Vintage Airplane - Oct 2004

VOL. 32, No. 10

2004

COVERS
FRONT COVER: It could be argued that Tomas

CONTENTS

2

VAA News

4

Reminiscing with Big Nick
Reprinted from Vintage Airplane June 1974
by Nick Rezich

10

16

AirVenture '04

22

The Vintage Instructor
Sport Pilot is here!
by Doug Stewart

31

STAFF
Publisher
Editor-in-Chief
Executive Director/Editor
VAA Administrator
News Editor
Photography

Mystery Plane
by H.G. Frautschy

27

BACK COVER: "Racing the Storm," an oil painting by
artist Jerry Anderson, depicts an American Airways
Curtiss Condor on short final to a fictitious airport
in rural New York, circa 1932-34. The captain is
attempting to land just ahead of an approaching
line of summer thunderstorms , as a farmer in his
Model T, also rushing to beat the weather, slows
momentarily to watch the aircraft pass overhead.
You can reach Jerry at jandersonart@supernet.
com. He resides in Middletown , Pennsylvania.

French Delicacy
The Morane Saulnier 230 of Tom Leaver
by Budd Davisson

24

Leaver's Morane Saulnier 230 is one of the rarest
airplanes in the United States, since there is only
one between our shores. The same type airplane
as used to depict the New "Monoplane" in the
1960's WW·I flick "The Blue Max: the 230 is flown
by Tom in the same manner in which it was built
originally-no brakes, and no steerable tailwheel.
EAA photo by Jim Koepnick, Cessna 210 photo
plane flown by Bruce Moore.

Production Manager
Advertising Sales

Pass It To Buck
EAA has a Swallow!
by Buck Hilbert

Classified Ad Manager
Copy Editor

Classified Ads

Graphic Design

Tom Poberezny
Scott Spangler
H.G. Frautschy
Theresa Books
Ric Reynolds
Jim Koepnick
Bonnie Bartel
Julie Russo
Loy Hickman
913-268-6646
Isabelle Wiske
Colleen Walsh
Kathleen Witman
Olivia Phillip

GEOFF ROBINSON
PRESIDENT, VINTAGE ASSOCIATIO N

Exercising your right to speak out

Having just returned from EAA
AlrVenture Oshkosh 2004, I must say
my head is still in a bit of a spin. There
was just so much to see and do, it was
nearly overwhelming.
It continues to amaze me that so
many rare and beautiful vintage aircraft
make the trek to our event to show off
their wonderful machines from the past.
Did you see that gorgeous Jenny and
all those Howards? And the Type Club
Parking area was well represented with
large numbers of Cessna 195s, Stinsons,
and Helio Couriers.
The buzzword at EAA AirVenture
2004 was "weather." Everyone was
wondering how long we would be
able to enjoy the sunny days and mild
temperatures, and we ended up having
one of the best weather years ever, at
least in recent memory. I hope everyone
liked the layout of the Vintage Aircraft
Parking area. As most of you are aware,
for many years the vintage parking area
played host to the homebuilt arrivals
who wanted to camp with their aircraft.
2004 was the first year EM was able to
provide the homebuilt campers with
their own deSignated camping area.
This proved to be a huge success,
with more than 120 homebuilders
camping in this new area, and it also
provided the vintage area the flexibility
to more appropriately display our type
of aircraft without the constant worry
of saturating our area and wondering
where we would park the next arrival.
Kudos to EAA for providing a much­
needed service that clearly benefits
both the homebuilders and the VAA.
Kudos also to the Parking and Flight
Line Safety Committee for their efforts
in planning and implementing an

exemplary display of our attendees'
aircraft. This committee has been led
by its chairman, George Dauber (VAA
vice president), for many years, and he
has been blessed with a talented and
enthusiastic group of co-chairs who
perform yeoman's duty on the flightline
each year. Thanks to all for your efforts!
I would of course be remiss in failing
to mention all the other EM AirVenture
volunteers. This was a truly remarkable
year for our volunteer numbers, as I was
informed that we were blessed with
nearly 500 volunteers in the vintage
area alone. Again, many thanks to all
the judges, the Manpower Committee,
participant's plaques, parking, volunteer
center, public relations, merchandising,
trams, past grand champions, interview
circle, Tall Pines Cafe, security and,
of course, our VAA staff. You are all
valuable to the operation of the vintage
area during EAA AirVenture, and we
sincerely appreciate your efforts.
In last month's column, I mentioned
the importance of continuing to wage
a unified front to battle additional
flight restrictions in an already overly
complex airspace system. SpeCifically,
I mentioned the Washington, D.C.,
region, which has had to endure the
air defense identification zone (ADIZ)
there. Having had firsthand experience
operating my Cessna 170 inside that
ADIZ last March, I can confirm that it
has really taken the steam out of GA
operations in that region. I personally
cannot imagine losing the opportunity
to jump in my aircraft at will and go
around the patch a few times without
having to comply with so many layers
of regulation.
Now, as a matter of course, there is a

proposed rule being drafted to modify
this ADIZ to make it a permanent,
heavily restricted area. EM's position
opposing this proposed modification is
the right one and should be supported
by all the alphabet organizations as well
as our membership.
Earl Lawrence, EAA vice president
of industry and regulatory affairs, said
it best: "There is absolutely no need to
make this ADIZ permanent. It would
not add a shred of extra security for
this country, and would only further
discriminate against general aviation."
I don't care if you live in Spokane
or Little Rock, we all need to have our
voices heard inside the Beltway on
all issues that serve to further confuse
airspace users. We should all voice
our opposition to this anticipated
notice of proposed rulemaking to our
congressional representatives. Gone
unchecked, the question will become
"who gets the next ADIZ"? You can
bet elected officials like Mayor Daley
of Chicago will be watching this one
closely with an "if they can have one,
why can't we?" attitude.
Please, exercise your right to be heard,
and let your representatives know how
you feel about these issues. Failing to
exercise your rights is the same as not
having any!
My favorite time of the year for
flying my personal aircraft is now on
the horizon. The cooler temperatures
and fall colors certainly make for an
enjoyable, leisurely stroll among the
clouds. Be careful, and enjoy!
it ~~member,

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VINTAGE AIRPLANE

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EAA Annual Report
for 2003 Online
Celebrating 50 Years of EAA
in the Centennial Year of Powered
Flight, the annual report of
the Experimental Aircraft
Association for 2003, is available
at www.eaa.org. The 16-page
report highlight's EAA activities,
accomplishments, and its
financial standing for its golden
anniversary year.

Tributes
In the tributes to three of
our friends who we lost earlier
this summer, I failed to add a
paragraph honoring the family
members affected by their loss.
Darren Banfie ld is survived
by his mother, Susan, his sister,
Diane, and his brothers, David
and Don.
Ken Love is survived by
his daughter, Jeri Mlakar, his
two grandchildren, Olivia and
Audrey, his former wife, Geri
Love, and his two sisters, Joan
Allemand and Carole Rittmiller.
Ewell"Budd" Dake is survived
by his wife of 38 years, Connie.
Our condolences to all family
members and friends affected by
the loss of these men. The cause
of both accidents remains under
investigation.
2

OCTOBER 2004

TFRs Can Be Avoided Using
EAA's Flight Planner

Sport Pilot FAQs
Updated Regularly

This year's election, the first
national election held since 9/11,
has been marked by a flurry of
presidential temporary flight
restrictions (TFRs), both for the chief
executive and his challenger. These
TFRs have been known to appear on
short notice, and are often ro lling
TFRs as the candidates travel on the
surface. As is noted at the end of
the TFRs, lilT IS RECOMMENDED
THAT ALL AIRCRAFT OPERATORS
CHECK NOTAMS FREQUENTLY FOR
POSSIBLE REQUIRED CHANGES TO
THIS TFR PRIOR TO OPERATIONS
WITHIN THIS REGION."
Many of us fly aircraft that have
no or limited communications,
so checking the status of the
airspace we intend to fly through
is imperative. Using the EAA
Flight Planner benefit of your
EAA membership can help you
avoid an ominous cal l from a
federa l agency. You can access the
EAA Flight Planner, powered by
AeroPlan ner.com, from the EAA or
VAA websites, www.eaa.orgorwww.
vintageaircraft.org. Click the Plan A
Flight button on the left-hand side
of the page and then, after you log
in, click NOTAMs on the menu bar
near the top of the page.

Visitors to the EAA sport pilot
website will find continuously
updated content, including new
frequently asked questions (FAQs).
Organized in 12 subject areas, new
entries are based on calls to the Sport
Pilot Hotline and e-mails received
by EAA Aviation Information
Services. If you have an SP/LSA
question, check the SP/LSA FAQs at
www.sportpilot.org-your answer is
probably waiting there for you.

Friends of the Red Barn
Our thanks to our fellow members
who contributed to the VANs 2004
Friends of the Red Barn campaign,
and to those who have aiready sent
in their contributions for the 2005
campaign. Look for exciting news
regarding additions to the benefits
of being a member who contributes
to the Friends of the Red Barn. We
expect to have the details finalized
by the ho liday season. Thanks
again for helping the VAA area of
EAA AirVenture Oshkosh be the
best it can be during the annual
convention.

EAA Air Academy
Announces 2005 Dates
Registration is now available for
the full slate of sessions at the EAA
Air Academy in summer 2005.
Two sessions for ages 12-13, EAA
Young Eagles Camp, will take place
on Jun e 29-July 3 and July 6-10.
EAA Basic Air Academy for ages 14­
15 has three sessions scheduled,
June 13-19; June 21-27; and July
11-17. EAA Advanced Air Academy
sessions for ages 16-18 are scheduled
for July 19-26 and July 30-August
8. For complete information, visit

www.airacademy.org.

Restoring Smithsonian Ercoupe
The Smithsonian Institution's
Silver Hill (Paul E. Garber) facility
has the original Ercoupe aircraft in
its collection and is in the process
of restoring it.
Its "wish list" of missing
(needed) artifacts includes:
- Airspeed Aeromarin e Instrument
Company, Model 54 (range 40­
160 mph)
-Magnetic Compass Aeromarine
Instrument Company, Type (2
digits)
-Slip/Skid Indicator Air Associates Inc.
(curved bubble gauge 10-0-10° range
mounted immediately below the
panel-mounted compass)
- Altimeter Kollsman Instrument
Company, Model 677 (vertical,

barometric pressure adjustment
knob at 1800 )
-Tachometer (reading from face, top
to bottom: R.P.M., Hundreds, Mark
I, BU. AERO U.S.N., Serial 209-34,
manufacturer's name was very
short, ended in "CO"; 3600 range
starting vertically "5, 10, IS, 20"
... then smaller 1800 arc on right

only "25, 30, 35")
-Ignition Switch AC Type
-It also needs a Lear radio Model
AMR-1 or AMRL-1 (200-500 cps)
receiver and loop antenna.
If you know of anyone that has any
of these radios or instruments, please
contact William R. Bayne via e-mail at
ercoguru@txercoupemuseum .01g

Sport Pilots Take Flight
On September I, 2004, the sport pilotllight-sport aircraft (SP/LSA)
rule went into effect, and current certificated pilots with an FAA medical
certificate or valid driver's license began exercising sport pilot privileges
in eligible homebuilt and production aircraft.
Among them was Roger Peterson of Sweeney, Texas. On September
I, for the first time in 17 years, he flew as pilot in command of his
Piper J-3 Cub. "About two years ago, when it looked like sport pilot
was coming in, I bought a 1940 J-3 and have been flying with an
instructor since then," he said. "Last April it looked like [the final rule]
was imminent, so I started building a PA-l1 replica. I completed it this
April, so now I am legal in both of them. I really appreciate the effort
[EAA] put in to bring this thing off."
Peterson, 66, grew up on an Iowa farm, started flying in 1954, earned
his private ticket in 1960, bought a J-3, and traded for a Cessna 172
and then an Aeronca Champ, which he flew until 1987. He had bypass
surgery that year and never applied for his special issuance medical,
although his doctor, also a pilot, said he wouldn't have a problem
getting one.
Just last year he built Peterson Field (08XS) on his property. "Of
course, if sport pilot hadn't come through, I'd have a couple of airplanes
for sale and a grass strip put back to pasture," he said. "Man, I'm just
glad you guys went through all the effort."
Certificated pilots like Roger Peterson who are not current must
undergo a flight review with an instructor before they can enjoy flight
as a sport pilot. If the FAA has denied, suspended, or revoked a pilot's
most recent application for a medical certificate, that pilot my not use
a driver's license as a medical certificate until the denial is cleared from
his or her record.

