VA Vol 41 No 4 Jul Aug 2013

JULY/AUGUST 2013
Junkers Trimotor
Sun n Fun in Pictures
The Jimmie Allen
Stearman
Unique Experiences
Ford Takes Flight at AirVenture
Chicago in Concert: Monday 7:00 pm next to the Ford

Hangar
All-New Lincoln Pavilion: See the entire lineup and
exciting new Lincoln MKZ
USAF Thunderbirds Edition Mustang: One-of-a-kind
build for the Young Eagles benefit
Fly-In Theater: Nightly Sunday-Saturday @ Camp
Scholler: Special pre-premiere screening of Disneys
Planes, others include: Skyfall, Star Trek Into Darkness,
Iron Man 2, The Avengers, Octopussy and Those
Magnificent Men in Their Flying Machines
Meet Henry Ford: Commemorate the 150th
Anniversary of the birth of Henry Ford
Atlas Concept Truck: The future of trucks @ the Ford
Hangar
EcoBoost Launch: The extreme bungee launch
Raptor Rock Wall, Raptor Racing and Tough
Tumblers: Fun for the entire family
Ford Autograph HQ: Autographs from living legends
Free Ice Cream: Nightly deliveries; watch for the Transit
Connect
Da Blooze Bros. Live Concert: Saturday night next to
the Ford Hangar
Free stuff: Hats, tattoos and more
Ford Fun Factory: Connect your world with free e-mail
stations, social media contests and new this year
Transit Talent Search
Model T Experience: Model T rides @ the Ford Hangar
The Privilege of Partnership

EAA members are eligible for special pricing on Ford Motor
Company vehicles through Fords Partner Recognition
Program. To learn more on this exclusive opportunity for
EAA members to save on a new Ford vehicle, please visit
www.eaa.org/ford.
Straight & Level
Vintage Airplane
STAFF
GEOFF ROBISON
VAA PRESIDENT, EAA 268346, VAA 12606
EAA Publisher . . . . . . . . . Jack J. Pelton,
. . . . . . . . . . . . . . . . . . . . . . .Chairman of the Board
EAA Oshkosh 2013Where has

the time gone?
Director of EAA Publications. J. Mac McClellan

Editor. . . . . . . . . . . . . . Jim Busha
. . . . . . . . . . . . . . . . . jbusha@eaa.org
VAA Executive Administrator. Theresa Books
920-426-6110. . . . . . . . . . tbooks@eaa.org
Advertising Director. . . . . . Katrina Bradshaw
202-577-9292. . . . . . . . . . kbradshaw@eaa.org
EAA Oshkosh is just around the corner now! Your association

is again fully engaged in our commitment to being a large part of the
Worlds Greatest Aviation Celebration. Be assured that this event is shaping up to be one of our best ever. While attending the recent EAA board
of directors meetings in Oshkosh, our worthy chairman of the board
stated, EAA Oshkosh is now less than 90 days from opening day. What?
No way is that correct! Is it? I quickly did the math in my head, and lo and
behold Jacks math was indeed spot on.
So be it, and now the time has arrived. With two weekend work parties
now under our belt in the VAA area of operations we are well on our way
to getting prepared for the masses. Your VAA board of directors can never
sufficiently thank the dozens of volunteers who consistently drive or fly
the 400-500 miles to Oshkosh to engage themselves in our family of VAA
volunteers and perform nearly all of the heavy lifting necessary to prepare
and repair the facilities in preparation of this event every year.
These individuals travel to Oshkosh not once but several times
throughout the spring, summer, and fall to offer their assistance. Hundreds of volunteer hours are logged long before the gates ever open in
Oshkosh. A large number of volunteers will also arrive in Oshkosh a full
week before the event starts to put the final touches on the VAA facilities in anticipation of opening day. These men and women are among
our most talented and dedicated volunteers who support the efforts of
your organization. Many thanks to each of you!
You are holding in your hands an expanded Vintage Airplane magazine this month. As previously announced, the magazine will now have
68 pages of content every month of publication. As always, we are very
much interested in any feedback the membership has to offer. Whether
its negative or positive we appreciate any comments you may have. I
hope you all enjoy the additional content!
Please help us get the word out to the hundreds of individuals who are
regular participants at the VAA Aeromart operation in the Fly Market area
at Oshkosh. Please pass along that the beginning and ending dates for
operations at the Aeromart have been changed. The Aeromart will open
and close one day earlier than last year. The Aeromart will open on Saturday, July 27, at noon and operate until 5:00 p.m., and on Sunday, July 28,
it will operate from 9:00 a.m. until 5:00 p.m. Saturday and Sunday hours
are available only for checking in your parts. No parts will be sold on these
continued on page 63
Advertising Manager . . . . . Sue Anderson
920-426-6127. . . . . . . . . . sanderson@eaa.org
Art Director. . . . . . . . . . . Livy Trabbold

