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Our L-4 was based in the US During WWII from 1943 to 1945. We bought
it early this year and have enjoyed every minute of it. The stearman was built
in 1942 during WWII and we have owned it since 1975.
Owning and operating antique aircraft has been a part of our family for 3
generations going back to 1963 when my father Tom bought a Piper Tripacer. Our family has owned aircraft ever since. Our aviation roots run
deep in this family, and that is why we choose AUA as our agency. They
have a long distinguished record of service with the types of aircraft we
operate, and understand our problems and concerns.
Thanks AUA
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Mark Henley
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A I R P L A N E
Vol. 39, No. 9
2011
SEPTEMBER
CONTENTS
2
News
14
Lloyd Stearman
His airplanes and his legacy
by Philip Handleman
20
Tribute to a Classic
Focke-Wulf Fw.44J Stieglitz reborn in Germany
by Stefan Degraef and Edwin Borremans
24
30
32
20
36
Mystery Plane
by H.G. Frautschy
39
Classified Ads
STAFF
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Director of EAA Publications
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Production/Special Project
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Email: tjanz@eaa.org
COVERS
FRONT COVER: The versatile Piper PA-12 Super Cruiser has served a variety of roles in its
60+ years of flying. This particular PA-12 has been a part of Jim Adams family since 1963,
and its fresh restoration pays tribute to the Gleason Romans Pipe Line Patrol Company. Read
more about it by turning to Sparky Barnes Sargents story starting on page 6. EAA Photo by
Mike Steineke.
BACK COVER: Vintage aviation in Europe is alive and well; heres a restoration of one the
Continents rarest aircraft, a Focke-Wulf Fw.44J. Stefan DeGraff and Edwin Borremans tell us
all about the challenges of restoring a World War II era biplane starting on page 20.
VINTAGE AIRPLANE 1
2 SEPTEMBER 2011
4 SEPTEMBER 2011
TM
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VINTAGE AIRPLANE 5
A Handsome 1947
MIKE STEINEKE
6 SEPTEMBER 2011
ou might say
that Jim Adams of Pontiac, Illinois,
is the proud
papa of
one handsome Piper Super Cruiser. After all, its
been part of his family
since 1963, and he just
completed its five and a
half year, ground-up restoration. A retired Delta pilot who finished his career
by flying Boeing 757s and
767s, Adams is one of those
gregarious fellows whose
affable laughter is contagious. Within minutes of
meeting him, its apparent
that hes, welljust having
too much fun, and loving
every moment.
His affinity for Cubs
star ted years ago, and
eventually precipitated his
airline career. He recalls:
I was a farm boy from
central Illinois, and some
of my earliest memories
are going with my bachelor uncle to air shows.
I had to sneak off as a
kidI was probably 14
and pay a guy to take
me for a ride, because
my mother would have
had a kitten if shed have
known! I just was in love
with it, he shares, laughing, and when I went
to the University of Illinois, I signed up for an
aviation program even
though I didnt have the
money. So I worked three
different jobs, carried a
full [course] load, stayed
up all night, and got
hooked on coffeebut I
VINTAGE AIRPLANE 7
Piper Aircraft
Right after World War II, Piper
vigorously fulfilled a leading role in
supplying aircraft for the booming
civilian market. The PA-12 prototype was test-flown by Clyde Smith
Sr. in the fall of 1945, and the model
entered production in 1946. The
Super Cruiser sold well; there were
nearly 3,800 PA-12s built at Pipers
Lock Haven factory in Pennsylvania (and Ponca City, Oklahoma).
Writer Leighton Collins captured
the excitement of the day in his article Piper Super Cruiser (Air Facts
The Magazine for Pilots, May 1946):
It could be that its just spring, but
if you drop in at Lock Haven these
days you get a feeling that theres
something more going on in private
flying than just catching up on a
five-year dearth of new airplanes.
8 SEPTEMBER 2011
In 1947, a pair of these (modified) Pipers would add new meaning to the models name by making
a super cruise all the way around
the globe. George Truman and Clifford Evans departed Teterboro, New
Jersey, on August 9 and completed
their world flight when they landed
back at Teterboro on December
10. Their 25,162-mile flight took
122 days, 23 hours, 4 minutes and
demonstrated to the world the dependability and utility of private
airplanes. (A 1947 Global Flyer
The City of the Angels, Vintage Airplane, Vol. 34, No. 8, August 2006).