The Rest of the Story
Get the rest of the EAA Air­
Venture Oshkosh 2004 story at www.
airventure.org. For daily convention
news, click on the AirVenture Today
newspaper links headlining the
AirVenture homepage.
Who won the EAA Sweepstakes'
Piper PA-28-140 Cherokee? Find
out by clicking on the Sweepstakes
and Raffle Winners link. See
why Marv Melanson's Wag Aero
Cubby received the Outstanding
Homebuilt Seaplane Award. Or
check out Marc Stamsta's 1960
E8L Falco, this year's Most Unique
Award (Contemporary Category) .
Photos of all the award-winning
aircraft are now available by
clicking on the 2004 Aircraft
Awards link.
While you're visiting the
home page, see hundreds of
photos detailing all aspects of the
convention, from the Warbirds
area to the Vette Seaplane Base.
To see what you missed at EAA
AirVenture this summer, visit
www.airventure.01g.

VINTAGE AIRPLANE

3

REMINISCING WITH BIG NICK
Reprinted from Vintage Airplane June 1974
by Nick Rezich
The Howard Story - Part One

"It's a Wasp Monocoupe!"
"No ... it's a ... aha?"
"Wow! Look at it go! What is
it?"
"It's Benny Howard's new
Mulligan!"
These are just some of the
comments you would have heard
had you been in the grandstands on
opening day of the 1935 National
Air Races at Cleveland, Ohio.
Benny O. Howard had just won
the Bendix Race beating Roscoe
Turner by 24 seconds ... roaring to
victory in his newest creation, "Mr.
Mulligan." The new Howard racer
was not the typical Howard design of
the past-the sleek, low wing type­
but, instead, a high wing, strut-braced
monoplane. After taking the laurels
(and cash) for the trans-continental
Bendix Race, Benny entered Mr.
Mulligan in the Thompson Trophy
race against the powerful little low­
wing pylon racers.
For the Thompson he selected his
01' racing buddy, Harold Neumann
4

OCTOBER 2004

of Kansas City, to handle the
chores. Harold was no newcomer to
the Howard designs as he had been
flying the "Ike," "Mike" and "Pete."
Harold qualified the Mulligan at
a speed of 247 mph, which made
him a threat to the other qualifiers
and a potential winner.
Before the Thompson got
underway Harold warmed up by
winning the Greve Trophy in Benny
Howard's "Mike" ... making it two
out of three for Benny. Winning
the Thompson would give him a
clean sweep of the major events at
the Nationals.
The favorite in the big one, the
Thompson, was the colorful Roscoe
Turner, but everybody was pulling
for the Mulligan and Benny. Steve
Wittman was in the line up with his
powerful D-12 powered Bonzo and
Harold knew that Witt was going to
be a hard man to beat in addition to
Turner. Then there were the jitterbugs
of Roger Don Rae, Joe Jacobson, Lee
Miles and Marion McKeen-each of
which posed a threat.
Well, 01' Harold nailed down

second place with that big brute
and played a waiting game ...
"who is going to blow his engine
firs t ; Turner in the lead or Witt
righ t behind him nibbling on his
flippers?" He throttled back just
enough to keep Roscoe in sight ...
and then it happened. Bang!!
Roscoe blows his engine and leaves
the race.
The crowd goes wild and when
they come around again the dean
of air show announcers past and
present, Jack Storey, booms over
the P.A.­
"Neumann, the leader! Can he
keep it?"
The crowd is on its feet as Witt
ni bbles at Harold's tail. Harold
knows Witt is there even though he
can't see him from inside that cabin.
He inches on just a bit more power
to hold the lead ...but unknown to
Harold, Witt is having problems
with the D-12 and is running with
reduced power. Well, BELIEVE­
YOU-ME, Harold was going around
those pylons so close, I swear you
couldn't put a .050 feeler gauge

Mr. Mulligan on the day of its first flight. Few fairings had been applied at this point. The exhaust system visible in this
shot is different from what appears on later photographs of the racer.
PHOTOS COURTESY DON PRATI
between Mulligan and the pylon!
Harold goes on to win the coveted
Thompson Trophy Race and it is
a clean sweep of the Nationals for
Benny Howard.
Benny went to the Nationals
for one reason-to win as much
money as he could. The money
was to be used to open a factory
to produce America's fastest 300
h.p., four-place cabin monoplane.
Benny was already into the design
with Gordon Israel, the co-designer
and co-pilot of the Mulligan for the
Bendix win. Benny left Cleveland
with a hat full of money, but before
he left, he called Chicago and said
go full bore on the new airplane.
Before we go on about the
Howards, I would like to clear our
engine here. The December 1973
issue of the AOPA Pilot carried an
article about Benny Howard's DGAs.
It was written by my good friend
and popular EAAer, Peter Bowers
of Fly Baby fame. In my opinion,
Pete Bowers is the foremost aviation
historian and the most accurate
writer in the aviation media,
however, his researchers or the
printers zinged him this time. I don't
know what happened but the facts
got a bit screwed up on a couple of
pOints. I hope I'm not nit picking,
but I find my version different than
his ... anyway, I vas dere, Charlie!
Pete states that the Mulligan was
built in a store in Chicago-not so! It
was built in Kansas City. Ask the man
who helped build it, EAA Warbird

PHOTOS COURTESY DON PRATI

member Eddie Fisher, or EAA/IAC
member Harold Neumann, pilot
of the Mulligan. He also states that
Harold was co-pilot on the victorious
Bendix flight-not so! It was co­
designer Gordon Israel. He states that
the factory opened in 1937-not so!
It was 1936. (The Howard Aircraft
Corporation was formed in 1937.)
He also says the Howard airplane
was not meant to be a seaplane-no,
no, noll The production airplane was
certified as a seaplane (see photo).
The first seaplane went to Canada
as CF-BET-all white trimmed in
red. The highlight of the Chicago
Air Show held in the International
Amphitheater was a Howard on floats
sitting in a pond of water. I should
know ... I waxed it every night.
And finally and foremost, a fellow
on the west coast claims he salvaged
the remains of the Mulligan from
the New Mexico crash site and is re-

building it. He may have picked up
a few scraps of the wings or other
parts, but not THE Mulligan ... or
else there must have been TWO
Mulligans because "Sludge" Doyle
and Mike Molberg brought back
what was left to bring back. I was at
the factory when they unloaded it
in front of the engineering offices.
This was valuable information to
the engineers and Benny.
When that blade let go (and it was
the complete blade) the engine stayed
on the airplane and the airplane did
not break up in the air. The vibration
was so bad that it knocked Benny
cold for a while and it was his wife,
"Mike," who kept the airplane right
side up until Benny could recover
enough to fly it.
What happened to the Mulligan? It
was cut up at the factory and most of
the parts, tubing, etc., were made into
souvenirs. I was talking to Mr. Earl
VINTAGE AIRPLANE

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and Mr. Mulligan on the day of the first flight of the racer. Note
the lack of fairings and paint.

~

HfI 'WnJ'n

Ewing, our first plant superintendent,
the other day and he informed me
that his wife still has the flower pot
holder made from the Mulligan.
Mrs. Molberg has hers also. To go a
bit further, I tried to buy the remains
at the time but couldn't-but during
the negotiations, I wound up with the
wings from Gordon Israel's "Redhead"
racer. I hope this clears the air once
and for all about the Mulligan. If a
Mulligan emerges from the west coast,
it will be a replica. O.K, 'nuff said!
Now, where was I? Oh yes, the first
Howard.
Benny Howard was flying for
United Airlines at "Muni" (they
called the Chicago Municipal Airport
"Muni" in those days) and living at
the Troy Lane Apartments-known
as the Troy Lane Hotel. It was located
at 63 rd and Troy on the south side
of Chicago about 3-Vz miles from
the airport. Remember this location
because when we get into the Pylon
Club story a little later, we will be
talking about the same location.
In order to work on the new
airplane and not drive all over town .. .
and to be away from snoopers .. .Benny
rented a store around the corner from
the hotel and that is where the first
Howard DGA cabin was built.
I was still working for Blue Bird
when the finished airplane was trucked
out to "Muni" for final assembly and
flight test. My first impression of the
6

OCTOBER 2004

airplane when I first saw it assembled
was, "WOW!" It looked like it was
doing 200 mph just sitting there. It
was painted with a metallic blue and
bronze and it sported a Wright J-6­
7E2 in the nose.
I watched them make all the final
adjustments, etc., and made sure I was
on hand for the first flight. I asked
Benny, "What are you calling this one?"
"The 'Flanigan,1II was the answer.
. .. And that's what I have been
calling it ever since.
When it came time to test fly the
Flanigan, Benny was in his usual
good form. Those of you who knew
Benny will remember his favorite
maneuver was a chandelle on take­
off. After completing his taxi tests, he
came roaring down the old southwest
runway at Muni and as he approached
the old Standard Oil Company
hangar, down went the left wing and
up went the nose . .. and I mean UP!
... into a beautiful chandelle.
The first flight looked like he had
1,000 hours in the machine. Benny
made a few speed passes coupled with
some pylon turns and then an out of
sight climb. This was followed by a
slow flight circle of the airport and
a 3-point landing like it was loaded
with nitro.
There was much jubilance, back
slapping, etc., after that flight and
it was agreed by all that Benny had
another winner in the Flanigan.

Now the work of getting the
machine certificated and finding
a place to build it was underway.
Certification was handled by Gordon
Israel. For the factory, Benny chose the
old Matty Laird factory located in the
Clearing industrial district. The address
was 5301 W. 6yh St.-just two blocks
south of Muni. Matty had used this
building to construct his last airplane,
the Sesquiplane. The factory was
opened in 1936 with the same handful
of men who built the Flanigan.
All the money Benny won at the
1935 Nationals was put into the
certification of Flanigan and the
factory. He was still short of working
capital and needed more money to
get the operation off the ground. The
place to get the much-needed money
was the coming 1936 National Air
Races. The now-famous Mulligan
was brought to Chicago for rework
in preparation for the Bendix Race.
Master mechanic and chief honcho
was Roy "Sludge" Doyle. He upped
the horsepower of the Mulligan to
over 800 and said, "Hell, he can win
the Bendix with the flaps down!"
My first working experience with
the Mulligan came when it was
moved to the old Texaco hangar at
Muni. I was not a Howard employee
yet, however, I knew Roger Scheon
(I may not have that name spelled
properly, but it is pronounced
"Shane"), the brother of Maxine

Howard, Benny's wife. So, I was
allowed to help "Sludge" Doyle. My
first job was that of pouring oil along
the hangar floor so we could slide the
tailskid, which was built into the tail,
to maneuver the ship in and out of
the hangar. We didn't use good oil­
the oil came from Roger Scheon's
gas station, which was immediately
across the street from the hangar.
Oh yes, I had to clean up the hangar
floor afterwards!
Being on hand during the test
flights was breath taking. Every
flight was an air show. On one flight,
Benny took off from the north/south
runway, which was the shortest
at Muni-around 4,500 feet long,
holding it down going south toward
the Texaco hangar. When he got to
the ramp, he pulled it up into the
famous Benny Howard chandelle and
I swear it was a 60-degree climb! That
climb continued that way to about
12 or 14 thousand feet. I had never
seen an airplane climb like that from
take-off. He ran many altitude tests

because that was his secret-altitude.
The low-level tests were something
else ... these you had to see and hear
to believe. The harmonics between
the prop and exhaust sounded like
the present day jets-it was more like
a purr than roar. I will never forget
that sound or sight. A day didn't pass
that I did not bug "Sludge," Gordon
or Benny for a ride during the testing.
But with the tanks in the back there
was no way. Time was short and every
flight was of importance. Benny said
he would fly everybody in it after
the races. I lived for that day ... which ~
'"~
never came.
The final shakedown flight was
from Chicago to New York. We gassed This is Maxine "Mike" Howard leaving
and oiled Mulligan to race weight, the Chicago hospital enroute to Palm
Mike and Benny strapped themselves Springs, California, for recuperation
into the seats, the engine barked to and rest (following the Mr. Mulligan
life and they were off. As they taxied accident) . That is Gordon Israel
out for take-off, I was wondering how with her. The other lady, I think, is
it would get off and if he would pull the hostess from Palm Springs. Note
that "Mike" is flying a TWA DC-2 ...
his chandelle on take-off.
husband
Benny flew for United! I took
Well, the take-off was no different
this
photo
at "Muni."
than the others as far as getting off

This is the original Howard DGA-8, the "Flanigan." The
picture was taken the evening of the first test flight.

