Vintage Airplane - Dec 2005

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D
VOL. 33 , No. 12

2005

c

CONTENTS

1

Straight and Level

2

VAA News

4

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

6

Reminiscing with Big Nick
The Pylon Club: Part V
by Nick Rezich

12

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

20

Th e Vintage Instructor
Wings program
by Doug Stewart

24

Pass It to Buck
Tools
by Buck Hil bert

26
28

Calendar
Mystery Plane
by H.G. Frautsch y

29

Classified Ads

R


MB

COVERS
FRONT COVER: The relatively rare Cessna LC-126C is a de­
rivative of the civilian Cessna 195. Mike Barron and his fa­
ther, John, both experts in Cessna 190/195 restorations,
restored this fine example, decked out in the Air Force's
Alaskan Air-Sea Rescue colors. EAA photo by Bonnie Bar­
tel. EM camera plane flown by Bruce Moore.
BACK COVER: Udet Bags Two is the title of this oil painting by
Steve Anderson of Chino Hill s, California. Steve specializes
in WW-I era aviation art, and his painting depicts the shoot­
ing down of a pair of Spads within five minutes of one another
on July 26,1918. "Lo," painted on the side of Udet's Fokker
D.VII is his nickname for his fiance , Lola. The garishly painted
Fokker, with it's candy-striped upper wing and the taunting
phase " Du Doch Nicht!! " ("Certainly Not You!") painted on the
top of the elevators was as recognizable as the Red Baron 's
Red Fokker Dr.1 Triplane. Udet would finish the war with 62 vic­
tories . Udet Bags Two is one of the paintings featured in the
EAA Sport Aviation Art Exhibit in the EAA AirVenture Museum.
The paintings will be on display through May 15, 2006.

STAFF

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

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

Director of Advertising

Katrina Bradshaw

Display Advertising Represen tatives:
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Southeast: Chester Baumga rtner
Phone 727-S73-0SR6, FAX 727-556-0177 e-mail; cbaum 111@'l1Iillrisprillg.cum
Cent/al: Todd Reese
Phone 800-444-9932. FAX 816-741 -6458 e-mail: todd(q·spc-llIag.colll
Mountain &. Pacific: Keith Knowlton &. Associates
Phone 770-516-2743, e- mail: kklloll'/[email protected]

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

Let your voice be heard!

I hope everyone had a great Thanks­
giving holiday. By the time you read
this column, Christmas and New Year's
will be right around the corner. So
here's wishing you and yours a Merry
Christmas and a Happy New Year.
The weather today is windy, but I'm
still able to sit in the hangar and write
this edition of "Straight & Level" dur­
ing mid-November. We actually have
had a weekend with temperatures in
the 60s, but old man winter is blowing
up our skirt today with winds hovering
at around 40-plus miles an hour. Alas,
the snow will soon fly. [It did two days

after he sent this inf-Ed.]
The fall Vintage and EAA board of
directors meetings were conducted in
late October in Oshkosh. The planning
for EAA AirVenture Oshkosh 2006
is already well underway. The Vintage
Chapter 37 volunteer work crew was
also on hand that weekend to con­
tinue with the restoration of Harold
Neumann's 90-AW Monocoupe Lit­
tle Mulligan. The wing is now ready
for covering, and the Warner engine
is ready to be removed from the air­
frame. Progress continues to be made,
and our next trip to Oshkosh will be
on the weekend of December 17, when
we will be doing a lot of rib stitching.
That is one big wing! This upcoming
trip will also allow the whole restora­
tion team the opportunity to attend
the Wright Brothers Memorial Dinner
at EAA's premier aviation museum on
the birthday of flight.
After the board meetings, it was off
to Florida for a couple of weeks of vol­
unteering on the EAA B-17 Tour. We
managed to stay out of the way of Hur­
ricane Wilma, but as the tour headed
further south we witnessed some of the
aftermath, particularly related to the

loss of aircraft at some of the airports
we visited. Our hearts go out to all of
the victims of Wilma, but especially to
those members who have been affected.
We wish you all an expedited recovery.
I hope you all took the time to offer
your comments along with the many
thousands of other aviation voices
throughout this country in opposition
to the serious attempts to restrict our
freedom of flight in the Washington,
D.C., area. As a result of the more than
18,000 comments filed, we have won
an additional 90-day period for com­
ments to continue to be heard. Let's all
continue to voice our opposition on
this ominous issue. February 6, 2006,
is now the new dead li ne for having
your comments heard by the U.S. De­
partment of Transportation on the pro­
posed permanent Washington, D.C.,
air defense identification zone (ADIZ).
It's easy to submit your comments
through the DOT website: http://dms.

dot.gov/submit/dspSubmission.cfrn.
Simply enter FAA-2004-1700S in the
Docket ID block, and then complete
the page according to instructions.
CongreSSional representatives have
also weighed in on this issue, insisting
that the FAA conduct public hearings
throughout the affected region to pro­
vide all pilots, airport operators, and
small-business operators a reasonable
opportunity to be heard on th is critical
issue. Public hearings on the issue will
allow the government to hear firsthand
accounts of general aviation's ongoing
plight within the existing ADIZ and
how devastating it would be on loca l
communities to make it permanent.
Don't make the mistake of assuming
this is a freedom-of-flight issue concern­
ing only the airspace way out there in
the eastern United States! Don't think

for a moment that it will not impact
you or the manner in which you oper­
ate your aircraft. To me the real issue is
what may come next.
Who else fancies the idea of creating
Similarly restricted zones around these
United States? We all know the current
mayor of the windy city has a great pas­
sion for general aviation ... right! Let's
all pay close attention to this issue .
This is a serious challenge that needs
our personal attention. We also need to
continue to pay close attention to tem­
porary flight restrictions (TFRs). Let's all
stay diligent and not give these guys
any more bullets for their guns.
My partner and I just finished up
some extensive prewinter preparations
and preventive maintenance on our
Cessna 120. This is a great bird . It's no
award winner, but what a treat to fly. I
keep making noises around the house
about acquiring an LSA-approved vin­
tage aircraft for the hangar (for all the
right reasons), but I have come to the
conclusion that I need to build a larger
hangar because I just cannot convince
myself that the 120 would need to go
first, since it's just a bit overweight per
LSA rules. There's no way, honey! The
120 is tough to beat; 4 gallons an hour,
90 miles an hour, $300 to $400 annu­
als, fleet discounts through AUA in ­
surance folks. Ha! I hope my wife is
listening. Did that sound convincing?
Wish me luck!
Anyway, do you have your trusty
steed ready for the frosty wi nter fly­
ing season? Let's all be safe out there.
Again, happy holidays to you all!
Let's all pull in the same direction
for the good of aviation. Remember,
we are better together. Join us and have
it all.

A~

VINTAGE AIR PL A N E

EAA Makes ADIZ
Opposition 'Unequivocal'
EAA left no doubts where it
stands on a proposed permanent
Washington, D.C.-area air defense
identification zone (ADIZ), in
comments submitted to the Fed­
eral Aviation Administration on
November 1. The FAA proposal,
which has also drawn strong op­
position from nearly every other
national aviation organization,
would convert the existing tem­
porary flight-restricted area into a
permanent special flight rules area
(SFRA), severely restricting gen­
eral aviation activities in a wide
region within 50 miles of the na­
tion's capital.
"EAA's comments, consistent
with more than 18,000 others
made to the FAA thus far, stren­
uously assert that converting the
current ADIZ into a permanently
restricted area is a very bad idea
and an even worse precedent, " said
Tom Poberezny, EAA president. "Se­
curity around our nation's capital is
a necessity, but this proposal does
nothing to enhance security while
it eviscerates the general aviation
infrastructure in that area."

The temporary ADIZ has caused
substantial harm to the region's lo­
cal airports and businesses, as well
as general aviation pilots in the re­
gion. EAA's 39 pages of comments
outline these hardships with both
broad rationale and specific indi­
vidual examples. In addition to
drawing opposition from national
aviation organizations, FAA's pro­
posal is publicly opposed by mem­
bers of Congress, affected commu­
nities, and thousands of individual
EAA members and other pilots.
EAA has several specific objec­
tions to this proposal, as outlined
in its comments to FAA Docket
FAA-2004-17005-15898:
- It is the first airspace proposal
whose sole focus is to deprive Amer­
icans of their right to have access
to the National Airspace System. It
specifically targets recreational and
general aviation pilots.
-It is the latest in a disturbing trend
where specific agencies and even pri­
vate corporations have superseded
the FAA's authority and mandate to
manage airspace, without operational
need or safety-of-flight issues, and de­
spite overwhelming public comments
opposed to the proposals.

DOT Heeds EAA's Call for Extended Comment Period
and Public Hearings
In response to an astounding 18,000 (and counting) comments re­
ceived, the FAA extended the public comment period for 90 days and
announced that public hearings would be scheduled for the controver­
sial D.C. ADIZ proposal. The extension pushes the new deadline to Feb­
ruary 6, 2006.
EAA members now have additional opportunities to assert their
rights in an important freedom-of-flight issue, thanks to their own
grassroots efforts, their association's advocacy work, and echoing rally­
ing cries coming from many corners of the general aviation community.
The FAA says dates and locations for the promised public meetings will
be announced at a later date in the Federal Register.
EAA asks members who receive replies from local congressional rep­
resentatives or other government officials to please fax those replies to
the DOT Docket at 202-493-2251 or submit them via the DOT Docket
website at http://dms.dot.gov/submit/dspSubmission.c(m. Enter FAA­
2004-17005 in the Docket ID block, and then complete the page ac­
cording to instructions.
2

DECEMBER 2005

- There is no practical admin­
istrative method for handling the
current ADIZ procedures, and none
are outlined in the SFRA proposal,
which further burdens already­
stretched controllers in the region.
- A multitude of flight safety and
economic threats in the affected re­
gion remain under the proposal, and
in a number of cases they are worse.
EAA has also filed Freedom of In­
formation Act requests to a half-dozen
federal agencies, requesting all in­
formation pertaining to the research
into this proposal and its creation.

