VA-Vol-34-No-2-Feb-2006 by EAA Vintage Aircraft Association

G VO L. 34, No. 2

2006

RUA

C ON TENTS 1

St raight and Level

by Geoff Robiso n

VAA News

Aeromail

A Silver Eagle

A biography of E.M. "Matty" Laird

by Robert G. Elli ott and Ed Escallon

VAA Hall of Fame

200S Inductee Rich ard W. Knutson

by H.G. Frautsch y

Perfecting Perfection:

Tony Smith 's Ultimate Jungmeister

by Budd Davisson

An Annual Gathering of Howards at Hayward, Wisconsin

The beasts visit the Northwoods

by Sparky Barnes Sargent

2005 Tulsa Fly-In

September 16-1 7, 200S

by Ch arlie Ha rris

Pass It to Buck

More tooling a round

by Buck Hilbert

The Vintage Instru ctor

Isn 't thi s fun ?

by Doug Stewart

Mystery Plane by H.G. Frautschy

Calendar

Classified Ads

COVERS FRONT COVER: The Bucker Jungmeister has long been acknowledged as one of the premier aerobatic aircraft of all time. Englishman Tony Smith has restored this example, finished in the disconcerting markings of a pre-WW·II German "flying club ." EAA photo by Jim Koepnick, EAA photo plane flown by Bruce Moore. BACK COVER: Santos-Dumont: The Beginning of Everything is the title of this oil painting by accom plished Brazilian artist Mauro Jose de Godoy Moreira. Santos-Dumont is considered by his country man to be the father of modern aviation, and his accompl ishments in both lighter-than-air ba lloons and dirigibles, as well as his work with the heavier-than-air 14bis and Demoiselle airplanes are honored by aviators and historians world wide. Entries for the 2006 EM Sport Aviation Art Competition are being accepted . Visit www. airventuremuseum.orgj artj, call the EAA Museum office at 92()' 426-6880, or e·mail EAAArtComp@eaa.org for information regarding this year's event.

STAFF

EAA Publisher EAA Editor-in-Chief Executive Director/Editor Administrative Assistant Managing Ed itor News Editor Photography Advertising Coordinator Editorial Assistant 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 Representa tives: Northeast: Allen Murra y Phone 609·265- 1666, FAX 609·265-166 1 e·mail : tlJ/elmll"rny(alllill'/sprillg.com Southeast: Chester Baumgartner Phone 727-573-0586, FAX 727-556-01 77 e-mail; cb(wlIllI I®lIillcisprillg.col1l Central: Todd Reese Phone 800·444·9932, FAX 81 6·741 ·6458 e·mail: lodd"" pc·mag.wm Mountain &. Paci fic Keith Knowlt on &. Associates Phone 770-51 6-2743, e-mail: kkllowlrol1@-'t'atl.org

GEOFF ROBISON PRESIDENT, VINTAGE AIRCRAFT ASSOCIATION

To the past and to the future

By now you have all had the opportunity to read and enjoy the January Vintage magazine. I am excited about what the added content has done for this truly wonderful publication. Kudos to H.G. and all involved. As good as I think this publication is, it re mains critically important that we all appreciate the challenges be fore us to continue this initiative and step forward to spoon-feed the EAA Vintage movement with inter esting ideas and technical articles to make it even better. Be assured that your Vintage Aircraft Associa tion greatly appreciates whatever efforts the membership may pro vide to this important initiative. More than a dozen of my good friends and I were privileged to attend the 3rd Annual Wright Memorial Dinner at Oshkosh on December 17th for the celebration of the 102nd anniversary of flight. With well more than 200 avia tion enthusiasts in attendance, we were all enthralled with the pre sentation made by Scott Cross field that evening. I had completely forgotten that Scott was previously charged with the responsibility of evaluating the flight characteristics of the EAA 2003 Wright Flyer and then instructing the carefully selected pilots in how to fly the machine as reproduced by Ken Hyde and his able staff at The Wright Expe EAA AIRVENTURE OSHKOSH

rience (www.wrightexperience.com). I, and my friends, I'm sure, had prepared ourselves to hear about Scott's long and exciting career as a test pilot and his experiences in flying the North American X IS with NACA/NASA's hypersonic flight program from the 1960s. Be assured, there was not a hint of disappointment amongst all of these friends when Scott began telling his tales about the challenges he took on in engag ing himself in this once -in- a lifetime opportunity. I personally will never forget sitting on that hill at Kitty Hawk, North Caro lina, on that rainy and cold De cember day in 2003, awaiting the rollout of the 2003 Wright FLyer. And then watching it fly for a mi crosecond in time and then flop into that mud-covered field at the base of the Wright Brothers National Memoria l monument. As disappointing as that sounds, you really had to be there to feel the excitement in the air among the many thousands of aviation enthusiasts in attendance . Yes, everyone was a little disap pOinted, but for a myriad of rea sons. The conditions existing on that day were far from ideal for a more successful end to such a momentous event. Remember, the Wrights got to pick their day; we didn't! Listening to Scott this past December only reminded us of the

excitement of that day in 2003, and the emotion of that moment came rushing back to my mind. Then, to hear Scott explain in great detail the challenges he and the team of pilots faced in prep aration for that event over two years ago proved to be not only entertaining, but also fundamen tal to understanding the real chal lenges they faced that cold and rainy December day in 2003. Scott showed the audience a number of video clips that were shot during their training, and one of them of particular interest showed the venerable test pilot at the controls of the 1902 Wright Glider being towed by a van . When the aircraft suddenly pitched forward, it struck the ground with such force that Scott was physically pitched out of the front of the machine into the grass and on his back side. Now, Scott was 82 years old when this happened, and it was amazing to watch him jump right up, dust himself off, and then immediately begin to assess the damage to the glider. Now, I got to tell you, this old boy took a real tumble. Most guys his age would have taken an ambulance ride over an incident that severe. What's yo ur secre t , Scott? You must be still enjoying yo ur Cheerios or Wheaties each and every morncontinued on page 38

2006, THE WORLD'S GREATEST AVIATION CELEBRATION-JULY 24-30

VAA IS ABOUT PARTICIPATION: BE A MEMBER! BE A VOLUNTEER! BE THERE!

VINTAGE AIRPLANE

CALLING ALL WAYPOINTS Get noticed on the EAA AirVenture website

Every year, many facilities pro vide special offers to EAA mem bers on their flights to and from EAA AirVenture Oshkosh. We col lect listings of these valuable of fers and place them together on the EAA AirVenture website as a convenience to those planning a flight to the World's Greatest Avia tion Celebration . If you'd like your facility to be among the waypoints , FBOs, and others listed on the EAA AirVen ture website, please send us your information, including name of business, airport, phone number, e-mail address, and any special of fers you'd like to announce. Send to webmaster@eaa.org, and then watch for it on www.airventure.org. EAA AIRVENTURE RIDESHARE

Looking for a ride, or have a spare right seat for Oshkosh? Visit

www.airventure.org/rideshare. CUTTING MEDICAL CERTIFICATE BACKLOG

Pilots would see improved re sponse times to their medical certification and special-issuance applications if the FAA adopts EAA proposed policy and process changes. In a letter and supporting documents delivered to the FAA in December, EAA President Tom Po berezny recommended solutions to the backlog of applications for aeromedical certification. Delays in processing such applications, partic ularly speCial-issuance paperwork, continue to be a vexing problem for the FAA and the pilot community. Poberezny's letter to Nick Saba tini, FAA associate administrator of regulations and certification, cites conclusions developed by EAA's Aeromedical Council. The Council is made up of EAA members who are 2

FEBRUARY 2006

. Q:

Sport Pilot Q&A

I am flying with a special issuance of my third class medical under Title 14 of the CFRs, Section 67.401. I desire to transi tion to sport pilot status. What is required of me to do this?

Your transition is simple! Simply let your FAA medical certificate expire, at which time you automatically switch to sport pilot op erations using your valid U.S. state driver'S license in lieu of the medical certificate. Remember that you need to restrict yourself to exer Cising only sport pilot privileges and limitations while using your driver' s license in lieu of a medical certificate, and you are allowed to fly only air craft that fit within the definition of a light-sport aircraft (LSA). You also need to continue to keep your flight review current.

For more information about operating an aircraft that qualifies as an LSA, please visit www.sportpilot.org/faq. active aeromedical examiners and volunteer their time to advise and as sist on medical issues affecting pilots. "These highly qualified individu als, who are well recognized within the aeromedical field, have the ex pertise and experience to address the issues and develop practical recommendations and solutions," Poberezny said. Poberezny noted that, during EAA AirVenture Oshkosh 200S last July, the medical-certification backlog was the most commonly mentioned topic by pilots during the annual Meet the Administrator session. Po berezny commended the FAA for re sponding to EAA members' appeal for action by making a good-faith effort to address the backlog. "We applaud the work the FAA has done, but its current effort is not sustainable," Poberezny said. "The agency addressed the backlog by redoubling its efforts-in other words, working longer and harder. With no additional resources or re lief on the horizon for FAA, we believe it must adopt reforms to create a more efficient medical certification system." The EAA Aeromedical Council reviewed numerous potential solu

tions addressing all phases of the process, including enhancing the quality of data input, minimizing or eliminating delays in the mul tiple steps in the certification path way, reducing the input burden to the [FAA's] Aerospace Medical Cer tification Division through the del egation of authority to aeromedical examiners [AMEs], and pursuing other measures. EAA cites a survey that indicates 94 percent of AMEs are willing to take on additional training and re sponSibility to address the problem. "The EAA Aeromedical Coun cil has done outstanding work in outlining the current situation and providing solutions. Enacting the Council's recommendations will streamline the processing of medi cal applications without compro mising air safety." EAA SPORT AIR WORKSHOPS TO DEBUT IN DETROIT

EAA SportAir Workshops are coming to the Michigan Institute of Aviation and Technology in Detroit on April 22-23. EAA SportAir Workshops provide all the training that will launch you on the most satisfying and reward

ing adventure of your life: building your own aircraft. Workshops for this location include Introduction to Aircraft Building; Composite Construction; Sheet Metal Basics; Fabric Covering; and Electrical Sys tems and Avionics. "Holding our workshop program at a location like the Michigan Insti tute of Aviation and Technology is a real benefit for EAA members," said Charlie Becker, director of SportAir Workshops. "They get to learn the ba sic homebuilding skills in a first-class environment so their entire focus can be on the hands-on training." If you have any questions, or to get the full 2006 schedule, call 800-967 5746 toll-free or visit www.sportair.org.

you need to make a correction, go to www.faa.gov/licensesJertificates/

aircrafCcertification/a ircrafCregistry/ change_of-address/ and follow the change-of-address procedures. Also inspect the" Aircraft De scription" information. Look for the "Status" in the right column. If it says "Valid," then your records are okay-the information was ver

ified within the last three years. If the entry says "In question" or "Undel Tri*," then yo u need to call the FAA registry office at 866 762-9434 or visit www.faa.gov/ Iicen ses_certificates/a i rcrafccerti

fication/aircrafCregistry/contacC aircrafCcertification to determine what you need to do. continued on page 39

Prefer Grass Runways? Here's some help.

UPDATE AIRCRAFT REGISTRATION INFORMATION DEADLINE WAS FEBRUARY 1 Even though the deadline has passed, just in case you've missed it, you should immedi ately ensure that your aircraft's registration record is accurate and reflects the correct name and current address. As EAA reported in early Decem ber, the FAA announced on Decem ber 9 that it is asking aircraft owners to check their registration records online to ensure the accuracy of the information. The FAA and TSA be lieve it is in the interests of national security and aviation safety to en sure that only properly registered aircraft operate within the National Airspace System (NAS). The vast ma jority of aircraft owners are up to date, but aircraft owners whose air craft registration information may be inaccurate have until February 1 to correct it or face FAA action. To view your information, do the following: Go to the aircraft N number search page at http://registry.(aa. gov/aircraftinquiry/NNum_inquiry.asp and enter your N number (without the N) in the search block . When the information appears, first look at the second section containing "Registered Owner" information to ensure all information is correct. If

As an EAA member (an important part of your VAA membership), you can use the EAA Flight Planner to chart your trip. Just click on the EAA Flight Planner link on the left side of the home pages at www.eaa.orgor www. vintageaircraft. org.

