York, for the 1925 Post Office De足 partment competition for mail planes. Only the one (c/n IS, num足 bered retroactively) was built, but it was purchased by the Post Of足 fice Department and used as a mail plane until about 1928, according to the sources cited below. It had

28

DECEMBE R 2005

Something to 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). VAA 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 EAA. 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

CUSTOM PRINTED T-SHIRTS for your flying club, flight shop, museum. Free samples. Call 1-800-645-7739 or 1­ 828-654-9711

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the early registration (or identi­ fication) [40]. The engine was a 400-hp Liberty 12.

Aerial Service Corp. was also related to the Aerial Engineering Corp. of Hammondsport. Aer­ ial Service was reorganized and renamed Mercury Aircraft Inc. in 1929 and remained in Ham­ mondsport.

References: McRae, Jack, Billman, Owen and Strnad, Frank, American Airman, Vol. 4, Nos. 2 & 3, February and March 1961. This is a brief history of the companies and their products (two photos of the Mercury Sr.).

Warner engines. Two 165s, one fresh O.H., one low time on Fairchild 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.

For Sale - 1939 Spartan Executive, 3500TT, 10 SMOH. 214-354-6418, www.lpjetservices.com Flying wires available. 1994 pricing.

Visit www.flyingwires.com or call 800-517-9278.

A&P loA.: Annual, 100 hr. inspections.

Wayne Forshey 740-472-1481

Ohio - statewide.

WANTED: Taylorcraft BC-12D left wing.

785-437-6078, odredger@kansas.net

Shrader, WeIman A., Fifty Years of Flight: A Chronicle of the Aviation Industry in America 1903-1953, pub­ lished privately in 1953 by Eaton Manufacturing Co. of Cleveland, Ohio. (One photo of the Mercury Sf. on page 31.)

Aerofiles.com reports on the firm's products, but does not have a photo of the Mercury Sr. John Oack) Erickson State College, Pennsylvania

WANTED-Metal wheel pants, Cessna 120-140-170-& early 180s. Must be near perfect as they will be polished.

Will pay a premium. Will pay a finder's fee. Dean Richardson (608) 310-6107 or (608) 877-8485 Airplane T-Shirts

150 Different Airplanes Available

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800-322-241 2 AND RECEIVE t 2 ISSUES

OF VINTAGE AIRCRAFT

ALONG WITH OTHER GREAT BENEFITS

Other correct answers were re­ ceived from Wayne Van Valken­ burgh and Tom Lymburn, Princeton, Minnesota. ......

VINTAGE AIRPLANE

29

OSHKOSH

be there!

......~_..... Ladies VAA Long Sleeve Denim Shirt This shirt is a must for every wardrobe. It looks great in the boardroom and wears perfectly in the hangar. Made of 100% Cotton with detailed embroidered logo on the back.

V11183 SM LG V11184 MD XL

Copper Logo Corduroy Hats Denim Fanny Pack

V05118 $10.99 Fanny pack (use belt loops) or shoulder purse, this bag is just right for a casual, fun day at the hangar. Embossed VAA logo and airplanes on a front pocket give it style. Aprox size 8 x 8 inches.

30

DECEMBER 2005

For a distinctive VAA caps will stand out in the crowd . The VAA logo is displayed beautifully in copper on your favorite color. Also available with brass logo.

Navy V03518 Forest Green V03519 Burgundy V03520

Pudgle little C,,"stmas Bear In ,&t~ a'kiMiw'1 with presents celebrates this Bear in Plane 4- w x 3- h

Biplane Pins Accent any outfit with one or more stylish biplane pins. Available in silver or gold tone. Pins have 1 inch wing span Gold V02845 $11.99 Silver V02844 $11.99

Denim Tote V00250 $1 This washable denim tote will in handy. Use it for nmr.eries.(:harm& of dothes or any travel essential.

For any occasion or just for fun, prox. 14x19 serve up a batch of delicious cook足 ies. Kit includes aviation shaped cutters and recipes which are packaged up from the cookie ter people from Clark Ltd.

Ann Clark Ltd. Cookie Cutter Baking Kit V04677 $13.95

Travel Mug

V03496 $9.99 Copper and black create a striking mug for "on the go" flyers. A real class act for enjoy足 ing your favorite refreshment.

Marble Coffee Mug

V40240 $5.95 110z marblized dark blue mug is such a clas足 sic that you will want a set of four or maybe six. VAA logo in gold tone.

Amelia Earhart Doll

V04735 $19.95

Ready for aviation history, this

doll representing Amelia Earhart

is delightful in an outfit designed

for flight. She comes with book足

let of facts on Amelia Earhart's

historical feats. Stands 12" ta ~

and a stand .