This is the "Flanigan" after it went through the factory
certification. The photo was taken by me at "Muni" ... The ship
was later sold to Mexico along with two others. Notice the only
changes from original to licensed airplane are a new fin and
rudder, exhaust outlet on the left side instead ofthe right, rounded
rear window and nav light on the fin instead ofthe rudder.

This is the first Howard seaplane. Photos taken at the
factory fly-away hangar in Chicago. Note the high gear.
This was a double door (left and right) model. Also, it was
equipped with three fuel tanks.
VINTAGE AIRPLANE

7

and climb were concerned,
however, Benny did leave off
the chandelle. It was less than
3 hours when Benny called and
said he had made it in just under
2 Vz hours with no problems.
(That's about 630 nautical miles,
This is the economy model with the
with a ground speed averaging
225 Jake and Curtiss-Reed prop, no
252 knots!-Editor)
Again, everyone was jubilant ... all wheel pants and the cheap paint job.
but one, that is. "Sludge" looked like Photo taken by an unknown (to me)
he had the weight of the world on his photographer when the ship was on
shoulders. "Sludge" was clutching a the west coast for the March 1937 Pan
notice in his hand that read, "Tests Pacific Air Show at Los Angeles. I have
indicate propeller should be restricted a photo of Benny and "Mike" sitting
to 500 or 550 h.p.," I don't recall with the airplane at the show.
which. This really disturbed
"Sludge." He knew he had over
800 horses jumping up and down
under that Mulligan cowl. There
was no other propeller available­
nor was there any money if one
were available. Yet, he knew he
couldn't turn Benny and Mike
loose with that prop. Many frantic
NICK REZICH
phone calls were made, and
The same ship after being returned to
still no prop. Race time was around
the factory for new deluxe paint job and
the corner and a decision had to be
new gas tanks. The photo was taken by
made. As I remember it, someone at
Smith said it was O.K. I don't know me at the Chicago factory . .. we were
swinging the compass at the time.
who made the final decision to fly
the race with the Smith propeller,
but I do know who accepted the
responsibility when that prop
failed over New Mexico while
Benny and Mike were leading the
Bendix by a huge margin.
When the Mulligan was
destroyed in the ensuing crash, Roy
"Sludge" Doyle crashed right along
with them. When "Sludge" was COU RTESY NICK REZICH
notified of the crash, he knew what Howard DGA-8 powered by a 320
had happened and kept screaming, "I h.p. Wright. Colors, Stinson Green
should have never let them go!" Mike - Spartan Green. This photo was from
and Benny recovered from that crash, company literature.
but "Sludge"-like the Mulligan-was
destroyed for life. From that tragiC remind someone that it was his fault
day in September 1936 until the day for letting Benny fly the airplane. In
he died, "Sludge" carried the cross of recent years whenever I flew an air
guilt and responsibility of that crash. show in the South Bend area, 01'
He died with a very heavy and broken "Sludge" would show up and we
heart. He stayed on with the factory would reminisce about the Howard
taking his early pay in stock instead days. Our last visit was during the
of cash (because there wasn't any of Polish Air Force air show at Warsaw,
the latter) until it closed during World Indiana. Before the day was over, he
War II. A day didn't pass that he didn't again reminded me that he should
8

OCTOBER 2004

never have let Benny go and that
the factory would still be open if
it were not for that accident.
The accident really did upset
the apple cart for Benny. The
factory was open with a few
orders for the new DGA, but it
needed the money Benny had
hoped to win at the 1936 Nationals.
With Benny and Mike in the hospital,
the factory more or less went into
receivership before it formally opened.
I think you know what I am trying
to say ... Benny was broke! Now add
the hospital bills to the already broke
Howard Aircraft and you have a grim
situation. You would think that
would be enough problems for
Benny-but there were others
that were much worse. Mike's legs
were not healing properly and
this worried Benny more than the
factory. Benny recovered first and
Mike came along later, after several
operations. She was and still is
the most beautiful, considerate
woman in the world. When she and
Benny healed and came by the factory,
she was dressed in the sharpest pair of
slacks I have seen. She stopped and
talked with everyone in the shop . ..
and she always had the big smile
one never forgets.
Let me tell you a story about
Mike and Ben. They were going
through the factory and stopped
to talk with me while I was putting
the final sanding on a yellow
Howard. I don't know if I was
showing off or just super thrilled
with our chat, but while they
were still standing there, I proceeded
to sand through the fabric along a
stringer on this almost completed
Howard ... embarrassed? BOY, you
know it!! Mike and Ben smiled and
walked on leaving me with a repair
job that would have to be invisible
upon delivery of the airplane.
Mike knew everyone in the plant
by first and last name and would
most often call you by your first name
or nickname. (By the way, about
the time you are reading this, I will
be returning from Hammondsport,
N.Y. where I will have attended the

enshrinement of Ben O. Howard
into the Pioneers of Aviation OX­
5 Hall of Fame.)
Benny hired only super
craftsmen. You had to be the best
in the industry or you didn't work
for Howard. After working for Blue Bird,
American Airlines, Stinson Aircraft and
others, I can truthfully say that when
a Howard was delivered it was the best
built airplane in the world.
Some of the original super
men were: The late Mike Babco,
welder supreme. He came
from Matty Laird's. Mike also
made jigs. The woodworking
department was headed up by
the late Eric Pearson. He and his
Swedes could lay plywood like it
was molded plastiC. The original
assembly was handled by three
men from Stinson-Earl Ewing, the
late Mike Molberg, and "Lefty" Huff.
"Lefty" didn't last long as he did
most of his work with his mouth
instead of his hands. As it turned out,
Earl Ewing, now retired and living
in Pennsylvania, was named shop
superintendent. Mike Molberg was
put in charge of all assembly. The
sheet metal department was headed

CAA DGA-8. Note the lower gear and
right hand door. This airplane was loaded
with radio gear for CAA work. The pilot
got lost over Kansas City and cracked it
up when it had only a few hours on it.
Ship was rebuilt by Howard.

This is a deluxe 9 with controllable
prop, 2 doors and deluxe paint. The
Stinson in the background was a trade­
in for a Howard. The photo was taken
by me at the Chicago Fly-away factory
area . .. during test flight phase.
up by the dean of tin benders, Eskic
HallqUist, who also came from Matty
Laird's. He was a gutter man in Chicago
and would come out to Matty's to

These two photos were used in the Howard Aircraft Corporation promotional
publication. DGA-11 NC 18208 450 Horse Power Wasp Jr. Colors: Insignia
Blue and Yukon Gold

make cowling on contract. The
finishing department was run by
an old airmail mechanic, "Red"
Gross from Chicago. Inspection
was the job "Skippy" Butler nailed
down. The interiors were by Frank
Kubac, aluminum welding by the
super welder, Robert Babb of St. Louis
(and now a bartender in Chicago). This
guy put heliarc to shame. The plant
master mechanic and in charge of the
fittings and machine shop was Roy
"Sludge" Doyle. The engineering
department consisted of Gordon
Israel as chief and Ted Linnert.
Later came Dr. Walter Brownell,
Dr. Niebersauer, Gordon Israel
again and, finally, Bill Peerfield.
Flight test was handled by Ben
O. Howard, Walt Brownell, Fred
Novinger, Gordon Israel, Walter
Daiber and Tony Mackowicz. Tony
was the spin expert. He ran all the
early spin tests. Walter Brownell ran
the spin tests on the first seaplane.
He is the chief pilot for Morton Salt,
flying a JetStar today. Tony Mackowicz
is living in retirement in Chicago, Ted
Linnert is with ALPA in Washington,
D.C., and Gordon Israel is in California
working as a consultant.
Sales were handled by "Slim" Freitag
and Benny's brother, Sam Howard. The
last I knew of Sam, he was living in
Coral Gables, Florida, and producing
the world famous Aquatic Productions.
"Slim" is still living in DeKalb, Illinois.
I may be misspelling some names
here . . . please forgive me as I am
going back 38 years and I couldn't
spell then!
For president we had Ben O.
Howard, B.D. DeWeese and Dan
Peterkin, Jr. The only vice president I
can remember was C. "Slim" Freitag.
Next month we will go into the
factory and build them ... how and
who. I'll tell you about some special
customers like Wallace Beery and
others. Keep the letters and cards
coming-it really blows my ego!
Until next month, remember,
the wing tip that points to the tail
in a spin requires opposite rudder
for recovery.
......
VINTAGE AIRPLANE

9

Tom Leaver, who was born in
Sonoma, California, yet spent
much of his life in England, doesn't
strike you as someone who would
enter aviation at the extreme edge
of the logic curve: his first airplane,
the Morane, has neither a tail wheel
nor brakes and includes some of
the most archaic systems outside of
a turn of the century locomotive.
Plus, even though he left California
early and has spent most of his
adult life overseas working in the oil
industry, the mystique of Sonoma
and its old airplanes left its mark.
"I soloed when I was 16 years old
and got my pilot certificate before
I had my driver's license. My dad
was a career Air Force officer and
mad keen on flying. I was always
out at the base with him and
met a lot of great people through
him, including Jimmy Doolittle.
Unfortunately, after I graduated
from university, I stopped flying for
IS years as a result of my career."
What brought him back into the
fold? The Morane did.
"I first saw the airplane at Booker
Airfield in High Wycombe in 1989.
It was sitting forlornly in the back of
a hangar at Tony Bianchi's Personal
Plane Services, and it was obvious
it had not been flown for quite a
while. In fact, it had been sitting
for approximately 13 years.
lilt was so ugly, you had to love
12

OCTOBER 2004

it. Even though I hadn't flown for
a long time and had flown nothing
even remotely resembling this, it
immediately caught my fancy. Tony
gave me the history of the type and
this particular airplane-that it had
been the late Patrick Lindsay's first
airplane in his very unique and rare
collection. A challenging day VFR
airplane: perfect!"
Tony and his company are world
famous for the restoration work
they have done on a wide range
of extremely unusual airplanes,
especially those from World War
I, the 1920s, '30s, and World War
II. Often these airplanes wind up
in the movies, as Bianchi is a ready
source for these aerial movie stars.
Patrick Lindsay was a world­
renowned airplane collector who
at various times had a wide number
of historic aircraft including an
original SE.Sa, an original Sopwith
Camel, and the only flying Mark I
Spitfire.
liThe Morane, it turned out, was
imported for him by Tony around
1968, when it first came to England
from France. Prior to 1949, the
airplane had an unknown history
having been flown, disassembled,
stored, and reassembled , until it
was put back into the air around
1967. It had been maintained, but
not fully restored."
Morane Saulnier 230s were