As an added bonus, we have a handy list of airports in the United that have grass runways and fuel service, compiled by VAA member Kris Kor tokrax. First published in 2004, the list has been reviewed and updated this winter by Kris, and is organized alphabetically and by sectional chart. Kris also includes airports that have grass and paved surfaces. The list is available as a PDF download at www.vintageaircraft.org. Kris flies a variety of old biplanes that are more pleasant to fly when flown from grass strips, and he and his buddies from Shelbyville, Illi nois, do their best to keep the old biplanes happy (and keep tire wear to a minimum) by flying cross-country from grass strip to grass strip. Finding fuel facilities can be a challenge these days, and Kris has dis tilled this airport information to be useful for like-minded grass-runway preferring pilots. This data was current as of the beginning of the year, but we suggest you call ahead to confirm fuel availability and hours of operation. If you have any changes or additions, drop us an e-mail at vintageaircraft@eaa.org and we'll forward it to Kris.

Our thanks to Kris for sharing his list with the membership. Let us know if you find it useful! VINTAGE AIRPLANE

Friends of the Red Barn Campaign

Many services are provided to vintage aircraft en thusiasts at EAA AirVentu re Oshkosh. From parking airplanes to feeding people at the Tall Pines Cafe and Red Barn, more than 400 volunteers do it all. Some may ask, "If vol unteers are providing the services, where is the expense?" Glad you asked. The scooters for the flightline crew need repair and batteries, and the Red Barn needs paint, new windowsills, updated wiring, and other sundry repairs, plus we love to care for our volunteers with spec ial recognition caps and a pizza party. The list really cou ld go on and on, but no matter how many expenses we can point out, the need remains constant. The Friends of the Red Barn fund helps pay for the VAA expenses at EAA AirVenture, and is a cru cial part of the Vintage Aircraft Association budget. Please help the VAA and our 400-plus dedicated volunteers make this an unforgettable experience for our many EAA AirVenture guests. We've made it even more fun to give this year, with more giving levels to fit each person's budget, and more interesting activi ties for donors to be a part of. Thank-You Items by Level

Name Listed: Vintage, Web & Sign at Red Barn

Donor Appreciation Certificate

Diamond , $1,000

Access to Volunteer Center

Special FORB Badge

Your contribution now really does make a differ ence. There are six levels of gifts and gift recognition . Thank you for whatever you can do. Here are some of the many activities the Friends of the Red Barn fund underwrites: • Red Barn Information Desk Supplies

• Participant Plaques and Supplies • Toni's Red Carpet Express Repairs and Radios • Caps for VAA Volunteers • Pizza Party for VAA Volunteers • Flightline Parking Scooters and Supplies • Breakfast for Past Grand Champions • Volunteer Booth Administrative Supplies • Membership Booth Administrative Supplies • Signs Throughout the Vintage Area • Red Barn and Other Buildings' Maintenance • And More!

Two Passes to VAA Volunteer Party

Special FORB Cap

Breakfast at Tall Pines Cafe

Tri-Motor Ride Certificate

Two Tickets to VAA Picnic

Close Auto Parking

2 People/ Full Wk

2 Tickets

Full Week

2 Days

Platinum, $750

2 People/Full Wk

2 Tickets

Gold, $500

1 Person/Full Wk

1 Ticket

Silver, $250

Bronze. $100

Loyal Supporter, $99 & Under

VAA Friends of the Red Barn Name_ __ _ __ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ _ ___EAA #_ _ _ _ _ VAA #_ _ _ __ Address_____________________ ________________________ City/State/Zip_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ __ _ _ _ _ _ _ _ __ Ph o ne _ __ _ __ _ _ _ _ _ _ _ __ __ _ ___E-Ma il_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ Please choose your level of participation: __ Diamond Level Gift - $1,000.00 __ Silver Level Gift - $250.00 __ Platinum Level Gift - $750.00 __ Bronze Level Gift - $100.00 __ Loyal Supporter Gift - ($99.00 or under) Your Support $ _ _ _ Gold Level Gift - $500.00 D Payment Enclosed (Make checks payable to Vintage Aircraft Assoc.) o Please Charge my credit card (below) Mail your contribution to: Credit Card Number _____________ Expiration Date _ __ Signature___________________

EAA, VINTAGE AIRCRAFT ASSOC. PO Box 3086 OSHKOSH, WI 54903·3086

*Do you or your spouse work for a matching gift company? If so, this gift may qualify for '--_ _ _ _ _ _ _ _ _ _ _ _ _----l a matching donation. Please ask your Human Resources department for the appropriate form.

Nam e of Co m pa n y -:-:-;---:--_ _----;:-:--;---:-:---;-_ ____;_~--;__:::_;;__;:_;;_:;_;;_____;____,;_;_;__:::_:_____:__;____,_:__:

The Vintage Aircraft Associatiun is a non-profit educational organization LInder IRS SOlc3 rules. Under Federal Law, the deduction from Federal Income tax (or charitable contributions is limited to tile amount by which any money (and tile value o( any property other thml money) contributed exceeds tile vallie o(the goods or services provided ill exchange (or the contriblltion. An appropriate receipt acknowledging ),ollr gift will be sent to YOll (or IRS gift reporting reasons.

FEBRUARY 2006

After reading about the Lockheed Altair/ Orion in this month's Vintage, I just had to dig out two slides that I took of that very air plane at the Mantz fa cility in California back in May 23, 1968. It car ried Reg. No. NC12222, sin 180. Occasionally I would learn that it was sold at auction to someone in New Hampshire, where it stayed in storage for quite some time, and then was eventually sold to Swissair, and fi nally after a beautiful restoration was put on display at the transpor tation museum in Lucerne. In October 1991, I had the good fortune to be invited to speak on Charles A. Lindbergh, in Lucerne, Switzerland, at the 41st Interline Sales Marketing Conference. As soon as I had some free time I visited the transportation museum there, and low and behold, there was that very Lockheed again, all done up in bright red. It had been restored to flying condition, and flown, and was just gorgeous. So I am enclosing both the slides and a couple of prints taken at Lucerne. Perhaps the mem bers would like to see these pictures. Ev Cassagneres

Cheshire, Connecticut

SEND YOUR COMMENTS AND QUESTIONS TO:

VAA,

LETTERS TO THE EDITOR

P.O. Box 3086

WI 54903-3086

OSHKOSH

OR YOU CAN E-MAIL THEM TO: VINTAGEAIRCRAFT@EAA.ORG

IT'S A SWALLOW! In the last Reminiscing With Big Nick story Uanuary 2006], you asked, "What is it?" on page 9. Well, as I am a connoisseur of Swallow airplanes, I picked right up on this one. It is the near to the last Swallow built on the 1927 model airframe. The 1927 model Swallows (ATC 21,50, and 51) were assigned serial numbers 801 and on. They were first advertised in No vember 1926 and built through 1930. No Swallow production list has been discovered, but I have gleaned the old registration lists and recorded most of them. The highest serial number found is 1042, NC430N, built in Feb ruary 1930 and powered by a Wright ]-6-7. It was built under Group 2 Ap proval, 2-186. 10283 caught my eye on the list by having Swallow serial number 1-R. I obtained its record from the FAA to see if I could determine what model it was. The record shows that it is a standard Hisso-powered Swal low (like ATC 50), but in place of the USA 27 airfoil, the Clark Y was used. This photo of 10283 is the only one that I have seen. It shows that it is definitely a Swallow. There appears to be a little "customizing." The landing gear legs are covered and the radiator header tank has been moved from the upper front of the engine cowl to the firewall, like the OX-5. 10283 was registered to Bruce E. Raymond, Hammond, Indiana, Jan uary 1930. It was never certified and always registered with an "ID" num ber. On 10 March 1938 it was sold to W.D. Balser, also of Hammond. The ID number was canceled on April I, 1939, when W.D . Balser did not re new the registration. Maybe some reader will remem ber Bruce Raymond or W.D. Balser and know the fate of this Swallow. Regards,

Walt House, VAA Member

Curator, Kansas Aviation Museum

Wichita, Kansas ......

VINTAGE AIRPLANE

A biography of

E.M. "Matty" Laird By

ROBERT

ELLIOTT

AND ED ESCALLON

September of 1910, a 14-year-old lad of Scottish descent stood with a crowd of other curious spec tators overlooking the Grant Park area of Chicago. Soon Walter Brookins, an early Wright brothers-trained civilian pilot, took to the air in a Wright Flyer, giv ing the Windy City its first aeroplane demonstration. Intently watching the flight, Emil Matthew "Matty" Laird tried to take in every motion and sensation of the biplane as it roared slowly across the city's skyline. The flight ended, but its impact would profoundly affect Chicago. From the early pioneering develop ments of its local citizens through both historic air meets and aircraft that were built there, Chicago became a hub for the growing airline industry of this nation. Among those who would bring lasting contributions to the aviation industry was young Matty Laird, who decided on that September day to fol low in the footsteps of the Wright brothers and Brookins. For someone of his age, back ground, and resources, it wasn't an easy path to follow. Matty'S father had

Matty Laird sat for Robert Elliott in his home at , on 20, 1976. He had been sorting through files, making a selection of his photo graphs to be used in the illustration of this article. Behind, on a mobile stand, is his old engine from the Baby Biplane.

passed away in 1909, and to support his mother, two younger brothers, and a sister, Matty had gone to work in the First National Bank of Chi cago as an office boy. Consequently, his formal education had terminated with the eighth grade. Based on a few pictures available and his vivid memory of that flight he had witnessed, he made a model of Brookins' Wright Flyer. Through a slow series of methodical progres sions, he was able to achieve a sta ble flight from a hand launch with a smooth glide to a landing. Fortunately for aspiring enthusi asts, Chicago soon blossomed with aviation activity. Businessmen such as Charles Dickinson of Dickinson Seed Co. and Harold McCormick of

farm implement fame backed the for mation of the Aero Club of Illinois. The Aero Club served to concentrate interest and efforts in developing flying machines. Octave Chanute became its first preSident. The en thusiastic secretary, Harold Robbins, secured the services of Bill Stout (later of Ford Tri-Motor fame) to fa ther the Illinois Model Aero Club. Here, young people like Matty were encouraged to learn and compete in aeronautical endeavors. One of the Aero Club activities was sponsorship of the Great Chicago Air Meet of 1911. Aviators were attracted from throughout the United States and Europe to compete for more than one hundred thousand dollars in prizes. The air meet was a great suc-

Reprinted from Vintage Airplane July 1976 6

FEBRUARY 2006

Using a ramp for the launch, it wasn't long before he was making brief flights down the Chicago streets . .. much to the distress of the nearby school principal .. . who couldn't get his students back into class following these demonstrations.

Matty, on the left, prepares to launch a rubber band-powered model airplane while his friend looks on.