The three-place PA-12 was derived from the earlier 1942 J-5C Cub
Cruiser, and improvements included
a fuel tank in each wing, metal spars,
a new interior, and a streamlined
appearance. With a wingspan of 35
feet, 6 inches, it measured 23 feet, 1
inch from nose to tail. Powered by a
100-hp Lycoming O-235, it cruised at
105 mph, and with a 38-gallon fuel
capacity, offered it a 600-mile range
The aft section of the fuselage, after the old fabric was removed
note the wood stringers.
Close-up view of the old trim system.
decreased demand and overabundant supply.
Super Cruiser
VINTAGE AIRPLANE 9
The wing and cowling have been painted Tennessee Red. (The pipeline patrol Super Cub that Adams sold to his friend is in the background.)
Restoration Inspiration
Updated avionics and radio were neatly combined with the original creamfaced instruments.
NC2827M left the factory with this engine; total time now is 1,368.4.
10 SEPTEMBER 2011
VINTAGE AIRPLANE 11
12 SEPTEMBER 2011
Modifications
If Romans were here today to see
the PA-12 that Adams has configured to honor the pipeline patrol, he
would likely be quite pleased with
Adams interest and efforts to promote awareness of this unique facet
of aviation history.
The Super Cruiser was Adamss
first restoration project, and with
the help of two A&PsLovell Pulliam and Harry Pickhe included numerous modifications to the airframe
and engine. We increased visibility
by putting a pipeline patrol window
in a seaplane door, which replaced
the original door; installing a skylight
and diagonal cross-brace in the cabin
overhead; and extending the rear
windows by 16 inches. Im sure they
would have done that for pipeline patrol; Romans was pretty safety conscious. And I think they would have
put the 47 square windshield in it,
like we did, because the 46 had a little round windshield, and man, thats
right where you want visibility. We
also installed micro vortex generators
and strobes on the wingtips and belly.
I just used the things I thought theyd
use for safety, while having a little fun
with it and honoring them.
Additional modifications were
made in the engine room, and for
the fuel and electrical system. We installed a new stainless steel firewall,
boot cowl, and converted the engine
to an O-235-C1, which gives it an additional 15 hp. And we went with an
alternator, rather than a generator,
along with an entire new electrical system and a new circuit breaker panel,
Adams details, adding, we revamped
the fuel system to a PA-18 system and
installed a Piper Pacer left right
off fuel selector valve. We also put
in a PA-18 trim system, because the
Lloyd Stearman
His airplanes and his legacy
BY
14 SEPTEMBER 2011
PHILIP HANDLEMAN
position at E.M. Matty Lairds air- tractor. As a measure of his determi- In the face of Moellendicks intranplane company in Wichita. Lloyd, nation, Lloyd completed his flight sigence, Beech and Lloyd sought
a native Kansan, wasted no time in instruction at this time in one of backing for a new company.
By the end of 1924, the two frusapplying, for he knew by then that the very planes he was helping to
trated men had made the rounds
build.
his heart was in aviation.
Three and a half years after Matty and persuaded several people to
Up to that point, Lloyd hadnt
had much luck completing what Laird founded his company, he de- support their venture. One was a
he had started. His civil engineer- parted due to a dispute with his much-admired, self-taught pilot
ing studies at Kansas State Agricul- patron, local oil tycoon and pilot who had been entertaining crowds
tural College were interrupted by Jacob Moellendick. Lloyd, who had at air shows across the prairie landhis enlistment in the Navy when been one of Lairds protgs, was scape for a dozen years. InterestAmerica entered World War I. Sim- promoted to chief engineer of the ingly, that pilot had reputedly
ilarly, his naval flight training in renamed Swallow Airplane Manu- flown the first plane Lloyd had ever
the Curtiss N-9 flying boat con- facturing Company. Lloyds knack seen when he was growing up in
cluded prematurely when the war for design soon led to the New Swal- Harper, Kansas. More recently, one
o f L l o y d s N e w
ended. Moreover,
Swallows had
his one-year stint
been purchased
as an apprenticand flown by
ing architect at a
the pilot, Clyde
firm in Wichita
Cessna.
seemed to be goIn early 1925,
ing nowhere.
in a convergence
Laird recogof aviation eminized underlying
nences rarely
qualities in the
replicated in the
young Lloyd Stea- OHARA COLLECTION/EAA ARCHIVES-BOB STEELE
i n d u s t r y s l o n g
rman and hired
Stearman lent his engineering expertise to the twin-boom Stearmanand consequenhim to perform
Hammond Y-1 aircraft built in 1936 as part of the Bureau of Air Comtial history, Lloyd
a range of draftmerces $700 safe, affordable aircraft program.