Tom Leaver

actually in production for quite
a long time, 1930 to 1948 to be
exact. Just over a thousand were
built primarily for the French air
force and Navy, but a number were
sold to foreign governments as
well, Belgium and Switzerland in
particular. However, very few have
survived. In fact, Tom reports that
his and one in France are the only
ones he knows about that are still
flying. Because the airplane's logs
only go back to 1949, he believes
from the information gleaned from
Tony Bianchi and Jean Salis that
the airplane was built in the 1930s
but not assembled until 1949.
Tom says, liThe fuselage is largely
wire-braced with wood longerons
and stringers . When Tony went
back through it and restored it

MIKE STEINEKE PHOTOS

for me, he found the wood was in
excellent condition and needed
only light sanding and another
coat of varnish. However, it's
easy to see why so many of them
didn't survive. During the war the
Germans wrecked quite a number
of them because of the lack of
brakes and a strong propensity to
ground loop."
One of the unique aspects of
this Morane is that it is almost
completely original. For instance,
very little of the sheet metal has
been replaced or repaired. The right
forward strut was replaced with an
original one, courtesy of Jean Salis,
and the aircraft has a few small
patches from an incident in 1999.
"It was really bizarre. I was in the
airplane, parked and shut down ,
when someone started a Champ
inside the hangar I was sharing. It
came roaring out and ran into the
Morane! The prop of the Champ

chewed up the strut,
which could have
been a big deal if we
hadn't been able to
find a replacement. The
struts are extremely
unique and have
internal aluminum ribs
reinforcing them, flush
riveted to the surface,
and tapering at both
ends of the strut. It still
took two years to re-cover the wing
and get her back into the air."
Up to and during World War
II, the airplane's primary mission
was advanced training, especially
aerobatics. Besides performing
liaison duties, it was also stationed
with front-line fighter units (French,
then German) for aerobatic practice.
The Morane 230 was also the first
aircraft used by the Patrouille de
France from 1931 to 1935, then
replaced by the more powerful
Morane 225.
"The airplane has a fully
inverted fuel and oil system, and
this specific machine was used
by English aerobatic champion
Manx Kelly to win the 1969 Esso
Tiger Challenge in England. It does
have its peculiarities, however.
For one thing, when inverted you
are actually pulling the stick back
to neutral, rather than pushing
it forward, as with most other
aircraft. It flies fine inverted, and
most competitors in the airplane
routinely spun it inverted.
liThe control pressures are
relatively light in pitch, but the
ailerons are quite heavy. They are
so heavy, in fact, that there is a
stick extension in the rear cockpit
that can be extended to give the
pilot more mechanical advantage.
Also, the aileron linkage hangs out
the bottom of the wing and can be
changed to reduce or increase the
amount of movement available for
serious aerobatics."
The engine is a nine-cylinder
Salmson 9Ab of 230 hp, and its
inverted fuel capabilities come
courtesy of a double diaphragm

Zenith type carburetor. The engine
is one reason Tom bases the airplane
in Winter Haven, Florida.
"Besides the obvious weather
advantages-spending so much
time in England makes you aware
of sunshine-I have the airplane in
Winter Haven because that's where
Andy Salter lives. Andy overhauled
the engine when he worked for
Tony Bianchi. He then moved over
here and now works for Kermit
Weeks. Since he knows the engine
and airframe better than anyone else
and loves the airplane as much as I
do, we agreed to leave the airplane
there for him to look after."
Tom had little or no tailwheel
time when he bought the airplane,
but since he had flown very little
in more than 15 years, to a certain
extent he was starting over anyway.
"I started training in a CAP 10 and
then on to an SVA Stampe. When Tony
thought I was ready, I started flying
the Morane with Jonathon Whaley,
an incredibly experienced display and
ex-RNAF pilot. Jonathon brought a
certain amount of military diSCipline
into my flying, which I thought was
really good and benefited greatly
from. A lot of the training focused on
landing and the flight characteristics
near the stall. She will drop a wing
and only rudder will lift it, which
then puts you off your heading-in to­
wind landing configuration, setting
you up for a ground loop! The other
part of the training focused on
ground handling, especially avoiding
ground loops in an aircraft without
wheel brakes and only the tail skid
for braking! Add in the short fuselage
moment and over 200 pounds on the
tailskid, and you have an airplane
that loves to swap ends!
liThe landing gear struts are
hydraulic pneumatic and very
wide-great for rough fields and
stability in the event of a ground
loop. The aircraft has the standard
dual magneto setup, but also has
a starter mag that showers sparks
into all of the cylinders during
startup. The aircraft starts with
high-pressure air from an internal
VINTAGE AIRPLANE

13

bottle located beneath the pilot
seat. It can be pressurized by
attaching a handle to a fitting on
the right side of the fuselage and
manually recharging the bottle.
Don't go there: it would take
forever to get to the 30 hectopascals
(atmospheres) that the bottle needs
to turn the engine. Instead, I use a
high-pressure industrial air bottle
through a Schrader valve to charge
the internal bottle. The airplane was
never designed to recharge itself./I
According to Tom, starting the
Morane is something of a one­
armed wallpaper hanging drill:
Once you have charged the
internal bottle to 30 hectopascals,
shut off the outside air bottle and
the internal bottle valve.
Then, to your left on the floor
of the cockpit, open the suction
for the primer, draw the primer
cylinder vertically up, turn the
suction to charge, push the primer
cylinder fully down, repeat this
procedure six times, and then put
the lock cylinder in the full up
position or risk getting your wrist
badly bruised when high pressure
air goes through!
With wheels chocked and prop
clear, mags on, mixture rich, and
14

OCTOBER 2004

throttle 1 inch open, open the
air valve on your right (engine is
turning with appropriate hissing
sounds) and crank the starter mag,
also on your right, until the engine
fires or you run out of air.
If the engine fires, quickly shut
off the air valve to conserve air,
adjust the throttle to 800 rpm,
turn the primer suction to charge,
push the primer cylinder down
into the closed position, and lock
the suction/charge valve into the
neutral position.
If the engine didn't start, repeat
the entire air charge and primer
sequence per the above again!
Tom swears that once you get
the rhythm down and master the
dance, it actually works quite well.
/lOnce started you let it warm up to
SO°C, which takes 10 to 20 minutes
depending on ambient temperature.
The carb heat is on all the time.
With no brakes you can do a mag
check only with the wheels chocked.
In fact, for the most part you can't
taxi out to the runway unless the
entire airfield is grass . In Winter
Haven, I put the skid onto a specially
built tow bar and tow the airplane
into position on the grass side of the
hard runway using a golf cart. For

maneuvering at away airfields like
Sun 'n Fun and in my hangar, I use a
dolly to wheel her around.
liThe trim is set via a large lever
on your right that looks like a
flap handle. You select the takeoff
position out of three detents. When
you move that handle , you're
moving the entire
horizontal stabilizer./I
The lack of brakes
and the tailskid (this is
a real taildragger) throw
a long shadow over
everything done on the
ground. You can't so much as
crack the throttle a little without
thinking of the consequences of
gaining too much momentum, so
taxiing, takeoff, and landing are
done in a careful and considered
manner.
liThe airplane can only be flown
from grass, with no exceptions.
It has I8-inch tires, so it handles
rough grass extremely well, but if
you get it moving on pavement, the
tailskid has no drag and there's no
way to stop it other than shutting
down immediately. That's why I
have to bring my tailskid dolly if I
fly to other grass airfields with hard
taxiways. It's always an adventure.

When landing on the grass at Sun
'n Fun, on my first day the wind was
just picking up to 5 or 7 knots
from the southeast such that
just before the aircraft
stopped rolling, it
made a gentle

180-degree turn, and there wasn't
a thing I could do about it, even
with full opposite rudder. Adding
power would have corrected this,
but it would also increase my speed
in a very confined space leading to
something I would rather not like
to think about, keeping in mind
the airplane's desire to swap ends at
the least provocation.
"On takeoff you ' re holding left
rudder because of the opposite

rotation of the engine, but
as soon as the power is up,
you have lots of rudder
and elevator authority. Of
course, initially you have
no forward visibility at all,
butthe tail lifts quickly with
forward stick enabling a
somewhat improved view.
The airplane weighs over
1,800 pounds empty, so even with
the big prop and engine it doesn't
accelerate like a shot. Fortunately, it
doesn 't have to be going very fast
to fly. You bring the tail up right
away to allow her to accelerate
better, and at 50 mph it floats
off the ground. You hold it
in ground effect for just
a second or two, then
let it climb. With just
me aboard, it'll climb at
1,500 fpm. At gross, about
2,300 pounds, that drops to
about 1,000 fpm.
"It cruises at about 115 mph
true, and V NE is 260 km or about
162 mph. When you're even close
to that speed it really feels as if it's
going fast. I loop it at about 220
km/h (136 mph), and it does a very
majestic loop."
The paint scheme Tom chose
for his airplane is authentic and
in keeping with the airplane's
heritage, having been found by
Patrick Lindsay at Le Bourget.
"The 230 evolved out of earlier
fighter designs and is very similar

in appearance. So, I had Tony paint
it in the colors of the 1st Fighter
Squadron based at Le Bourget in the
late 1920s and' 30s. Their mascot
was a cock, and the marks on top of
the wing and horizontal stabilizer
signify an unarmed aircraft or,
'Don't shoot at me, I'm unarmed.'"
Tom is talking about slowing
down his globe-trotting and
concentrating more on local
businesses. But where will that
be? It's hard to tell , but as long
as he always has a Morane in the
sunshine, he'll always have a winter
haven to which he can escape . ........
VINTAGE AIRPLANE

15

EAA

AirVenture

Text and Photos by H.G. Frautschy

This year's EAA AirVenture Oshkosh was chock-full of neat things to do and great planes and
people to visit. Sit back and enjoy a sampling of what we saw this year.

Ron Tarrson's New York
Daily News Waco ARE
caught the attention of the
visitors to the Waco Classic
display in the commercial
display area. In addition to
building new Waco YMF-5s,
Waco Classic is also actively
restoring both new and older
Wacos, including this ARE.
Ron's ARE was chosen as the
Outstanding Closed Cockpit
Biplane award winner.
16

OCTOBER 2004

2004

The 2005 VAA Board of

Directors, officers, and

directors emeritus (L-R):

Dale Gustafson, Dave

Clark, Bob Lumley, Steve

Krog, Ron Fritz, Jeannie

Hill, Steve Binder, Jack

Copeland, Butch Joyce

(kneeling), Geoff Robison,

Dave Bennett, Steve Nesse,
Bob Brauer, Charlie Harris,
John Berendt, Gene Morris,
Phil Coulson. George Daubnel~ Roger Gomoll, Gene Chase and Buck Hilbert are missing from this picture.