Glenn Martin, Max Lillie, DeUoyd Thompson, Katherine Stinson (the first of the Stinson family to learn to fly), Chance Vought, Ole Flottorp (the propeller manufacturer), Charles Day, Matty and his model Aero Club friends Buck Weaver, Charles Arens, Young Matty's mind was fonning the shape of things to come while watching a and later arrivals Otto Timm and Ed Wright Flyer Model B give Chicago its first look at man in the air. die Stinson, as well as many others. Consequently, with activity every where on the field, as well as com petitive events such as the Air Meet of 1911, a challenging environment developed, which proved to be most perfect for the course Matty had cho sen to follow. '"cr :5 Not all of the creations coming ~ out of Cicero were successful. Some ;:;; were monstrosities ... like the Um brella Plane, which hopped about like a kangaroo , attempting to be come airborne. Then there was Pop Keller's Multiplane, nicknamed The Golden Stairs to Heaven, which structurally collapsed early in its at tempted takeoff run, leaving Vene tian blind-like sections strewn about. In this early stage of aviation devel cess, with several world records estab moment possible, trying to learn ev opment, however, credit is due to all lished and well more than 200 hours erything he could from the participat who stuck with it. Their efforts en ing aviators and their aeroplanes. riched the base from which success of total air time logged. The air meet also served to high Chicago'S first airport, Cicero Field, ful ideas could be drawn. light the successes that early pilots was also sponsored by the Aero Club. Through model work and knowl were having with their aeroplanes. Cicero included a core of people who edge gained from his contemporaries, Young Matty was among those view would later become leaders in the in Matty'S aeronautical knowledge pro ers of this activity during every dustry, including Lincoln Beachey, gressed rapidly. In short order his efVI NTAGE AI RPLANE

COURTESY E.M. "MAny" LAIRD

The Baby Biplane lifts off the ground with Matty at the controls. This was his first version of this Baby Biplane, with the squared-off wingtips. The third version of the Baby Biplane. Outer wingtips and stabilizer surfaces were now curved. In addition, near where his hand is rest ing was the bolted coupling that allowed the fuselage to be divided for shipment in crates to various exhibition sites.

forts began to show real promise, as he began to win the model competi tions. Even in the bank, his designs didn't go unnoticed. An embarrass ing incident of a rise-off-the-ground model airplane launched in the lobby and landed upstairs near one of the corporate officers. This model flight netted him cash orders for 20 more, to be used as Christmas presents, rather than disciplinary action. When Matty felt he'd gathered suf ficient knowledge from his models to know what was involved in manned flight, he set about building a glider to be mounted about his bicycle. Using a ramp for the launch, he was soon making brief flights down the Chi cago streets ... much to the distress of the nearby school principal ... who couldn't get his students back into class following these demonstrations. By late 1912, Matty had begun con struction of a powered monoplane. He located a 12-hp Franklin automo bile engine that had been converted for aircraft service by AI Hofer. (AI later became one of Chance Vogt's expert assistants.) With little to offer AI, ex cept the promise of an aspiring young man, Matty negotiated the purchase of the engine, without the assistance previously offered by the Aero Club's Charles Dickinson. The cost of a flying lesson was out of the question, so Matty set out to teach himself to fly in the diminutive monoplane. His first lessons involved the use of the rudder control. Previ ous experience in bobsledding had 8

FEBRUARY 2006

taught him reverse reac tions to what was required in a normally rigged flying machine. After a series of ground runs, Matty finally decided the time had come for a flight. He released the blip switch on the engine, and the small craft acceler ated smartly. When things Matty seated proudly in the cockpit of his Baby Bi began to feel right, Matty, plane. Note the oil tank he mounted directly above having little idea of the the engine, allowing controlled amounts of oil to sensitivity required, hauled be fed into the engine, thus helping to prevent ex back on the wheel abruptly cessive oil from flooding the upper cylinder areas and was surprised when and fouling the spark plugs. the little monoplane leaped

into the air. With the end of the field, had been doubtful as to the 12-hp and the power lines, coming up fast, monoplane'S ability to fly were quite he wisely avoided attempting a turn, surprised when the performance of but his subsequent over-control on the Baby Biplane exceeded many of touchdown ended the flight some their own aeroplanes with three times what unceremoniously as the flying the power. As a mark of excellence even by today's standards, this craft's machine went over on its back.

In later flights Matty taught himself weight, when empty, was only 375 the basics of controlling the aircraft pounds. Its outstanding performance by its attitude and the use-duration of was a foreteller of things to come with the later Laird Baby Biplanes ... named the engine blip switch. Toward the end of the season Matty Solution and Super Solution! lent the monoplane to a friend, who Matty flew the Baby Biplane in made the same mistake with the rud Chicago air meets, and his aeronau der control as Matty had initially. tical capabilities attracted enough ac Substantial damage was caused by claim to draw him into the field of the ground loop that ended this last exhibition flying . Peachey's booking agent set him up for his first engage flight, and the winter months follow ment at Sebring, Ohio, on Septem ing found Matty and his friends re building the salvaged parts into a new ber 6, 1915. This exhibition was to aeroplane called the Baby Biplane, a pay him more than he would make slab-sided, simple-looking craft whose working at the First National Bank for lines belied its excellent efficiency. several months, so he took a leave to Those more experienced fliers who make the flying date. /

The famous Anzani-powered Boneshaker. This early exhibition plane proved most successful and permitted Matty to build a respected name for himseH through his exhibition flights.

ceeded by a larger two-place biplane design called the Boneshaker, intended pri marily for exhibition aer obatics. A notable feature was the automatic massage that occupants received from the Anzani radial en gine. Performance was out standing, however, and it was in this craft that Matty Interior of early construction area showing Matty's instructed the first loop-the shipping crates for the Baby Biplane, stacked in loop in the United States. the right comer. Matty lent the Bone Matty was on that leave of absence shaker to Katherine Stinson for the until the day he died. first tour of an aeroplane inJapan and Flying engagements soon took China, and his creation became an in Matty and his friend-mechanic Weaver ternational thriller overnight. all over the Central and Rocky Moun Success followed Matty from one tain states. Aerial photography, night engagement to another, as his fame flying with flares on the aeroplane, as a youthful aviator was broadcast loop-the-loops . .. all soon became a by the newspapers of the day. Head standard part of his repertoire. lines featured him as liThe Fearless The Baby Biplane was modified Scotch Aviator." three times in successive years, with Tragedy struck in San Antonio, small improvements added to the Texas, during March 1917. Matty wing design and engine's systems. was test-flying a tractor biplane Wal Interestingly, this ship was built to ter Brock had designed for Katherine be disassembled into sections that Stinson. The aircraft went into a spin could be packed into shipping crates that became flat. Spin recovery tech for railroad shipment between exhi niques were just being developed at bition sites. This design was among the time, and flat spins are not within the first to be offered in plans for the normal controllability of aircraft. homebuilders through Popular Me Matty was unab le to regain control chanics magazine and others, making and the plane spun down to a crash, Matty one of the early people to pick seriously injuring him. Upon his release from the hospital up the EAA theme. Basic information packages, followed by more detailed in San Antonio some months later, plans, were sold, just as many of to Matty filled a few exhibition dates day's designs are marketed. with Boneshaker, which had just re In 1916, the Baby Biplane was suc turned from the Orient following

Stinson's tour. Soon after these flights the government placed a ban on all ci vilian flying due to the United States' involvement in World War I. Matty returned then to Chicago to enter St. Luke's Hospital for further corrective surgery to correct deficiencies result ing from the San Antonio crash. After his release from this second hospitalization, Matty concentrated his efforts to build the Model S Sport Plane he had designed in 1916 after the close of his exhibition tour. He sold several of them, including one to Bill Burke, a Buick-Franklin dea ler from Oklahoma. Burke was so pleased with the aeroplane that he talked his friend Jake Mollendick, an oilman from Wichita, Kansas, into offering a finan cial arrangement in order to establish manufacturing facilities in Wichita. The offer was attractive to Matty, so he packed up and moved, bring ing his younger brother Charley and Walter Weber with him. Both Charley and Walter were employed in the pro duction of the Model S. At Wichita, Matty set up the first aircraft manufacturing concern in the United States, devoted solely to non military production. He began fabri cation of the first three-place design introduced in this country, the Laird Swallow. The E.M. Laird Co.'s efforts literally opened the door for the huge aircraft manufacturing complex that later developed at Wichita. It is difficult to place in proper per spective the obstacles encountered in the Swallow's production. Special ized aircraft material was not availVINTAGE AIRPLANE

The laird Swallow that was flown by Shorty Schroeder on a nationwide tour for the Underwriters laboratories in 1921 to promote the regis tration of aircraft. This laird was the first registered aircraft in the United States.

able in that locality, and aircraft building talents were hardly commonplace among the local citizens. Matty'S new factory was described as being the largest west of Buffalo, New York. His initial facil ity consisted of space ob

