Professional Documents
Culture Documents
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may 2012
The 2013 Mustang features an aggressive new look. From its redesigned
front end with a more prominent grille to the LED accents in the head and
tail lamps, the 2013 Mustang is a sleek representation of modern power.
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.
When its time to perform, you benet from the power of choice the 650
HP Shelby GT500, the Hi-Po Boss 302 with 444 HP, the legendary 5.0L GT
with a tire smoking 420 HP, or the 305 HP, 31 MPG V6. Purely Mustang.
Vintage May2012.indd 2
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A I R P L A N E
Vol. 40, No. 5
2012
M AY
CONTENTS
2
News
14 John Underwood
2011 VAA Hall of Fame inductee
by H.G. Frautschy
16
22
26
29
by Roger Thiel
29
32
36
38
Mystery Plane
by H.G. Frautschy
40
Classifieds
STAFF
EAA Publisher
Director of EAA Publications
Executive Director/Editor
Business Manager
Senior Art Director
Rod Hightower
J. Mac McClellan
H.G. Frautschy
Kathleen Witman
Olivia P. Trabbold
Advertising:
Manager/Domestic, Sue Anderson
Tel: 920-426-6127
Email: sanderson@eaa.org
Fax: 920-426-4828
Independent Business Relationship Representative, Larry Phillip
Tel: 920-410-2916
Email: lphillip@eaa.org
Classified Advertising
Tel: 920-426-6809
COVERS
BACK COVER: Most VAA members have a soft spot for a favorite airplane (or two, or three) and the Ryan
ST-A is often near the top of the list for many folks. This spectacular watercolor by artist Barry Ross depicts a
beautiful example over the hills near the San Francisco Bay area. Walter Bowe and Dr. Carlene Mendieta are
the caretakers of this ne example. For more on Barrys art, visit his website at www.barryrossart.com
VINTAGE AIRPLANE 1
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2 MAY 2012
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VAA NEWS
EAA, AOPA Request Exemption to
Third-Class Medical Requirements
Your time to comment is now!
On March 20, 2012, the longawaited exemption request regarding third-class medical certificates
was formally submitted by EAA and
AOPA. The reaction to this request
has already been strong and positive.
More importantly, now is the time
for you to forward your comments to
the FAA on the proposal.
EAA and AOPA submitted the proposal jointly because the exemption,
if granted, would increase the level of
safety and significantly reduce a substantial economic and regulatory burden for those who fly recreationally.
The organizations are asking the FAA
for an exemption to the current regulation that requires all pilots hold at least
a third-class medical certificate to exercise the privileges of a private or recreational pilot certificate. The exemption
request would give pilots who fly recreationally the option of either retaining
a third-class medical or, instead, participating in a recurrent online education
program that will teach them how to
self-assess their fitness to fly.
The aeromedical education prog r a m w o u l d e x c e e d t h e FA As
currently mandated training. Participating pilots would be required to
hold a valid drivers license and conduct a meaningful self-assessment
prior to each flight. The self-assessment required in the exemption will
be similar to what pilots do now between AME visits, except pilots will
have a higher level of knowledge for
the self-assessment after completing
the required education program.
The requested exemption would
help to mitigate the increased risk inherent in transitioning to unfamiliar
and sometimes distinctly different
aircraft, which is the only alternative
currently available to the FAAs thirdclass medical.
The complete exemption request
is now posted and open for public
VINTAGE AIRPLANE 3
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TM
JIM KOEPNICK
4 MAY 2012
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5,000 Breakfasts
a Year and Growing
Fulfilling a member-requested need
BY
STEVE KROG
STEVE MOYER
VINTAGE AIRPLANE 5
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PATTY DORLAC
Art Morgan
Behind the Scenes Volunteer
of the Year 2011
Dale Masters
Pat Blake
PHIL BLULCE
STEVE MOYER
Art Morgan
Flightline Volunteer
of the Year 2011
Pat Blake
6 MAY 2012
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The Tale of an
Extraordinary
Gipsy
Vintage May2012.indd 9
5/1/12 1:59 PM
or almost 70 years, de
Havillands DH-82 Tiger
Moth biplane family has
gained its well-deserved
place in the aviation
worlds hall of fame as a dedicated
World War II pilot training aircraft
for countless numbers of Allied aviators. In the postwar years, the Moth
soon became obsolete as a military pilot training asset. But this de
Havilland Moth family descendant
quickly gained international success
around the globe as a leisure aircraft,
Switzerlands
Gipsy Moth Survivor
de Havilland DH-60G Gipsy I
Moth c/n 1878 was constructed at
DHs facility at Stag Lane Airport in
Edgeware (Middlesex, United Kingdom) in 1931. Its Certificate of Air-
8 MAY 2012
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All external control cables are inspected visually during the preight walk-around and inspected in detail during periodic 50hour inspections.