S t e a r m a n , Wa l ing and engineering duties. Little did anyone know in low. This aircraft was a significant ter Beech, Clyde Cessna, and assorted other partners established the
those budding days that once in this upgrade of the baseline product.
The New Swallow was also mean- Travel Air Manufacturing Company
groove, Lloyds course would lead
eventually to his banding together ingfully differentiated from the in the back room of a Wichita millwith various aggregations of extraor- multitude of war-surplus Jennys, in ing plant. Cognizant of his greatest
dinarily talented aviation trailblaz- that it was configured to carry three strength, Lloyd retained his post as
ers. Nor could anyone have foreseen people, had only two wing struts per chief engineer in the new company.
Lloyd stayed at Travel Air for not
then that the dusty little prairie town side instead of four, and featured a
to which the scant but growing cadre fully enclosed 90-hp liquid-cooled quite two years, but in that time
of air-minded visionaries gravitated Curtiss OX-5 engine. Publicity for he fathered the Travel Air A, BW,
would become the Air Capital of the highly regarded plane was en- 2000/3000/4000 series of biplanes,
the World, much as Detroit ripened hanced by impressive exhibition and the Type 5000 cabin monoflights made by Walter Beech, a plane. These models represented a
into the automobile capital.
An eyewitness to the maiden transplanted Tennessean who had technological progression and exflight of Matty Lairds plane re- been hired as a part-time demon- uded a handsome proportionality.
marked that its lissome motion stration pilot only a year after Lloyd The biplane lineup included some
models that sported unusual upperthrough the air resembled the poise started working for the company.
The chief engineer and the dem- wing elephant-ear ailerons.
of a swallow in flight. Without hesitation, Laird thereupon dropped onstration pilot jointly calculated if
Aesthetics were matched by practithe prosaic name of Tractor that he the aircrafts wood innards were re- cal attributes. Indeed, in 1926, a Travel
had given the two-place biplane placed with tubular steel, durability Air won the second annual Ford Reliand rechristened it Swallow. Produc- and performance would vastly im- ability Tour. The same year, another
tion of the new aircraft proceeded prove. Moellendick was put off by Travel Air set a new cross-country
apace, bolstered by the mechanical the heretical idea, however, primar- recordjust 31 hours from coast to
prowess Lloyd possessed as a result ily because of the relatively recent coast. Most memorably, on August
of the knowledge passed on by his investment he had made in wood- 16-17, 1927, Art Goebel and William
father, who was a commercial con- working machinery for the factory. V. Davis won the Dole Air Race with
VINTAGE AIRPLANE 15
JIM KOEPNICK
16 SEPTEMBER 2011
Lloyd Stearman (third from left) with fellow executives of Lockheed Aircraft
in 1934. Left to right: Ron King, controller; Carl Squier, sales manager;
Lloyd Stearman, president; Robert Gross; Cyril Chappelet; and Hall Hibbard.
tors, bought Lockheed for the sum of
$40,000. (Yes, for less than todays cost
of an F-22 wheel strut, Lloyd Stearman
and his associates bought the whole
company.) The bankruptcy judge reportedly said, I sure hope you fellows
know what youre doing.
Meanwhile, back in Wichita, the
Stearman Aircraft Company was being run by its new president, Julius E.
Schaefer. One of the priorities was to
apply the lessons learned in the companys loss of the Army trainer competition and offer a winning design
for the next round of acquisitions.
Three company engineersMac
Short, Harold W. Zipp, and J. Jack
Clarklogically took Lloyds Cloudboy drawings and used them as the
predicate for their design work.
Among the changes they incorporated in Lloyds original layout
were a cantilevered landing gear
and installation of ailerons on the
lower wings only. Wingtips and tail
surfaces were no longer square but
round. For ease of production, they
stuck with the idea of using readily
available materials.