Fifteen-year-old Theo Prins ofPort
Townsend, Washington, spent
a great deal of time during EAA
AirVenture Oshkosh earning money
for his flight training by doing pencil
sketches of showplanes, and selling
them to the owners. I don't think
Theo went home with any unsold
sketches-he did a great job and
already shows a high level of skill
in his drawings. We look forward to
seeing more of his work as it evolves.
The winner ofan Outstanding
Customized Antique award, from
Tucson, Arizona, this is Paul Conn's
Fairchild 24W-46.
VINTAGE AIRPLANE

17

The winner of the Grand Champion Classic Lindy was Boyd "Butch"
Walsh's beautiful Stinson 108-2. Here he shows Charlie
a few of
the details on the neatly finished Stinson.

the guard: newly elected VAA President Geoff
Robison pauses for a photo with former president Butch Joyce. Butch
has stepped down after more than 16 years of service as president of
the division.
With the completion of its restoration
by the experts at Hov-Aire Inc. in
Vicksburg, Michigan, just days prior
to EAA AirVenture, Ford 4-AT-1O Tri­
Motor C-1077 became the worLd's oLdest
flying Ford. Now part of Greg Henick's
Golden Wings Flying Museum, its list of
firsts is much too Long to be chronicled
in this short caption. It still has a
number of items on the restoration list
that need to be completed, but even in
its nearly completed state, the results
are stunning. No, the airplane isn't
polished; that's new Alclad aluminum
gleaming in the sunlight!
18

OCTOBER 2004

This year's Antique judges: (L-R) Chas Bell, Don Coleman, Dale Gustafson, Ken Morris, Gene Morris, Bill Halverson,
Jerry Brown, Phil Coulson, Dave Clark, Mike Hoag, Mike Shaver, Densel Williams, John Pipkin, Xen Motsinger
This year's Contemporary judges: (s tanding L-R) Art Anderson,

Dan Knutson, Jay Gavender, Dick Knutson, Jess Krall

(Kneeling L-R) Tim Popp, Liz Popp, Jeff Anderson, John Goodloe


This year's Classic judges: (back row, L-R) Steve Bender, Stan York, John Womack, Frank Bass, Jerry
Gippner, Dale Rose, Frank Moynahan, Kevin Pratt
(Front row, L-R): Shy Bourgeois, Joan Steinberger, Clyde Bowgeois, Larry Keitel, Rodney Roy, John
Swander, Jay Swander, Dean Richardson
VI NTAGE AI RPLANE

19

Books chats
a
member while Vintage Airplane contributing editor Budd
Davisson talks about his latest book, Cobalt Blue, with
another VAA member who stopped by the Vintage Airplane
tent. Throughout the week various contributing authors
and the editor of the magazine staffed the tent, available to
answer members' questions and listen to their suggestions.

The VAA's Tall Pines Cafe was up and running four days
before the start of the convention, serving meals to many
members who arrived early. On Friday and Saturday meals
were served all day. Starting Sunday, only breakfast was
served. On Sunday morning Thayer Syme (holding his son,
Gryftin) and his wife, Anne, stopped for breakfast after
watching Eric Presten land Frank Schilling's Curtiss Jenny
on the grass of the lightplane runway.

~

VAA volunteers Alden Frautschy a Dave Clark get
another batch ofpancakes ready for those eating at the
cafe. Thousands of meals were served during the week. The
volunteers would especially like to thank Steve Nesse, Clair
Dahl, Craig Baumgardner, and Tom Hildebrand for the
many hours ofwork they put into making the Tall Pines
Cafe a success.
The Stinson Club
coordinated a Type
Club Fly-In with VAA's
Flight Line Operations
crew, and more than
36 Stinson 108s were
parked in our special
Type Club area.

VAA Treasurer Charlie Harris conducts a
series of taped interviews with a variety
ofmembers during the convention.
He's shown here with Sandy and
Kent Blankenburg and their beautiful
Luscombe Sedan, which they flew from
Groveland, California. It was the winner
of the Runner-Up Custom Classic trophy.

Jones
170A rests in the grass in
the last row of Vintage showplane parking.
20

OCTOBER 2004

As a partner with Ford Motor Company, EAA s proud to offer their members the opportunity to save on the
purchase or lease of Ford, Lincoln , Mercury, Mazda, Volvo , Land Rover and Jaguar vehicles.

You can save hundreds, even thousands of dollars!
In more ways than one, it pays to be an EAA member. Take advantage of the Ford Partner Recognition

Vehicle Purchase Plan. The simple way to save money on your next vehicle purchase.

Get you r personal identification number (PIN) from the EM website (www.eaa.org) by clicking on the EM/Ford

Program logo. You must be an EM Member for 1 year to be eligible. This offer is available to residents of the

United States and Canada. Certain restrictions apply. Please refer to www.eaa.org or call 800-843-3612.


VOLVO

S mazca

~

LINCOLN

~
MERCURY

DOUG STEWART

Anti-authority
In the past four articles I have
been talking about hazardous
attitudes. Hazardous attitudes exist
in all of us pilots. They are referred
to as hazardous because if allowed
to go unchecked, they certainly act
to either start the forging of the
accident chain or to reinforce that
chain in such a way that the chain
might become impossible to break.
If that doesn't create a hazard to
our flying, what does?
There are three steps in dealing
with hazardous attitudes. The first
step is to recognize the fact that you
have the attitude in the first place.
It isn't always easy to do that. In the
previous article I spoke of one pilot
who was unable to recognize that
fact. I know that many of us can tend
towards denial, especially when it
comes to admitting to ourselves that
some of these attitudes might be
harbored within our otherwise safe
flying habits. However, it doesn't
take too much honest insight to
recognize and admit to oneself that
they are present.
The next step is to learn the
appropriate antidote. For every
hazardous attitude there is an
antidote that can be applied to
counter the mentality that might
lead us to our doom. For example if
we tend to be macho in our flying,
the antidote to that attitude is:
"taking chances is foolish." Ifwetend
to feel that we are inv ulne rabl e
(not really too much different from
the macho attitude, or at least
they typically go hand in hand)
the antidote of " it can happen
to me" will help to counter that
22

OCTOBER 2004

attitude. If we have a personality
that does things with impulsivity,
reminding ourse lves that "not so
fast" can keep us from increasing the
depth of the yoghurt as it attempts
to rise above our eyeballs. For some,
reminding oneself" I can make a
difference," will keep you flying
when the attitude of resignation
wants to take over and turn you
into a passenger rather than the
pilot in command.
The last step in the process is to
apply the antidotes that we have

For every hazardous
attitude there is an
antidote ...
learned will counter our hazardous
attitudes. But herein lies the rub.
It has been my experience that the
nature of each attitude is such that
one can get into one heck of an
argument with oneself. And some of
the arguments presented to counter
the antidote can be very compelling,
at least from the perspective of the
attitude. I can envision a comedy
movie where our good/evil twins
go back and forth with each other
presenting their respective pOints
of view, while in the meantime the
airplane gets closer and closer to an
irrecoverable scenario.
And so it is with the last
attitude we have to look at: anti ­
authority. We could probably all
agree that one of the prerequisite
qualities to being a good pilot is

being a control freak. Is there any
greater manifestation of being the
master of one's destiny than being a
pilot at the controls of an airplane?
Face it; type A personalities make
good pilots. But it is just this type
of personality that has a very
difficult time accepting direction
from someone else.
I hate to say it, and I might very
well get a lot of mail on this one,
but my experience is such that the
vast majority of EAA pilots fall into
this category. It comes with the
turf. Can any of us who fly vintage
airplanes not admit that we have
a love affair not only with old
airplanes, but with a time in flying
when the regulations that govern
our flying were far fewer? To many
of the pilots who learned to fly in a
less regulated era, the need to show
bi-annual recurrency is an insult to
their pride and dignity, and their
vocal scorn of such regulatory
restriction is vociferous. For
those who like to build their own
airplanes, is the fact that we have
much greater freedom to modify,
to create, to tinker and experiment
with home built aircraft than we
could ever have with certificated
aircraft, not one of the major draws?
I could continue the list of those
attributes that we, as EAA pilots,
have that make us more susceptible
to the anti-authority attitude, but I
think you get the picture.
So as hard as it might be for us to
accept, and even harder to admit, I
think many of us suffer from this.
And the nature of the beast is such
that accepting the antidote of: "the

rules were made for all of us," goes
completely counter to what got us
to the attitude in the first place. I
know that for me, as an old hippie
who was raised to question authority
and who has spent much of my life
working to change those things, I
thought unjust, or restrictive, or
just plain dumb, it is very difficult,
though not impossible I am happy
to report, to accept that the rules
were made for all of us.
If we were to take an honest
look at the regulations, we would
find that many of them have come
about as a result of pilots killing or
maiming themselves. If pilots didn't
keep flying into the ground as a
result of low-level maneuvering, I
really doubt that we would have
"minimum safe altitude" rules.
We certainly can't have traffic
cops hovering in the sky guarding
and directing busy airspace
intersections, so rules governing
rights-of-way were created to keep

us from falling out of the sky as a
result of the types of fender benders
we expect to happen at a traffic
circle in a busy city street system.
When I look at the regulations
in this light it becomes much easier
for me to accept the rules and
regulations. So when the old hippie
part of me says to myself: "leave
that transponder turned off, do
you want them to know that you're
flirting with their airspace?" I can
self-respond: "hey, you dummy,
a lot of those aircraft sharing the
airspace with you have traffic
detection systems that are only
helpful if your transponder is turned
on. Do you want to get hit by some
big, embedded aluminum, flown
by some other dummy, who isn't
looking out the window?" And that
response then triggers the antidote
to the anti-authority attitude (the
rules are made for all of us) and I
quickly turn the transponder on.
The anti-authority hazardous

attitude exists in many of us
pilots. It is somewhat insidious in
that it also can lead to our being
scornful of the whole concept of
hazardous attitudes. It certainly
can be an attitude that prevents us
from recognizing or accepting the
other attitudes, and one that will
join the evil twin argument against
accepting any and all antidotes.
So I urge all of you to take a
deep, soulful look within yourself.
Be honest with yourself. If you
recognize some of the hazardous
attitudes lurking there, start a
proactive program to recognize
when those attitudes might put
you, and all the rest of us sharing
the sky with you, at risk. Learn the
appropriate antidote to the attitude,
and then apply that antidote. I am
confident that this will definitely
help you, as it has been helping
me, in making the journey from
being just a good pilot, to being a
great pilot.
.......

VINTAGE AIRPLANE

23

BY H.G. FRAUTSCHY

JULY'S MYSTERY ANSWER


.::'. t=__ .___/ _
(
' - ' - - _..­

L.

.---'-"--~~-~vr~
===~,....~::::;/~/.,;:-~=~,;-",,/

ARTHUR BERRY COLLECTION, VIA TERRY BOWDEN

-----

Not too many of you recognized the
July Mystery Plane, but Terry Bowden
of Moody, Texas, sent us an answer,
as well as a never-before-published
photo of the KN-3. Here's a portion of
Terry's answer:
liThe mystery plane shown in the
July 2004 Vintage Airplane is a Knoll
Aircraft Corp. model KN-l. This photo
24

OCTOBER 2004

was published
in AV I ATION
magazine in 1929.
The company
was one of many
smal l aircraft
manufacturers in
Wichita, Kansas,
from 1927-30.
The Fe li x the Cat
cartoon character
painted on one of the doors is evidently
in honor of (or intended to make fun
of) the company's founder, Felix Knoll.
liThe same pictur e and other
historical details can be found on the
Aerofiles website at www.aero(iies.com.
Another reference to the KN-1 can
be found on the Wings over Kansas
website, www.wingsoverkansas.com.