Flown by the pilot from the back seat, the front seat cockpit is deprived from all ying instruments but still retains the control stick.
VINTAGE AIRPLANE 9
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The Segeluggruppe Oberaargau used the DH-60G HB-AFO as a towing tug for its gliders. In 1961, the aircraft was
grounded and stored in a garage, its registration canceled and its future highly uncertain.
Moth HB-AFO is based nowadays at Biel-Kappelen aerodrome in northwestern Switzerland near the well-known Lac
de Bienne.
10 MAY 2012
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Its initial
flying career
in Switzerland
proved to
be rather
disastrous. . .
The Gipsy I engine is fed by simple gravity from the overhead fuel
tank built in between the two upper wings above the front seat,
containing 19 gallons (i.e. 86 liters).
. . . British architect
Chris Tucker, living in
Switzerland, purchased
the airframe and started
an in-depth restoration
of the worn-out
Gipsy Moth.
VINTAGE AIRPLANE 11
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Change of Ownership
On April 27, 2007, the aircraft
was sold by Chris Tucker to its present owner, Willy Kampfer, a retired
and very experienced Swissair B747
captain and a lifelong DH Gipsy fanatic. Although his purchase of his
own de Havilland was his first, Willys connection and affection for
HB-AFO started well before: In the
early 60s, when he was a 17-yearold mechanic apprentice under the
supervision of a licensed aircraft
mechanic at Langenthal. He was
responsible for the servicing of this
12 MAY 2012
Vintage May2012.indd 14
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VINTAGE AIRPLANE 13
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John Underwood
2011 VAA Hall of Fame inductee
BY
H.G. FRAUTSCHY
John W. Underwood of
Glendale, California, was
honored in last falls VAA
Hall of Fame induction
ceremonies, which took
place in Oshkosh, Wisconsin, in the Founders
Wing of the EAA AirVenture Museum.
Author of a dozen aviation books (including Of
Monocoupes and Men, The
Stinsons, and Acrobats in
the Sky, among the dozen)
and numerous articles
concerning aviation history, John has had a lifelong fascination with
airplanes since he was a
little boy of 7. His life has
been immersed in aviation ever since. In 1949
he learned to fly at the famous Glendale School of
Aeronautics as he worked
Vintage May2012.indd 16
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VINTAGE AIRPLANE 15
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EXPLORING
THE
AMPHIBIAN
BOB WHITTIER
EAA 1235
H.G. FRAUTSCHY
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
16 MAY 2012
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5/1/12 2:07 PM
COURTESY GRUMMAN
VINTAGE AIRPLANE 17
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BILL BLAKE
Figure 1. In 1930 designer S.S. Rabl sketched these proposed waterplanes for the old Modern Mechanics
magazine. Surprisingly, the twin-oat seaplane turned out to be the lightest.
Navy. But in most civilian amphibians, the engines are mounted in nacelles atop the hulls, which of course
adds frontal area not seen in landplanes. Its worth noting that because
of their nose-mounted engines and
lack of wingtip floats, overall frontal
area of twin-float seaplanes is usually
less than in most amphibs.
Another way to reduce frontal
area is to install the engine down inside the hull and use a chain, belt, or
shaft drive up to the propeller. The
Spencer-Larsen of 1938 had 125/150
hp, straight-four, air-cooled Menasco
engine in the hull aft of the passenger area. A shaft went up to a gearbox ahead of the pusher propeller.
These types of drive offer an opportunity to incorporate whatever reduction ratio might be felt desirable.
Gears and their related bearings
Shown above and in the opening photo of this article is the newest
amphibian design in the lightplane world. Introduced at Sun n Fun 93,
the SeaRey was designed by Kerry Richter and Paige Lynnete.