tained within both a grain grader and a wheat show building. To highlight the new company, a Model S was placed on display in the Forum Mu nicipal Building during the annual wheat show. A laird Model S was displayed in the lobby of the During this initial growth period wheat forum in Chicago, to call attention to the there were several personnel transi aircraft manufacturing activity of the laird Co. tions. Burke returned to Oklahoma to take charge of his automobile agency. Weaver was hired as a demonstration pilot. Then, during the summer of 1921 when Matty and Weaver had taken a couple of Swallows out to the West Coast on a promotional tour, Walter Beech was engaged as a dem onstration pilot. Additionally, Lloyd and Waverly Stearman became em ployed in the Swallow production. Business had become a little slow in 1921 due to the post-war recession, but the E.M. Laird Co. continued to keep its fine prod uct in front of the public. This was accomplished with laird Whirlwind: three-place, open-cockpit, Wright Whirlwind J5 220-hp engine. the help of the enth usiastic and co operative newspapers in that region, and such pro jects as the nationwide tour Shorty Schroeder completed for the Underwriters Laboratories, flying a Laird Swallow. This particular ship had been marked with the registra '"~ tion letters N-ABCB to prom ote the aJ ~ idea of registering aircraft. Thus the ~ Laird Swallow became the first regis ~ tered airplane in the country. ;: Many interesting historical devel ~ opments occurred during the pro 5 duction of the 43 Swallows built. The ____ ______ __________ Clem Whitten beck standing beside his restored laird Junior Speedwing NXl0537 company trademark was a diamond at Tampa, Florida, in 1947. His laird was just one registration number less than with L-A-I-R-D across the upper edge the laird Solution. Matty flew the original version of this plane during the Naand P-L-A-N-E-S across the bottom, if)

~~~~~~

tional Air Races of 1930 in Chicago at Curtiss-Reynolds Airport. 10

FEBRUARY 2006

~~u

continlled on page 36

20<D5

IINDUG:TEE

By H.G. Like a lot of young people, Richard "Doc" Knutson was fascinated with aviation and started building model airplanes at a young age. He was born in Cuba City, Wisconsin, in 1924, and, as a child, jumped at any oppor tunity to get to an airport to see the real thing. After World War II came the schooling needed to make a living as a chiropractor, but as soon as his professional and family life with his wife, Grace, allowed, he learned to fly. The city of Lodi, where he lived, had no airport, so he took flying lessons in Baraboo, Wisconsin, starting in June 1953. Lloyd Bell instructed Doc in a Cessna 140. With his private pilot certificate in hand, he bought his first airplane, 12

FEBRUARY 2006

FRAUTSCHY

an Aeronca 11AC Scout. Next came a Stinson 108-2, a straight tail Cessna 172, and on up through the popu lar airplanes of the 1950s and '60s. A couple of sons came along as well, Dan and Paul. Years of building model airplanes had created an interest in restoring the real thing. The first project was a J-3 Cub he located at the now closed Rainbow Airport in Franklin, Wiscon sin. It was 1967, and although the fabric was weak, the Cub was ferri able. The purchase price was $500. Doc had a two-story garage behind his office in Lodi where he worked on the J-3, and he was able to sneak out between patients and get things done during office hours. Since it was

his first project, Doc's enthusiasm was high. He had the aircraft flying again in only five months, although there were times he would have to peel fab ric cement off his hands before tak ing care of the next patient! Satisfied with his results, he started restoring an Aeronca 7AC Champ next, and he never stopped after that. Over the years, Doc and his son Dan have re stored 22 airplanes. Even at age 81 he remains active and can be found in the hangar, turn ing wrenches, mixing butyrate dope, or doing whatever else needs to be done. In addition to nearly two-dozen aircraft restorations, Doc has restored about a dozen antique automobiles and built countless model airplanes.

Doc (far right) and a pair of other Lodi, Wisconsin, pilots started the

If it flew, he was interested. These are just a pair of the many radio-controlled model airplanes Doc Knutson bui~

Lodi Lakeland airport in 1956. It remains in operation today, a pretty grass field nestled in the softly rolling hills just northeast of town. Doc has used the local airport to give rides to as many local folks as he could over the years. Long before the days of the Young Eagtes program, Doc made sure every youth within three counties got an airplane ride. He was an active member of the Civil Air Patrol until the squadron was disbanded. In addition, he was an Air Scout Leader. ~-------------.

Right: A dapper young Richard Knutson. Below: Collage of airplane photos. Many of the airplanes Doc has restored. For most of the restoration projects, his son Dan assisted him. Doc has been a judge for Contemporary aircraft at EAA AirVenture, since the category was estab足 lished in 1993, and a judge at the Annual Sentimental Journey at the former Piper factory in Lock Haven, Pennsylvania.

Another fabric-covered Piper is attended to by the local Lodi, Wisconsin, chiropractor, Doc Knutson. Known around the world within the Cub Club as one of the experts on the restora足 tion of fabric-covered Pipers, Doc still takes time to answer the occasional letter or phone call asking him for restoration advice.

VINTAGE AIRPLANE

Perfectin

Perfection:

Tony Smith's Ultimate Jungmeister Budd Davisson Photos Jim Koepnick

wasn't trying to restore it to orig inal condition," says Tony Smith in his delightfully English accent. "I'd already done that a number of times to a number of different Buckers. Airplanes are meant to be flown, and as I found out from my first, very original Jungmeister, even the perfect air

plane, the Jungmeister, isn't perfect. So, when I re

stored this one, I improved those things I'd found to

be less than perfect."

Tony is talking about the Bucker Jungmeister (pro

nounced young-my-ster; in English: young master)

Bu-133 he'd flown down from his winter home on

the Leeward Air Ranch in Ocala to the 200S Sun 'n

Fun Fly-In, in Lakeland, Florida. He's a self-proclaimed

"long range snowbird" in that he winters at his place

on the Air Ranch but calls North Yorkshire, England,

home. So, yes, his commute to his away-from-the

snow refuge is longer than most. His route to the per

fect Jungmeister is also longer than most.

Jungmeisters, in general, are a rare and highly sought

after breed. Few, however, have such a long and won

derfully circuitous gestation. This particular one began

with plastic model airplanes, which evolved into a busi

ness, gave birth to the likes of Mustangs and Spitfires,

and finally began to shape itself from a pile of refuse

glimpsed in the dingy gloom of a west Texas hangar.

Tony Smith is well known in the United Kingdom

partially because of the air show displays he has given

FEBRUARY 2006

in everything from his Spitfire (since replaced with a Mustang) to his first and very original Jungmeister. liThe Jungmeister is such a predictable snapping air plane that I would land, yank it off into a snap roll, and land again. I did over a thousand snap rolls prepar ing for that one." One of the secrets to the Jungmeister's snap roll, and part of its original 1934 design, is its rather unortho dox (for a biplane) wing rigging. Where most biplanes have the top wing set up with a higher angle of inci

dence than the bottom wing so the top one stalls first, which forces the nose down in a stall, the Jungmeis足 ter is exactly the opposite. The top wing actually has a slightly negative angle of incidence, while the bottom wing is at zero. This contributes to the legendary abil足 ity of the Jungmeister to easily stop a snap roll any足 where the pilot wants, with a minimum of fuss. This is decidedly different than most other aerobatic air足 planes, which require finesse, practice, and sometimes just a little luck.

The Olympic rings logo highlights the history of the Biicker during the turbulent times prior to WWII, when aerobatics were part of the 1936 Munich summer games.

Where the two-seat Jungmann was designed to teach neophytes how to fly, the Jungmeister was designed specifically to let them explore the absolute limits of 1930s aerobatic flight. Champions around the world chose the Jungmeister as their mount. Tony's a Welshman, and proud of it, and came VIN T AGE A IRPLANE

into aviation initially, as many do, through model airplanes. However, his first real exposure to airplanes was anything but typical: joining the Royal Air Force (RAF) at 18, he became part of a special quick response safety team. lilt was our job to parachute into an area needing instantaneous re sponse, specifically crash sites or lost nukes. We were moved all over the world, but I spent much of my time in the Middle and Far East, moving from base to base as the job required." Tony spent seven years in the RAF. After that his passion for building plastic (polystyrene, actu ally) models led into his developing a plastic packaging business that consumed his life until 1985. "I had always wanted to learn to fly, but the time and money just wasn't available. I was married in '69, had two girls, Katy and Saman tha, and a boy, Jeremy, and just couldn't fit flying in." When he finally did start flying, he went at it with something much more extreme than a mere vengeance. liMy first airplane was a 90-hp Super Cub, but in '87 I got my first of four Jungmanns. It was a CASA with the Tigre engine, which I have always thought was much misun derstood and underrated." He underscored his faith in the Tigre engine when he flew a Jung mann from Darwin, Australia, to England. And no, that's not a typo.

"I had a big fuel tank installed in the front seat, putting me 200 pounds over gross on takeoff. The longest over-water leg was 600 miles, and this was before GPSs. Using a compass only, I was only 15 miles off course when I made landfall. liThe biggest problem of the trip was the politiCS and paperwork. The trip took 12 flying days, but I was gone a total of 21, with the rest be ing consumed filling out forms and seeking permission to fly through foreign airspace." Over the years, Tony quickly became something of a Bucker scavenger because, among other things, he enjoys working on the airplanes himself. "I'm never happier than when paddling around in buckets of bu tyrate dope. Because of that, the air planes are never off my mind, and I'm always looking for parts. At that time, a large percentage of the ex isting CASA Jungmann parts were owned by Marcus Bates, in Odessa, Texas, and it was while visiting him, looking for an engine, that the sec ond Jungmeister got its start. /I Prior to that time Tony had ac quired a nearly 100 percent original ex-Swiss air force Bucker-built Jung meister and loved it dearly. Even so , there were things about the airplane that he felt could be im proved upon, but he wasn't going to modify such an original airplane. He had too much respect for history to do that.

He'd always wanted to build the "ultimate" Jungmeister, and when standing in Marcus Bates' hangar in Texas, sifting through piles of parts, his dream took some serious steps toward reality. Although Marcus was selling primarily Jungmann parts, while I was digging through his piles of 'stuff,' I'd periodically run into a Jungmeister part. When I started looking closely, it became obvi ..r':"-;;~__ ous that between what he had f!e-~iS_~" and what else I knew was avail able, I had the makings for a com pleteJungmeister airframe with one exception, the basic fuselage." Lacking at least a rusted fuse lage for a pattern has stopped many restoration projects in their tracks, but Tony had a way around something as minor as a missing fu selage. Years ago, when a Jungmeis Short and a bit stubby, but oh so, well-mannered , the Biicker Jungmeister has ter crashed in the United Kingdom, been renowned for years for its amazing aerobatic qualities. Englishmen Tony master craftsman Mark Jefferies Smith has chosen to paint his Jungmeister in the nationalistic markings of a pre built a fuselage jig using drawings WWII Gennan flying club. acquired from Texan Frank Price 16 FEBRUARY 2006

The unusual control stick of the Jung meister is center stage in the pilot's cockpit. The lightweight, multi-tube German construction of the Biicker is also exposed to those who are privi leged to fly the biplane.

(why do Texans figure so promi nently in the history of German bi planes?). England's sport aviation certifying organization, the PFA, was heavily involved in that proj ect and, in fact, granted permission for six fuselages to be built. The im portant part of this tale is that Mark Jefferies is a friend of Tony's, and there was at least one fuselage avail able. Problem solved. Sort of. "I collected as many of the bits and pieces as I could from Marcus and found I had original wings, landing gear, instrument panel, and tail, along with many other ancil lary pieces. Also, Bitz in Germany had a wide selection of parts, most of which were new. The bushels of miscellaneous as semblies and broken wood were taken to Tony's shop in England. "When we examined the wings closely, it became obvious that , while the fittings were all reusable, most of the wood was not." For those who haven't seen a Bucker taken apart, everything about both the wings and the fuselage liter ally screams "light, which also trans lates as "fragile." There are dozens and dozens of tiny tubes and sticks of wood that are easily broken and prone to environmental damage. II

Tony Smith dons his face mask with microphone before heading off on another en joyable flight with his Jungmeister. Tightly fitted control surfaces and, in the case of the rud der, a gap seal contribute to the well-balanced feel of the Jungmeister's controls.

Below: Wheel covers for air planes have been given a va riety of names, but in this case, "wheel spats" cer tainly seems to fit the char acter of the Biicker.

"In the end, we built all new spars, ribs, and rebuilt the ailerons. Ev erything else, however, including the alumi num tip bows, was ab solutely salvageable." When viewing an air plane such as a Jung meister and intending to fly it as often as pos sible, it's easy to see why Tony wanted to make a few modifications. 1934 systems are not known for either their reliability or their suitability in today's operat ing environments. "The brakes, for instance, were terrible and would barely stop you at the gas pumps. We also installed a Christen wobble pump that in cludes a quick drain and the ability to switch from a normal fuel tank pickup to the flop tube for aero batic flight. It's a very nice unit. "Since I was planning on flying