Paul Poberezny

Honored by FAI

EAA Founder and Chairman
Paul Poberezny was honored by
the Federation Aeronautique In­
ternational e at October's FAI
centennial celebration in Paris,
France, as one of history's "High
Flyers" who have made notable
accomplishments to aviation.
Along with founding and lead­
ing the rapid growth of Experi­
mental Aircraft Association and
the annual fly-in and conven­
tion, Paul helped establish the
FAI's Amateur Built & Experi­
mental Aircraft Commission
(CIACA). Congratulations, Paul!

EAA AirVenture 2006
Website Launches

AHair or Orion?
Both actually. Last month's caption regarding the back cover painting by
David Darbyshire wasn't as clear as it should have been. David's watercolor
showed a Lockheed in Shell Oil Company colors, after its conversion to a dif­
ferent model. In our caption, I should have referred to it as an Orion, and not
its previous iteration.
The aircraft, originally built as the serial number 180 Lockheed Altair DL-2A,
was first delivered to Transcontinental and Western Air in September 1931. It
was put into service hauling the mail, but was damaged the following month
when it was landed gear-up in Columbus, Ohio. It was returned to Lockheed,
where it was rebuilt as a Lockheed Orion 9C Special. It was the only Orion so
built with a metal fuselage. Delivered to Jimmy Doolittle and the flight depart­
ment of Shell Petroleum Corporation, it was dubbed the "Shellighting."
Doolittle and Shell operated the airplane until May 7, 1936, when it was
damaged in an accident. Over the next two years, the airplane was rebuilt at
Parks Air College in Cahokia, Illinois, and was sold to Paul Mantz in 1938.
Eventually, it was acquired by Swissair and restored to represent the Lockheed
Orion operated by that company in the 1930s. It remains the only example of
its type and is on display in the Swiss Transport Museum in Lucerne, Swit­
zerland. You can visit the museum's website at www.verkehrshaus.org. Enter
"Lockheed Orion" in the search window at the upper right of the screen. The
screen text will appear in German, but a click on the "en" link included in the
left side of the title bar at the top of the page will convert the page to English,
making your navigation to the correct page a bit easier.

It's never too early to start plan­
ning for the World's Greatest Avi­
ation Celebration, and the EAA
AirVenture Oshkosh 2006 website
goes live this month.
Visit www.airventure.org to find out
what you need to ensure your unfor­
gettable visit. And come back regularly
during the days, weeks, and months
leading up to the July 24-30 event.

_... - --- ...

...

r>-.. _ _ ..

"

~

..... ,...

........ 107 .....

""..

Type Club List
Every year we publish a listing of
type clubs that assist aircraft owners
who fly and maintain aircraft that fall
within our judging categories, plus
other clubs whose mission may be of
interest to our membership. The list
will again be published in the Janu­
ary issue of Vintage Airplane as well
as being posted on the VAA website.
If you are the contact person listed
for your type club and you've not
heard from us via e-mail or regular
mail, but you would like your club
listing to be updated, please contact
Jennifer Lehl, VAA administrative as­
Sistant, at vintageaircra{[email protected] or
920-426-6110. By contacting us right
away, you'll help us do our best to
ensure the listings are accurate.

Grass RunwaylFuel List
roHtlsbOI:tS show you the
with expert Instruction on how
to build your own aircraft.
There are many opportunities In
the coming year to learn the funda·
mental skills you need, such as com­
posite construction, sheet metal ba­
.
.
..
.
Students watch instructor Jim Miller demSICS, fabriC covering, and electrical onstrate fabric construction techniques.
wiring and avionics.
Courses are scheduled for lanuary 28-29 in Oshkosh, Wisconsin; February 11­
12 in Lakeland, Florida; March 4-5 in Dallas, Texas; and March 18-19 in Watson­
ville, California.
Tuition ranges from $229 to $289 for EAA members. To enroll in this or any EAA
SportAir Workshop, or to learn more, call 800-967-5746 or visit www.sportair.org.

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

3

SAVING THE ORPHANS

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

AIR VENTURE TODAY STAFF WRITER FOR GOVERNMENTAL AFFAIRS


ebuilding or restoring a vin­
tage or classic aircraft presents
countless challenges. Among
them is trying to find the engineer­
ing data needed to rebuild or reman­
ufacture parts in conformity with the
original type certificate. Obtaining
that data can be especially challeng­
ing for "orphaned aircraft"-aircraft
whose manufacturers are no longer
in business. Owners and restorers
trying to obtain engineering data for
orphaned aircraft face a web of logis­
tical and legal barriers.
Representatives of a dozen air­
craft type clubs met at EAA AirVen­
ture Oshkosh 2005 to discuss this
and other issues relating to older air­
planes. They were joined by officials
from the FAA's Small Airplane Di­
rectorate and by members of EAA's
headquarters staff. The meeting was
marked by a strong spirit of cooper­
ation and shared goals. Representa­
tives of the FAA, EAA, and type clubs
were unanimous in expressing their
frustration with the existing hurdles
and their eagerness to work together
to create effective solutions.

R

WHO N EE DS

ENGIN E ERING DATA?

If you are rebuilding or restoring
an aircraft, having th e manufactur­
er's original engineering data for that
aircraft makes it possible to rebuild
or restore the aircraft in conformity
with its original type certificate (TC).
That offers significant advantages:
• Aircraft parts that do not con­
form to the original TC, or which
in the absence of engineering data
cannot be proven to conform to the
4

DECEMBER 2005

TC, must be covered under a supple­
mental type approval (such as a fie ld
approval or an STC), a special ap­
proval that allows aircraft modifica­
tions that aren't covered under the
TC. Obtaining supplemental type
approvals can be a lengthy and ex­
pensive process. In extreme cases,
the use of non-conforming par ts
or assemblies may require recerti­
fication of the entire aircraft, p lac­
ing it in the Experimental category,
since obtaining a new TC and parts
manufact uring approva l (PMA)­
required for factory-built, TC'd air­
craft-is far too expensive for the
vast majority of aircraft owners and
restorers. Since it is a TC'd aircraft,
such an experimental aircraft would
most likely be placed in the Experi­
mental-Exhibition category, with re­
strictions placed on when and how
it could be operated.
• Having the engineering data on
which the TC was based allows the
owner or restorer to rebuild an aircraft
to its original factory specifications­
to authentic showroom condition .
For many owners and restorers, that
is the ultimate goal of any restoration.
Returning an aircraft to factory speci­
fications increases both its aesthetic
value and its dollar value.
• For many owners and restor­
ers, the absence of original engi­
neering data for even a few parts
can bring a restoration project to a
screeching halt.
WHAT MAKES
ENGINEERING DATA
HARD TO GET?
If you are rebuilding or restoring

an aircraft whose manufacturer is still
in business (such as a Piper, Cessna,
Beechcraft, and others), sometimes
you can get engineering data from
the manufacturer. Of course, you can
usually get factory-built parts, so you
may not need the data.
If the aircraft manufacturer has
gone out of business and you need
engineering data to rebu ild or re­
manufacture a compone n t, there
are several unpleasant possibilities:
The engineering data is lost; the
documents are nowhere to be found .
"In some cases," said John Colomy,
chief of the FAA's Small Airplane Di­
rectorate, "there isn't any data. We
have an address, but the lights are
off and nobody's home.
The data exists, but its whereabouts
are not widely known, and there is no
easy way to find it.
A few years ago, the FAA began
compiling a database that included
the location and owne rs of or­
phaned-aircraft type certificates and
engineering data. But the "high-re­
source, lOW-yield" project was halted
due to federal belt-tightening.
You know who owns the data and
where it is, but you still can't get your
hands on it. The former manufactur­
ers, or their heirs, have the engineer­
ing data and related documents but
refuse to release them because of con­
cerns about liability. In several cases,
attorneys have advised the heirs of
aircraft manufacturers that releasing
the engineering data would place the
heirs under the same legal liability as
an active manufacturer.
"If owners won't release propri­
etary data, we can't get it-we can't
II

force it," said Colomy. "There is
nothing we can do but work with
the owners of the data" to try to
make it available.
EAA's Earl Lawrence told the
gathering at Oshkosh that the li­
ability issue is very real. If you own
the data, Lawrence explained, and
you release it and allow new parts
to be built, you create a new 18­
year liability tail, just like an exist­
ing aircraft manufacturer.
Some restorers have proposed
that type clubs or the
EAA purchase existing
engineering data for
orphaned airplanes .
But the type clubs
can't afford to assume
that liability, Lawrence
said, and neither can
the EAA.
Th e FAA has cop­
ies of the engineering
data but cannot release
them without violating
the type certificate own­
er's intellectual property
rights. The data was
submitted to the FAA
(or its predecessors) as part of the
original application for a type cer­
tificate. And under law, the FAA is
required to protect that data as pro­
prietary information-intellectual
property belonging to the aircraft
manufacturer-even if there is no
longer a manufacturer or heirs to
claim those rights.
At the August meeting in Osh­
kosh, one type club member cited
a typical case: the aircraft manu­
facturer closed its doors in 1945;
no heirs have been found; but FAA
won't release the engineering data
because it is proprietary informa­
tion. Unlike patents, type certifi­
cates and PMAs don't expire and
become public domain after a set
period specified by law. But if there
is no owner of the type certificate,
who owns the engineering data?
Whose intellectual property is it?
There is no clear answer, and there
is plenty of confusion, inside and
outside the FAA, about what infor­

mation is in the public domain and
what is proprietary.
One type club member suggested
that the FAA should tell TC owners to
"either support the type certificate or
give it up" into the public domain.
"We need to get to that point le­
gally," said Colomy, but we're not
there yet. "It might boil down to EAA
pushing for narrow legislative action
[by Congress] on the property rights
of orphaned type certificates and en­
gineering data," he added.