VAA, PO Box 3086, Oshkosh, WI 54903
Website: www.VintageAircraft.org
Email: VintageAircraft@eaa.org
TM
VINTAGE AIRCRAFT ASSOCIATION

Current EAA members may join the Vintage Aircraft Association and receive VINTAGE
AIRPLANE magazine for an additional $42
per year.
EAA Membership, VINTAGE AIRPLANE
magazine and one year membership in the
EAA Vintage Aircraft Association is available
for $52 per year (SPORT AVIATION magazine not
included). (Add $7 for International Postage.)
FOREIGN MEMBERSHIPS
Please submit your remittance with a
check or draft drawn on a United States
bank payable in United States dollars. Add
required Foreign Postage amount for each
membership.
Membership Service
PO Box 3086
Oshkosh, WI 54903-3086
MondayFriday, 8:00 AM6:00 PM CST
Join/Renew 800-564-6322
membership@eaa.org
EAA AirVenture Oshkosh
www.airventure.org
888-322-4636
www.VintageAircraft.org
Vol. 41, No. 4
2013
CONTENTS
COLUMNS
1

Straight and Level

EAA Oshkosh 2013Where
has the time gone?
Geoff Robison
Friends of the Red Barn
News
JULY/AUGUST 2013
JULY/AUGUST
12

How to?
Using a tap tester tool
Robert G. Lock
14 The Vintage Instructor

Mentoring

Steve Krog, CFI
17

Ask the AME

MOC asks, I have been diagnosed
with diabetes. Can I still fly?
John Patterson, M.D.
18
Good Old Days
52

Around the Pylons Part II

Existing Pre-War National Air Racers
Don Berliner
Dads Cub
Robert Bailey
22
24
Lessons Learned
Lighting the way with the
Jimmie Allean Stearman
Sarah Pancho Wilson
34
Sun n Fun in Pictures
44
Uncovering the Mysteries of

the JU-52
Flying Germans Tin Goose
Jeff Skiles
COVERS
FRONT COVER: Photo Jim Koepnick
58

The Vintage Mechanic

Approaching a restoration
project Part 4
Robert G. Lock
62

Book Review
Flying on Film by Mark Carlson
63
Vintage Trader
ANY COMMENTS?
BACK COVER: Photo Jeff Skiles
Send your thoughts to the

Vintage Editor at: jbusha@eaa.org
For missing or replacement magazines,
or any other membership-related questions, please call EAA Member Services
at 800-JOIN-EAA (564-6322).
@EAAupdate
facebook.com/EAAHQ
Friends of the Red
Barn!
Your support is crucial to the success of VAAs AirVenture activities and

programs
VAA members like you are passionate about
your affiliation with vintage aviation, and it shows.
Youre the most loyal of all EAA members, renewing
your VAA membership each and every year at a rate
higher than any other group within the EAA family.
We appreciate your dedication! Each year about this
time we give you another opportunity to strengthen
your bond with the VAA by inviting you to become a
Friend of the Red Barn.
This special, once-a-year opportunity helps VAA
put together all the components that make the Vintage area of EAA AirVenture a unique and exciting
part of the Worlds Greatest Aviation Celebration.
This special fund was established to cover a significant portion of the VAAs expenses related to serving VAA members during EAA AirVenture Oshkosh,
so that no dues money is used to support the convention activities.
This is a great opportunity for Vintage members
to join together as key financial supporters of the
Vintage division. Its a rewarding experience for
each of us as individuals to be a part of supporting
4
JULY/AUGUST 2013
the finest gathering of Antique, Classic, and Contemporary airplanes in the world.
At whatever level is comfortable for you, wont
you please join those of us who recognize the tremendously valuable key role the Vintage Aircraft
Association has played in preserving the irreplaceable grassroots and general aviation airplanes of
the last 100 years? Your participation in EAAs Vintage Aircraft Association Friends of the Red Barn
will help ensure the very finest in EAA AirVenture
Oshkosh Vintage programs.
To participate in this years campaign, fill out the
donation form included in this months Vintage Airplane or visit our website at www.VintageAircraft.org/
programs/redbarn.html to make an online contribution. And to each and every one of you who has already contributed, or is about to, a heartfelt thank
you from the officers, directors, staff, and volunteers
of the Vintage Aircraft Association!
CONTRIBUTION
LEVELS
DIAMOND PLUS
$1,500 & higher
DIAMOND
$1,000 - $1,499
PLATINUM
$750 - $999
GOLD
$500 - $749
SILVER
$250 - $499
BRONZE PLUS
$150 - $249
BRONZE
$100 - $149
LOYAL
SUPPORTER
$99 and under
A 6-pack
Special Access to
Donor
Appreciation FORB Air-Conditioned of Cold
Bottled
Badge Volunteer
Certificate
Water!
Center
Two Passes
to VAA
Volunteer
Party
10 Minute Breakfast at
Chair Back Tall Pines
Massage at Caf
AV2013
2 people,
X
full week
2 people,
X
full week
2 people,
X
full week
1 person,
X
full week
Tri-Motor OR Two Tickets Close