E AIRPLANE

31

Membershi~ Services VINTAGE

AIRCRAFT

ENJOY THE MANY BENEFITS OF EAA AND ASSOCIATION THE EAA VINTAGE AIRCRAFT ASSOCIATION

Directory

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

OFFICERS President Geoff Robi so n

15 2 1 E. MacG regor Dr. New Haven, IN 46774 260-493 -4 724 cliie(70 25@aol .com

Vice-President George Daubner 2448 Lough Lan e Hartford, WI 53027 262-6 73 -5 885 vaa{1yboy@msll.com

Secretary Steve Nesse

Treasurer Charles W. Harri s

2009 Highland Ave. Albert Lea, M N 56007 507-373-16 74 stlles@desk'lledia.com

721 5 East 46th Sl. Tulsa, OK 7414 7 918-622-8400

cwh@hv5u.com

DIRECTORS Jeannie Hill

Steve Bender 85 Bru sh I·JiIl Road Sh erborn , MA 01770 508-65:1-7557

1'.0, Box 328 Harvard, IL 60033-0328 815-943-7205

sst / O@com ca sl.1Iet

dillghao@owc.tlet

David Benn C'1t 1'. 0, Box 1188 Rosevill e, CA 95678 9 16-645-8370

Espi e "Butch" Joy<.-e 704 N . Regional Rd, Greensboro, NC 27409 336-668-3650

outiquer@il1reacll .com

wi"dsock@aoi. com

John Berendt

Steve Krog 1002 Hea th er In. Hartford, WI 53027 262-966-7 627

7645 Echo Point Rd .

Cann on Fall s, M N 55 009 507-263 -2414 11ljlJfcl lld@rcolln ect. coI1l

sskrog@aol _com

Dave Clark 635 Vestal Lane Plainfield, IN 46168 3 17-839-4500

Robert D. "Bob" Lumley 1265 South 124th SI. Brookfield, WI 53005 262-782-2633

davecpd(g);ques l.I,el

IU1nper@execpc.com

John S, Copel and I A Deaco n Street Northborough , MA 01 53 2 508-393-4775 copelll mll @jullo.com

Gene Morris 5936 Steve Court Roanoke, TX 76262 817-491-9110

Phil Coulson 2841 5 Springbroo k Dr. Lawton, MI 49065 269 -624-6490 reo ulsollS 1 f)(tPCS .C01l1

Da le A. Gustafson

genemorris@Cilarter.ll et

Dea n Richardson 1429 Kings Lynn Rd Stoughton, WI 535 89 608-8 77 -84 85 dar@apriiaire.cuUl

7724 Shady Hills Dr. Indianapolis, IN 46278 3 17-293-4430

S.H. "Wes" Schmid 2359 Lefeber Avenue Wauwatosa, WI 5321 3 414-771-1 545

da/cfaye@m sll. com

s11schmid@mi/wpc.coI1l

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E..E.. " Buck" Hilbert P.O. Bo x 424 Union, IL 60180 815-923-45 91

C RCHA @'>cilarter.llet

b7ac@m (. llet

Ge ne Chase

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6 16-678-50 12

Phone (920) 426-4800

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

Current EAA members may join the International Aerobatic Club, Inc. Divi­ sion and receive SPORT AEROBATICS magaZine for an additional $45 per year.

EAA Membership, SPORT AEROBAT­ ICS magazine and one year membership in the lAC Div ision is available for $55 per year (SPORT AVIATION magazin e not included). (Add $15 for Foreign Postage.)

EAA SPORT PILOT Current EAA members may add EAA SPORT PILOT magazine for an additional $20 per year.

EAA Membership and EAA SPORT PILOT magaZine is available for $40 per year (SPORT AVIATION magazine not in­ cluded). (Add $16 for Foreign Postage_)

VINTAGE AIRCRAFT ASSOCIATION Current EAA memb ers may join tbe Vintage Aircraft Association and receive VINTAGE AIRPLANE magaZine for an ad­ ditional $36 per year_ EAA Membership, VINTAGE AIRPLANE magaZine and one year membership in the EAA Vintage Aircraft Association is available for $46 per year (SPORT AVIATION magazine not in­ cluded). (Add $7 for Foreign Postage.)

WARBIRDS Current EAA members may jOin the EAA Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year.

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Membership dues to EAA and its divisions are not tax deductible as charitable contributions Copyright ©2005 by Ihe EM Vintage Aircraft Association All rights reserved, VINTAGE AIRPLANE (USPS 062-750: ISSN 0091-6943) is published and owned exclusively by lhe EM Vinlage Aircraft Association of the Experimenlal Aircraft Association and is published monthly at EM Aviation Center. 3000 Poberezny Rd. , PO Box 3086, Oshkosh, Wisconsin 54903·3086, e-mail: vintageaircraft@eaa.org. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POST· MASTER: Send address changes to Vintage Airplane, PO Box 3086, Oshkosh, WI 54903-3086, PM 40032445 Return undeliverable Canadian addresses 10 World Distribution Services, Station A, PO Box 54, Windsor, ON N9A 6J5, e-mail: cpcretums@Wdsmail.com, FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTIS­ ING - 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.

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32

DECEMBER 2005

ave

â&#x20AC;˘

mbers SAVE HUNDREDS, EVEN THOUSANDS OF DOLLARS on your next vehicle purchase.

"Great Program! I bought a Ford at a great price , no sales games. Keep up the good work EM! L.B.

EM Member, Florida