WHAT'S THE
SO L U T ION?
At the August meeting in Oshkosh,
there was strong consensus on the
need for a solution and the need to
work together, but little was offered
in the way of practical solutions.
The FAA staffers pointed to one
approach that does not work: If you
don't get the response you want
from the FAA, they said, please don't
call or write to your congressperson.
When that happens, congressional
staff members send questions to the
FAA, "and we spend our time an­
swering Congress' questions instead
of spending our time working out a
solution to your problem." Lawrence
and H.G. Frautschy agreed: "Work
through the EAA," said Frautschy,
EAA Vintage Aircraft Association Di­
rector. "We're here to work for you."
One FAA staffer added: "We really
do try to respond to your questions
as quickly as we can."
"Getting the type clubs involved

[in working on this problem] has
been useful ," said John Colomy.
"We want to work with you to help
us deliver some long-term care for
aging aircraft."
Part of the problem, Frautschy
told the FAA officials, is that "we
don't really have a clear sense of
what [the FAA] is up against" in try­
ing to solve this problem, or a clear
sense of what the EAA and type
clubs can do to help. "Whatever we
can do, let us know."
Several type club
members asked for
more-and more fre­
quent-information
on what the FAA is
doing to address the
problems confronting
orphaned aircraft. "If
you [the FAA] give us
an indication of what
you're doing, we may
be able to come up
with some creative
ways to help," said
one type club mem­
ber. Colomy agreed
to issue a quarterly re­
port on the FAA's activities, and
EAA agreed to distribute that re­
port. His first report was sent in
November and distributed via e­
mail to the type clubs.
"We need you to help us de­
velop a road map for dealing with
this issue," Colo my said. "What, "
he asked, "must the owners of or­
phaned aircraft go through to find
the owner of a type certificate? And
by what process can type certifi­
cates by placed in public domain
and made available?" Working to­
gether, he added, the FAA, EAA,
type clubs, owners, and restorers
need to look for a practical and cre­
ative solution.
Addressing his fellow type club
members, Bill Harper, president of
the Travel Air Restorers Association,
said, "You're keeping a damnably
old gaggle of airplanes flying, with
no help from the type certificate
owners. That's evidence enough of
your creativity."
......
VINTAGE A I RPLANE

5

REMINISCING WITH BIG NICK

THE PYLON CLUB: PART V

BY NICK REZICH

PHOTOS COURTESY OF NICK REZICH


Before we close the book on the Pylon Club, I must tell
just one more story that I believe you will find amusing.
Have you ever heard of Stag Beer? I didn't think so.
Neither had I, and I was in the saloon business. When
a Stag Beer salesman called on me to put Stag Beer in
the place, I gave him a flat no! But when he informed
me that Stag, the Griesedieg, chartered the Goodyear
blimp and would have it in Chicago for two weeks
as part of their advertising campaign, I changed my
mind about an order. I had an American Legion Air
Show scheduled for Chicago during the time the blimp
would be in Chicago, and I figured it would be a great
added attraction if I could have the blimp fly during
the show. I gave the salesman an order for SO cases of
beer with the provision that he bring in his boss the
day the blimp arrived. With an initial order of SO cases
the salesman promised me the president of the brew­
ery plus five free "promo" cases.
When the blimp arrived at the old Ashburn Airport
John Murray, our PR man, and myself were on hand to
greet Capt. Vernon Smith, the skipper, and the rest of
the crew. I had flown with Capt. Smith some years ago
in Miami and this was an opportunity to renew an old
acquaintance and invite the crew to the Club.

The Stag Beer people showed as promised and were
qUite surprised to find the mobile mooring van parked
out front and the crew inside. After the formal intro­
ductions were over, John Murray, who was in his usual
superb selling form, went to work on the beer people,
and by midnight he had arranged for the exclusive use
of the blimp in the afternoons to fly the Club's mem­
bers and the free use of the night sign advertising the
American Legion Air Show and the Pylon Club. BE­
LIEVE YOU ME, this guy Murray could sell ice cubes
to the Eskimos. First to ride in the blimp were our
daytime bartenders, Roy and Milo. Roy was shy, mild
mannered, and scared of airplanes and would ride only
with John; Milo on the other hand, had a striking per­
sonality, was able to tell the tallest story with a straight
face, had an incredible memory, and loved to fly with
John .. . with the aid of Jim Beam or Lord Calbert.
Milo and Capt. Smith became instant friends-know­
ing Milo's personality, this was to be expected.
After the first hour's flight Capt. Smith invited Roy
and Milo back for a little dual on all the ballast valves
and the flight controls. For the next four days Roy and
Milo would go directly from their mail route out to Ash­
burn Field and fly in the blimp. After about eight hours

Reprinted from Vintage Airplane May 1975
6

DECEMBER 2005

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

of blimping they memorized all the
specifications-amount of helium,
size, we ight, horsepower, etc.­
along with all the procedures of
flying a Blimp plus all the balloon
lingo. Before the blimp left Chi­
cago, Capt. Smith presented both
Roy and Milo their blimp Pilot 's
Certificates, which were proudly
hung on the back bar for all to see.
With certificates in hand Roy and
Milo became the Club's balloon
experts. BELIEVE YOU ME, if you
didn't know beforehand that they
were mail carriers, you would swear
they were the world's foremost bal­
loon pilots.
It didn't take long before John
Murray recognized their talen ts
as balloon pilots and suggested
we capitalize on their h umor and
balloon knowledge . John im ­
mediately designed a poster and
a matchbook cover which read,
"Pylon Club featuring Roy and
Milo-winners Polish Balloon
Races 1901-1903./1
I had 1,000 matchbooks
printed with the new cover and Capt. John Murray in the captain's chair ready for take·off.
VINTAGE AIRPLANE

7

Therefore, we are more than
pleased to enclose membership
cards both to you and Mr. J. Dona­
ghue as well as the DC-3 pilots
who visited our city.
Please be assured a riotous wel­
come awaits you at the Pylon
Club.
Sincerely,
Pylon Club
Nick Rezich
About three nights later I re­
ceived a long-distance call from a
very excited Mr. Kaliszewski want­
ing to talk to Roy or Milo.
After I informed him that Roy
and Milo had left for the evening,
he began to tell me about the
1901-1903 Polish Balloon Races.
I was soon to learn that our pho­
ney Polish balloon gag was going
to backfire.
As the conversation continued
I came to find out that Mr. Ka­
liszewski and Mr. Donaghue were
Left to right, Roy, Milo and Big Nick. Notice photos of balloons over Nick's shoulder.
good friends of the real Roy and
Milo who actually won the races
along with the poster I hung some photos of early day of 1901-1903 and that they had helped in the design
balloons, Blimps and dirigibles on the wall to go along and building of the winning balloon . He went on to
tell me that they had not seen or heard from their
with the gag.
Then came the 'Polish Joke." Browsing through friends since leaving them behind the Iron Curtain and
the Sunday Tribune I came upon an article about Pol­ were most happy to hear that they were in the U.S.A.
ish baBoon pilots in MPS who were conducting some He inquired about their health and their connection
upper-atmosphere tests in a balloon and had sighted with the Pylon Club. With a name like Rezich he asked
some flying saucers. By mere coincidence John Mur­ if I had anything to do with their release or escape from
ray had also read the article, and the next night John Poland. By now I didn't have the guts or the heart to
suggested we write a letter to the Polish balloonists tell him it was all a gag. He then inquired if Roy and
and invite them down for a weekend. I immediately Milo would be in the place Saturday and Sunday, and if
dispatched the following letter:
so, they would fly down for a visit. Again I didn't have
the guts to tell him about our Roy and Milo. I assured
April 30, 1952
him that the balloonists would be in the Club over the
Mr. J. J. Kaliszewski
weekend andtold him to call me when they landed at
Supervisor of Balloon Manufacture
MDW, and I would send a car to pick them up.
Aeronautical Research Laboratories
Now!! What the hell do you do about entertaining a
General Mills
Minneapolis, Minnesota
couple of REAL Polish balloon pilots who come to see
Dear Mr. Kaliszewski,
their long-lost ballooning friends and all I have to offer
After your terrific title we are understandably out of is a couple of mailmen masqueraded as balloon pilots?
breath; however, our lounge is recognized as a meeting Well, the first order of the day was to make sure that
place for pilots, maintenance men and balloon pilots. both Roy and Milo were not in the place and make
The enclosed matchbook covers will explain the bal­ sure they didn't come in. Next I recruited my brother
Mike and the late Dan Clark to act as Ambassadors of
loon angle.
Your recent sighting of flying saucers, as you know, Good Will" representing Roy and Milo. Mike, being
received nationwide recognition. The revelation that a historian of sorts, was able to answer most of their
ballooning is still being practiced in this country comes questions about early day balloons. In fact if it wasn't
to us as quite a pleasant surprise.
for Mike and his knowledge about early day aviation
/I