This reference is actually in error as it
shows a photo of a model KN-3. A third
reference to the Knoll Aircraft Corp. as
published on the Internet is found on
the Wichita Photos website, where a
nice photo of a model KN-3 is included
from the W ichita Public Library
collection, www.wichitaphotos.org.
"I am submitting another
photograph of a Knoll Aircraft, model
KN-3. I do not believe that this picture
has ever been published. My copy of
this photograph comes from a box
camera print collection of pictures taken
on May 29, 1929, at Parks Airfield. I
obtained this photo from Arthur Berry,
who saw th e airplane at the Gardner
Trophy Air Race on Memorial Day in
1929. The most notab le difference
between the KN-1 and KN-3 is in the

pilot's cockpit location. The KN-3 has
an 'open' cockpit aft of the passenger
cabin. Note the KN-3 has two side
windows, versus the three windows of
the KN-l.
"The following timeline is compiled
from various references, some
unconfirmed:
December 30, 1928: Knoll KN-1
makes successful first flight.
February 1929: Prototype Knoll KN­
1 destroyed in crash.
May 29 , 1929: Knoll KN-3
demonstrated at Gardner Air Race,
Parks Airfield, East St. Louis, Illinois.
1930: Knoll Aircraft Corp. files
bankruptcy, assets sold to Yellow Air
Cab Company.
"The Knoll airplanes were never
certified./I
Terry Bowden, Moody, Texas
The following note from a relative of
Felix Knoll is published on the Aerofiles
website:
"(My grandfather) returned from a
short vacation and saw that the crew had
painted the popular cartoon Felix the Cat
on the door-the port side had doors,
the starboard side had only painted
doors (also with Felix the Cat). He was
very upset, but the cats stayed on the
plane. Three KN-1s were sold to Mexico,
and rumors have it that there are two
alongside the road in a terrible state of
decay south of Rosa Beach. Colors were
blue for the fuselage and orange for the
wings and horizontal stabilizer. Most all
of the KN-1 documents that remained
are in the Smithsonian, donated by his
eldest son (my uncle)./I
Patric Knoll, 5/18/04

THIS MONTH'S MYSTERY PLANE

COMES TO US FROM

THE COLLECTION OF

EDWARD BEATTY, RUSKIN, FLORIDA.


Send your answer to EAA, Vintage Airplane, P.O. Box 3086, Oshkosh,
WI 54903-3086. Your answer needs to be in no later than November 10
for inclusion in the January 2005 issue of Vintage Airplane.
You can also send your response via e-mail. Don't forget, we've got a
new e-mail address for you to use when sending in your response. Send
your answer to [email protected]. Be sure to include your name plus
your city and state in the body of your note and put" (Month) Mystery
Plane/l in the subject line.
~

This paragraph was published in the
1929 Aircraft Yearbook on page 77:
"The Knoll Aircraft Corp. of Wichita,
Kansas, was organized in October 1928
and produced its KN-1 type. A new
trimotored, Wasp-powered transport
plane to carry 22 passengers and a crew
of four was to be built in 1929./1
Other correct answers were received
from Wayne Van Valkenburgh,
Jasper, Georgia, and Ernie Duenzl,
Weatherford, Texas.
VINTAGE AIRPLANE

25

jerry Kemp ....... . ..... COVington, OH

Lachlan Wishart .... Alphington, Australia

Alan Reber ........ . .... Indianapolis, IN

Roy G. Manuell ......... . Itirapima, Brazil

Mark Warren . . .. ... ...... Coatesville, IN

Brian Kittleson .......... CinCinnati, OH

Patrick Bohan ....... Calgary, AB, Canada

Stanley Wogoman ............ Elkhart, IN

jeffrey D. Smith ........New Concord, OH

Samuel Longiaru ... Kamloops, BC, Canada

Daniel H. Cammack ...... Dodge City, KS

jason Scott Woodside . .... Cincinnati, OH

Roman Mitura ....... Kanata, ON, Canada

James B. Clark ............ Chapman, KS

Christopher Greenlee ...... Piedmont, OK

Marc Pfister ...... Thorndale, ON, Canada

john Grissinger ......... Roeland Park, KS

Terry Lee Toole ............ Shawnee, OK

james P. Leonard ...... ... Eagle River, AK

Bruce G. Papon .. .......... Hardtner, KS

Mark Baxter ....... . .... ... Corvallis, OR

Donald Lynn Love ........... Searcy, AR

james Glasgow . . . ......... Frankfort, KY

Eric Baxter .............. Philomath, OR

Robert L. Gear ........ Paradise Valley, AZ

Jonathan jennings ........... Union, KY

Gregory L. Guy ........ Independence, OR

Charles C. Harmon ........ Scottsdale, AZ

john A. Mahanna ... .... ... . Radcliff, KY

Kirk Groenendaal ... . .......... Erie, PA

Louis Bernt Hudgin ....... .... Gilbert, AZ

Robert Davis .. . .... South Egremont, MA

John S. Lindsay . ...... . ..... Freeport, PA

Terry j. Menees . ... . . Apache junction, AZ

Stephen Manchester ..... .. Raynham, MA

Mark K. Gim ............. Barrington, RI

james A. Turrell ............. Flagstaff, AZ

John Estevez .. .. ...... White Plains, MD

William R. Martin ..... . ... Greenville, SC

Gary M. Brunton ...... ... Carmichael, CA

Joseph A. Keefner ............. Riva, MD

David Richardson ..... .. ... Brandon, SD

Edward Burnett ............ Venetura, CA

john W. Benson . ......... Tecumseh, Ml

Alan Anderson .... . .. . ... Lexington, TN

Thomas W. Goodwin ...... Lancaster, CA

Michael Chase .......... Walkervilleq, MI

Charles V. Collins ......... Memphis, TN

john B. Marushak ...... . .. . . Cerritos, CA

james D. Fase .............. Rockford, MI

James Rawlinson Golden ... Knoxville, TN

Russell J. Nichols .. .......... Wilton, CA

Joseph Mendyk . .. ...... Grand Ledge, MI

David R. Higgins ............. Burns, TN

Marshell A. Rief. ............ Escalon, CA

Terry A. Michmerhuizen .. ... .. Gobles, MI

john P. Sandiford .... .. ... MemphiS, TN

Craig Ryan ... .. . ... . Corona Del Mar, CA

James Phillips ....... Hickory Corners, MI

Roy F. Smith .... .. ...... Tullahoma, TN

Tom Aniello ............... Littleton, CO

Dale W. Snook ... .. .... .. Mancelona, MI

Allen Boger ..... . .... . ...... Argyle, TX

Bill Coyle ................... Kiowa, CO

Nancy Walters .. ... ..... .. Royal Oak, MI

Paul D. Brose .. .. .. . .. .. ..... Celina, TX

David C. Dooley ..... ....... ... Erie, CO

jonathan G. Blais ...... .. .. St. Paul, MN

Trent J. Corcia ... ...... . . . .... Dyess, TX
Vance Duffy ............ Fort Worth, TX

Rene L. Minjares . ... ....... Littleton, CO

Glenn W. Bowen ........ Eden Prairie, MN

John D. Newell . ...... . ..... Denver, CO

Loren F. Chantland ....... Burnsville, MN

David Duncan . ... ..... ... ... Roscoe, TX

Charles T. Schumacher ....... Boulder, CO

Dennis L. Fuhrman . . .... Fergus Falls, MN

Michael Elliott. ... .... . .... Kerrville, TX

Peter Stobbelaar. ......... Ce ntennial , CO
Stan

c.

Wawrzyniak ............ Erie, CO

Dale Haag ..... ... .... .West St Paul, MN

Kevin R. Miller .............. Frisco, TX

Tom Joynt ..... ... . White Bear Lake, MN

Alan Victor Nekhom ... .... Mckinney, TX
jan L. Schuermans............. Plano, TX

Don Binns .......... . ...... Ft Myers, FL

Philip Rud .. ....... . .. . . Clara City, MN

Lothar Boeck ..... South West Ranches, FL

Norman L. Williams .... Two Harbors, MN

David M. Smither ......... . . Aubrey, TX

Michael Braham ....... Port Charlotte, FL

Victor Henrikson ... . ... . ... ... Troy, MO

Scot Warren ...... . .. .. Shady Shores, TX
Brooks Yeilding .... .... .. Spicewood, TX

Stephen Malin . ....... Pompano Beach, FL

Michael W. Mulford ....... Kirksville, MO

james P. Raub .... ... .. Winter Haven, FL

Butch Pennewell ....... Monroe City, MO

Roy Hugie ... ............ Wellsville, UT

Steve Berg .......... .. . .... Midway, GA

Scott P. Tidd... ........ Pleasent Hill, MO

John Lake .... ............ Park City, UT

james W. Dewberry ........ Savannah, GA

Frank Garletts .............. jackson, MS

Garry Reid ....... . . .. .. ... Chantilly, VA

Francis A. Hayes ........ Dawsonville, GA

Frank M. Ingels . ... ... .. .. Starkville, MS

Robert Brooke ......... Lake Stevens, WA

Geoffrey Tinsley ........... . .. Turin, GA

Clayton D. Fuehrer .......... Yakima, WA

Matthew Schild berg ... . .. . Greenfield, IA

Michael G. Shallbetter ... Bay St Louis, MS
William P. McCart ......... Hamilton, MT

Vicki Schild berg ... ..... .. Greenfield, IA

Wes Benfield ............ Taylorville, NC

Derek Nicholas Lee . .... College Place, WA

Donald E. Alton .... . . . ... Glen Ellyn, IL

Jim W. Davis ....... ......... Ayden, NC

Craig A. Macveigh ........... Seattle, WA

Rod Egizii ....... . ....... Springfield, IL

Douglas Goodnight. . ........ . Landis, NC

Truman K. Severson ........ Olympia, WA

David Geiger ..... . ..... Murphysboro, IL

Craig Smith ..... ... . Browns Summit, NC

Paul J. Anderson ............ Hudson , WI

Albert T. Graham ............ Carthage, IL

Ward Bryant .... . ...........Jaffrey, NH

jack Baldwin ...... .... Whitefish Bay, WI

Dennis F. jones ......... Poplar Grove, IL

Don Miller. . .... .. ... .... Toms River, Nj

William A. Becker .........West Bend, WI

Phillip jones . ..... .. ..... Villa Grove, IL

Robert Busch . .. . . ....... Middleport, NY

Julianne Hartlaub ........ Manitowoc, WI

Brad Martin ........ . ........ Gurnee, IL

Andrew Davie .......... Stony Point, NY

Gust Moulas ............ Elm Grove, WI

Richard james Mashke ....... Chicago, IL

Ron Reister .... .. . . ..... West Salem, WI

john P. McNamara .. .... ..... Marine, IL

Lawrence J. Krzeminski ..... Glenwood, NY
Anthony R. Olszewski .......... Bath, NY

David Nelson ............... Palatine, IL

Art D. Bradford ....... Bowling Green, OH

Dean j. Schlise ..... . ...... Forestville, WI

Scott A. Ross ..... . ... . ..... Rockford, IL

Donald Carroll ............ Ashland, OH

Marc J. Stamsta ............ Hartland, WI

William E. Shay ............. Chicago, IL

Karl Engelskirger ........ Wadsworth, OH

Earl john Nicholson ..... New Milton, WV

Sebastian Baumgardner. ...... Auburn, IN

Dale L. Harlan .. . ... . ..... Lagrange, OH

Ne lson Whitt........... Huntington, WV

Bernard J. Hogan ........ .. Evansville, IN

Michele Heins ... . .......... Dayton, OH

Randolp H. Smith ............ Cody, WY

26

OCTOBER 2004

Edward D. LeDuc ........ Wenatchee, WA

Bill Robicheau ..... . ..... .. Montello, WI

E.E. " BUCK " HILBERT

EAA has a Swallow!

he phone call leaves me
stunned! The Swallow mail
plane EAA has been working
on for the past several years is
ready to be test-flown. The call was to
ask me to come up to Oshkosh and
test-fly the airplane.
Once, like 28-plus years ago-egad,
a lifetime ago-I was the highest-time
Swallow mail plane pilot alive.
It's history now, but in
1968 two antiquer friends
and myself discovered
this old 1926 biplane
hanging from the ceiling
of a commercial trucking
garage on Chicago's near
north side. It had been
there since 1933, but I'm
getting ahead of myself.
The man wouldn't sell
it to us even though we
offeredhimthetremendous
sum of a thousand dollars.
After several months went
by and the pot sweetened,
he still wouldn't budge.
Finally, after almost two
years, with his building at risk because
of urban redevelopment, he gave us an
ultimatum-$3,500, in small bills!
That's not a joke. This is Chicago,
and that's the way they did things. It
took several days and several friends to
help but we got the money together,
and then the man changed his mind.
Once again it was no sale.
Then there was a fire. Arson was
suspected, but with his building being
in the way of redevelopment, who
knows? The fire damage was minor,
but the thought that he might lose his
precious airplane goaded him into the
sale and we got it. Now my partner and