the airplane fairly hard in aerobatics, weight was something we really paid attention to, which is why I got rid of the battery. It was just too heavy. At the same time, we installed an auxil iary power plug for the starter. "We also converted the old re serve fuel tank to hold smoke oil and installed a really good smoke system. After all, you can't have an air show airplane that doesn't make lots of smoke." One of the areas Tony felt really VINTAGE AIRPLAN E

needed improvement was the en gine. The original seven-cylinder, 160-hp Siemens was a fine-running engine, but it was extremely lim ited in its ability to pump the ponies out, and things got quiet quickly when the nose came up and the speed went away. Here again, Texan Frank Price came to the rescue. (Tex ans can't have an underpowered air plane. It's against state law.) In the '60s and '70s Frank Price was a larger-than-life air show fig ure who always left the crowd shaking its collective head over his snap roll on takeoff in his 260-hp, Lycoming-powered Jungmeister clone. However, prior to the Ly comi ng/Bucker, Price flew a 185 hp, Warner-powered Great Lakes, and the Warner was only slightly larger than the Siemens in the Bucker, something that didn't es cape Tony Smith's notice. "I located a 185-hp Warner Super Scarab that had only 50 hours since a major overhaul. I put an Ellison throttle body on it that suppos edly brings the power up to 200 hp. Since then I've put 200 hours on it. Everything about it works great. The oil system doesn't even flicker when I roll upside down, which I do a lot. After all, fun comes first." According to Tony, when cov ering a Bucker, it's important to keep the general fragile nature of the airframe in mind because over taut fabric can actually crush it or bend it out of shape. He used Ce 18

FEBRUARY 2006

conite that is only pulled up semi taut with the iron before doping. The rest of the tightening is done by medium-tautening dope. "The paint scheme is that of a pre-war, civilian flying club, al though obviously we had to use a U.K. 'G' number rather than a Ger man 'D.' I didn't have to re-register it here because the FAA is very good about foreign registered airplanes in the U.S. that are being operated by foreign owners. Their feeling is that, if it's okay in the U.K., then it's okay here." The paint used was nothing ex otic. Just two-part automotive ure thane with a little plasticizer mixed in. It looks terrific, but it should be remembered that the airplane wasn't built to be a showpiece. It was meant to be flown hard. Tony's goal of performance and lots of fly ing would be hampered by excess weight, and paint is where most airplanes pick up lots of unneces sary weight. He clearly knows that pounds left on the ground are the same as free horsepower. The airplane was restored in the United Kingdom and promptly shipped to Florida, where the fly ing weather is more fitting to an open-cockpit airplane. Even so, it will eventually return to England, where Tony has established a flying museum, The Real Aeroplane Com pany (RAC), built around some of his own airplanes as well as those of friends. His website, www.realaero.

com, is the portal to a truly impres sive endeavor. Tony, who is an aviation addict of the highest order, established RAC on his airstrip that's located on the site of the World War II Breighton bomber base near Selby. It was to be a haven for pilots and enthusiasts who felt stifled trying to engage in their own brand of aeronautical fun on "normal" airports. The site has grown to its current eight hangars and more than 40 flying machines ranging from Hurricanes, Spitfires, Mustangs, and the like to a wide range of antiques, including the ac tual Percival Mew Gull that Alex Henshaw used to set many records in 1939. It's also worth noting that Tony's L-39 was the first certified in western Europe and that he and the airplane played a starring role in the opening scenes in the James Bond film Tomorrow Never Dies. So what does a person who owns such exotics as a Mustang and Per cival Mew Gull buy next? Inasmuch as he has owned six Buckers, we're willing to bet the Bucker bug bites again. After all, now that he has the ultimate Jungmeister, he has to own an ultimate Jungmann just so he can share the world of the Bucker with those not so blessed. Will he ever sell his ultimate Jungmeister? His comment, when asked, was, "This is definitely an airplane for a lifetime." We'll take that as a "no." ......

An Annual

Gathering of Howards

at Hayward,

Wistonsin

The beasts visit the Northwoods BY SPARKY BARNES SARG ENT

"They're beautiful, they're husky and strong, they sound great, and you can put everything but the kitchen sink in them!" quips Ellen Rippon with warm admira tion and not a moment's hesitation when asked what she likes about Howard DGAs, including the one that she and her husband, Ron, own. Laughing with a knowing smile, Barbara Moore adds, 'They're exciting and they're muscle machines!" This is the type of contagious enthu siasm that you'll find prevalent among members of the Howard Aircraft Foundation at their annual gathering in Hayward, Wisconsin, just before EAA AirVenture. The group's membership is sprinkled throughout 49 states, with Howard owners located in 40 states. Al though their membership is relatively small compared to other type clubs, with 147 members and only 47 fly ing airplanes (plus a few projects), the group easily com mands a presence whenever you happen to see them on the flightline. And when you behold a handful or more of these robust Howard DGAs-whether on the ground or flying by-you won't be likely to soon forget the sight of Ben Howard's great flying machines, or the sound of their throaty 4S0-hp Pratt & Whitney radial engines.

The Gathering This past summer, 10 Howard DGAs thundered over Northwest Wisconsin and descended upon the Cable Union Airport (3CU), adjacent to the Telemark Lodge, for a weekend of flying and socializing. This gathering was the Howard club's third annual event for Howard aircraft owners and enthusiasts. The number of How ard aircraft in attendance varies from year to year;

Ed Moore, president of the Howard Aircraft Founda tion, recalls that their first gathering was held in Au gust 2003 at Sawyer County Airport (HYR) in Hayward, Wisconsin. Eight Howards and about three dozen peo ple attended that year, and the numbers doubled in 2004, when the gathering was moved just a few miles away to the Cable Union Airport (both airports are on the Green Bay sectional, with 100LL available). In 2005, the number of aircraft was down a bit, but it was a successful and enjoyable gathering nonetheless. Thirty-eight members, along with well more than a dozen guests, began arriving on Friday afternoon. After a hearty dinner and bunking down for the night in the rustic lodge at the Telemark Lodge (which also has suites and 'condo miniums available), Saturday morning dawned a bit over cast, but fine enough for flying excursions to neighboring Sawyer County Airport, where ground transportation was provided to the Lund family's waterfront lake house and private seaplane base for the afternoon.

The Lund Family The Lund family plays a primary role in this gather ing; in fact, it was Al Lund who, after conferring with some of the other members, decided to hold this annual Howard gathering the weekend prior to EAA AirVen ture. That way, the two events would dovetail nicely, with pilots flying on to Oshkosh on Monday, following a relaxing weekend with their comrades in Hayward. "My feeling is there is no way that this fly-in would be one-tenth as successful if it were not for the Lund family, " Moore proclaims, a sentiment felt by other VINTAGE AIRPLANE

Leroy and Peggy Peterson arrive at Cable Union Airport in their ex-military Model 15P.

Brian and Debbie Longwill in their Model 15p, wearing its U.S. Navy military colors as it did in its fonner life as a GH-3.

Paul Bjornstad flies his Howard near Cable Union Airport in Wisconsin.

The Howard water taxis to the open lake waters for takeoff. Dale appears to be explaining the proper pitch attitude used during a water takeoff to his passenger.

members as well. Lund's sons, Jim, Dan, and Tom, cheerfully helped provide ground transportation from the airport to the lake shore, where Al and his wife, Lois, graciously welcomed Howard owners and their guests to enjoy delicious hand-prepared refreshments by the water's edge. But that 's not all-this past summer Lund gener足 ously provided the opportunity for folks to enjoy the rare experience of flying in his float-equipped twin Beech, while another member, Dale Walker, was hap足 pily hopping rides in his Howard DGA, also on floats. Saturday was capped off with the annual pig roast at Lund's hangar, back at the airport in Hayward. Lund enjoys having these folks gather at his home and hangar, explaining that the weekend is "for Howard own足 ers and enthusiasts, whether they have flying aircraft or projects, and whether they come by Howard, or another type of airplane, or drive," adding that he "expects that the event will continue as long as the Howard owners want to do it. The group also plans to have some regional fly-ins around the country, and right now we're planning one for West Yellowstone in September 2006."

It isn't too often you'll have the opportunity to see a Howard on floats, but Dale Walker was giving buddy rides in his during the Hayward gathering.

Joe Dudley's big, beautiful yellow Howard.

Paul BJornstad'. Howard used to live In ""'1.

Joe Dudley checks the oil level in his Howard DGA.

AI Lund and his family generously hosted the annual Howard gathering for an af足 ternoon of fun and refreshments at their lakefront home.

Jim Lund logged more than 170 hours on NC53386 during the past year.

Where there are Howards, you're sure to find Barbara and Ed Moore.

Lund, who first learned to fly in 1949, is himself quite an ad足 mirer of the Howard DGA, having bo ught his first one in 1968. "I al足 ways liked the airplane because I loved the way it looked. It's tough足 looking and massive! And of course, it's a good short-field airplane, a tremendous climber, and it's fast and comfortable." Today, he owns three airworthy Howards and one long-term project. And at least two of his children have acquired his affinity for flying-his daughter, Kristen, is a pilot, and his son Jim V I NTAGE A I RPLANE

Paul Bjornstad's 1944 ex·military Howard (GH·2) was the am· bulance version (with the multipurpose door).

has recently discovered the joy of flying one of his fa ther's Howards.

Pleasures and Challenges Dale Walker's Howard taxis into AI Lund's quiet and private cove.

Ron and Ellen Rippon's handsome Howard DGA touches down at Cable Union Airport.

One of AI Lund's three Howards-this one is a civilian Model 15P.

Jim Lund has been flying for only three years, but in the past year, he's logged 170 hours' flight time in NCS3386, a 1943 ex-military Howard DGA-1SP. He welcomed the transition from flying a Super Cub and a Husky to flying the larger Howard, and wears a con stant smile on his face when he talks about it. "Our fly ing partner and mechanic, Doug Erby, checked me out in the Howard on a grass strip here in Wisconsin, and we went around a bunch of times until I was comfort able with it. I felt confident when I soloed; it's a good, solid airplane, and I wasn't going to hurt it. The most challenging part of flying a Howard is the landings; I make wheel landings because I feel it's easier on the airplane, and I can grease it in and very seldom get a bounce out of it. I've flown around Minnesota and Wisconsin in it so far and made one trip out to Aspen, Colorado, last fall." He heartily endorses not only the airplane, but the Howard Aircraft Foundation as well, and encourages others to "join, and get to know these people and network with them to learn more about the airplane and the available resources." Paul Bjornstad of Tennessee echoes Lund's feeling about belonging to the Howard Foundation. "It's im portant, simply because it's imperative that we pre serve these beautiful old airplanes. It's a good thing to be able to do something that is that important to aviation, and it's also so much damn fun flying it. For me, just looking at a Howard conjures up images of days gone by-Wiley Post, the Lockheed Vega, the air races, and Roscoe Turner. That golden age of aviation was spectacular and romantic in every regard as it ap plied to airplanes . My decision to buy a Howard oc curred long before I flew one, and my first flight in one was actually here at the fly-in , when I flew in Mark Lip trap's airplane. The Howard is as regal in practical ap plication as it appears when you look at it." Joe Dudley makes a similar confession, describing the Howard as "probably one of the neatest-looking airplanes Left: Mike Iverson hopped rides in AI Lund's float·equipped twin Beech during the gathering.

FEBRUARY 2006

The front two Howards are owned by Leroy Peterson and Mike Vaughan. Right: The Telemark Lodge is nestled between a golf course and runway amidst the evergreen-covered hillsides near Cable, Wisconsin.

that I've ever seen. As for useful load, anything we put in it, it'll haul it with ease. It's a little bit harder to land in a crosswind because of the flat bulky side on it, but with good crosswind technique, it's a good-handling airplane. I make wheel landings because I have better visibility that way, and the airplane seems to like it better." Dud ley flies his ex-military Howard DGA-15P regularly from his home base in Oklahoma to fly-ins across the coun try, including Sun 'n Fun Fly-In in Florida; the Antique Aircraft Association's fly-in in Blakesburg, Iowa; and EAA AirVenture in Oshkosh, Wisconsin. After all, flying cross country in a Howard is a comfortable, fast ride-Dudley's aircraft generally averages about 160 mph.

Care and Feeding Mike Vaughan and his family (of Illinois) were look ing for an airplane that would carry them all comfort ably and have good range, decent speed, and plenty of room for baggage. Their civilian Howard DGA-15P meets all those expectations for them. lilt's very com fortable in the air, and my son, Iven, switches seats back and forth all the time on a long trip. As far as fly ing it, oh, I love it! It's easy to fly; landings can be chal lenging at times, but not bad-it's a typical tailwheel airplane. The Howard is one of the finest aircraft that I've ever had the privilege to fly, and I feel very lucky to be able to be the caretaker of it, for whatever num ber of years I'll be allowed to do that." Vaughan flies his Howard about 100 hours a year and shares a realistic calculation of his operating expenses $158 an hour. "I try to figure in investment (if you have the cash, you're losing interest income, or if you borrow money, you have to pay interest on it), maintenance, in surance, gas, the whole works. The way I run it, we're burning 23 gph and fuel costs are $3 plus, so that's sig nificant. I do most of the maintenance myself, so I don't have a lot in that-I work with somebody who is an A&P. So the total cost varies from $150 to $200 per hour, de pending upon fuel prices and things like that." Susan Lyons also shares a humorous yet realistic