S

DECEMBER 2005

we would have blown the whole bit.
When they arrived, the first thing they spotted were
the photos of the balloons encircled with a huge wel­
come sign, signed by Roy and Milo.
They were anxious to see Roy and Milo, and then
the 64 million dollar question-" Where are they?" I
very nervously informed them that because of their
age and a very important dinner the next day I had not
been aware of, they had just left and regretted not be­
ing able to stay and visit.
By now Dan and Mike took
the reins, Dan plying them with
drinks and Mike talking about
balloon races. Next we cranked
up the band and played polkas
to which they sang and danced.
By midnight they were having
so much fun they more or less
forgot about trying to see Roy or
Milo. They stayed until closing
and flew back to MPS the next
morning, never knowing that
Roy and Milo and the Polish Bal­
loon Race was all a gag.
And so went the Pylon Club.
I could tell another 1,000 stories
that you wouldn't believe, and I
could write 2,000 chapters that
are X-rated, but I promised the
boss and Father John I would keep it clean. If you are
really interested in hearing more about the Pylon Club,
meet me at the volunteer booth, and after you sign
up we will all sit down to a cool one after the evening
show and I'll tell it all.
The Pylon Club closed on a rather sad note. PRPA
deflated my interests somewhat, but the real reason I
closed the Club was my desire to fly.
Club Member Bill Dotter, chief pilot for Interna­
tional Harvester, came in one night and made me an
offer to fly a DC-3 for International Harvester. I could
not resist accepting. International Harvester was one
of the first corporate fleet operations that had good
equipment, good pay, and stability.
I tried to keep the Club open and fly every day, but it
just didn't work out. Schedules, hours, and image never
work out. Rather than sell the place, I approached for­
mer Thompson Trophy racer Bruce Raymond-second
in 1948, 4th in 1946-and asked him to take over the
Club and run it as his business without any invest­
ment. All I wanted was to see the place stay open as the
Pylon Club with an aviation personality at the head of
it. Bruce was somewhat reluctant to get involved in the
saloon business, and he also feared the place might lose
the business with me being out of it. I tried to convince
him that he had nothing to lose but his time, but the
deal never jelled. He opened a hamburger and root beer

place close to his home in LanSing, Illinois, instead.
When I found it almost impossible to fly for Interna­
tional Harvester and run the Club properly, I informed
the membership that I was going to close the Club and
move to the country, where I could spend more time
with my newborn son, James.
With the announcement of the Club's closing came
a torrent of suggestions and offers to keep it open,
none of which I felt were acceptable. I set the closing
date, and without any other communications other
than member to member,
they came from all four cor­
ners of the U.S.A . and some
from Europe.
Now, I wouldn't say we
had the biggest or loudest
party in Chicago, but I do re­
call that the University of Il­
linois measured a tremor of
about 6 on the Richter scale,
with the epicenter being in
the vicinity of 3017 W. 63rd
St. When it was all over and
time to turn in the key for
the last time, I then fully re­
alized my costly mistake of
having 3-D murals painted
on the walls instead of can­
vas. I would have paid any
amount to have been able to take just one of them
with me. The murals stayed, but the wealth of mem­
ories contributed by the Pylon Club membership
will remain with me forever.
Yes, I miss the Pylon Club to this day. And as I pen
this closing chapter I find the lines are becoming
blurred and am having difficulty swallowing.
I dedicate this series to all the wonderful people who
entered and exited the Pylon Club, leaving behind a trea­
sured friendship that has enriched my life. Thank you!!
Mr. Mulligan Addendum
Here are some never-before published photos of the
"Mulligan" taken at the crash site by Mr. Earl Ewing of
Sellersville, Pennsylvania. Mr. Ewing was one of the men
who built the first DGA and later became my boss as plant
superintendent. He and the late Mike Molberg went to
New Mexico to bring back the remains of the Mulligan.
These photos reached me the long way around. John
Turgyan visited with Mr. Ewing recently to learn all
about the DGA 15 and past Howard history. Mr. Ewing
gave John the photos to send to me.
Mr. Ewing says he will try and be on hand at Oshkosh
for the Howard Forum. If he makes it to Oshkosh in his
T-craft, I promise you a very interesting speaker. He is
now retired after spending many years with Bell Aircraft
as plant manager during and after World War II.
-Big Nick

And so went the
pylon Club.

another 1,000 stories
that you

wouldn't believe

VINTAGE AIRPLANE

9

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

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

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

10

DECEMBER 2005

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The Barron family LC-126C

Budd Davisson

the spirit of entrepreneurialism was alive
and well in the Barron household."
12

DECEMBER 2005

Thing


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

PHOTOS BY STEVE SCHULTE

,,
I

t's his fault," John Barron
says as he playfully slaps
at his grown son, Mike .
"He's the one who got us
into this whole 195 thing.
Even as a kid he was trouble. He'd sit
over there on a couple of phone books,
not quite able to see over the panel on
the 140, and fly instruments nonstop.
He was nothing but a voice-command
autopilot that eats. And now he has
my grandson, Dillon, doing the same
thing! It's his fault!"
You have to be around all three gen­
erations of Barrons-John (60), Mike
(38), and Dillon (lO)-at one time to
really enjoy the Dangerfieldesque feel­
ing to their relationships. They can't
get no respect, to paraphrase what
Rodney would say. But underneath it
all is an enormous amount of respect
borne of understanding of what each
has contributed to the whole that is
the Barron family. With Dillon be­
ing the third generation of Barron
to bear the weight of a severe case
of av-infection, it would be hard to
pick a more aviation-oriented family.
And their Cessna LC-126C is equally
as unique as they are.
John and Mike Barron (they'll prob­
ably argue who I should have listed
first) have become the go-to guys for
195s nationwide because they not
only restore the airplanes, but also
duplicate a wide range of airframe
parts that restorers would have a dif­
ficult time doing with out. As with
so many things in aviation and life,
however, that wasn't the plan . It just
sort of happened.
John , th e patriarch of the group,
lives in Perry, Missouri, not far from
where he was born and raised, and can
clearly remember th e exact moment
the flying bug bit.
"I was standing in our backyard,
and a Cessna 120 flew overhead and
its shadow went right across me." He
says it as if he can still feel that shadow
upon him to this day.
"I had a college friend who flew,
and that 's what reall y got me into
learning to fly . Then , I happened
to be out at the airport when I saw
a 150 have an accident, and some­
VINTAGE AIRPLANE

13

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

14

DECEMBER 2005

III11IIIIIIII

-


-

....

~

.


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

how I talked the owner into letting
me help rebuild the airplane in ex­
change for flying time."
Obviously John Barron 's taste
for things mechanical and re­
creating flying machines started at
an early age.
"I was out of college about 11
months, working a regular job,
when I realized I had to be doing
something with airplanes."
To make a circuitous story under­
standable, let's just say that some­
how he wrangled a job as a ground
instructor for TWA.
John laughs when he says, "There
I was the senior ground school in­
structor on Boeing 707s, and I'd
never so much as ridden in a jet."
We wondered how that hap­
pened, but didn 't ask the question
because it was obvious the answer
was going to be a long one. He did,
however, ride the ups and downs
of airline life until finally retiring
while flying B767s.
Below: When mounted on floats, almost
every airplane must have additional fin
area added to compensate for the side
area of the floats' added forward of
the CG. On some aircraft the fins seem
to be added as an afterthought, with
little regard to the aesthetics of the
installation. Not the LC·126j its beauti·
ful auxiliary fins match the rest of the
structure perfectly.

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

He remembers, "My most memo­
rable airline trip was my first as cap­
tain on the DC-9 . Dispatch had set
it up so my co-pilot would be my
son, Mike, and they let us pick any
trip we wanted. We picked Spring­
field, Missouri, because they have a
Bass Pro Shop there. That's as good
a layover as it gets."
Mike was born while his par­
ents were still in college, so he lived
through the entire process of his
dad building a career in aviation.
"I got my first airplane ride when
I was 2 weeks old in a Taylorcraft,"
he says. "I don't remember much
about it, obviously, but I got very
seriously active in flying by the time
I was 6 or 7 years old. My dad had
a long string of airplanes and was
constantly going places in them,
and he'd toss me in the other seat.
By the time I soloed at 16 I had
three or four hundred hours.
" In the beginning I couldn't
see out and could touch nothing
but the control stick or yoke, but
Dad told me how the instruments
worked, so that's how I flew the
airplane. My son , Dillon, has to
do the same thing in the 195, but
he flies looking out the side most
of the time. I don't know how
he's going to react when he's tall
enough to actually see over the
nose of an airplane."
In true Barron family fashion,
Dillon got his first flight when he
was 9 months old in a Cessna 170A.
He was barely 1 when he made his
first cross-country and has been to
Oshkosh nine times. Proud grand­
dad John says at 4 years old Dillon
could do everything in the airplane
but taxi or land it. He gets a chance
to fly a lot of airplanes but seems
to like the Twin Beech best, as he
claims he can see out of it better.
An airline family always has its
ups and downs because it's almost
inevitable that furloughs are going
to happen, yet the bills have to be
paid. In the Barron family, how­
ever, it could easily be said that the
furloughs were the good periods,
while flying the line was an interVINTAGE AIRPLANE