Helicopter to VAA Picnic Auto
Parking
Ride
Certificate
2 tickets
Full week
X
2 tickets
1 ticket
Special EAA PHP

Air Show Center
Seating Access
2 people, 2 people,
full week full week
Full week 2 people,
1 day
2 days
1 ticket
All donors at all levels will have their name listed in Vintage Airplane
magazine, on VintageAircraft.org, and at the VAA Red Barn during
AirVenture.
Special for 2013, all donors for Gold Level and above will be entered
into a random drawing for a limited edition, 21w x 18h, signed,
numbered print by Randall Mytar shown at right.
VAA Friends of the Red Barn
Name________________________________________________ ____________ EAA #___________ VAA #___________

Address____________________________________________________________________________________________
City/State/Zip_______________________________________________________________________________________
Phone___________________________________________________E-Mail_____________________________________
Please choose your level of participation:
____ Diamond Plus $1,500.00 or above
____ Diamond Level Gift - $1,000.00 - $1,499.00
____ Platinum Level Gift - $750.00 - $999.00
____ Gold Level Gift - $500.00 - $749.00
____ Silver Level Gift - $250.00 - $499.00

____ Bronze Plus Gift - $150.00 - $249.00
____ Bronze Level Gift - $100.00 - $149.00
____ Loyal Supporter Gift - ($99.00 and under)
n Payment Enclosed (Make checks payable to Vintage Aircraft Assoc.)

n Please charge my credit card for the amount of: ____________
Credit Card Number _____________________________ Expiration Date _________
Signature_________________________________________
Badges for Bronze Level and Above:
n Yes, prepare a name badge to read:
Mail your contribution to:
VAA FORB
PO Box 3086
OSHKOSH, WI 54903-3086
or contribute online at
www.vintageaircraft.org/programs/redbarn.html
n No badge wanted for this year.
_________________________________________________________________
(Please print just as you wish your badge to read.)
First
Last
Certificates:
n Yes, I want a Certificate
n No, I do not want a Certificate for this year.
The Vintage Aircraft Association is a non-profit educational organization under IRS 501c3 rules. Under Federal Law, the deduction from Federal Income tax for charitable contributions is
limited to the amount by which any money (and the value of any property other than money) contributed exceeds the value of the goods or services provided in exchange for the contribution.
An appropriate receipt acknowledging your gift will be sent to you for IRS gift reporting reasons.
Vintage News
Round Engine Rodeo 2013
Round em up and head to Oshkosh!
Steve Krog, VAA Director
W i th A i r V e n tu r e fa st approaching we encourage all owners

of round-engine aircraft who are
planning to join us for the Round
Engine Rodeo this year to call or
go online to pre-register. It will
greatly help us with preparations.
Call Dana at 608-235-9696 or go to
www.EAAvintage.org/round-enginerodeo and click on the form to fill
out and mail or e-mail it to us.
What Is It?
The Vintage Aircraft Association

(VAA), serving as the official host
for this historic event, is inviting
the round-engine universe to attend and participate in EAA AirVenture Oshkosh 2013July 29
through August 4, 2013.
All owners, pilots, and enthusiasts of round-engine aircraft are
formally invited to fly their beautiful airships to Oshkosh and participate in this event, a weeklong
gathering to get together with others who share the passion for these
fantastic old airplanes and engines.
Special handling and parking will
be provided to all who fly their
round-engine aircraft to Oshkosh.
The
VAA is working on an attractive package of incentives provided to all who fly these beautiful
round-engine aircraft to Oshkosh.
This will include a special complimentary dinner Tuesday evening.
JULY/AUGUST 2013
Others will be able to attend at a

reasonable cost.
One full day of AirVenture will be
dedicated exclusively to the recognition and display of these airplanes in the Vintage area. Period
costumes worn by the pilots/owners are suggested and welcome.
Each day of AirVenture a different round-engine make-andmodel aircraft will be featured
during Vintage in Review (at Interview Circle in front of the VAA
Red Barn and Vintage Hangar).
Interviewer extraordinaire Ray
Johnson will conduct a live interview with the featured aircraft
owner/pilot.
Guided tours through the
round-engine parking area will
be conducted by knowledgeable
VAA volunteers.
Rest Stop
The weekend prior to the opening of AirVentureJuly 26-28

the Hartford airport (HXF) will
serve as a gathering point and
rest stop for all.
HXF features two turf runways
as well as one hard surface
runway.
HXF is located approximately
45 miles due south of OSH.
Fuel, both 100LL and 92 octane auto, will be readily available at a very competitive price.
Food,
refreshments, camping, mo
tels, transportation, and enter-
tainment will be available to all.