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C HARLIE H ARRIS

OVer the weekend ofSeptember 16-17~ 2005~ the lI9th annual Tulsa Fly-In held in Bartlesville~ Oklahoma~ was blessed with great weather and a bumper crop of beau tiful airplanes. An added bonus was a special visit by Brig. Gen. David Lee c7ex~~ HiII~ World War II triple ace and one of the most prominent members of the famous China-based Flying Tigers as commanded by Gen. Clair Chennault. More than a dozen forums were held during the weekend fly-in~ and a relaxing on the-field dinner was served and eltioyed both Friday and Saturday night. Let~s take a look at the highlights of the fly-in.

Best ClassIc:

1946 Piper PA-12 Super Cl1Iiser NC92592 Scott Haggenmacher Jonesboro, Arkansas

Best Contemporary:

1957 Piper PA-22-15O N7432D Joe Black Texas

Best Experimental:

2004 (1935) Waco UMF-S NX14377 John Hudec Collinsville, Oklahoma

Best Warbird:

2003 Scout Experimental SE.Sa N12SQB Jack C. Kearbey Tulsa, Oklahoma

Fly-In Chainnan Charlie Harris visiting Tex and Mazie Hill in their book booth in the ex hibits hangar. Tex is 90 and one of the few surviving Flying Tiger aces from the early part of WWII.

Aircraft parts exhibitor Dan Brown of Gardner, Kansas, thanking AVG and U.S. Air Force triple ace Tex Hill for his service to the United States in World War II. Tex's wife, Mazie, is seated next to Tex.

VINTAG E A I RPLANE

Barney Petersen of Collinsville, Oklahoma, is well-known for his Fokker DV.II WWI fighter. This aircraft has been flown allover the

United States for various appearances and fly-ins. Both his aircraft and Kearbey's SE.5a Scout appeared in the movie The Aviator.

FEBRUARY 2006

John and Kathy McMurray of Burkburnett, Texas, and their grand champion level Lus足 combe 8-E that was the pro足 totype 8-E. John is a retired U.S. Air Force colonel and is at present flying with the Red Baron Steannan team.

Brian Launder arriving in his 1937 SR-9E Stin足 son Gullwing.

Jack Kearbey's 2003 Scout Experimental SE.Sa was named Best Warbird. Jack is from Tulsa, Oklahoma, and devoted 10 years and 12,000 man-hours of time to construct this plans-built airplane. It is powered by an original Hisso IS0-hp engine and is au足 thentic throughout with many original SE.Sa parts and instruments. VINTAGE AIRPLANE

This exquisite 1977 Meyers' Little Toot is 28 years old and looks new as tomorrow. It has remained in designer George Meyer's family for nearly 30 years.

The nine-ship Tulsa T-6 warbird team put on an extemporaneous arrival show on Saturday morning to liven up the air space. The T-6s fly a beautiful fonnation.

This immaculate 1978 Corben Baby Ace was much admired by all who stopped to see the airplane. H's registered to Charles Parsons of Denver, Colorado. 28

FEBRUARY 2006

The Swift contingent was out in big numbers. This is Mark Holliday's polished 210 Swift. Mark is from Lake Elmo, Minnesota.

Few fly-ins are privileged to host an airplane as rare as Dave Wheaton's 1945 NAA B-25J Martha Jean. Dave and his airplane are based at Tulsa's Riverside Airport and have attended the D0o足 little Raiders Reunion on a number of occasions.

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More tooling around

I'm still on the proper use of tools. I know I'm preaching to the choir in many cases, because I've gotten feed back from some of our readers. Most of them are older friends who, like myself, apprenticed or learned from "old guys" we worked with and for. Man sure is inventive. I can just imagine an early Neanderthal man hitting something with his fist. Ouch, that hurts! So the next time he hits something, he takes a rock in his hand and bangs with it. The rock, not his hand, takes the beating. Next he uses a heavier rock. Then he somehow finds that if the rock has a pOinted end, it will do more damage or help break something more easily. He has already discovered the Lever. After some cogitation and several failures, he succeeds in at taching the lever (handle ) to the rock, and now he has a primitive axe. To pulverize things , he then uses that same handle and a flat rock; now he has a hammer. The hammer hasn't changed too much over the years; it has evolved for many jobs. There are plastic ham mers, dead beat hammers, ball peen hammers, claw hammers, framing hammers, roofing hammers, sledge hammers, mauls, peck hammers, tack hammers, soft hammers, and special hammers for metal work. I'll bet you can think of many more I haven't mentioned. I have to laugh every time I think of a Swedish carpenter I once worked for. We were framing up a house, and he had hired a new man. He watched this man as he choked 30

FEBRUARY 2006

up on the handle of his hammer, trying to literally push the nails into the work. The Swede finally called the guy over and said, "Give me that hammer." He then took his hand saw and cut the handle off the ham mer and handed it back to him. "What did you do that for?" the guy asked. "Well, you weren't using all that handle, so I just cut it off to get it out of your way." After that seminar there followed lessons on how to properly use a hammer. I learned something that day as well, and every time I pick up a hammer I find myself remember ing that day, and the lesson learned. That old Swede is long gone, but the houses he built are still there and so are the memories. The lesson: The lever gives the tool its advantage. From the cave man 's axe to the pickaxe to all those specialized hammers, the lever prin cipal multiplies the force in doing the work. One needs only to use that leverage to his advantage. We don't use too many hammers in aircraft work. If you have to bang something into place, you aren't doing it right. People who make ev erything fit, and fit properly, put air planes together. Analyze the situation and use the proper tool and means to get the job done and done correctly. Chisels and punches must have come next. Swinging a hammer in an attempt to hit a point could be frustrating, but if you took a pOinted punch or chisel in one hand, placed it directly on the point of contact, and then hit it with the hammer, it worked much better. Now we're get

ting somewhere. We could chisel , punch holes, shave material off an object to make something usable out of it, and even bore holes. By shaping the chisel, we could carve, split, cut grooves, make bet ter handles out of wood for our tools, and even make utensils. I don't know when the knife came into being, but here was an other tool that could serve many uses. Coupled with the hammer, it's now an axe or a cleaver. It could be used for scraping, cutting, or hack ing, as a weapon, or as an aid in cut ting not only the meat to eat, but also the wood to do the cooking . We're on a roll now. Put two knives together com bined with two levers working against one another, and we have a scissors. If we design them to do a specific job, we can cut leather or paper. Change them a bit more, and we can even cut metal. Now we have sheet metal snips. Change it a bit more, and we have shears, to do all sorts of jobs. We can cut hair, sheer sheep, trim airplane fab ric with a serrated or pinked edge, you name it. Another tool devised by man to make life easier. I'm preaching again. Look at the job; decide what tool you need, and then think of how best to use that tool. Use that leverage to your advan tage. Let the tool do the work while you use your head. They say "clothes make the man," but I say the tools make the man a man. Over to you,

-;BtI.~

Chuck Mattraw Red lodge, MT • Flew an A-I Skyraider and A-4 Skyhawk in the Navy in Vietnam 1963-/968

• NASA research support pilot, 1974-/976 • Flew for TWA and retired from US Airways

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DOUG STEWART

Isn't this fun? The pilot in the left seat beside me looked both ways, clearing the area, and, after doing so, started to pitch up and roll into a turn toward the Catskill Mountains, off to the west. In the distance, off our wing, a ski area stood out, its white trails engraved on the side of a mountain. Through the first 4S degrees of our tum, the pilot had been slowly increasing the pitch and the bank. We were now banked about 30 degrees, and the nose had pitched up enough that if we kept increasing the pitch, we would probably stall. The pitch did not increase, but rather, the pilot maintained the pitch right where it was as we continued our climb, slowly losing airspeed. The bank, too, stayed constant at 30 degrees. I noticed the pilot was adding more and more right rudder as we slowed down, to counter the increasing left-turning tenden cies. I was glad the controls were coordinated. If we stalled now, without all that right rudder, we'd spin for sure. The pilot also continued to pull back on the control yoke. For as we slowed, and the eleva tor (not to mention the rudder and ailerons) became less and less effective, that added back motion was necessary to maintain the pitch. Just as the nose of the airplane was lined up with the aforementioned ski area, it started to slice back down through the horizon. The pilot had judged this perfectly, because the nose was not falling as a result of releasing pres sure on the yoke, but because the airplane had run out of energy. The only way the nose of the airplane would have stayed up was if the pilot had added just a bit more back pressure. But had that been done we might have stalled. As it was, the stall warning horn was intermittently honking as the nose started its drop through the horizon. The pilot now started to release back pressure on the

yoke. As we approached the 13S-degree point of the turn, the pilot started a slow roll out of the bank. I noticed the rudder deflection was decreasing in direct correlation with the increase in airspeed as we continued our dive. With a little less than 10 degrees left before we had completed 180 degrees of turn, the pilot started adding just a subtle bit of forward pressure to the yoke. As the ski area came abeam the wing opposite where it had been at the start of the maneu ver, I noted we were back at the same altitude and airspeed as we had been when we started this maneuver. The pilot now con tinued the same maneuver all over again, but this time in the opposite direction as before. It was a mirror image of the previous climbing and descend ing l80-degree turn. As we reached the 90-degree point of the turn, we were at the same altitude as the prior turn, and within S knots of the same air speed. Again the nose of the air plane sliced down through the horizon as the ski area swung past. At the completion of the turn we were back at the entry altitude and airspeed we had when this whole maneuver had commenced. I had just witnessed one of the best lazy-eights I had ever seen. The lazy-eight is one of the maneuvers required for the airplane, single-engine land, commercial pilot certificate. It usually takes several attempts at flying it before it begins to make sense. One of the big keys to understanding the maneuver is to be able to visualize exactly where you need to be at every point during its execution. Where you need to be relative to pitch, bank, airspeed, coordination, and most especially the reference you picked off the wing at the beginning of the maneuver. The lazy-eight, along with chandelles, eights on pylons, and steep nO-degree turns, make this particular certificate

The only way the nose of the airplane would have stayed up was if the pilot had added just a bit more back pressure.... As it was, the stall warning horn was intermittently honking as the nose started its drop through the horizon.

FEBRUARY 2006

perhaps one of the most fun to obtain. I often teach these maneuvers to clients who are undergoing their FAA Wings training. But why wait until you're working on the certifi cate or undergoing training to learn them? Because they're fun. And more importantly, because they will teach you so much about energy management, about the decay of flight controls as you slow down, and about coordination of your flight controls as you take your airplane out toward the corners of its operational enve lope. They will also get your attention out of the cockpit, forcing you to divide your thoughts between numerous things while teaching you to recognize and rely on the seat of your pants to help you fly through the maneuvers. Take the chandelle, for example. It is a maximum-per formance, climbing, l80-degree turn. At the start of the maneuver you roll into a 30-degree banked turn, add max imum climb power, and start pitching up. At the 90-degree paint of the turn you should have reached your maxi mum pitch attitude, which you will now maintain un til the completion of the turn. If you haven't pitched up enough, you won't get high or slow enough by the end of the maneuver. On the other hand, if you have pitched too steeply, you'll stall before completing the turn. From the 90 to the 180, you slowly roll out, timing the rollout so that you just finish the turn as you hit 180 de grees. If you don't roll, slowly and continuously, from the 90 to the 180, you might have to increase the roll rate at the end of the turn. On the other hand, if you roll too quickly, you won't complete 180 degrees of turn. And as you're trying to judge the roll rate to make it just right, you also have to deal with an elevator that is getting increasingly less effective as you slow down. So you'll have to be pulling back on the stick more and more to maintain the pitch attitude achieved at the 90-degree point as you complete the turn. You also have to be adding more and more right rudder. You'll be carrying maximum power, pitched up fairly steeply, and constantly decelerat ing. Don't be surprised to find the rudder maxed out at the completion of the turn. When the chandelle is done right, the stall warning should be blaring and the first signs of a buffet should be apparent. Now you have to resume your original cruise speed without losing any altitude. Of course, as you ac celerate, those rudders are coming back to neutral. Wasn't that fun? As you learn to fly this to commercial standards, you will be learning not only about your airplane, but also about yourself. The last maneuver I'd like to discuss is eights on py lons. This is a maneuver that teaches us about pivotal al titude as well as coordination and division of attention. If the Walter Mitty mentality resides within, this maneuver might take you back to the Cleveland Air Races (or Reno for the younger folks). It is a ground reference maneuver that requires you to circle about a pylon (in farm country silos can make great pylons), keeping a reference point on the wing painted at the pylon, and then breaking off the turn and flying a straight line for a short distance to