15

ruption in the various businesses
they were building.
Mike says, "Dad had me rib­
stitching really young, and the first
I remember was helping re-cover
the surfaces on a T-6. Dad started
rebuilding airplanes every min­
ute of his free time, and naturally,
he put me to work. Among other
things I'd be the guy holding the
bucking bar down in the tail cone,
which probably didn't help my
hearing any."
The elder Barron worked in avi­
ation-parts businesses during fur­
lough periods, and Mike grew up
learning not only how to craft
pieces of metal into machines
that fly, but also slowly that you
don't have to go looking for a job
because, if you're clever, you can
invent one: the spirit of entrepre­
neurialism was alive and well in
the Barron household.
"I was 13 or 14 when a family
friend bought a 195, and I can't
begin to tell you how much effect
that airplane had on me," he re­
members. "I'd sometimes go down
to the airport just to sit and look
at it. I found out really early what
an airplane is supposed to look and
sound like."
It was some years before Mike
was able to scratch that 195 itch,
16 DECEMBER 2005

and that's when the love for the air­
plane and his natural entrepreneur­
ial bend crossed.
"Even though I couldn't really
afford it, I bought a project that
had been in pieces for something
like 20 years. It was up in Michigan,
and it was a really short-notice deal,
so I didn't have time to plan for it
and get some help. In fact, my mom
and I went up there and loaded it
by ourselves. We worked most of
the night, crashed in the lobby of
the FBO at about two o'clock, and
drove back to Missouri at four. It
was a long day, but I had my 195."
That first airplane was a 300­
hp, 1948 model, but circumstances
forced him to put it in storage for
a while.
"Eventually, I sold that airplane
to a customer and rebuilt it for him.
He wanted it polished, so we had
to do a bunch of reskinning. Then,
little by little, I found myself doing
more and more 195 work."
Anyone who spends a good por­
tion of their days working on a
specific type of old airplane gets
to know that airplane really well
and quickly realizes which parts are
hard to find and which are, in some
cases, nonexistent.
"As I'd be working on an air­
plane we'd find that some part just

wasn't available and the one we
had was only good for a pattern,
so we'd make a new one. In air­
planes like the 195, certain parts
get used up a lot, like gearboxes
and belly skins and wing ribs. Plus
other parts, like the magnesium
aileron hinges, corrode like crazy,
and there is no replacement.
At some paint, when a restorer
has to duplicate the same compo­
nent over and over, he is forced
into tooling up like the original
manufacturer to make sure the
parts are true.
"We have jigs for every compo­
nent of the airplane, including the
wings, fuselage, and tail. There are
only a few parts of the airplane that
we haven't tooled up for, and sev­
eral more parts and STCs are in the
works to add to the PMA list."
It's that last part, the FAA PMA
approval, that can often be harder
than making the part itself.
"The first couple of times we
went for STCs or 337s on some of
our stuff it was like pulling teeth.
There was absolutely no con­
sistency. However, after you go
through the same process with the
same people enough times, it be­
comes almost, but not quite, rou­
tine. We know what they want
before they ask, and that's the kind

of backup we give them.
"We started out mak­
ing easy parts, like interior
trim pieces that go around
the carpet, and the etched
sill plate for the door, and
the plastic overlays on the
bottom of the instrument
panel. Then we got into
building structural parts,
beginning with ribs. Now
we even make things like
a new milled 2024 replace­
ment for the magnesium
aileron hinges.
"We're especially proud
of the aluminum wheel­
pants we make. They are
finished better than those
that came out of the fac­
tory. We also duplicate the
lower cowl pieces with the
intake in them. And we got
an STC to put oil drains in
the intake tubes to make it easier to
prevent 'hydraulicing' [hydraulic
locking] the engines."
It's no secret that a significant
number of 195s have suffered
ground loop damage, and when
they decide to go around, they gen­
erally do serious damage to the
airplane, including yanking the
gearbox out of the fuselage. This is
a major deal and requires rebuild­
ing the entire lower, forward part
of the fuselage . Because the Barrons
had seen the same damage so many
times, they designed a way to at
least minimize the damage.
"We got an approval for a mod­
ification in which, among other
things, we put an interior skin on
that part of the airplane, which
greatly stiffens it up. A lot of what
we did was a theoretical improve­
ment until one of our custom­
ers did a dandy little ground loop
in an airplane that was equipped
with that mod and tested it for us.
We were really pleased when we
saw that the damage was confined
in such a way that we only had to
do about half of the usual amount
of repair."
Mike guesses there are about 550

195s flying and another 100 that are
sitting in someone's hangar or barn
collecting bird droppings. However,
very few of those are the military
version, the LC-126, and that, Mike
decided, was what he wanted for
his own airplane.
"I wanted an LC-126C not only
because it's a sorta warbird, but for
our business and lifestyle it would
work much better than a regular
195. The big baggage compartment
and extended passenger area would
let us carry props and big parts to
customers, and Dillon and I could
get lots of camping gear in there."
LC-126s are an airplane that
most of us know very little about,
but Mike and John have become
experts on it.
"During the Korean war period
there were a total of 83 LC-126 air­
craft produced. Fifteen LC-126A
models were purchased by the
military in 1949 and delivered in
1950. Five LC-126B models were
purchased in 195 I, and 63 LC­
126C models were purchased in
1952. These airplanes were used
for a large variety of workhorse
duties and training. Each aircraft
was delivered to the military with

Edo 3430 floats and skis
in addition to the stan­
dard landing gear. The
original skis supplied
with the airplanes didn't
have sufficient 'floata­
tion' for the 8-foot-deep
snows encountered in
the Arctic regions and
had to be enlarged.
liThe' A' models were
very much standard
Cessna 195 models with
an emergency escape
door, Single-side ex­
tended baggage compart­
ment, float attach kit,
exterior steps and grab
handles for Wing-top ac­
cess, specified radio gear,
jettisoning main cabin
door, auxiliary vertical
seaplane fins, and aircraft
lift rings.
liThe 'B' model was the same ex­
cept for the addition of a heater
cover over the top of the heater
in the cabin, Goodyear crosswind
gear, and radio equipment.
liThe LC-126C models were the
most modified of all with all of the
previously mentioned items plus
accommodations for single or dual
stretcher installations, extended
cabin/baggage area with a large
cargo door. It had a dual light tail
cone (white and yellow), parachute
pack seats, and snap-on cushioned
upholstery with snap-over seat cov­
ers. The auxiliary vertical fins were
designed and added to the aircraft
by Cessna as part of the standard
seaplane installation. Along with
that came the lift rings, zinc chro­
mate primer inside and out, and
the seaplane (escape) door on the
left side of the fuselage. The aircraft
worked well on floats, but was not a
strong performer getting 'un-stuck'
from the water. There is not enough
aileron to 'walk' it out, so most com­
monly it's abruptly rotated at 50-60
mph, then accelerated in ground
effect before climbing out. The air­
plane also has an extremely high
rotation rate in a spin with floats,
VINTAGE AIRPLANE

17

something I don't plan on trying.
"One of the really fun parts of
taking this airplane to fly-ins is
talking to guys who flew them for
the Air Force. A lot of them oper­
ated in Alaska, where they landed
on just about everything, and we'd
hear stories about landing on rocky
ridges, winding dirt roads, shore­
lines, and up to 8 feet of loose
snow! They said they'd often sink
up to 3 feet deep in loose snow and
have to dig and pack ramps in front
of the airplane to get it 'back on top
for takeoff. "'
"Their standard short-field land­
ing procedures were something else.
They'd slow to just above stall, con­
trol sink rate and angle with power,
then prior to touchdown stand on
the brakes and hold on! The air­
plane would hit in a tail-low atti­
tude and skid to a stop in about 100
feet! I used to do that regularly in a
Helio, but I haven't tried it in a 195
and won't unless I have no choice."
A number of the airplanes were
operated by the 10th Rescue Squad­
ron that became something of a
legend during the 1950s.
"The 10th Rescue Squadron was
sometimes referred to as the' 10th
hu nting and fishing squadron' as
they often provided recreational
aircraft services for VIPs. But, there
are lots of stories about Col. Allen's
adventures of aircraft torture in the
Aleutians. Like landing at sea with
zero visibility by setting up a 50­
foot-per-minute descent and pull­
ing power when they started hitting
wave tops, then waiting sometimes
two to three days anchored in a
rocking cockpit!
"They said they were always run­
ning out of interior space for stuff,
so they routinely strapped the rest
to the floats and the aircraft exterior.
They said it flew a little crooked at
times, but was very acceptable. All
of these men's affections and memo­
ries of this airplane are very strong."
The Barrons spent some time
looking for a "C" model, and persis­
tence finally paid off.
"This aircraft served at Fort Rucker,
at least in its last years, and then was
18

DEC E M B ER 2005

the Fort Rucker Fly­
ing Club plane until
around 1962. When
surplused, it went to
Texas and was flown
up until 1967 when it
was disassembled. It
was purchased by the
late Thomas Henley
(father of Mark and Al­
len Henley of the Aero­
Shell T-6 team fame).
They returned it to fly­
ing status in 1991, and
I bought it from the
brothers in 2002.
"Since then we have
replaced some skins
and airframe compo­
nents. We installed an
engine with the cor­
rect 300-hp configu­
ration, replaced the
prop, installed correct
crosswind gear, then
stripped, polished and
painted the aircraft
in the arctic-rescue
scheme. This airplane
was built as a tribute
to the aircraft type as Dillon BalTOn cleans up the family Cessna LC-126C.
well as to those who Like his father, Mike, and grandfather, John, he's been
fl e w the min w hat bitten hard by the aviation bug.
were truly wild parts of Alaska. I
• Lift rings for cabin top
plan to take this airplane to Alaska
• Original split rear seat back
in the future, if nothing else be­
. Stretcher and installation hard­
ware
cause my son, Dillon, insists.
"The airplane is a 1952, LC­
• Original radios or faceplates
126C, serial number 7815, 300-hp
• Edo 3430 float installation kit
Jacobs R-755-A2 engine, Hamilton or kit and floats (damaged or ser­
Standard 2B20 propeller. It has the viceable) for patterning. Pictures
original Goodyear crosswind gear, and data for reference.
and we also have skis. I plan to
• Many airframe parts, as he is
put it on amphibiOUS floats, which building another from a stripped­
has never been done. I don't know out and damaged fuselage.
which floats yet. That depends on
It has been said that the fam­
who is most willing to work with ily that flies together stays to­
me on the STC."
gether. However, when you have
Mike says he's a long way from three generations of pilots in the
satisfied with the airplane because same airplane, the pressure on fam­
there are still some original equip­ ily relationships can often become
ment parts he hasn't been able to strained. After all, who gets to fly?
locate. His shopping list includes:
Since it's a given that young Dillon
• Main cabin door jettison han­ is going to be sitting in one of the
dle, pan, and hardware
front seats, who gets the other one?
John or Mike? That's a good kind of
• Yellow nav light lens
family problem to have.
.......
• Original floor mat for cabin