T

I had to pay back the friends we had
touched for the $3,500 in small bills.
It is now 1972. By this time, I
was up to my ears. I'd taken on the
presidency of the new EAA Antique
and Classic Division, and that coupled
with my flying reserve on United
Airlines DC-8s left precious little time
for airplane restorations.
We stored the airplane, in pieces,

transportation section.
I got involved in this restoration
and that led to my discovery that I had
a Swallow in storage.
What was a Swallow? Well, we're
back to where I started.
The Swallow was the first airplane
to begin contract airmail service
in 1926 when the Post Office let
contracts to private operators to

along with the two engines and some
extras in a friend's hangar where it
languished until 1975.
United was in the throes of planning
its 50th anniversary and was exploring
several avenues to take for the event.
They were also asked to underwrite the
restoration of one of their old Boeing
247 airplanes that had been given to the
Smithsonian. The National Museum,
knowing that this was the first twin­
engine, all-metal, low-wing, retractable­
gear airplane with controllable propellers,
considered it a significant step forward
for 1933 and wanted to display it in the
new Air and Space Museum in the air

feed airmail into the mainline they
operated from New Jersey to San
Francisco. And I had a Swallow.
Walter Varney opted for Swallows as
mail planes for his route over the Blue
Mountains from Pasco, Washington, to
Boise, Idaho, and then down to Elko,
Nevada, where he connected to the
Post Office mainline. He began service
on April 6, 1926.
Other operators got into the act
within weeks, but Varney Airlines was
the first. When merger mania erupted
in the late '20s, Varney merged with
Boeing Air Transport, Pacific Air
Transport, and National Air Transport
VINTAGE AIRPLANE

27

TAKE SOME OF THE EXPERIMENTING

to become United Airlines.
Now you know why the Swallow
suddenly became an important part of
the United Airlines 50th anniversary
proceedings. And yours truly was right
in the middle of it all.
I had the football, so I was elected
to carry it.
Since very little had been done to
rest ore our Swallow, I was taken off
flight duty and given the assignment to
get it done in time to re-enact the first
flight of Varney Airlines at the exact
time, over the same route, etc.
That's another long story we won't
re late here. It was one crisis after
another, and we came within an eyelash
of failure when we lost our only Wright
J-4 Whirlwind engine three days before
we were to fly the mail.
So here we were again. The United
Airlines Historica l Foundation had
underwritten the restoration of EAA's
Swa ll ow, and it had been put into
the airmail configuration and livery
of one of th ose first Varney Airplanes.
The restoration, under the prodding
and pushing of Paul Poberezny and
through the efforts of EAA restoration
staff members, was now complete. The
time had come for the test flights and
the FAA-designated fly-off time.
I got the job.
Back in '76, our test-flight
program was much the same as far
as restrictions and time allotment
went. Fifteen hou rs in a deSignated
practice area, exploration of the flight
envelope, CG parameters, numerous
landings, and the usual air work like
stalls, slow flight, max and minimum
speeds, and whatever. We were
to prove the airworthiness of the
airframe and th e engine.
The '76 flights were fraught with
problems. The 1920s Wright engine,
the best they could offer in those
days, was not, I repeat, not the reliable
engine the later J-5 was. In the first
two h o urs and 40 minutes I had all
sorts of problems, including two
fo rced landings and finally a complete
seizure. By now dead-sticking it in was
getting to me.
The engine was junk; it ate itself up
and we changed to a good old reliable
Con tinenta l W-670, and from then

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28

OC T OBER 2004

on we had it made!
EAA's Swallow came with the
220 Continental. Again, there
is a story here. The engine was
donated by one of our United
Airlines Foundation members ,
retired captain Clay Lacy, and was
built up by the son of a retired
United engineering test pilot who
specializes in engine overhaul. This
project, much like the first one,
has been a United family affair.
Take a look at the pictures of
the finished Swallow. It is a beauty.
They didn't look that good in 1926,
that's for sure. The luxury of an electrical
system, radio, and a reliable engine were
lacking, but this one has it all.
My EM ground crew and builders,
Gary Buettner and Colin Hildebrandt,
hovering over me like fathers over a
new baby, briefed me on what, where,
and how. Gary gave me a cockpit
checkout, and explained he'd kick my
butt if I did anything to hurt "his"
airplane, and the time had come.
Two blades and the engine started! A

call to Oshkosh tower for taxi clearance
and there was no turning back.
Run -up was normal, controls
checked, gas on, altimeter and trim set,
I'm out of excuses.
Cleared for takeoff, slight crosswind,
open the throttle and it was just like 28
years ago.
Ground run less than a hundred
feet acceleration and climb like a
skyrocket. Stiff ailerons, good rudder
control. Am I really in 2004? Can't be;

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this one flies just like mine did.
And fly it did! I stayed in the
pattern overhead Oshkosh for a
little more than 30 minutes. Then
it was back to the barn to check
for obvious engine oil leaks and
any other problems that might
need attention.
There were none! None, mind
you. It was a real tribute to the
boys who did the work. Th e
engine was running fine-no oil
loss, no temperature problems,
no t hing to do but get in some
more time. I put almost five
hours on it in the next two days with
frequent back-to-the-barn trips for
inspections and more fuel.
I explored the entire envelope and,
if I could as easily erase the years and
say I was back in '76, I wouldn't be the
unhappiest guy in the world for sure.
If this story interests you, I'll
have more to tell about the trials
and tribulations of that '76 event;
meanwhile, EAA has a Swallow, and it's
........
over to you.

AERO CLASSIC
"COLLECTOR SERJES"

Vintage Tires
New USA Production
Show off yo ur pride and j oy with a
fr esh set of Vintage Rubber. T hese
newly minted ti res are FAA-TSO' d
and speed rated to 120 MPH. Some
things are better left the way they
wer e, and in the 40 's and 50's, these tires wer e perfectly in
tune to the exciting times in aviation.
Not only do these tires set your vintage plane apart fro m
the res t, bu t also look exceptional on all Gener al Aviation
aircraft. Deep 8/32nd tread depth offe rs above average
tr ead life and UV treated rubber r esists aging.
First impressions last a lifetime, so put th ese
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New General Av iation Sizes Available:

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selection of Vintage and Warbird
tires in the world. Contact us
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Air c raft Coatings

800-362-3490
VINTAGE AIRPLANE

29

Membershi~ Services
VINTAGE

AIRCRAFT

ENJOY THE MANY BENE FITS OF EAA AND
ASSOCIATION
THE EAA V INTAGE A IRCRA FT ASSOCIATION
OFFICERS
Presicient
Geoff Robison
1.')21 E. MacC; regor Dr.

!'\ew Haven, IN 46774
260-49.,-4724
dlief70250'ilul.culII

Vice·Presidell t
George Daubner

2448 Lough Lane

Hartford, WI 53027

262-673-5885
vaaf7),I)oy@' 1I511.COIII

Secretar\'
Steve Nesse

Treasu rer
Char les W. Harris

2009 Highland Ave.
Alhert i.ea, MN S6(X)7
507-373-1674

7215 East 46th SI.

Tulsa, OK 74 147

9 18-622-8400


cwh(a'hvsu .com

~tlle5(g.'de5klllt'di{/ ,(UII/

DIR E CTORS
Steve Bender
85 Brush Hill Road
Sherborn, MA 0 1770
508-653-7557
5StJO@'(UI1lCClSt .IlCt

Da le A. Gustafson
7724 Shady Hills Dr.
Indianapolis, IN 46278
317-293-4430
da/e(aye0 1111511.culn

David Bennett
P.O . Box 11 88
Roseville, CA 95678
9 16-645-8370
(I/ltiqller0!illrmc/l.col11

John Berendt

7645 Echo Point Rd.

Cannon Falls, MN 55009

507-263-2414
mjbfrhld0)rcol/llt'ct ,CUIII

Robert C. "Bob" Brauer
9345 S. Hoy ne
Chicago, I L 60620
773-779-2 105
pJwtopi Jut(qVIO/ .com

Da\'e Clark

635 Vestal Lane

Plainfield, IN 46 168
317-839-4500
davt'cpri(g'i qllfst.l1et

John S. Copeland

1A Deacon Street

Northborough, NlA 01 S12


JeilOnie Hill
1'.0. Box 328
Harvard, I L 60033-0328
8 I 5-943-7205
dillS J w(J(fl~uwc .lIct

Espie "B ut ch" Joyce
704 N. Regional Rd.
Greensboro. NC 27409
336-668-3650
wi llrisock(a\ wl .COI1l

Robe rt D . "Bob" Lum ley
1265 So u th 124th Sl.
Brookfie ld, W I 53005
262-782-2633
11I111per(l} exfCpc.coll l

Ge ne Murris

5936 Steve Court

Roanoke, TX 76262

8 17-491-9 1 \0
senemorri5@'rev l. lle t

Phil Cou lson

28415 Springbrook Dr.

Lawton, MI 49065


Dean Richardson
1429 Kings Lynn Rd
Sto ught on, WI 53589

269-624-6490
rcolilsoIl516<!k s.com

dar@nprilaire.(o11l

8891 Airport Rd, Box C2
Blaine, MN 55449
763-786-3342
plerisedrive@lllSIIC011l

608-877-8485

S.H. "Wes" Schmid
2359 Lefeber Aven ue
Wauwa tosa, WI 53213
414-771-1545
SiJScJl lll i{/@llllilwpc.COIII

DIRECTORS

EMERITUS

Gene Chase
2159 Carlto n Rd.
Oshkosh, W I 54904
920-23 1-5002
CRCHA(gldwrter.lIet

~

EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086
Ph on e (920) 426-4800

Fax (920) 426-4873

Web Site: http://www.eaa.org and http:// www.airventure.org
EAA and Divisio n Membe rship Services
800-843-3612 . . .. . ... FAX 920-426-6761
Monday-Friday CST)
(8:00 AM-7:00 PM
- New/renew memberships: EAA, Di vi­
sions (Vintage Aircraft Association, lAC,
Warbirds), Natio na l Association of Flight
Instructors (NA FI)
- Address changes

- Mercha ndi se sal es

- Gift memberships

Progra m s a n d Activities
EAA AirVenture Fax-On-Demand Directory
. . ... . ... . ... . . .. . . . .... 732-885-6711
Auto Fuel STCs ..... . ... . . . 920-426-4843
Build/ res tore information . .. 920-426-4821
Chapters: locating/organi zing 920-426-4876
Education ......... . . . .... 888-322-3229
- EAA Air Academy

- EAA Scholarships


E-Mai l: vintage@eaa. org

Flight Advi sors information . .
Flight Instructor information
Flying Start Program . . . . . ..
Libra ry Services/ Research . .. .
Medi cal Questio ns ... .. . ...
Technical Co unselo rs .. . . . ..
Young Eagles . ............

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

Benefi ts
AUA Vintage Insurance Plan. 800-727-3823
EAA Aircraft Insuran ce Plan. 866-647-4322
Term Life and Accidental. ... 800-24 1-6103
Death Insuran ce (Harvey Watt & Com pan y)
Ed itorial . ........ . . . ..... 920-426-4825
.. . .... . ......... ... FA X 920-426-4828

- Submitting articl e/photo
- Adve rtising informatio n
EAA Aviation Fo undation
Artifa ct Do natio ns .. ... ... 920-426-4877
Financial Support ...... . . .. 800-236-1025

Steve Krog

1002 Hea t her Ln .

Hartford, WI 53027

262-966-7627

sskrog(!PlIol.cum

508-393-4775

(ope/(Illri 1<01I11lU.CUI1l

Roger GUIlloli

Directory

LE. "Buck" Hil ber t
P.O. Box 424
U n ion, IL 60180
8 15-923-4591
b7ac@mCllet

Rona ld C. Fritz
l540l Sparta Ave.
Kent Ci ty, M I 49330
916-678-5012

MEMBERSHIP INFORMATION

EAA

lAC

Membership in the Experimental Aircraft
Association, In c. is $40 for one year, includ­
ing 12 issues of SPORT AVIATIO N. Family
membership is an additional $10 annually.
Junior Membership (under 19 yea rs of age)
is available at $23 annually. All major credit
cards accepted for membership. (A dd $16 for
Foreign Postage.)