The fuselage was formed by a tubular steel frame. Wings were made
of wood ribs and spars. Cotton linen
fabric was stretched over most of the
fuselage, wings, and tail surfaces.
What emerged from the drafting tables was the Model 70. The companys chief test pilot, Deed Levy, flew
the plane to Wright Field for trials.
The Stearman trainer type was
well-regarded by the military pilots
who tested it, but one problem stood
out. When stalled, the Model 70 just
mushed in the air. The pilots opined
VINTAGE AIRPLANE 17
BONNIE KRATZ
Interestingly, the aircraft most closely associated with Lloyd Stearman, the
PT (Model 75) series of trainers that became famous during World War II,
had little of the noted engineers involvement, since hed left the company
to run Lockheed before the aircraft was built. His previous design, the
Cloudboy, served as the basis for the design of the Model 7x series.
models until fiscal 1936. The initial
batch of 26 trainers had the 220-hp,
9-cylinder Lycoming R-680-5 radial
engine. The Army designated these
aircraft the PT-13.
Thus, a legend was born. The
Model 75 in its various military designations came to occupy a place of
honor in the chronicle of flight. The
type is believed to have taught more
American cadets how to fly during
World War II than any other primary trainer. The many airworthy
examples today serve as a ubiquitous
bridge to aviations glorious past.
With war clouds on the horizon,
government leaders recognized the
dire need for more military pilots.
Trainer production was dramatically
ramped up. In the late 1930s and
early 1940s, the Stearman assembly
lines in Wichita were humming. An
astounding 8,585 Stearman trainers were built, more than any other
American biplane. (Spare parts for
the equivalent of another 1,761 aircraft were produced.) Most aircraft
went to the U.S. military services, but
their universally recognized virtues as
a training platform made them popular with numerous foreign air forces.
At Randolph Field in San Antonio, Texas, the Naval Air Station in
Pensacola, Florida, and other military flight-training locations around
the country, the Model 75 filled the
18 SEPTEMBER 2011
VINTAGE AIRPLANE 19
Tribute to
a Classic
20 SEPTEMBER 2011
Focke-Wulf Fw.44J
Stieglitz reborn
in Germany
Fliegerverein, a Hamm-Lippewiesen
(Westphalia)-based vintage aircraft
flying club, reassembling several
classic vintage mono- and biplane
aircraft and gliders. The club has
about 30 active members and more
than 100 supporting old-time
aviation enthusiasts.
Early in 2008, the QuaxFliegerverein celebrated the
completion of the immaculate
overhaul, restoration, and rebuild
of its 1940 Focke-Wulf Fw.44J
Stieglitz D-ENAY, painted in full
Swedish Connection
In spite of its Luftwaffe-era
colors and unit markings, Fw.44J
Stieglitz D-ENAY never saw active
military service in Germany. In
1940 the aircraft was manufactured
in Vsteras, Sweden, by the Central
VINTAGE AIRPLANE 21
22 SEPTEMBER 2011
Museum fr Naturwissenschaft
und Technik (German Museum
for Physics and Technology) in
Munchen, Bavaria, as part of this
well-known museums permanent
c o l l e c t i o n o f ( We s t ) G e r m a n designed and -built biplane aircraft.
VINTAGE AIRPLANE 23
BOB WHITTIER
EAA 1235
ver the years several competitions have been organized for the purpose of
encouraging people to put
their knowledge of aircraft design to
work to create airplanes able to fulfill certain needs. In 1929 there was
a Guggenheim Safe Airplane Competition. In the mid-1930s the old
Bureau of Air Commerce sponsored
a contest to develop an everymans
airplane to sell for $700, which at
that time was the average price of
an automobile. During the 1960s,
EAA sponsored a contest to produce
a modern, but simple and economi-
Editors Note: The Light Plane Heritage series in EAAs Experimenter magazine often touched on aircraft and concepts
related to vintage aircraft and their history. Since many of our members have not had the opportunity to read this series, we plan on publishing those LPH articles that would be of interest to VAA members. Enjoy!HGF
24 SEPTEMBER 2011
The first DH 53 to be built is still flying at Old Warden Aerodrome in England. Light blue fuselage, silver wings and tail. Aileron push-pull tube is clearly visible below left wing. Engine is
fitted with stub exhausts.