where you enter a turn in the opposite direction about another pylon. What determines your pivotal altitude (the altitude re quired to keep the reference paint on your wing pointed to the reference on the ground) is your groundspeed. Thus, if there is any wind blowing, you will have to climb as your groundspeed increases with a tail wind and descend with a head wind. The turns will not be a constant radius around the pylon, but an ellipsis, again, if there is any wind. One of the challenges is to not cheat with your feet, try ing to keep the wing on the pylon with the use of your rudder. The maneuver is to be flown with the controls co ordinated. One easy way to think about it is that if the py lon is moving back behind the wing reference, you will need to pull back on the yoke (this will happen as the wind shifts to a tail wind), and if the pylon is moving for ward (as you turn into the head wind), push forward on the yoke. Simple instructions from simple folk like me. All three of these maneuvers offer much to be learned. Even if you have no inclination to gain your commercial certificate, learning these maneuvers will go a long way in making you a better pilot. So go out and have some fun! Isn't that what it's all about?

Doug Stewart is the 2004 National CFI of the YeaT; a Mas ter Instructor and a DPE. He operates DSFI Inc. (www.dsflight. com) based at the Columbia County Airport (1B1). .......

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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. Send your answer to EAA, Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your answer needs to be in no later than March 10 for inclusion in the May 2006 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 I/(Month) Mystery Plane" in the subject line.

NOVEMBER'S

FEBRUARY 2006

MYSTERY

ANSWER

The November Mystery Plane, also from the Emy Emerson Col lection, brought forth a number of letters. Here's a letter (with photos) from Charles F. Schultz of Louis ville, Kentucky. The November Mystery Plane is the Stelling Amphibian built by the Cox-Klemin Aircraft Corp. in the 1920s. I am enclosing copies of sev eral photographs that were given to me many years ago by Mr. Joubert "Juby" (pronounced you-bee) Lind strom, who was a draftsman with Cox-Klemin in the 1920s. He did not remember what the "N. V.A." meant on the rudder and doubted if there was ever a No.2. The plane appears to have been a three-place job, and you will no tice in the picture with the men grouped at the left that under the lower wing floats have been fitted . As for the picture of the plane in the water, it is not known if this was a test run or a picture of a takeoff or landing. I hope some of our fellow members can fill us in on the his tory of this plane. Lynn Towns of Holt, Michigan, sent us a bit more on the Stelling: I have very little information about it, but the November Mystery Plane appears to be the Stelling Amphibian, which was built by the Cox-Klemin Aircraft Corp. Cox-Klemin was lo cated on Long Island, and the Grum man Aircraft Engineering Corp. was started il1 January of 1930 using the original Cox-Klemin factory in Bald win, New York. I found a good photo of the air plane 011 page 53 ofa 1973 book titled Those Fabulous Amphibians by Don C. Wigton. The book's accompanying description of the aircraft doesn't seem to be accurate, but the photo clearly has the following painted on the star board bow of the fuselage: STELLING AMPHIBIAN BUILT BY COX-KLEMIN AIRCRAFT CORP. Other correct answers were re ceived from Wayne Muxlow, Minne apolis, Minnesota, and Wayne Van Valkenburgh, Jasper, Georgia. .......

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A SILVER EAGLE continued from page 10 while the city of manufacture, in this case Wichita, appeared in a band di viding the diamond horizontally. The spacing of the 'L' and the 'D' in L-A-I R-D was pretty wide-set at first, caus ing people to read the insignia as L.D. AIRPLANES. While this was undesir able as a trademark, it may well have been the beginning of the word "air planes," because prior to that era (and still so in England), flying machines were referred to as aeroplanes. Among the many people to leave a lasting contribution to aviation history while with Matty was Clyde Cessna. Cessna had done some early pioneer ing work in the 1910 era, but had concentrated most of his subsequent efforts on his farm in Rego, Kansas. His interest in aviation was re awakened by the purchase of a Laird Swallow in the fall of 1923. He later combined efforts with Walter Beech and Lloyd Stearman in the Travel Air Co. Central to the development of the aviation business growing up at Wichita was Matty's partner, Mollen dick. Mollendick was nuts about fly ing and thoroughly sold on it. He was willing to put his money into foster ing it also, but unfortunately, Mol lendick's business methods reflected his background as a well digger. He just wasn't happy unless he was ham mering away at something in the air plane business, and unfortunately, he didn't always know how to go about it. One by one, through those early days in Wichita, the aviation greats left the Laird Co. Matty's problems began during the period when he was in California on the tour. Mollendick had hired a group of not-very-experi enced pilots, and within a short time, these individuals washed out a num ber of airplanes. Sales were somewhat depressed at the time, and for Matty's portion of the partnership, these accidents were costly. For Mollendick, these accidents didn't represent a serious hardship, as he had other sources of income. Matty sold his interest in the com 36

FEBRUARY 2006

Laird Speedwing (STD): three-place, open-cockpit, powered by Wright Whirl wind 330-hp engine.

pany in 1923, taking with him two Laird Swallows as part payment for his business interest. Leaving Wich ita, he flew them down to St. Louis for the National Air Races. Entering sev eral events, he then carried passengers at the conclusion of the air meet. He sold the Hispano-Suiza-pow ered Laird and flew the OX-powered airplane back to Chicago. There, he operated it commercially, carrying passengers and flying photographers to special events. Through these ef forts he was able to capitalize a new manufacturing plant in Chicago. Here, he produced a new line of com mercial planes, starting with OX-S powerplants and progressing through the larger Wright and Pratt & Whit ney radials, synonymous with Laird airplanes in succeeding years. After Matty left Wichita, Walter Beech and Lloyd Stearman remained with Jack Mollendick to bring out the Single-bay Swallow. They contin ued on this project for about a year and then left to join Clyde Cessna in forming the Travel Air Co. Matty's younger brother, Charles, later headed up Mollendick's company with not altogether satisfying results in bringing out the Super Swallow. Poor Mollendick went through a long series of partners before finally becoming in solvent. He passed away some years later in a sanitarium. A sad end for a man who had been such a key in the early formation of the aircraft manu facturing and air travel industry. The late '20s brought many

changes to the aviation business. Among them, and most Significant, was the Air Commerce Act of 1926, requiring certification of pilots, air craft, and manufacturers. Reflecting the thoughts of most in the indus try, Matty felt it had come at a bad time, just when business was really in the growing stages. It did nothing for the manufacturers, other than provide them with orders for a cou ple of aircraft. Complying with these regulations cost the industry many thousands and thousa nds of dollars. Particularly exasperating for all the factories was the requirement to sub mit a stress analysis on airframes, as there were only a few persons out side the Bureau, or within the mil itary manufacturing complexes, capable of performing the analytical work involved. Matty had long been a believer of testing subassemblies of his air craft with various loading tests. He had personally flown each ship upon completion, taking it up and wring ing it out in his excellent aerobatic style, a portion of its acceptance test. Now, however, finding someon e in the Chicago area to perform the stress analysis work was difficult. Two engineers, Messrs. Green and Hei n rich, were engaged on the stress anal ysis work until Green left to work at Ford's plant. Raoul Hoffman, an early aero engineer, had previously been brought in to assist, but had left when there were some objections to his calculation by the Department

of Commerce's Engineering Depart ment. Finally, Heinrich was able to learn enough from the others to complete the job and satisfy ATC re quirements for the LCBs, LC-R, and other special models. The late '20s brought racing and record-setting activities into prom inence as the barnstormers strove for new sources of income and no toriety. Matty's airplanes, including the Junior Speedwings, Speedwings, Solution, and Super Solution, were consistently among the fastest air planes of the day. Excellent pilots who flew them were such person alities as E.E. Ballough, Speed Hol man, Bill Brock, Jimmy Doolittle, Red Jackson, and Matty. Characteristically, Laird planes were known for their ruggedness, light weight, high speeds, and out standing finishes. Consequently, they were widely copied in the in dustry. Many of the people who later started their own manufactur ing concerns found their interest stimulated ... one of whom was Maj. Alexander de Seversky. Matty's company capitalization did not permit becoming involved in quantity production. His airplanes were largely custom-built, with an ar rangement that provided him a par tial payment for the aircraft through several stages of completion. His cus tomers were largely oilmen, pub lishers, and industrialists who were interested in owning lithe thorough bred of the airways. When Dickinson secured the contract for the Chicago to-Minneapolis mail, he placed an or der for Lairds. Brock, Holman, and Ballough flew this route initially, an activity which led to the formation of Northwest Airlines. Unfortunately, due to the eco nomic depression of 1929, the bot tom fell out of Matty's market. Many of his customers began to lose their interest in flying, being diverted by worries of tending their fading busi ness enterprises. II

TO BE CONTINUED IN MARCH ISSUE

(Highlights of 1930)

....

Gathering of Howards continued from page 23 perspective on owning and operat ing a Howard, noting with a laugh, liThe cost of operation is outra geous, and they're a beast to clean. We gals get the cleanup duty! Seri ously, we've really always enjoyed the Howard just because of its mas sive size, the sound of that Pratt & Whitney 985, and all of the load it can carry." Her husband, Dennis, says, As soon as she gets out of the airplane after a flight, she is check ing what needs to be cleaned, or al ready has a cleaning cloth in hand and is at it. I have to make her stop! Very few people, even pilots, real ize how much time is spent getting these big guys ready to show off." II

Howard Aircraft Foundation and Type Certificates Members of the Howard club of fiCially formed the Howard Aircraft Foundation in 1999 to acquire as sets such as Howard type certificates. Moore explains that the previous president, Dave Schober, initially got the Foundation going and still hosts the Howard website. Soon thereaf ter, Moore was encouraged to be come involved, and he and his wife, Barbara, agreed to accept responsi bility for the club newsletter. He's been president of the Foundation since 2002 and notes that during the group's first gathering in Wisconsin three years ago, lilt came up that the type certificates might be for sale. Many of our members made gener ous donations, and the Foundation was able to buy the Howard type cer tificates in October 2003." The acquisition of the type cer tificates was a significant milestone. Les Sargent, one of the Foundation's directors, explains that "owning the type certificates means we have ac cess to all of the proprietary aircraft data, which is currently held by the FAA in federal storage. No one, however, knows where the original Howard drawings are located . Of

course, the Howard Aircraft specifi cation documents are public infor mation and available online; they have recently been updated to re flect the Howard Aircraft Founda tion as the type certificate holder. We currently have no authority to manufacture airplanes or parts for sale; we only own the design, but we can make data available to mem bers so that they can build parts to maintain their own Howard." Benefits of membership ($30 an nually) currently include the in formative quarterly newsletter, an opportunity to network and social ize with other members, resources such as knowledgeable mechan ics and skilled pilots , and parts sources. Moore makes it a point to be in touch with m embers, saying "any given month I'm talking to at least five to 10 members, most of ten on the telephone. If a guy has a problem finding an exhaust system for the airplane, I can send him to one of four longtime mechan ics who can help with solving the problem. And so now, several years later, I'm glad we got involved-for one thing, the group has grown, and even though it's a lot of work, it's fun and there are a lot of re wards. For example, we've seen people get enthused about building Howard projects or finishing their projects after getting a ride in one of the Howards at the gathering. I love the airplane, and I like what I'm doing. I have very good people that I work with-and that's not just the guys on the board of direc tors-it's a lot of the members; they are really good people. If you're interested in learning more about Ben Howard's fine flying machines from the 1930s and 1940s, or for more information about the Howard Aircraft Foundation, contact Ed and Barbara Moore via e-mail at ebdgaI5p@aol.com or visit the Foun dation's website at http://members.aol. II

com/HowardClub.

....

VINTAGE AIRPLANE