Last year 154 aircraft and more
than 300 people gathered at HXF
to partake in the pre-convention
weekend activitiesa great relaxing time enjoyed by everyone!
Whats Next
Its time to complete your plans

for attending EAA AirVenture
2013 and playing an active part
in all the activities in the Vintage
area. Click on the Round Engine
Rodeo picture at the top of the
VintageAircraft.org homepage to
locate the pre-registration form
and complete your registration. Please let us
know you are
coming , even
if you dont
plan to stop in
Hartford.
DAVE BROWN
Aeromart Has New Days!

Aeromart will once again be available to take your parts and other aviation-related items and offer them
for sale to the public during EAA AirVenture Oshkosh 2013. New this
year, Aeromart will be open for
selling and purchasing, starting
on Monday, July 29, 2013, at 9
a.m. Aeromart will be open from
9 a.m. to 5 p.m. Monday to Friday
and 9 a.m. to noon Saturday. Also
new this year, Aeromart vendors
can start checking in their items
on Saturday, July 27, 2013, beginning at noon. The deadline for
bringing in items to sell is 2 p.m.
Thursday, August 1, 2013. Any merchandise not sold must be picked up
by 2 p.m., Saturday, August 3, 2013.
This is a hard deadline; any items left
after 2 p.m. on Saturday will then
be the property of the EAA Vintage
AircraftAssociation. Participating in
the Aeromart is a great opportunity
to clean out your hangar and make
a few bucks, as well as to get that
just what I needed airplane part.
Read more at http://EAAvintage.
org/events/airventure/aeromart/.
Vintage AirMailVAAs
Bimonthly E-Newsletter
Are You Getting It?
VAA launched the Vintage Air-
Mail e-newsletter in February, mailing it to all members whose e-mails

we have in the EAA database. The
newsletter includes news from President Geoff Robison, the Mystery
Plane, news of vintage Airport Action around the country, and other
news we need to get to you between
magazines. If you havent begun
receiving the Vintage AirMail enewsletter, the best thing for
you to do is to call EAA Members
Services at 800-564-6322; ask
them to add your e-mail to the
database and get you signed up
for Vintage Online.
e-mail address is: tbooks@eaa.org.

Or give her a call on her direct line
at 920-426-6110. If you like meeting people and having fun while at
AirVenture, then volunteering in
the VAA Gift Shop would be a good
fit for you.
Other areas of opportunity and
the people to contact include:
Vintage Flightline, Patty,
antiqueflash1@gmail.com
Aeromart, Matt,
mkrinn@ivytech.com
Recharging Station, JoAnne,
Shepherd@FlyingShepherds.com
Other VAA areas, Gerry,
gerry9901@gmail.com
Discover why so many volunteers continue to return year after
year to our Vintage family.
Volunteer, Meet New People,

Have Fun!
Want to have some fun and
meet many new people at EAA AirVenture Oshkosh? Then give volunteering a try.
The VAA Gift Shop located in
the VAA Red Barn is in need of a
few good people. Shop Chairman
Bob Lumley is in search of several
volunteers to assist in retail sales
and to assist customers during the
week of AirVenture. Schedules are
very flexible. If you would be interested in volunteering for a couple of hours for each of the two
to three days during AirVenture,
then please contact Theresa Books
as soon as possible so that she can
add your name to the schedule. Her
Whats in the Vintage Hangar?

Monday through Friday youll
find your favorite airplane type
clubs, ready to talk Waco or Funk or
Stinson or Cub and a host of others.
Come in and visit. The metal-shaping workshops are in the soundproof room on the south side of the
hangar. And several friendly vintage aircraft restorers will be sharing their knowledge of things you
can do to maintain your airplane.
Theyll be in the front of the hangar,
in Pauls Workshop area. Check the
sign in that area to confirm topics
and times.
Vintage News
VAAs Portable Electronics
Charging Station
Do your rechargeable personal
electronics such as your cell phone
or computer go dead before AirVentures over? VAA has the solution to
your problem!
Immediately west of the VAA Red
Barn we will be providing the ability
to revitalize those indispensable cell
phones, computers, iPods, etc. Turn
off your item and bring it and its 120
VAC charger to our charging station.
Leave it with the attendantwell
give you a claim check. Bring back
the claim check in a few hours and
receive your equipment all charged
up and ready to go. VAA and its volunteers are providing this service to
EAA members for whatever donation you feel is appropriate.
Breakfast at Tall Pines Caf