The propeller shaft supporting structure for a shaft or belt drive must
be sturdy to cope with forces generated by the propeller, and may
therefore be heavy or create air resistance. Because of their long noses
and obstruction-free bottoms, amphibians as a class resist nosing over
and suffer minimal damage in forced
landings.
Its fun to daydream about amphibians and make sketches of imaginative designs, but successful ones
are the result of able calculation of
the loads, weights, and forces involved. In 1930 a meaty little magazine called Modern Mechanics was
being published in Minneapolis. It
later moved to New York, became
Mechanix Illustrated, and finally,
Home Mechanix (which ceased publication as a stand-alone publication in
1996HGF). The editor got the idea
of printing plans for a single-seat flying boat to be powered by a vee-twin
motorcycle engine in the 15- to 17hp category. His reasoning was that
such engines were then cheap and
readily available, and that a flying
boat operated from miles-long lakes
would be feasible, despite long takeoff runs and slow rate of climb.
He put this idea up to Sam S. Rabl,
a well-known naval architect who
also had aeronautical experience.
Rabl sketched and did calculations
for the three possible layouts shown
in Figure 1. The first was a monoplane flying boat having a long,
upswept aft end to support the tail.
Where two seaplane floats have four
side panels to a flying boat hulls
two, he initially thought this design
would be lightest.
But this hull would require a
broad, strong bottom to handle wa-
18 MAY 2012
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VINTAGE AIRPLANE 19
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with the dock, and then run mooring lines from port and starboard
tip floats to the dock. The ability to
go forward easily and quickly is the
hallmark of a well-designed amphibian. When approaching a dock going straight into the wind, things
can go nicely. But when theres a
strong tail wind or appreciable river
cross-current, things can get frantic.
At some docks there will be willing and very welcome helpers, but at
unattended docks, amphibian pilots
are on their own.
Some amphibs have tractor propellers; others have pushers. Baffles
on air-cooled cylinders didnt become common on smaller engines
until around the mid-1930s, so
many earlier designers favored the
tractor layout for the sake of getting
the strongest possible prop wash
over the cooling fins. Some amphibs have used four-bladed props
to blow or suck cooling air past the
cylinders as well as possible, short of
going into the complexity and expense of special blowers. Those who
favor the tractor layout claim less
disturbed airflow into the propeller.
Some pusher installations have had
vexing problems with turbulent or
inadequate airflow into their props.
A forgotten reason why tractor props won out over pushers on
20 MAY 2012
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VINTAGE AIRPLANE 21
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Notice of Annual VAA Membership Meetingto be held Sunday, July 29, 2012, 9:30 a.m., in the Vintage Hangar,
south of the Vintage Red Barn, on the EAA convention grounds, at the annual convention of the Experimental Aircraft
Association, Inc., Oshkosh, Wisconsin.
Notice is hereby further given that the annual election of the ocers and directors of the EAA Vintage Aircraft
Association will be conducted by the ballot distributed to the members inside this May issue of Vintage Airplane.
2012 ELECTIONS
Following are three pages of the biographies of the people who are running for election in 2012. The ballot is
inserted in this magazine and is to be completed and mailed to the VAA to arrive on or before July 19, 2012.
TM
22 MAY 2012
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STEVE BENDER
Lovell, Maine
DAVE CLARK
STEVEN L. KROG
Plaineld, Indiana
Hartford, Wisconsin
VINTAGE AIRPLANE 23
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STEVEN W. OXMAN
Brookeld, Wisconsin
Riva, Maryland
JOE NORRIS
Oshkosh, Wisconsin
TIM POPP
Lawton, Michigan
24 MAY 2012
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VINTAGE AIRPLANE 25
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H.G. FRAUTSCHY
BY
ROGER THIEL
26 MAY 2012
Vintage May2012.indd 28
5/1/12 2:14 PM
Encourage Media
Attendance
Decide with your group on limits
of media participation. You could
invite TV and radio stations, newspaper reporters, etc., but beware of
member burnout and a feeling of
encroachment here. Also beware
of having too many media displays
distract from your physical event.