VINTAGE AIRPLANE 25
Location of the Humming Birds cockpit gave good view of the ground immediately in front of the wheels, an important thing when taxiing on grass
fields likely to have soft spots, animal burrows, and other traps for the
unwary pilot.
ent performance categories.
De Havilland people discussed
at length the design features they
should incorporate in their entry.
For acceptable rapid and economical construction of the two planes
to be entered in the contest, they
chose easily tooled wood as the
primary material. In some of their
larger commercial designs, they had
had good results from a new type of
wooden fuselage construction.
In most World War I planes,
wooden longerons and crossmembers were trussed together
with numerous criss-crossed steel
cables. The many eye splices, turnbuckles, and end fittings necessary in this construction called for
much tedious hand labor.
In the new method, spruce longerons and cross-members were
also used, but the entire fuselage
structure was covered with thin
plywood. In addition to taking the
place of fabric covering, the plywood acted as one very large gusset
to tie securely together the longerons and cross-members.
For the light Humming Bird fuselage, 1.5-mm plywood was used,
this being practically the same as
1/16 inch. Such seemingly thin plywood was adequate for the purpose
it served. But probably due to being
made with the casein glue then in
26 SEPTEMBER 2011
FIGURE 1
The DH 53 had a landing gear of typical de Havilland
style. Note doubled rudder control cables. What appear to be single elevator cables here were actually
duplicated on the other side of the fuselage.
would benefit from ground effect
and probably help to give both
quick takeoff with low power and
a slow landing speed. Since the
proposed airplane would be quite
light, it was also feared that a highmounted wing would make for a
rather unsteady airplane when running crosswind on the ground.
As things worked out, the finished Humming Birds with Douglas
engines weighed only 326 pounds
empty and 524 pounds loaded. Despite the rather light wing loading
of 4.08 pounds per square foot, the
planes proved to be quite manageable
on breezy days. Another advantage
of the low-wing design was that in
such small planes, there was no overhead structure to make getting into
and out of the cockpits awkward. It
was acknowledged that a high wing
would afford more protection to the
pilots head should a plane nose over
while taxiing, but in the end it was
decided that these planes were going
to land and taxi so slowly that it was
a risk that could be lived with.
The wing (or more properly the
right and left wing panels) was given
just as much consideration. A serious
problem in low-wing monoplanes
with struts on the upper sides of their
wings is the struts can interfere with
smooth airflow so as to have noticeably adverse effect on lift.
FIGURE 2
Details of installation of the original 750 cc Douglas
motorcycle engine of 26 hp. Note mounting plate under crankcase. Long exhaust pipe cut the loud exhaust
bark to an agreeable purr.
VINTAGE AIRPLANE 27
FIGURE 3
FIGURE 4
28 SEPTEMBER 2011
VINTAGE AIRPLANE 29
Vintage
Instructor
THE
How could
a student
obtain a
private
certificate
using this
method?
30 SEPTEMBER 2011
VINTAGE AIRPLANE 31
Vintage
Mechanic
THE
BY ROBERT G. LOCK
Illustration 1
NASA
32 SEPTEMBER 2011
NASA
Illustration 2
NASA
Illustration 3
Illustration 3 shows craftsmen installing a ring cowl to a U.S. Navy ship in preparation for flight tests.
These experiments took place from 1925 to 1929 and were funded by the government, just as NASA is
funded today. NACA was established in 1915 and charged with coordinating research in aeronautics. It
quickly became the prime research organization pushing the boundaries of flight from the early stages
through the first supersonic aircraft in 1947. NACA passed the torch to NASA in 1958 and expanded
the role of aeronautics research into space exploration.
Illustration 4
NASA
VINTAGE AIRPLANE 33
LOCKHEED
Illustration 6
Illustration 6 shows a standard 1928 Lockheed Vega, a
wood monocoque fuselage and cantilever wing design by
John Northrop. The Wright J-5 engine cylinders protruding
from a streamlined fuselage are quite evident.
Illustration 5
NASA
34 SEPTEMBER 2011
Illustration 9
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Illustration 10
The invention of the NACA pressure cowl and the research conducted by Weick and Max Munk during 1928
and 1929 laid the groundwork for all future engine cowling installations. Just think of all those fast World War II
fighter and bomber aircraft with tight-fitting engine cowling.