(and Pre-Convention
Weekend Dinner!)
The VAA Tall Pines Caf will be in
operation again this year with the
expanded schedule prior to EAA
AirVenture Oshkosh. The meal is
known as the best breakfast on
the field, so come enjoy a tremendous selection of breakfast food
during EAA AirVenture. Starting
on Friday morning, July 26, and
continuing through Sunday, July
28, the VAA Tall Pines Caf will be
open for breakfast (6:30 a.m. to
9:30 a.m.) and dinner (4:30 p.m. to
7:30 p.m.). Starting Monday, July
29, only breakfast will be served
at the Tall Pines Caf (6:30 a.m. to
9:30 a.m.) through Saturday, August 4, 2013.
Are You a Friend of the VAA

Red Barn?
If so, be sure to check in at the
8
JULY/AUGUST 2013
information desk inside the VAA

Red Barn. There well issue you
your special name badge and other
appropriate items. If you have any
questions, feel free to ask for Theresa Books, the VAA executive administrator. If you need to reach
her in advance of your arrival, call
her at the VAA headquarters number 920-426-6110.
Our thanks to each of you
who have contributed to the VAA
Friends of the Red Barn 2013 campaign. Well have the list of contributors on a large poster at the Red
Barn during AirVenture, as well as
in a fall edition of Vintage Airplane.
We also update the total listing on
the web in the fall.
VAA Picnic
Join us for the annual VAA Picnic. It will be held Wednesday, July
31 at the EAA Nature Center. Tickets will be available for sale at the
VAA Red Barn. Tickets must be purchased in advance so well know
how much food to order. The delicious meal will be served from
5:30 p.m. to approximately 8 p.m.
If you need transportation, trams
will begin leaving the VAA Red Barn
around 5 p.m. and will make return
trips after the picnic. Type clubs
may also hold their annual banquets during the picnic. Call Lynne
Dunn (704-236-8723), and she will
reserve seating so your type club
can sit together.
Shawano Fly-Out
The annual fly-out to Shawano is
Saturday, August 3, 2013. The signup sheet will be at the information desk inside the VAA Red Barn,
and the briefing will be at 7 a.m.
the morning of the fly-out. The
community of Shawano, approximately an hour north of Oshkosh,

puts forth a lot of effort to sponsor this event. Shawanos residents
do a great job of hosting us, and we
hope youll help us thank Shawano
by joining us on the flight.
VAA Red Barn Store

New Authors Corner!
The VAA Red Barn Gift Shop,
chock-full of VAA logo merchandise
and other great gifts, will be open
all week long, Monday through Saturday, 8 a.m. until 6 p.m. Early-bird
arrivals can shop on the pre-convention weekend as well.
New in 2013: We will have
your favorite authors on deck each
afternoon to sign books for you.
The schedule will be available at a
later date.
VAA Judging Categories

and Awards
The VAAs internationally recognized judging categories for 2013
remain as:
Antique: Aircraft built prior to
September 1, 1945
Classic: September 1, 1945 to
December 31, 1955
Contemporar y: Januar y 1,
1956 to December 31, 1970
Any aircraft built within those
years is eligible to park in the Vintage parking and camping areas.
If you wish to have your aircraft
judged, let the volunteer know
when you register your aircraft
and camping area. If you want
your aircraft to be judged by VAA
volunteer judges, you need to be
a current Vintage Aircraft Association member. VAA contributes
a significant portion of the costs
related to the EAA awards that are
Vintage QR Codes
Here are your major QR codes for

quick easy access to
important VAA information
EAA AirVenture Is Almost Here

. . . Are You Ready?
Just a few short weeks from now, many of you will

make the annual pilgrimage
to Oshkosh for EAA AirVenture 2013. Are
you ready? Here are several handy online tools on the AirVenture website that can help you take care of any last-minute concerns.
Visit www.AirVenture.org and find out what you need to know
about The Worlds Greatest Aviation Celebration.
Admission, Parking, and Hours
www.AirVenture.org/planning/admission.html
VAA AirVenture Activities and maps
Find or Share a Ride to Oshkosh

www.AirVenture.org/rideshare
Site Schedules and Maps
www.AirVenture.org/planning/schedules_maps.html
Where to Stay
www.AirVenture.org/planning/where_to_stay.html
VAA Flight Line Field Updates
AirVenture NOTAM
www.AirVenture.org/flying
Alternate Airports and Waypoints Special Offers for Pilots
www.AirVenture.org/flying/alternate_airports.html
presented to the award winners.