However, there are now many newtech ways of recording and depicting aircraft restoration, vintage
aviation, interviews of antiquers,
etc. And, if you have a shelter, media activities are especially welcome
if you have marginal weather.
VINTAGE AIRPLANE 27
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28 MAY 2012
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Vintage
Mechanic
THE
BY ROBERT G. LOCK
Illustration 1
Illustration 2
VINTAGE AIRPLANE 29
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Illustration 3
Illustration 4
Illustration 5
ment. But with aluminum structures the repair will
only reach 80 percent maximum strength across the
patch; that is why this type structure will need replacement of the entire skin panel if it is damaged.
On the other hand, semi-monocoque construction
allows repairs to be made to an aluminum structure because the skin does not carry all the flight loads. Illustration 2 shows an aluminum semi-monocoque structure.
Illustration 2 is extracted from Civil Aeronautics Bulletin No. 27, Pilots Airplane Manual by N.O. Anderson,
September 1940. It a semi-monocoque aircraft float
assembly and depicts all components for a structure of
this type.
Illustration 6
Illustration 3 shows typical stringer shapes. Most
structures used an aluminum extrusion for stringers;
however, aluminum could also be bent into angle or
zee shapes for stringers. If the structure is fabricated
from aluminum, the stringers are riveted into position, and flight loads are transferred to the stringers
through attaching rivets. If the structure is fabricated
from wood, the flight loads are transferred into the
stringer from the skin via bonding adhesive.
The same is true if the structure is fabricated from
advanced composites; however, new processes will cocure the stringers to the skin, shown in Illustration 4.
Co-curing describes a method of construction whereby
the skin plies and stringers are laid up as a complete
assembly. It is then placed in an autoclave and cured
under pressure at 250F or 350F. The sample of the
structure in this photo is a state-of-the-art wing skin
produced of unidirectional carbon fiber prepreg composite material.
Illustration 5 extracted from Aircraft Materials and
Processes by George F. Titterton shows a stainless steel
fuselage aft section from a seaplane, possibly a Fleetwings Sea Bird amphibian. The formers and stringers
of this semi-monocoque structure can readily be seen.
Although stainless steel is heavier than aluminum, it
was selected for the Fleetwings because of its corrosion
resistance to saltwater.
Repairs to semi-monocoque structures are made in
accordance with manufacturers recommendations, if
those instructions are available. If there is no manufacturers data, consult the FAA AC 43.13-1B for guidance. When repairing semi-monocoque structures with
aluminum skin, there are several types and shapes of
patches that can be fabricated and installed. However,
one must weigh the time required to install a surface
or flush patch against replacing the entire panel, if
replacement is possible. Many owners do not want
unsightly surface patches on their aircraft; therefore,
panel replacement is the answer, if the panel is not
30 MAY 2012
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Illustration 8
Illustration 7
large and access to bucking rivets is available. It is not
my intent here to describe in detail how to design and
make repairs, but to provide insight in the thought process when determining just how to repair the skin of
an aluminum semi-monocoque structure. Illustration 6
shows Figure 4-16 extracted from AC 43.13-1B.
The AC 43.13-1B provides general information about
the maximum size of the patch and the number of
rivets required in each side of the crack. Once again,
100 percent of the original skin strength cannot be
achieved with a riveted patch repair. If 100 percent
strength is required, then the entire skin panel would
have to be replaced, which, as a side benefit, gives the
best final appearance.
The AC also speaks to splicing of stringers that is
used to support and supplement strength in a semimonocoque structure. Typical stringer repairs are
shown in Figure 4-17, although stringer splices are
more difficult because the reinforcement must be bent
to shape and must fit the inside or outside of the original stringer. Illustration 7 shows typical stringer repairs. As in the stressed skin repairs in Figure 6, the
AC calls out the number of rivets on each side of the
splice. Looking at these sketches one can readily see
that fabricating a doubler (the shaded sections) can be
challenging and time-consuming.
Repairing stressed plywood skin is somewhat easier
than repairing aluminum (however it all depends on
VINTAGE AIRPLANE 31
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The Lure
of Airplanes
T
BY
PHILIP HANDLEMAN
32 MAY 2012
Vintage May2012.indd 34
5/1/12 2:15 PM
crumbs
dropped
b d
d
along the way, only
nly my
markers would be the unique statues and street-corner
ner architecture
passed earlier in thee day
day.