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DOUG STEWART

Wings program


Last month I ended my column
with a statement that if we all made
it a point to obtain frequent recur­
ren t training, we could certainly
reduce the number of aviation acci­
dents. That statement came from a
gut feeling, and to be honest, I had
no numbers to back it up. But a week
after completing that article, I seren­
dipitously got some numbers to fuel
the fire for recurrent training.
Jack Keenan, the Boston FSDO
Safety Program manager told me sta­
tistics had been released document­
ing that pilots who participated in
the Wings program reduced their
chances of having an aviation­
related accident by 98 percent. That
is a rather Significant number. And it
would certain ly seem like incredibly
cheap insurance. (And in fact, insur­
ance underwriters have taken notice.
Some of them are now offering pre­
mium discounts to pilots who un­
dergo training within the program.)
However, I wouldn't be surprised if
there are readers of this column who
are unfamiliar with the Wings pro­
gram. And then there are others who,
although familiar, prefer to forego it
and just conduct a flight review every
other year. So let's take a look at the
Wings program, offiCially known as the
FAA Pilot Proficiency Award Program.
To begin with, the Wings program
is an FAA recurrent training program.
Its purpose is to "provide pilots with
the opportunity to establish and par­
20

D E CEMBER 2005

ticipate in a personal recurrent train­
ing program." There are 20 phases
of the program. A set of wings and
a certificate are awarded for the first
10 phases, and just a certificate for
phases 11 through 20.
"All training requirements for each
phase of the program must be com­
pleted within 12 months. After com­
pleting a phase of the program, pilots

".. . pilots who

participated in

the Wings

program reduced

their chances of

having an

aviation -related

accident by

98 percent."

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

award for the next phase." (For com­
plete information, you can read the
FAA's AC 61.91H.) Furthermore, com­
pleting a phase of the program will
fulfill the requirements of a flight re­
view as mandated by FAR 61.56.
Let's look at what training is re­
quired to complete a phase of the
program. A pilot must attend an
FAA-sponsored or -sanctioned safety
seminar or industry-conducted re­
current training program. (There are
online seminars that will fulfill this
requirement as well.) In addition to
the safety seminar, a pilot must ob­
tain three hours of flight training, to
include one hour each of maneuvers,
takeoffs and landings, and instru­
ment training.
I have heard many pilots say:
"Why should I get three hours of
flight training when I can save a lot
of money by just getting a biennial
flight review (BFR) every other year,
and that BFR will only be an hour
of flight and an hour of ground?"
The vast majority of the pilots who
think this way typically log less than
100 hours per year (and some barely
log 10 hours in a year.) Back in the
days when I was flying air taxi and
operating under FAR Part 135, I had
to undergo recurrent training every
six months. And I was flying more
than 1,000 hours a year. I always
had a love/hate feeling about those
checkrides. I never looked forward
to them, because I knew I was going

to have to work hard, dealing with
a vast variety of simulated emergen­
cies. But afterward I always felt grati­
fied that I had received the training,
and I always felt that I was a better
pilot as a result.
So I'll say it once again; a great rea­
son for participating in the Wings
program is it's cheap insurance. Not
the kind you pay a direct monetary
premium for, but insurance against
the possibility of an accident or inci­
dent that comes about as a result of
less than sufficient recurrent train­
ing. I doubt that any of us go out to
our airplane to fly with the thought,
"Gee .. . I think I'll have an accident
today!" But if we don't train for that
eventuality, how will we ever be pre­
pared for it when it does happen?
Engines do quit. We occasionally do
fly inadvertently into IMC condi­
tions. And every once in a while,
the wind does kick up above fore­
cast velocities or vectors and we
find ourselves facing a crosswind
landing that exceeds our personal
abilities. Receiving periodic train­
ing for these event u ali t ies (and
so many more) will have us ready
when they do occur.
I know that most private pilots
do not fly the amount of hours that
professional pilots fly. But if the pro­
fessional pilots (flying in passenger­
carrying operations) m ust undergo
recurrent training every six months,
how is there any way t hat a pilot
who only flies from 10 to 100 hours
per year will be able to rationalize
only one hour of flight training every
other year, as in a BFR?
The Wings program is a wonder­
ful opportunity to practice not only
those things you rarely, if ever, do,
but also to learn some things you
might never have practiced before.
Here is the basic syllabus I use for cli­
ents who come to me for the three
hours of training for the program.
To begin with I try, if pOSSible, to
schedule the training for one day, di­
vided into two sessions, each one­
and-one-half hours long. In each
session we will spend one-half hour
on each of the three areas of training

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

(maneuvers, takeoffs and landings,
and hood work). The second session
we will build upon skills that were re­
viewed (or sometimes learned for the
first time) in the first session.
For example, in the first sessions
of maneuvers we will practice slow
flight, steep turns, and basic power­
on and -off stalls and recoveries. In
the second session we'll fly approach
and departure stalls, cross-controlled
stalls, "falling leaf" stalls, and if the
client is up to it (and the airplane ap­
proved for it), spins. We might also
include chandelles, lazy-eights, and
wingovers as well.
In the realm of takeoffs and land­
ings, the first session will concentrate
on normal and crosswind takeoffs
and landings, short- and soft-field
ones as well, and absolutely some
go-arounds. (It has been my observa­
tion that many pilots rarely, if ever,
practice go-a rounds. Yet there are so
many accidents, some of them fatal,
that come as a result of a botched go­

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Aircraft Coating.
VINTAGE A I RPLA N E

21

around.) In the second session we'll
kick it up a notch. I like to spend a lot
of time practicing simulated power
failures, all to a landing.
We might start by learning how
much altitude we'll lose in a power­
off, gliding 270-degree turn. I typ­
ically do this over the runway and
also see the results of turning both
into and away from the wind. We'll
then add the altitude lost to the field
elevation, and simulate an engine
failure on takeoff, make the turn
back to the runway, and land.
Then after practicing some 180­
degree power-off landings, I like to
practice a simulated engine failure
from altitude (3,000 feet to 4,000 feet
AGL at a minimum). This is flown to
a landing, but not to just any land­
ing on the runway. Instead we en­
deavor to make it a spot landing over
a 50-foot (imagined) obstacle. Oh,
and did I mention that it also has to
be a soft-field landing and we have to
be stopped within 1,000 feet?

After all, how often will a pilot
have a 5,OOO-foot by ISO-foot run­
way to glide to when the engine
quits for real? More often than not,
the only landing sight available
might very well be a short, recently
plowed field surrounded by trees
and/or power lines. If we train to
that eventuality, we will be so much
better prepared to handle it, when
the need arises.
What I do with my client for the
hood-work depends on whether he
or she is instrument-rated. The first
session, regardless of rating, consists
of basic attitude flying and recoveries
from unusual attitudes. The second
session for the VFR pilot typically
consists of flying a nonprecision ap­
proach, as well as getting vectors to
a straight-in landing, as if it were an
ASR (approach surveillance radar) ap­
proach. For the IFR-rated pilot the
second session is usually spent doing
partial panel work.
I have yet to have a client finish a

Wings program training session with
me not feeling as if that pilot has got­
ten a big bang for his or her buck.
My clients leave the training feeling
more confident, knowing they are a
bit more prepared for the eventuality
of the yogurt creeping up over their
eyeballs. Their insurance companies
are happy to know that the risk level
for them has gone down. And the
skies have been made a bit safer for
all of us.
Check with your local FBO or your
FSDO's aviation safety inspector for
the date of a local Wings program
and get started. The Wings program
is a win-win situation. I'll be taking
my own Wings program training
next month for yet another phase.
Won't you join me in the program?

Doug Stewart is the 2004 National
CFI ofthe Year, a Master Instructor, and
a DPE. He operates DSFI Inc. (www.
dsflight.com), based at the Columbia
County Airport (lBl).
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• 1960: Owned and operated
charter service in Bessemer, AL
• 1963: Appointed pilot position
Governor's office
• 1966: Employed by
Air America as line captain
flying (,45 Beechcraft
• 2005: Still flying "Super Swift"
or Poor Man 's P-51

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E.E. "BUCK" HILBERT

Tools
WW-II brought about the im­
mediate need for production of
war materials. Guns, airplanes,
ships, tanks, you name it. We
needed everything.
Coupled with this almost im­
mediate need were the drafting
and enlisting of many of the men
and women who manufactured
the items, and the tools to make
the items so desperately needed
to carryon the war effort.
There wasn't time to bring a
person into the shops and teach
them all the finer points of the
business, such as how to properly
use tools to their advantage. There
was no time for apprenticeships.
One of the things that puts man
ahead of the animal is his ability
to invent and to perfect tools to
help him accomplish his goals­
the ability to see a problem and
then devise a way to solve that
problem .
The wheel didn't just happen.
It was invented to assist humans
in transporting heavy objects
from place to place. There have
been many variations in how the
wheel is used, but the basic inven­
tion was there, long ago provided
by a long forgotten early man.
I was fortunate to be at the tail
end of the apprentice world. I was
put into a machine shop to learn
the business. There was no way
my family could ever send me off
to college or pay my way through
acting or journalism school. I was
24

DECEMBER 2005

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

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

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

Hah! Piece of cake, I thought! I
was sure wrong.
The first thing I found out was
that the hack saw wouldn't cut
straight, or so I thought. After
several attempts my mentor fi­
nally took time from his job to
explain to me the right way to use
that infernal tool.
Look at the edge. That edge is
composed of a whole bunch of lit­
tle chisels. They are heat-treated
to be harder than the material
you want to cut.
Each time you push the saw
across the material, those little
chisels chip away some of the
metal. When you pull it back, the
chips are cleaned out and the little
teeth or chisels are ready to take
out some more metal on the next
stroke, and I do mean stroke.
Push it hard and you'll make
more work for yourself and prob­
ably, as you've found out, make
the cut go awry. Why? Because
some of the cuttings are now
jammed in the spaces between
the teeth, and they can't do their
job. Another thing, there are sev­
eral different saw blades; some are
18 teeth to the inch, some are 24.
There are others, too, and the de­
signed use is for thinner materi­
als, heavy materials, soft or hard,
as required for the job. Some for
bar stock, some for tubing, some
for plate, and others for alumi­
num and or brass or other alloys.
This was the beginning for me.