Judging closes at noon on Friday,
August 2, 2013. The very special
Awards Ceremony will be held
Saturday evening, August 3, at 6
p.m. in the Vintage Hangar just
south of the VAA Red Barn.
Campgrounds
Aircraft Registration
EAA and VAA memberships are

available at both Vintage Aircraft
Registration and the membership
booth located under the VAA Welcome Arch, northeast of the Red
Barn at the corner of Wittman Road
and Vern Avenue as well as inside
the Red Barn, near the information
desk. An immediate benefit of VAA
membership is your free VAA AirVenture Oshkosh 2013 Participant
Plaque, which you can pick up in the
rear of the Red Barn.
To help members who fly in to understand the layout of the convention area administered by the
VAA, weve prepared this simplified map.
Once you arrive, youll need to
register your aircraft and/or campsite. In addition to roving registration vehicles, there is one main
Vintage Aircraft Registration
building, located just south of the
VAA Red Barn.
T he E AA convention campgrounds are private campgrounds

and are not open to non-EAA members. Each campsite must be registered by a current EAA member.
VAA Security
Memberships
VAA AirVenture Area Map
VAA Showplane Arrivals

Vintage News
VAA 2013 Hall of Fame Inductee
Susan Dusenbury, Walnut Cove, North Carolina
Longtime EAA Vintage Aircraft Association
member Susan Dusenbury has been selected as the
2013 VAA Hall of Fame inductee. The induction
ceremony will take place the evening of Thursday,
November 14, 2013.
Susan began flying at the age of 15 on a private

airport (Overton Field) located near her shared
hometowns of Andrews and Pawleys Island,
South Carolina.
She earned her private pilot certificate during
her senior year in high school. Susan is a graduate
of Francis Marion University, holding a degree in
accounting and business administration. While in
college Susan earned her commercial, multiengine,
10
JULY/AUGUST 2013
instrument, and flight instructor certificates. After college Susan enrolled in a two-year airframe
and power plant mechanics course and graduated with an associate degree in aviation maintenance technology. Susan is a longtime EAA and
VAA member and volunteer and is
currently serving as president of
Vintage Chapter 3. Susan recently
retired from the EAA board of directors after serving for 20 years
and also recently retired from ABX
Air (formerly Airborne Freight Corporation) after flying 25 years of
night freight. Over time Susan has
owned and/or restored several vintage airplanes including an Aeronca
7AC Champ, a Luscombe 8A, an Inland Sport, a KR-21, and a Culver
Cadet. She now owns and f lies a
1953 Cessna 180 and a 1937 Taylor J-2 Cub from her farm in North
Carolina and is currently restoring
a 1935 Stinson SR-6 Reliant.
Well have more on Susan in a
future issue of Vintage Airplane; in
the meantime, join us in congratulating her as
this years honoree of the VAA Hall of Fame.
Nominat
ions
C A L L F OR V I N TA G E A I R C R A F T A S S O C I AT ION
Nominate your favorite vintage aviator for the EAA Vintage Aircraft Association Hall of Fame. A great honor could be
bestowed upon that man or woman working next to you on
your airplane, sitting next to you in the chapter meeting, or
walking next to you at EAA AirVenture Oshkosh. Think about
the people in your circle of aviation friends: the mechanic,
historian, photographer, or pilot who has shared innumerable
tips with you and with many others. They could be the next
VAA Hall of Fame inducteebut only if they are nominated.
The person you nominate can be a citizen of any country and may be living or deceased; his or her involvement
in vintage aviation must have occurred between 1950 and
the present day. His or her contribution can be in the areas

of flying, design, mechanical or aerodynamic developments,
administration, writing, some other vital and relevant field,
or any combination of fields that support aviation. The person you nominate must be or have been a member of the
Vintage Aircraft Association or the Antique/Classic Division of EAA, and preference is given to those whose actions have contributed to the VAA in some way, perhaps
as a volunteer, a restorer who shares his expertise with
others, a writer, a photographer, or a pilot sharing stories, preserving aviation history, and encouraging new
pilots and enthusiasts.
To nominate someone is easy. It just takes a little time and a little reminiscing on your part.
Think of a person; think of his or her contributions to vintage aviation.
Write those contributions in the various categories of the nomination form.
Write a simple letter highlighting these attributes and contributions. Make copies of newspaper or magazine articles that
may substantiate your view.
If at all possible, have another individual (or more) complete a form or write a letter about this person, confirming why the
person is a good candidate for induction.
We would like to take this opportunity to mention that if you have nominated someone for the VAA Hall of Fame; nominations
for the honor are kept on file for 3 years, after which the nomination must be resubmitted.
Mail nominating materials to: VAA Hall of Fame, c/o Charles W. Harris, Transportation Leasing Corp.