Curre nt EAA members may jo in th e
Internatio n al Aerobatic Club, Inc . Divi­
sion and receive SPORT A EROBATI CS
magaZine for an addit ional $45 per year.
EAA Mem bership, SPORT AEROBAT­
ICS magaZine and one year m embe rship
in th e lAC Division is available fo r $55
per year (SPOR T AVIA TIO N maga zin e
not includ ed) . (A dd $15 fo r Fo reig n
Postage.)

EAA SPORT PILOT
Curre nt EAA members may add EAA
SPOR T PILoJ T magaZine for an additional
$20 per year.
EAA Membership and EAA S POR T
PILO T maga Zine is availab le fo r $40 per
year (SPOR T AVIATION magazin e not in­
cluded) . (A dd $16 for Foreign Postage.)

VINTAGE AIRCRAFf ASSOCIATION
Curr e nt EAA m e mbers may jo in the
Vintage Aircraft Associaton and receive
VINTAGE AIRPLANE maga zine for an ad­
ditional $36 per year.
EAA Memb ership, VINTAGE AIRPLANE
magazine and one year membership in the EAA
Vintage Aircraft Association is available for $46
per yea r (SPOR T AVIATION magaZin e not in­
cluded). (A dd $7 for Foreign Postage.)

WARBIRDS
Current EAA m embers may join the EAA
Warb ird s of Ame rica Division and receive
WARBIRDS magazine for an additional $40
per year.
EAA Membersh ip, WA RBIRDS ma ga­
zine and one ye ar members hip in th e
Warbirds Division is available for $50 per
year (SPORT AVIA TION magazine no t in­
cluded). (A dd $7 for Foreign Postage.)

FOREIGN MEMBERSHIPS
Please submit yo ur remitta nce with a
c heck or draft drawn on a United States
bank payable in United States dollars. Add
required Foreign Postage amount for each
membership.

rFritl@paOnV{ I)'lIct.(OI1l

Membership dues to EAA and its divisions are not tax deductible as charitable contributions
Copyright ©2004 by the EAA Vintage Aircraft Association
All rights resOlVed.
VINTAGE AIRPLANE (ISSN 0091-6943) IPM 40032445 is published and owned exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA Aviation

Center, 3000 Poberezny Rd., P.O. Box 3086, Oshkosh, Wisconsin 54903-3086. Periodicals Postage paid at Oshkosh, Wisconsin 54901 and at additional mailing offices. POSTMASTER: Send address changes to EM
Vintage Aircraft Association, P.O. Box 3086, Oshkosh, WI 54903-3086. Return Canadian issues to Station A, PO Box 54, Windsor, ON N9A 6J5. FOREIGN AN D APO ADDRESSES -

Please allow at least two months

for delivery of VINTAGE AIRPLANEto foreign and APO addresses via surface mail. ADVERTISING - Vintage Aircraft Association does not guarantee or endorse any product offered through the advertising. We invite
constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.
EDITORIAL POLICY: Readers are encouraged to submit stories and photographs. Policy opinions expressed in articles are solely those of the authors. Responsibility for accuracy in reporting rests entirely with
the contributor. No remuneration is made. Material should be sent to: Editor, VINTAGE AIRPLANE, P.O. Box 3086, Oshkosh, WI 54903-3086. Phone 920/426-4800.
EM® and SPORT AVIATION®, the EM Logo® and Aeronautica 1M are registered trademarks, trademarks, and service marks of the Experimental Aircraft Association, Inc. The use of these trademarks and service
marks without the permission of the Experimental Aircraft Association, Inc. is strictly prohibited.
The EM AVIATION FOUNDATION Logo is a trademark of the EM Aviation Foundation, Inc. The use of this trademark without the permission of the EM Aviation Foundation, Inc. is strictly prohibited.

30

O C TOBER 2004

Flight Control Cables

Custom Manufactured!


Something to buy , sell or trade?
Classified Word Ads: $5.50 per 10 words, 180 words maximum, with boldface lead-in on first line.
Classified Display Ads: One column wide (2.167 inches) by 1, 2, or 3 inches high at $20 per inch. Black
and white only, and no frequency discounts.
Advertising Closing Dates: 10th of second month prior to desired issue date (i.e., January 10 is the
closing date for the March issue). VAA 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 cred it card
payment (all cards accepted). Include name on card , complete address, type of card, card number, and
expiration date. Make checks payable to EM. 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 V IN TAGE
ENGINE MACHINE WORKS, N. 604
FREYA ST., SPOKANE, WA 99202
Airplane T-Shirts
150 Different Airplanes Available
WE PROBABLY HAVE YOUR
AIRPLANE!
www.airpianetshirts.com
1-800-645-7739
THERE'S JUST NOTHING LIKE IT
ON THE WEB!!
www.aviation-giftshop.com
A Website with the Pilot in Mind
(and those who love airplanes)

Warner engines. Two 165s, one fresh
O.H., one low time on Fairchild 24
mount with all accessories. A lso
Helton Lark and Aeronca C-3 project.
Find my name and address in the
Officers and Directors listing and call
evenings. E. E. "Buck" Hilbert.
Flying wires available. 1994 pricing.
Visit www.flyingwires.com or call
800-517 -9278.

Each Cable is Proof Load Tested
and Prestretched fo r Stability

*Quick Delivery
*Reasonable Prices
*Certification to MIL-T-611 7
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1/ 16" to 1 / 4"
*Certified Bulk Cable and
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*

~McFa,lane
Aviation Products

For Sale - 1939 Spartan Executive,
3500TT, 10 SMOH. 214-354-6418.
LOCKHEED 12A PARTS WANTED
- Looking for parts, memorabilia,
articles , photos of anything related
to 12A for restoration project. E-mail:
[email protected] or 940-285­
1155

I
Th e followin g lis t of coming events is
furnished to our readers as a matter of
informa tion only and does not consti­
tute approval, sponsorship, involvement,
control or direction of any event (fl y- in,
seminars, fly market, etc.) lis ted. To
r :,·~sii~~"-"'--- J'MH<w_
submit an event, send th e inform ation
9f
via mail to: Vintage Airplane, P.O . Box
3086, Oshkosh, WI 54903-3086. Or e-mail the information to: [email protected]. Infor­
mation should be received fo ur months prior to the event date.
OCTOBER 13-17- Tullahoma, TN- Beech Party 2004, A Bonanza. Sponsored by
the Staggerwing Museum Foundation, Twin Beech 18 Society, and Bonanza­
Baron Museum. Owners and enthusiasts welcome. Info: 931-455-1974.
OCTOBER 22-23-Mound, LA-Tallulah Regional Airport (TVR). Fly-In and Air­

sh ow at Vicksburg. Friday night dinner for all performers and early fly-in
participants. Sat. pancake breakfast, airshow 1-4 pm. Info: 318-574-5841 or
r. c. woods@Woridn et.att.net
OCTOBER 22-24-Santa Maria, CA-Santa Maria Public Airport (SMX) . EAA
Chapter 499 Vintage Aircraft Fly-In plus Auburn and Cord automobiles on display.
Lodging on the field, Radisson Hotel, 805-928-8000. Info: [email protected]

OCTOBER 22-24-Santa Maria, CA-Santa Maria Airport (SMX) Vintage Aircraft
Fly-In/Western Regional Meeting of Auburns, Cords, & Duesenbergs. Info:
(80S) 925-8758, e-mail: eaachapter499@yahoo. com
NOVEMBER 4-Madison, WI-Blackhawk Airport (87Y). EM Chapter 93 Annual
Chili Fly-In. 11 am - 2:00 pm. Info: Jim z fli [email protected]
JULY 25-31, 200S-0shkosh, WI-EAA AirVenture Oshkosh 2005, Note
date change! www.airventure. org

McFarlane Aviation, Inc.
696 E. 1700 Road
Baldwin Cit\', KS 66006

800-544-8594

Fax 785-594-3922


- .-

ww,v. mcfarlane-aviatio n.com

sales@mc farlane-aviation .com

VISA

STATEMENT OF OWNERSHIP, MANAGEMENT, AND
CIRCULATION (Required by 39 U.S.C. 3685). 1 . Title of
Publication : Vintage Airplane 2 . Publication NO.:0062­
750. 3. Filing Date: 9/24/04. 4. Issue Frequency:
Month ly. 5 . No . of Issues Published Annually : 12. 6.
Annual Subscription Price: $36.00 in U.S. 7. Known
OHice of Publication: 3000 Poberezny Road, Oshkosh .
WI 54902-8900 . Contact Person : H.G . Frautschy,
Telephone : 920-426-4825 8. Headquarters or General
Business Office of the Publisher : Same as above. 9.
Publisher: Tom P. Poberezny, 3000 Poberezny Road,
Oshkosh . WI 54902·8900. Editor: H.G. Frautschy,
3000 Poberezny Road, Oshkosh, WI 54902-8900.
10. Owner: Experimental Aircraft Association , 3000
Poberezny Road . Oshkosh. WI 54902-8900 . 11. Known
bondholders, mortgagees. and other security holders
owning or holding 1 percent or more of total amounts
of bonds, mortgages or other securities: None. 12. Tax
Status : Has Not Changed During Preceding 12 Months.
13. Title: Vintage Airplane. 14. Issue date for circulation
data below: September 2004. 15. Extent and Nature
of Circulation (Average No. Copies Each Issue During
Preceding 12 Months/ No. Copies of Single Issue
Published Nearest to Filing Date): a. Total No. of Copies
Printed (9,269/8.550) b. Paid and/or Requested
Circulation: 1. Pa id/Requested OutSide-County Mail
Subscriptions Stated on Form 3541 (7,675/7,375). 2.
Paid In-Cou nty Subscriptions (0/0). 3 . Sales Through
Dealers and Carriers . Street Vendors. Counter Sales,
and Othe r Non-USPS Paid Distribution (410/376). 4.
Other Classes Mail ed Through the USPS (36/34). c.
Total Paid and/or Requested Circulation (8,121/7,785).
d. Free Distribution by Mai l : 1. Outside-County as
Stated on Form 3541 (0/0). 2. In·County as Stated on
Form 3541 (0/0). 3. Other Classes Mailed Through the
USPS (333/200). e. Free Distribution Outside the Mail
(256/256). f. Total Free Distribution (589/456). g. Total
Distribu tion (8,7 10/8,241). h. Copies not Distributed
(559/309). i. Tota l (9,269/8.550) . j . Percent Paid and/
or Requested Circulation (93%/94%). 16. Publication
of Statement Ownership : Publication required. Will be
printed in the October 2004 issue of this publication .
17 . I certify that all information furnished on this form
is true and complete. Editor: H.G. Frautschy 9/24/04.

VINTAGE AIRPLANE

31

Robert Grist
Chicago, IL

_ Private pilot since 1988

_ 550 hours flying time
_ Waco owner since
March 1999

"AUA never hesitated and made coverage
simple when my search for an antique
aircraft came near closing."

- Robert Grist

AUA's Exclusive fAA Vintage Aircraft Association Insurance Program Lower liability and hull premiums
Medical paymentsi ncluded - Fleet discounts for multiple aircraft carrying all risk coverages - No fiand-propping exclusion
No component parts efJ,dorsements - Discounts for claim-free renewals carrying all risk coverages

The best is affordable. Give AUA a call - it's FREE!

800-727-3823
Fly with the pros... fly with AUA In .
www.auaonline.com