From that day on it was up to me
to envis ion what the tool I was
using was trying to do, and ap­
ply it to the job it was intended
for. Sure, there were many times
I was in a hurry, or wasn't really
in th e mood, when I almost de­
liberately ruined the work or the
tool, trying to do something that
wasn't what it was designed fo r.
But the tool always won. It would
disintegrate itself before it would
give in.
The next thing my mentor did
was watch me ply the file. Again
he let me mess up the piece a cou­
ple of times before he stepped in
and again became the teacher.
The file, much to my amaze­
ment, was much the same as the
saw blade. It, too, was a flat plane
with all the little chisels to do th e
job of planing off excess metal
and shaping the piece. Again, let
the tool do the work. Just guide
it, being careful to hold it square
and draw it back across the work
to cleanse the metal chips out of
the teeth.
It took me all that first week to
make the 1-inch cube. A whole
week to really learn to measure
and to use that hacksaw and file.
I didn't accomplish a thing for
the corporation that first cou­
ple of weeks. I did accomplish
something for myself, though . I
learned one of the first and fore­
most basics: that the tool is there
to work for you. Guide it and use
it in a manner that allows the too l
to do its job.
That whole concept helped me
the rest of my life in many jobs.
Even learning how to fly.
How? Well, the airplane is built
to fly. It already knows how. It is
designed to fly. All I had to do was
let it fly. Let it do the work, while
I guided it to where I wanted to
go and do what I wanted t o do
with the least disturbance of its
normal flight characteri stics.
It was that simple. All I had to do
was learn the rest of the basics-he
crosswind effects, the parameters of

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

etala,

INOOB.B.ECT

J11De Tee\b . No Cblp
CJearaDee. Teet.Il ~

18 Teeth Per Inc~~h, Tool Steel, High
earbon e.nd . ,.speed Steel

C
__ .

FIDe TIIe\b. No Chip .
Teet.Il~

24 Teeth ~er Inch, for AnJde Iron,
Brus, Copper, lrog Pipe.~tc.

32 Teeth Per loch, for Conduit and
Other'I'hiD 'f'ubiDg. Sheet Metal Work

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

they're not using them properly
or not using the proper tool. The
old axiom of "Get a bigger ham­
mer" comes into play when some­
one just can't understand and re­
alize that his white-knuckle grip
isn't doing the job. If the job re­
sists your efforts, then stop! Stop
and analyze the job. Think about
it. What can I do? There must be
an easier way. What tool do I re­
ally need?
Do I need some penetrating oil to
loosen this nut? Am I going the right
way with the torque? Will a little
heat do the job, or maybe a breaker
bar? Don't make the mistake of trad­
ing off your intelligence for brute
strength. There has to be a way-you
just need to find it.
We have all seen tool marks on
machines and equipment. Here is
a nice-looking, almost-new piece
of equipment, and some guy has
used a vise grip on a chrome­
plated piece. Man, that goes right
through me. Use the proper tool.
If you don't have the proper tool,
then go get one, or get someone
who has it.
In doing our owner-assisted an­
nuals, the first time one of the
owners comes into the shop, it is
a constant struggle educating him
or her in the use of the right tools.
No gas pump pliers, no butch­
ered-up screwdrivers, NO ham­
mers, and NO brute force .
We use replaceable bit screw­
drivers. We u se hand tools, not
power screwdrivers and impact
wrenches. We also take our time
and do the job like it's supposed
to be done . Parts are "fit" to­
gether, not forced into place, and
we make every effort to keep a
clean house . That doesn't apply
to our language, though. Some­
times that is the only recourse we
have when it comes to a stubborn
situation. It helps to swear a little
once in a while.
It's over to you, and there will be
more of this if I hear you want it.

~"~

VINTAGE AIRPLANE

25

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

MAJOR FLy-INS


200

6


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

Sebring Regional Airport, Sebring, Florida

January 12-15, 2006

www.sport-aviation-expo.com

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

April 4-10, 2006

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

May 12-14, 2006

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

June 9-11, 2006

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

June 24-25, 2006

www.rmrfi.org

Th e followin g list of coming events
is furnish ed to our readers as a mat­
ter of information only and do es not
constitute approval, sponsorship, in­
volvement, control or direction of any
event (fly-in, seminars, fly market, etc.)
listed. To submit an event, send th e
information via mail to: Vintage Air­
plan e, P.O. Box 3086, Oshkosh, WI
54903-3086. Or e-mail the information
to: [email protected]. 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
[email protected]
JUNE IS-IS-St. Louis, MO­
Dauster Flying Field, Creve
Coeur Airport (1HO). American
Waco Club Fly-In. Info: Phil
Coulson 269-624-6490,
[email protected] or
Jerry Brown 317-422-9366,
[email protected], www.
americanwacoclub.com
26

DECEMBER 2005

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

July 5-9,2006,2006

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

July 24-July 30, 2006

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

August 25-27, 2006

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

September 30-0ctober 1, 2006

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

October 12-15, 2006

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

October 6-8, 2006

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

October 26-28, 2006

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

• MIL SPEC and RFI SHIELDING
CONDUIT ASSEMBLIES custom made
per your specifications
• Original equipment style Braided
Conduits in Aluminum, Brass or
Stainless Steel
• We carry a complete line of AN ­ MS
Electrical Fittings, Backshell Adapters
and Specialty Fittings
• We also have full machine shop
capabilities for any custom
applications you may require.
• Rebuild yourWarbird back to
Original!

AIR/FLEX INDUSTRIES
2538 SUPPLY STREET, POMONA, CA 91767

Tel. 909-392-8474

AI RFLEXINDUSTRI ES .COM


Come or t e wee en

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jan. 20-22

jan. 20-22

W. Palm Beach, FL • Repairman (LSA) Inspection- Airplane

jan. 27-29

Denver, CO

• Repairman (LSA) Inspection- Airplane

(Westwood College)
your com­
pressor. Add Glass Beads or
other abrasive. Aim power gun
(included) at part and remove
rust, paint & scale quickly!
Abrasive drops into funnel where it
is recycled. WORKS GREAT!
22"d, 34"w, 20","h work area. 22
gasteel,14gasteellegs.Requires !.......~~
7-20 cfm air @ 80 psi &
vac.

jan. 28-29

Oshkosh, WI
(EAA Headquarters)

Feb. 11-12

Lakeland, FL
(Sun N Fun Campus)

Feb. 24-26

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

Oshkosh WI 54903-3086

E-mail: vintageaircraft@eaa_org








Composite Construction
Fabric Covering • Sheet Metal Basics
Electrical Systems & Avionics
Introduction to Aircraft Building
Gas Welding
Test Flying Your Project






Composite Construction
Fabric Covering • Sheet Metal Basics
Electrical Systems & Avionics
Introduction to Aircraft Building

• Repairman (LSA) Inspection- Airplane

Des Moines, IA
(Aircraft Super-Market)

Ww\M,poIyftber.com

~ EAA

",AI

wwwalrcraftspruce.com

1-800-WORKSHOP

1-800-967-5746


www.sportair.com



ilJtJJ/I
rlll' l.

WORKSHOPS

---~--YOU CAN BUILD IT! LET EAA TEACH YOU HOW.
VINTAGE AIRPLANE

27

BY

H.G . FRAUTSCHY

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

GARNER P. "EMY" EMERSON COLLECTION. WE'VE GOT A NUMBER OF PHOTOS
IN THAT ALBUM THAT MAKE GREAT MYSTERY PLANES. I LOOK FORWARD TO YOUR REPLIES .
THE AIRPLANE ITSELF IS PRETTY EASY TO IDENTIFY, BUT ITS MISSION IN THIS
PARTICULAR INSTANCE SHOULD BE PART OF YOUR ANSWER.

Send your answer to EAA, Vintage
Airplane, P.O. Box 3086, Oshkosh,
WI 54903-3086. Your answer needs
to be in no later than January 10
for inclusion in the March 2005
issue of Vintage Airplane.
You can also send your response
via e-mail. Send your answer to
[email protected]. Be sure to
include your name, city, and state
in the body of your note, and put
U(Month) Mystery Plane" in the
subject line.