The development started here.
www.desser.com
VINTAGE AIRPLANE 35
by H.G. FRAUTSCHY
MYSTERY PLANE
This months Mystery Plane comes from W. Duffy Thompson of
Lakeland, Florida. It is of foreign manufacture, but the photo was
taken on the East Coast of the United States.
Send your answer to EAA,
Vintage Airplane, P.O. Box 3086,
Oshkosh, WI 54903-3086. Your
answer needs to be in no later
than October 10 for inclusion
in the December 2011 issue of
Vintage Airplane.
You can also send your response via e-mail. Send your
answer to mysteryplane@eaa.
org. Be sure to include your
name plus your city and state
in the body of your note and
put (Month) Mystery Plane
in the subject line.
36 SEPTEMBER 2011
ternational Airport.
He flew in many
of the Howard
Hughes movies, and
one picture I have
shows several of his
World War I Thomas
Morse Scouts in front
of the hangar.
And by the way,
that nt ction
actually reads student instr uction.
The top reads TONY
SCHWAMM, under
that is aerobatics,
and to the left is student instruction.
From John Underwood, another
longtime Lockheed
man and California aviator, comes
this additional
Thanks to our Vintage Mechanic Bob Lock, we have
information:
a picture of Junes Mystery Plane, the Mendenhall M-1
Your current MysSpecial completed and ready for flight testing.
tery Plane is Gene
Mendenhalls M-1
other photos, but Im hard-pressed to Special, 16097, which Tony LeVier
find them. Aerofiles.com has a fair flight-tested at Muroc and Rosawrite-up, which I used. What tipped mond, near what is now Edwards
me off were the hangar markings and Air Force Base in the Mojave Desert.
origin. At the time, LeVier was flying These flights were very brief affairs,
in Arizona and California, so it makes because the 25-hp Cyclomotor twoperfect sense that the photo came out stroke pusher was prone to overheating
of Arizona. Aside from his name, there and quit after about five minutes. The
is: nt ction. Theres also that M-1s final airing was at Telegraph &
big monster sticking out of the hangar.
VINTAGE AIRPLANE 37
iPad 2 winner Leo Mora and his wife, Nancy, pictured by Leos pressurized Cessna Skymaster.
38 SEPTEMBER 2011
TM
$29.95*
VINTAGE
TRADER
S o m e t h i n g t o b u y,
sell, or trade?
Classified Word Ads: $5.50 per 10
words, 180 words maximum, with boldface
lead-in on first line.
Classified Display Ads: One column wide
(2.167 inches) by 1, 2, or 3 inches high at
$20 per inch. Black and white only, and no
frequency discounts.
Advertising Closing Dates: 10th of second
month prior to desired issue date (i.e.,
January 10 is the closing date for the March
issue). VAA reser ves 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.
708-267-7111
13221 WINDWARD TRAIL
ORLAND PARK, IL. 60462
uni-tech@earthlink.net
SERVICES
1953 Taylorcraft 15-A Continental
C-145 282.6 Total time A&E Most
original Fly Away $39,500 Robert
W. Peterson (H) 814-277-6033 (C)
814-952-2686
MISCELLANEOUS
www.aerolist.org, Aviations Leading
Marketplace.
SERVICES
www.shopeaa.com/vaa
Telephone Orders: 800-843-3612
From US and Canada (All Others Call 920-426-5912)
*Shipping and handling NOT included. Major credit cards accepted.
WI residents add 5% sales tax.