STRAIGHT & LEVEL continued from page 1 The following list ofcoming events is furnished to our readers as a matter ofinformation only and does not constitute approval, sponsorship, involvement, control, or direction of any event (fly-in, seminars, fly market, etc.) listed. To submit an event, send the infor mation via mail to: Vintage Airplane, 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 eiwi/son@ homexpressway. net JUNE IS-IS-Bartlesville, OK-Frank Phillips Airfield. 20th Annual Biplane Expo. Info: Charlie Harris 918-622-8400. www.bip/anesexpo.com JUNE IS-IS-St. Louis, MO-Dauster Flying Field, Creve Coeur Airport (lHO). American Waco Club Fly-In . Info: Phil Coulson 269-624-6490 , rcou/son516@cs.com or Jerry Brown 317-422-9366, /brown4906@ ao/.com, www.americanwacoc/ub .com SEPTEMBER 22-23-Bartlesville, OK-Frank Phillips Airfield. 50th Annual Tulsa Regional Fly-In . Info: Charlie Harris 918-622-8400. www.tu/saflyin.com SEPTEMBER 30-Hanover, IN-Lee Bottom Flying Field (641). 10th Annual Wood, Fabric , & Tailwheels Fly-In. Come see what everyone is talking about. If you love the good old says, then you ' ll love this event. Info: www.LeeBottom.com

2006

MAJOR FLy-INS

For details on EAA Chapter fly-ins and other local aviation events, visit www.eaa.org/ events

Sun 'n Fun Fly-In

EAA Mid-Eastern Regional Fly-In

Linder Regional Airport (LAL), Lakeland , FL April 4-10, 2006 www.sun-n-fun.org

Marion Municipal Airport (MNN),

Marion,OH

August 25-27, 2006

EAA Southwest Regional-The Texas Fly-In

Virginia Regional EAA Fly-In

Hondo Municipal Airport (HDO), Hondo, TX May 11-14, 2006 www.swrfi.org

Dinwiddie County Airport (PTB),

Petersburg, VA

September 3D-October 1, 2006

www.vaeaa.org

Golden West EAA Regional Fly-In Yuba County Airport (MYV), Marysville, CA June 9-11, 2006 www.go/denwestflyin.org

EAA Southeast Regional Fly-In Middleton Field Airport (GZH), Evergreen, AL October 6-8, 2006 www.serfi.org

Rocky Mountain EAA Regional Fly-In Front Range Airport (FTG), Watkins, CO June 24-25, 2006 www.rmrfi.org

Copperstate Regional EAA Fly-In Casa Grande (AR) Municipal Airport (CGZ) October 12-15, 2006 www.copperstate.org

Northwest EAA Fly-In

Arlington Municipal Airport (AWO), Arlington, WA July 5-9, 2006 www.nweaa.org

u.S. Sport Aviation Expo

Sebring Regional Airport, Sebring, FL

October 26-28, 2006

www.sport-aviation-expo.com

EAA AirVenture Oshkosh Wittman Regional Airport (OSH),

Oshkosh, WI July 24-July 30, 2006 www.airventure.org 38

FEBRUARY 2006

For details on EAA Chapter fly-ins and

other local aviation events, visit www.

eaa.org/events

ing. Anyway, I was impressed! I can only hope I can survive a tumble like that wh en I'm you're age. You can all still view Scott's wonderful Wright Memorial Din ner program on th e EAA website at www.uwex.edu/ics/strearn/eaa/ Wright/ index.html. I know you'll find it as interesting as I did. I have been having some trou ble getting inspired to write this month's column. I really miss hanging around th e hangar with all th e visitors who tend to stop by for a visit throughout th e weekend. I' m only now reali z ing they have occasionally pro vided me with th e inspiration needed to select a topic to cover. (Don't let that remark go to yo ur heads, guys.) I must reall y b e getting old, as I have previou sly stated, because I've become more and more intolerant of the win ter months, so I rarely spend any tim e in the hangar on these cold winter days. However, today it actually got more than 40 P and the sun was shining. So up went the hangar door of the 120 (the previou sly mentioned snow is completely gon e right now), and I spent more than an hour in th e air. This has proven to be all th e in spiration I needed toda y. This will also likely be the last fli ght before the cowling, doors, and wheel pants get stripped of their paint. I finally found what is likel y the root of my vacuum problem on the 170. The filter on th e vacuum regulator has rot ted and collapsed into the intake of th e regulator. Not good! The fix is in the mill. Let's all pull in the same direc tion for the good of aviation. Re member, we are better togeth e r. Join us and have it all. 0

VAA NEWS continued from page 3 Next, visit the aircraft "at risk" website at http://registry.faa.gov/ aircraftinquiry/NNum_inquiryUN. asp and enter your N number. In most cases, the response will be "Nxxxx is not Fo u nd," wh ich means your information is u p to date. If, however, your aircraft in formation appears, tha t mea n s your mailing info rma t ion is in correct. See the above example for how to correct it. An aircraft owner shou ld per form both searches . We've heard of examples where an aircraft does not show up on the "at risk" page, but appears on the norma l reg is try page (status line) as either "in question" or "Undel Tri," and both could trigger an FAA action.

*Note: "Undel Tri" means every three years (triennial period). The FAA mails notices to registered air craft owners every three years to ei ther update their information or confirm what is pos ted to the regis try. Those cards returned to the FAA as "undeliverable" have the "Undel Tri" entry, which means this file is also "at risk." The December 9 FAA notice also ment ions "and/or no TSA required security measures/waivers .... " To check for either of these, visit TSA's genera l aviation web page. At the bottom is a series of TSA waiver forms. If you have needed to apply for any of th ose waivers, then your information wi ll be up to date, as the waiver request form will have your current aircraft information. If a person does the checks and finds noth ing wrong, then that

owner needs not take any further action. Operators of identified aircraft with ques t ionable regiS trations and/or no TSA required se curity measures/waivers will be (1) notified of the defiCiency, (2) a pilot deviation will be fi led on the opera tor, and (3) the operator may be de ...... nied access to the NAS.

your com pressor. Add Glass Beads or other abrasive. Aim power gun (included) at part and remove rust, paint & scale quickly! Abrasivedrops into funnelwhere it is recycled. WORKSGREATI 22"d, 34"w, 20'/,'h work area. 22 gasteel, 14 ga steel legs. Requires 7·20 cfm air @ 80 psi & shopvac.

!....~~~

Something to buy , 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 (Le. , 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 EAA 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 VI NTAG E ENGINE MACHINE WORKS , N. 604 FREYA ST., SPOKANE, WA 99202 For Sale - 1939 Spartan Executive, 3500TT, 10 SMOH. 214-354-6418, www.lpjetservices.com CUSTOM PRINTED T-SHIRTS for your flying club, flight shop, museum. Free samples. Call 1-800-645-7739 or 1 828-654-9711

THERE'S JUST NOTHING LIKE IT

ON THE WEB!!

www.aviation-giftshop.com A Website with the Pilot in Mind (and those who love airplanes) Warner engines. Two 165s, one fresh O.H ., one low time on 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. Flying wires available. 1994 pricing. Visit www.flyingwires.com or call 800-517-9278.

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

Wayne Forshey 740-472-1481

Ohio - statewide.

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www.airplanetshirts.com 1-800-645-7739 1938 CESSNA AIRMASTER 1874TI, 165 HP WARNER SUPER SCARAB, 480 HRS , CURTISS REED PROP, ALWAYS HANGARED , FRESH ANNUAL $54 ,500 (707) 812-0300 OR (707) 480-1012

VINTAGE AIRPLANE

VINTAGE

AIRCRAFT

ASSOCIATION

Phone (920) 426-4800

Vice· Pres ident

Geoff Robison

George Daubner

152 1 E. Ma cG rego r Dr.

2448 I.o ugh Lan e Hartford , W I 53027 262-673-5885 vaaflyboy<iJ11lsn.com

New Haven, IN 46774 260-493-4724 ci1ie{7025@'aol.c0111

Treasure r C harl es W. Ha rri s

Secretary

Steve

Ne~s e

2009 Highland Ave. Albe rt Lea, MN 56007 507-3 73- 1674 stl1es@fieskm eC/ia.(ol1l

7215 East 46th St. Tulsa, OK 74147 918-622-8400

(wh@hvsu.com

DIRECTORS J ~a nni e

Steve Bender 85 Brush Hill Road Sherborn , MA 0 1770 508-653-7557 sst J()@(o mcas t.llet

Dav id Bennett P.O. Box 1188 Rosevill e, CA 95678 916-645-8370 antiqller@inreach. (olll

Hill

P.O. Box 328 Harvard, IL 60033-0328 8 15-943-7205 dills haU@owc. net Es pi e " Butch " Joyce 704 N. Regiona l Rd. Greensboro, NC 27409 336-668-3600 windsock@ao/.com

Jo hn Berendt

Steve Krog

7645 Ech o Point Rd . Cannon Falls, M N 55009 50 7-263-241 4

1002 Hea th er Ln . Hartfo rd , WI 53027 262-966-7627 sskrog@ao/. com

mjbfchld@rconllecr.(OI1J

Robert D. "Bob" Lumley

Dave Clark 635 Vestal Lan e Plainfield, IN 46168 317-839-4500 do \·t'cpd@iqllt's t.llet

1265 South 124th St. Brookfield, WI 53005 262-782-2633 IUlllpt'r@'t';.;ecpc.com

lA Deacon Street

Gene Morris 5936 Steve Court

Northborough, MA 0 1532 508-393-4775

Roanoke, TX 76262 8 17-491-9110

copelond l @jwlO.COIII

genelllorris@CJ!arter.llet

John S. Copel and

Phil Coulson

Dean Richardson

284 15 Spr ingbrook Dr. Lawton, MI 49065 269-624-6490 rcou/sonS 16@cs ,c01ll

1429 Kings Lynn Rd Sto ughton , W I 53589 608-877-8485 da r@aprilaire.com

Dale A. Gustafson

S.H. "Wes" Sch mid

7724 Shady Hill s Dr.

2359 Lefeber Avenue

Indianapoli s, IN 46278 3 17-293-4430

Wauwat osa, W I 532 13 414-77I-IS45

daie(aye@msll. com

shsdlmid@mi/wpc.cOlll

DIRECTORS

EMERITUS

Gene Ch ase

E.E. "Ruck" Hilbert

2159 Carlton Rd. Oshkosh , WI 54904 920-23 1-S002 GRCHA@'charter.ll et

P.O. Box 424 Uni on, IL 60 180 8 15-923-459 1 blac@mc. llet

Rona ld C. Fritz

15401 Sparta Ave.

)(ent C ity, MI 49330

6 16-678-5012

rFritz(ii)patllwaynet.com

ENJOY THE MANY BENEFITS OF EAA AND

THE EAA VINTAGE AIRCRAFT ASSOCIATION

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

O F FICERS President

Membershi:Q Services Directory

Fax (920) 426-487 3

Web Site: www.vil1tageaircraft.org and www.airvel1ture.org EAA and Division Membership Services 800-843-3612 ........ FAX 920-426-6761 (8:00 AM-7:00 PM Monday-Friday CST) - New/renew memberships: EAA, Divi sio ns (Vintage Aircraft Association, lAC, Warbirds), National Association of Flight Instructors (NAFI) - Add ress changes

- Merchandi se sa les

- Gift memberships

Programs and Activities EAA AirVenture Fax-On-Demand Directory ....................... . 732-885-6711 Auto Fuel STCs ............ 920-426-4843 Build/restore information ... 920-426-4821 Ch apters: locating/organizing 920-426-48 76 Education .... . ... . .. , .... 888-322-3229 - EAA Air Academy

- EAA Scholarships

E-Ma il: vil1tageaircraft@eaa.org

Flight Advisors information .. Flight In structor inform ation Flying Start Program ...... , Library Services/Research .... Med ica l Questions ......... Technical Counselors .. . .... Young Eagles ........ .... .

920-426-6864 920-426-6801 920-426-6847 920-426-4848 920-426-6112 920-426-6864 877-806-8902

Benefits AUA Vintage Insuran ce Plan. 800-727-3823 EAA Aircraft Insurance Plan . 866-647-4322 Term Life and Accidental. ... 800-241-6103 Death In su rance (Harvey Watt & Company) Editorial ... .. ............ 920-426-4825 Vintage ... .... ....... FAX 920-426-6865 - Submitting article/photo - Advertising information EAA Avia tion Foundation Artifact Donations . ..... .. 920-426-4877 Financial Support .......... 800-236-1025

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

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 members may join the 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). (A dd $7 fo r Foreign Postage.)

lAC

Current EAA members may join the International Aerobat ic Club, Inc. Divi sion and receive SP OR T AEROBATICS magazine for an additional $45 per year. EAA Membership, SPOR T AER OBAT ICS magazine and one year membership in the lAC Division is available for $55 per year (SPOR T AVI ATION magazine not included)_ (Add $15 fo r Fo reign Postage)

WARBIRDS Current EAA members may join the EAA Warbirds of America Division and receive WARBIRDS magazine for an additional $40 per year_ EAA Membership, WA RB IRDS maga zine and one year membership in the Warbirds Division is available for $50 per year (SPOR T AVIATION magazine not in cluded). (Add $7 for Foreign Postage.)

FOREIGN MEMBERSHIPS Please submit your remittance with a check or draft drawn on a United States bank payable in United States dollars. Add required Foreign Postage amount for each membership.

Membership dues to EAA and its divisions are not tax deductible as charitable contributions Copyrighl ©2006 by the EM Vintage Aircraft Associalion All rights resented. VINTAGE AIRPLANE (USPS 062-750; ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monlhly at EM Avialion Cenler, 3000 Poberezny Rd. , PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: vintageaircraft@eaa.org. Periodicals Postage paid al Oshkosh, Wisconsin 54901 and at addilional mailing offices. POST MASTER: Send address changes 10 Vintage Airplane, PO Box 3086, Oshkosh, WI 54903-3086. PM 40032445 Return undeliverable Canadian addresses to World Dislribution Services, Station A, PO Box 54, Windsor, ON N9A 6J5, e-mail: cpcretums@wdsmaiJ.com. FOREIGN AND APO ADDRESSES - Please allow alieasl Iwo months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via suriace 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. EDITORIAL POLICY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with the contributor. No remuneration is made. Material should be senl to: Ed itor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800.

EM® and EM SPORT AVIATION®, the EM Logo® and Aeronautica™ are registered trademarks, trademarks , and service marks of the Experimental Aircraft Association, Inc. The use of these trademarKs and service marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohibited.

FE B RU A RY 2006

Engineers from Ford and our Volvo Division working together on new safety strategies. The Ford Five Hundred and Mercury Montego have received

the U.S. National Highway Traffic Safety Administration's (NHTSA) top five-star

crash-test rating for front and side impacts - the only passenger cars tested

to achieve this performance without the optional side air bags.

Class-leading affordability and safety combine to make Five Hundred

and Montego two of the most attractive large sedans for today's safety

conscious consumers.

Save Til11e, Save Money!

Ford Motor Company, in association with EAA, is proud to offer their members the opportunity to save on the purchase or lease from one of their family of brands - Ford, Lincoln, Mercury, Mazda, Volvo, Land Rover and Jaguar vehicles.

In more ways than one, it pays to be an EPA member. Take advantage of the Ford Partner Recognition Vehicle Purchase Plan. The simple way to save hundreds, even thousands of dollars on your next vehicle purchase. Get your personal identification number (PIN) from the EPA website (www.eaa.org) by clicking on the EANFord Program logo. You must be an EPA Member for one year to be eligible. This offer is available to residents of the United States and Canada. Certain restrictions apply. Available at participating dealer s . Please refer to www.eaa.org or call 800- 843-3612.

VOLVO

S mazca LINCOLN

MERCURY

JAGUAR