In the unfolding saga, my mother
tried to keep her wits. While guarding her two other children with
iron-like grips around their wrists,
she acknowledged afterwards that
at this juncture she nearly fainted.
Also, Mom later confessed to fearing the unthinkable, a kidnapping
and worse. She scrambled back
and forth, peering into windows in
search of her missing son, but to no
avail; our paths were irretrievably
divergent by then.
Without a working knowledge
of the native tongue and, as a
stranger from abroad, not knowing anyone to call for help in this
beautiful but unfamiliar city, she
frantically entered a shop noted for
its lovely silks. The shop just happened to be the closest place when
the sensation of despair overtook
her. Mom wondered if she would
ever see her son again. In the depth
of her fright, she threw herself to
the mercy of the first sales clerk
within earshot. That clerk proved
to be a godsend. A delightful bilingual woman not quite in middle-age, she instantly picked up on
the motherly distress and consoled
with a most welcomed empathy.
The Paris gendarmes needed to
be alerted that there was an American boy of average height and
weight, attired in suit and tie, aged
12 who went missing in the late
morning on the citys streets. The
clerk made the call on the shops
telephone, but the duty officer at
the precinct station insisted that
any missing persons report be filed
VINTAGE AIRPLANE 33
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34 MAY 2012
Vintage May2012.indd 36
5/1/12 2:16 PM
Come Celebrate the 75th birthday of Piper and the Piper J-3
27th ANNIVERSARY
VINTAGE AIRPLANE 35
Vintage May2012.indd 37
5/1/12 2:16 PM
Vintage
Instructor
THE
Airport at sunset
forward and back. They see the elevator move and are
fascinated by how the moving control stick makes the
controls move.
A few minutes at the controls and Mom breaks
out her cellphone camera and asks if she can take
pictures of the boys. I give her an okay, but first place
the intercom headsets on the boys and turn them
on. They giggle and cant believe they are talking to
one another. Pictures are taken and she comments
that she will have to print them for placement on the
refrigerator at home, as well as for Show and Tell at
school tomorrow.
Soon it is time for the boys to exit the Cub and head
for home, so excited they cant wait to tell Dad about
their airport visit. I invite Mom and the boys to come
out anytime and, with her approval, the boys can go
for a short plane ride the next time.
Once the boys have left, those of us who have
gathered migrate back to the picnic table in front of
the hangar to again enjoy the peace and serenity at
the airport. One of the guys comments, Well, I think
youve just signed up two more students. They will be
back in a few years wanting to learn to fly the Cub!
As calm again settles, a small flock of geese pass
overhead. Its near dark now and the normal honking
and squawking is silent. The geese have been feeding
in a nearby stubble field and are now headed back to a
nearby pond for the night.
Then someone points out a red fox that has appeared
from the southern tree line and slowly makes its way
across the runway. Its almost dark out now, so the fox
is comfortable to move freely while on the hunt for an
evening meal.
As the stars begin to appear, several of the guys begin
pointing out different constellations. Ive always been
fascinated by the constellations, but Ive never been
able to connect the dots to see and recognize them.
Except for the Big and Little Dipper, that corner of the
creative side of my mind must still be locked away.
Then someone points out a satellite high overhead
moving rapidly from south to north. Its the first one of
the evening, and all eyes quickly turn to the sky. Soon a
second and then a third satellite are spotted. We often
36 MAY 2012
Vintage May2012.indd 38
5/1/12 2:16 PM
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VINTAGE AIRPLANE 37
Vintage May2012.indd 39
5/1/12 2:17 PM
by H.G. FRAUTSCHY
MYSTERY PLANE
This months Mystery Plane comes to us from the
EAA archives/Cedric Galloway collection.
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.
38 MAY 2012
Vintage May2012.indd 40
5/1/12 2:17 PM
CONTACT US TODAY!
TOLL FREE: TEL: FA X:
SALES: VDOHV#VXSHU IOLWHFRPWEB: Z Z ZVXSHU IOLWHFRP
Scan this QR code with your smartphone
or tablet device to view our complete line
RIIDEULFVWDSHVDQGQLVKHV
What
W
hat OOur
ur M
Members
embers AAre
re RRestoring
estoring
Vintage May2012.indd 41
5/1/12 2:17 PM
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
w o rd s , 1 8 0 w o rd s max i m u m , w i t h
boldface lead-in on rst line.