TM
VINTAGE AIRPLANE 39
VINTAGE
AIRCRAFT
ASSOCIATION
OFFICERS
President
Geoff Robison
1521 E. MacGregor Dr.
New Haven, IN 46774
260-493-4724
chief7025@aol.com
Vice-President
George Daubner
N57W34837 Pondview Ln
Oconomowoc, WI 53066
262-560-1949
gdaubner@eaa.org
Secretary
Steve Nesse
2009 Highland Ave.
Albert Lea, MN 56007
507-373-1674
stnes2009@live.com
Treasurer
Dan Knutson
106 Tena Marie Circle
Lodi, WI 53555
608-592-7224
lodicub@charter.net
DIRECTORS
Steve Bender
85 Brush Hill Road
Sherborn, MA 01770
508-653-7557
sst10@comcast.net
Dale A. Gustafson
7724 Shady Hills Dr.
Indianapolis, IN 46278
317-293-4430
dalefaye@msn.com
David Bennett
375 Killdeer Ct
Lincoln, CA 95648
916-952-9449
antiquer@inreach.com
Jeannie Hill
P.O. Box 328
Harvard, IL 60033-0328
920-426-6110
Jerry Brown
4605 Hickory Wood Row
Greenwood, IN 46143
317-422-9366
lbrown4906@aol.com
Dave Clark
635 Vestal Lane
Plainfield, IN 46168
317-839-4500
davecpd@att.net
John S. Copeland
1A Deacon Street
Northborough, MA 01532
508-393-4775
copeland1@juno.com
Phil Coulson
28415 Springbrook Dr.
Lawton, MI 49065
269-624-6490
rcoulson516@cs.com
DIRECTORS
EMERITUS
Robert C. Brauer
9345 S. Hoyne
Chicago, IL 60643
773-779-2105
photopilot@aol.com
Charlie Harris
PO Box 470350
Tulsa, OK 74147
918-622-8400
cwh@hvsu.com
Gene Chase
2159 Carlton Rd.
Oshkosh, WI 54904
920-231-5002
GRCHA@charter.net
Ronald C. Fritz
15401 Sparta Ave.
Kent City, MI 49330
616-678-5012
rFritz@pathwaynet.com
Gene Morris
5936 Steve Court
Roanoke, TX 76262
817-491-9110
genemorris@charter.net
John Turgyan
PO Box 219
New Egypt, NJ 08533
609-752-1944
jrturgyan4@aol.com
TM
TM
airventure@eaa.org
sportpilot@eaa.org
stc@eaa.org
airacademy@eaa.org
scholarships@eaa.org
slurvey@eaa.org
membership@eaa.org
membership@eaa.org
vintage@eaa.org
tbooks@eaa.org
MEMBERSHIP INFORMATION
EAA
Membership in the Experimental Aircraft
Association, Inc. is $40 for one year, including 12 issues of SPORT AVIATION. Family
membership is an additional $10 annually. All
major credit cards accepted for membership.
(Add $16 for International Postage.)
FOREIGN MEMBERSHIPS
Please submit your remittance with a
check or draft drawn on a United States
bank payable in United States dollars. Add
required Foreign Postage amount for each
membership.
WARBIRDS
Current EAA members may join the EAA
Warbirds of America Division and receive
WARBIRDS magazine for an additional
$45 per year.
EAA Membership, WARBIRDS magazine and one year membership in the
Warbirds Division is available for $55 per
year (SPORT OficAVIATION magazine
not included). (Add $7 for International
Postage.)
IAC
Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright 2011 by the EAA Vintage Aircraft Association, All rights reserved.
VINTAGE AIRPLANE (USPS 062-750; ISSN 0091-6943) is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA Aviation Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: vintageaircraft@eaa.org. Membership to Vintage Aircraft Association, which includes 12 issues of Vintage Airplane magazine,
is $36 per year for EAA members and $46 for non-EAA members. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to Vintage Airplane,
PO Box 3086, Oshkosh, WI 54903-3086. PM 40063731 Return undeliverable Canadian addresses to Pitney Bowes IMS, Station A, PO Box 54, Windsor, ON N9A 6J5. FOREIGN AND APO ADDRESSES Please allow
at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTISING Vintage Aircraft Association does not guarantee or endorse any product offered through the
advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.
EDITORIAL POLICY: Members are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with
the contributor. No remuneration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI 54903-3086. Phone 920-426-4800.
EAA and EAA SPORT AVIATION, the EAA Logo and Aeronautica are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and
service marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohibited.
40 SEPTEMBER 2011
The partnership between EAA and Ford spans more than a decade and the connection continues to grow. Our mutual goal is to continually
enhance the EAA member experience.
EAA values the partnership with Ford and Fords support of the opening day REO Speedwagon concert, the nightly Fly-In movie theater the
spectacular Blue Angels Edition Mustang, and much more.
AirVenture 2011 was an extraordinary event and we look forward to seeing you next year!
Rod Hightower
President & CEO, EAA
Tom Poberezny
Chairman Emeritus, EAA
Edsel B. Ford II
Board Director, Ford Motor Co.
EAA members are eligible for special pricing on Ford Motor Company vehicles through Fords Partner Recognition Program.
To learn more on this exclusive opportunity for EAA members to save on a new Ford vehicle, please visit www.eaa.org/ford.