S EPTEMBER ' S

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

28

DECEMBE R 2005

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

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

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)

the early registration (or identi­
fication) [40]. The engine was a
400-hp Liberty 12.
Aerial Service Corp. was also
related to the Aerial Engineering
Corp. of Hammondsport. Aer­
ial Service was reorganized and
renamed Mercury Aircraft Inc.
in 1929 and remained in Ham­
mondsport.
References:
McRae, Jack, Billman, Owen and
Strnad, Frank, American Airman,
Vol. 4, Nos. 2 & 3, February and
March 1961. This is a brief history
of the companies and their products
(two photos of the Mercury Sr.).

Warner engines. Two 165s, one fresh
O.H., one low time on Fairchild 24
mount with all accessories. Also
Helton Lark and Aeronca C-3 project.
Find my name and address in the
Officers and Directors listing and call
evenings. E. E. "Buck" Hilbert.
For Sale - 1939 Spartan Executive,
3500TT, 10 SMOH. 214-354-6418,
www.lpjetservices.com
Flying wires available. 1994 pricing.
Visit www.flyingwires.com or
call 800-517-9278.
A&P loA.: Annual, 100 hr. inspections.

Wayne Forshey 740-472-1481

Ohio - statewide.

WANTED: Taylorcraft BC-12D left wing.
785-437-6078, [email protected]

Shrader, WeIman A., Fifty Years
of Flight: A Chronicle of the Aviation
Industry in America 1903-1953, pub­
lished privately in 1953 by Eaton
Manufacturing Co. of Cleveland,
Ohio. (One photo of the Mercury
Sf. on page 31.)
Aerofiles.com reports on the
firm's products, but does not have
a photo of the Mercury Sr.
John Oack) Erickson
State College, Pennsylvania

WANTED-Metal wheel pants, Cessna
120-140-170-& early 180s. Must be
near perfect as they will be polished.
Will pay a premium. Will pay a finder's
fee. Dean Richardson (608) 310-6107
or (608) 877-8485
Airplane T-Shirts

150 Different Airplanes Available

WE PROBABLY HAVE

YOUR AIRPLANE!

www.airplanetshirts.com
1-800-645-7739
Extremely limited offering:

ORIGINAL BENDIX LOOP ANTENNAE

GRAPHITE & ALUMINUM HOUSING

UNITS (securely stored since WWU)

Repurposed by Concept-Engineer as

Aerodynamic Wall Sconces.

Inquiries: [email protected]


JOIN TODAY!

800-322-241 2
AND RECEIVE t 2 ISSUES

OF VINTAGE AIRCRAFT

ALONG WITH OTHER GREAT BENEFITS


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

29

OSHKOSH

be there!


......~_..... Ladies VAA Long Sleeve
Denim Shirt
This shirt is a must for every wardrobe. It looks
great in the boardroom and wears perfectly in
the hangar. Made of 100% Cotton with detailed
embroidered logo on the back.
V11183 SM
LG
V11184 MD
XL

Copper Logo
Corduroy Hats
Denim Fanny Pack

V05118 $10.99
Fanny pack (use belt loops) or shoulder purse,
this bag is just right for a casual, fun day at the
hangar. Embossed VAA logo and airplanes on a
front pocket give it style. Aprox size 8 x 8 inches.
30

DECEMBER 2005

For a distinctive VAA
caps will stand out in the
crowd . The VAA logo is displayed beautifully in copper on
your favorite color. Also available with brass logo.
Navy
V03518
Forest Green V03519
Burgundy
V03520

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

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

Denim Tote
V00250 $1
This washable denim tote will
in handy. Use it for nmr.eries.(:harm&
of dothes or any travel essential.
For any occasion or just for fun, prox. 14x19
serve up a batch of delicious cook­
ies. Kit includes aviation shaped
cutters and recipes which are
packaged up from the cookie
ter people from
Clark Ltd.

Ann Clark Ltd.
Cookie Cutter Baking Kit
V04677 $13.95

Travel Mug

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

Marble Coffee Mug

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

Amelia Earhart Doll

V04735 $19.95

Ready for aviation history, this

doll representing Amelia Earhart

is delightful in an outfit designed

for flight. She comes with book­

let of facts on Amelia Earhart's

historical feats. Stands 12" ta ~

and a stand .


E AIRPLANE

31

Membershi~ Services
VINTAGE

AIRCRAFT

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

Directory


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

OFFICERS
President
Geoff Robi so n

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

Vice-President
George Daubner
2448 Lough Lan e
Hartford, WI 53027
262-6 73 -5 885
vaa{[email protected]

Secretary
Steve Nesse

Treasurer
Charles W. Harri s

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

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

[email protected]

DIRECTORS
Jeannie Hill

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

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

sst / O@com ca sl.1Iet

[email protected]

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

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

outiquer@il1reacll .com

wi"dsock@aoi. com

John Berendt

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

7645 Echo Point Rd .
Cann on Fall s, M N 55 009
507-263 -2414
11ljlJfcl lld@rcolln ect. coI1l

sskrog@aol _com

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

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

davecpd(g);ques l.I,el

[email protected]

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

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

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

Da le A. Gustafson

[email protected] et

Dea n Richardson
1429 Kings Lynn Rd
Stoughton, WI 535 89
608-8 77 -84 85
[email protected]

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

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

da/cfaye@m sll. com

s11schmid@mi/wpc.coI1l

DIRECTORS

EMERITUS

2159 Ca rlton Rd ,
Osh kos h, WI 54904
920-23 1-5002

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

C RCHA @'>cilarter.llet

b7ac@m (. llet

Ge ne Chase

Ro nald C. Fritz
15401 Sparta Ave.
Kent City, MI 49330

6 16-678-50 12

Phone (920) 426-4800

Fax (920) 426-4873

Web Site: www.vintageaircraft.org and www.airventure.org
EAA and Division Membership Services

800-843-3612 .. ...... FAX 920-426-6761
Monday-Friday CST)
(8:00 AM-7: 00 PM
. New/renew memberships: EAA, Divi­
sions (Vintage Aircraft Assoc iation, lAC,
Warbirds), National Assoc iation of Fli ght
Instructors (NAFI)
. Address changes
•Merchandise sales

. Gift memberships

Programs and Activities
EAA AirVenture Fax-On-Demand Directory
, , . , , ................. . . 732-885-67 11
Auto Fuel STCs, . , . , .. . . . , . 920-426-4843
Build/restore information ... 920-426-4821
Chapters: locatin g/o rgan izing920-426-4876
Ed ucation ............... . 888-322-3229
• EAA Ai r Academy
• EAA Scholarships

E-Ma il: vintageaircra{t@eaa,org

Flight Advisors information ..
Flight Instructor information
Flying Start Program . ......
Library Services/Research ....
Medical Questions, .. . . , , , ,
Technical Coun selors ... . ...
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 Insu rance Plan. 800-727-3823
EAA Aircraft Insurance Plan , 866-647-4322
Term Life and Accidental, . , , 800-241-6103
Death Insurance (Harvey Watt & Company)
Ed itorial .. ... . . ... . . . .... 920-426-4825
Vintage . ... ... . . ... . . FAX 920-426-6865
• Submitting article/photo
• Advertising info rmation
EAA Aviation Foundation
Artifact Donations ........ 920-426-4877
Financial Support. .... . .... 800-236-1025

MEMBERSHIP INFORMATION
EAA

lAC

Membership in the Experimental Aircraft
Association, Inc. is $40 for one year, includ­
ing 12 issues of SPORT AVIATION. Family
m embership is an additional $10 annually.
Junior Membership (under 19 years of age)
is available at $23 annually. All major credit
cards accepted for membership, (Add $16 for
Foreign Postage.)

Current EAA members may join the
International Aerobatic Club, Inc. Divi­
sion and receive SPORT AEROBATICS
magaZine for an additional $45 per year.
EAA Membership, SPORT AEROBAT­
ICS magazine and one year membership
in the lAC Div ision is available for $55
per year (SPORT AVIATION magazin e
not included). (Add $15 for Foreign
Postage.)

EAA SPORT PILOT
Current EAA members may add EAA
SPORT PILOT magazine for an additional
$20 per year.
EAA Membership and EAA SPORT
PILOT magaZine is available for $40 per
year (SPORT AVIATION magazine not in­
cluded). (Add $16 for Foreign Postage_)

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

WARBIRDS
Current EAA members may jOin the EAA
Warbirds of America Division and receive
WARBIRDS magazine for an additional $40
per year.
EAA Members hip, WARBIRDS maga­
zine and one yea r membership in the
Warbirds Division is available for $50 per
year (SPORT 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.

rFrit l@paOlway"et.col1l

Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright ©2005 by Ihe EM Vintage Aircraft Association
All rights reserved,
VINTAGE AIRPLANE (USPS 062-750: ISSN 0091-6943) is published and owned exclusively by lhe EM Vinlage Aircraft Association of the Experimenlal Aircraft Association and is published monthly at EM
Aviation Center. 3000 Poberezny Rd. , PO Box 3086, Oshkosh, Wisconsin 54903·3086, e-mail: [email protected]. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POST·
MASTER: Send address changes to Vintage Airplane, PO Box 3086, Oshkosh, WI 54903-3086, PM 40032445 Return undeliverable Canadian addresses 10 World Distribution Services, Station A, PO Box 54, Windsor,
ON N9A 6J5, e-mail: [email protected], FOREIGN AND APO ADDRESSES - Please allow at least two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface mail. ADVERTIS­
ING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our
advertising so that corrective measures can be taken.
EDITORIAL POUCY: 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 entirety with
lhe 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 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 pennission of the Experimental Aircraft Association, Inc. is strictly prohibited.

32

DECEMBER 2005

ave



mbers SAVE HUNDREDS, EVEN THOUSANDS OF DOLLARS
on your next vehicle purchase.
"Great Program! I bought a Ford at a great price ,
no sales games. Keep up the good work EM!
L.B.

EM Member, Florida

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