Classified Display Ads: One column
wide (2.167 inches) by 1, 2, or 3 inches
high at $20 per inch. Black and white
only, and no frequency discounts.
Advertising Closing Dates: 10th of second
month prior to desired issue date (i.e.,
January 10 is the closing date for the March
issue). VAA reserves the right to reject any
advertising in conict with its policies. Rates
cover one insertion per issue. Classied 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 Classied Ad Manager, P.O.
Box 3086, Oshkosh, WI 54903-3086.
MISCELLANEOUS
SERVICES
Always Flying Aircraft Restoration, LLC:
Annual Inspections, Airframe recovering,
fabric repairs and complete restorations.
Wayne A. Forshey A&P & I.A. 740-4721481 Ohio and bordering states.
Restoration, fabric, paint, fabrications,
paperwork. With 53 completed projects,
Wacos, Moths, Champs, Lakes, Pitts etc.
Test flights and delivery. Indiana 480-2092680 sales@wildcataviation.com, www.
wildcataviation.com
5,000 BREAKFASTS
40 MAY 2012
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President
Geoff Robison
1521 E. MacGregor Dr.
New Haven, IN 46774
260-493-4724
chief7025@aol.com
Secretary
Steve Nesse
2009 Highland Ave.
Albert Lea, MN 56007
507-373-1674
Vice-President
George Daubner
N57W34837 Pondview Ln
Oconomowoc, WI 53066
262-560-1949
gdaubner@eaa.org
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
aaflagship@gmail.com
John S. Copeland
1A Deacon Street
Northborough, MA 01532
508-393-4775
copeland1@juno.com
David Bennett
375 Killdeer Ct
Lincoln, CA 95648
916-952-9449
antiquer@inreach.com
Phil Coulson
28415 Springbrook Dr.
Lawton, MI 49065
269-624-6490
rcoulson516@cs.com
Steve Krog
1002 Heather Ln.
Hartford, WI 53027
262-966-7627
sskrog@gmail.com
Jerry Brown
4605 Hickory Wood Row
Greenwood, IN 46143
317-422-9366
lbrown4906@aol.com
Dale A. Gustafson
7724 Shady Hills Dr.
Indianapolis, IN 46278
317-293-4430
dalefaye@msn.com
Dave Clark
635 Vestal Lane
Plainfield, IN 46168
317-839-4500
davecpd@att.net
Jeannie Hill
P.O. Box 328
Harvard, IL 60033-0328
920-426-6110
DIRECTORS EMERITUS
Ronald C. Fritz
15401 Sparta Ave.
Kent City, MI 49330
616-678-5012
rFritz@pathwaynet.com
Gene Chase
8555 S. Lewis Ave., #32
Tulsa, OK 74137
918-298-3692
Charles W. Harris
PO Box 470350
Tulsa, OK 74147
918-622-8400
cwh@hvsu.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
ADVISORS
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Joe Norris
tailwheelpilot@hughes.net
920-688-2977
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
Robert C. Brauer
9345 S. Hoyne
Chicago, IL 60643
773-779-2105
photopilot@aol.com
Ron Alexander
118 Huff Daland Circle
Griffin, GA 30223-6827
ronalexander@mindspring.com
Membership Services
Directory
Tim Popp
60568 Springhaven Ct.
Lawton, MI 49065
269-624-5036
tlpopp@frontier.com
Membership Services
MondayFriday, 8:00 AM6:00 PM CST
Join/Renew800-564-6322 membership@eaa.org
EAA AirVenture Oshkosh
www.airventure.org
888-322-4636
airventure@eaa.org
920-426-4843
920-426-6880/4815
airacademy@eaa.org
stc@eaa.org
EAA Scholarships
920-426-6823
scholarships@eaa.org
Library Services/Research
920-426-4848
slurvey@eaa.org
800-727-3823
www.auaonline.com
866-647-4322
membership@eaa.org
800-853-5576 ext. 8884
800-654-2200
membership@eaa.org
920-426-4825
vintage@eaa.org
VAA Oce
920-426-6110
tbooks@eaa.org
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