PO Box 470350

Tulsa, OK 74147
E-mail: cwh@hvsu.com
Remember, your contemporary may be a candidate; nominate someone today!
Find the nomination form at www.VintageAircraft.org, or call the VAA office for a copy
(920-426-6110), or on your own sheet of paper, simply include the following information:
Date submitted.
Name of person nominated.
Address and phone number of nominee.
E-mail address of nominee.
Date of birth of nominee. If deceased, date of death.
Name and relationship of nominees closest living relative.
Address and phone of nominees closest living relative.
VAA and EAA number, if known. (Nominee must have been or is a VAA member.)
Time span (dates) of the nominees contributions to vintage aviation.
(Must be between 1950 to present day.)
Area(s) of contributions to aviation.
Describe the event(s) or nature of activities the nominee has undertaken in aviation to
be worthy of induction into the VAA Hall of Fame.
Describe achievements the nominee has made in other related fields in aviation.
Has the nominee already been honored for his or her involvement in aviation and/or the
contribution you are stating in this petition? If yes, please explain the nature of the
honor and/or award the nominee has received.
Any additional supporting information.
Submitters address and phone number, plus e-mail address.
Include any supporting material with your petition.
11
How to?
ROBERT G. LOCK
Using a tap tester tool

With the advent of advanced composites,
tap testing became the most widely used method to
determine delaminations and disbonds near the surface of a part. Tapping and listening to the resulting
sound gave the mechanic a sense of where a disbond
or delamination was located. I have experimented
using this technique (which I taught at the college)
and adapted it to a steel tube structure. In my shop
is an old Command-Aire fuselage frame, and the experimenting took place on it because I know where
bad tubing is located. Chromoly tubing can rust from
the inside, thus thinning the wall and making the
tube unairworthy. The practice is to tap on a tube you
know is good and then tap on a tube you know is bad,
listening intently to the resulting sound. Take a new
piece of tubing and tap it with the tool, and the re-
sulting sound will be a metallic ring. Tap on a tube

that has internal corrosion and thinned walls, and it
will have a dead sound. This process is just another
way, but not the only way, to detect internal corrosion in structural tubing.
So what does the composite tap testing tool look
like? Well, its a very simple tool, and one that can be
made using a short piece of welding rod and a swage
ball end used on a cable assembly. Photo 1 shows a
typical tap testing tool.
Tap testing should begin at the tail post of the lower
longerons and proceed forward, tapping on the bottom
of the longerons. Tap a diagonal or cross tube and listen to the sound it makes, then tap along those longerons and the lower tail post. If there ever was moisture
from condensation, that is where it usually settles.
Photo 1
12
JULY/AUGUST 2013
Photo 1 shows tap testing an

83-year old longeron on a Command-Aire fuselage frame. The
lower longerons are all rusted out
on the inside to a point where
holes have eaten through the tubing and are visible to the naked
eye. This longeron was a good
practice piece to work on my tap
testing of steel tubing. Start by
taking a new section of 4130 tube
and tap using this special tool.
Listen to the sound it makes, then
go to the fuselage frame and tap
on top longerons, cross and diagonal tubes, and listen to the sound.
If it sounds like the new tube, it
is good. If it sounds dull or it does
not have a good ringy sound, its
probably bad on the inside. Locate the areas where the sound is
dead and cut open with a hacksaw
to observe the inside. This is good
practice to learn how to use the
tap tester. Once youve mastered
using the tool it is amazing what
you can accomplish in a short period of time.
Once dull or dead areas are
mapped out, take a small center
punch and a small ball-peen hammer and tap in those areas. If the
wall is thin, the punch will go right
through and youll know immediately. I always complete my testing
by using the punch/ball-peen hammer routine.
Right in photo 2, the left lower
aft longeron with my trusty punch
stick through the tube, indicating
that the inside has corroded and
there is very little wall left.
This is how you do it.
Photo 2
13
The Vintage Instructor

STEVE KROG, VAA DIRECTOR AND CFI
Mentoring
Are you ready to take the mentor challenge?
When many of us began our lifelong love of airplanes and flying, the world of aviation was quite
different. We could ride a bicycle or hitch a ride to
the nearest airport. There were no security fences
or locked gates preventing us from admiring the
aircraft and talking to pilots. Rather, one could
walk up to most any of the airplanes kept there
and enjoy their beauty. If the owner was around,
we would shyly ask if it would be okay to sit in it.
I recall doing this when I was no more than 6 or
7 years old. I remember riding my bicycle about a
mile to a nearby privately owned airport and hangar flying any one of several airplanes kept there.
The first thing I noticed was the smell of the air-
I could envision myself

climbing, diving, doing slow
rolls, and shooting down
enemy aircraft just like I had
seen in a movie.
plane. Aviation fuel had a different, pleasant aroma.
The fabric and dope used to cover the airplane also
emitted a unique smell. Once in the airplane with
the seat belt firmly cinched, my imagination would
run wild. I could envision myself climbing, diving,
doing slow rolls, and shooting down enemy aircraft
14
JULY/AUGUST 2013
just like I had seen in a movie. I never tired of this

adventure, but within a year or two the airfield and
airplanes went away. The three T-hangars remained,
but the two perpendicular runways became cornfields. Even then I would pedal to the T-hangars and
slowly walk through them, dreaming of airports and
flying airplanes.
It wasnt until I was a teenager that I found a mentor who took me flying. Ill never forget that first
takeoff and watching the ground slowly drop away as
we climbed for the clouds. It was an awe-inspiring experience; one that I will never forget.
My mentor, Carroll Bressler, was a World War
II pilot. Even though he wasnt in a position to
provide me with regular airplane flights, I never
missed an opportunity to visit with him and talk
about airplanes and flying. He instilled in me a
love of flying that I still have to this day. After
learning to fly and eventually acquiring an airplane, an Aeronca Champ followed by a Piper PA12, I never made a flying trip to my hometown
without contacting Carroll and having him fly with
me. These are memories that I will cherish for as
long as Im able.
Carroll made a positive lasting impression on
mean impression of helping out the next generation guy (or gal) learn to fly! I have tried to follow
in his footsteps and mentor young folks as often
and as much as I can. Most any time on weekends
and every day during the summer, you will find anywhere from one to four young folks at my hangar.
In exchange for cleaning, fueling, and moving airplanes, as well as handling many other assorted duties, they earn flight time.
Recently, I came across a small piece of aviation

market research that was quite enlightening. Individuals were asked the question: Why did you decide to
learn to fly?
Approximately one-third of the respondents
stated, A family member or other pilot introduced
me to aviation. Another 26 percent answered, I
enjoyed watching airplanes. So, what is one to
take from these responses? There are many people
who have an interest in aviation, but it will take a
mentor, like you, to direct their enthusiasm in the
proper direction.
Its Time
The state of general aviation is in a downward spiral. The number of new pilots entering the field does
not come anywhere near approaching the number of
pilots dropping off the FAA roles.
What is out there in todays consumer world to
attract new pilots? Gone are the days of watching
Sky King and his niece Penny flying the Song Bird
every Saturday morning solving crimes. Whirlybirds
was another aviation TV series. Every Saturday
evening Chuck and Pete used their Bell 47 helicopter to aid a rancher in distress or solve a crime
There are many people who

have an interest in aviation,
but it will take a mentor, like
you, to direct their enthusiasm
in the proper direction.
in the Southwest. There were 111 episodes, and I
think Ive watched every one of them several times.
Airplane models, both balsa wood and plastic, were
another fascination.
Years ago we were exposed to any number of
things aviation-related that piqued our interest in
aviation. Today we dont have a Sky King to look
up to.
What have you done personally to promote the
enthusiasm for general aviation and pleasure flying? Perhaps its time we each took a turn wearing
a Sky King hat and did something to preserve and
expand aviation as we know it.
Fifteen-year-old Luke Lachendro is breaking in his new assistant, 6-year-old Jason Gehring.
15
We, the owners and caretakers of vintage airplanes, are a special breed with deep-seated interest in preserving, protecting, promoting, and
safely flying these beautiful airplanes and the
colorful history represented by each make and
model. But who are we going to sell our airplanes
to when it comes time to pass them on to the next
generation of caretakers? Its time we all take a

renewed interest in sharing our love of airplanes
with others.
Over the past half-dozen years Ive had the pleasure of mentoring a number of young pilot wannabes. The first was a young gal of 14. She and her
father stopped by my hangar one snowy winter Saturday. Her father had to coax
her to speak due to her shyness,
but finally she told me of her
interest in wanting to learn to
fly. During the next four years
she never missed showing up
on Saturday, and no task was
too menial for her. By the time
she graduated from high school
and left to seek an advanced
education, she had earned a private license and was checked
out to freely fly every airplane
I owned. The day she took and
passed the checkride, the day of
her 17th birthday, her mother
was her first passenger. The
very next day she gave eight or
nine Young Eagle rides and the
following day flew her father to
Sixteen-year-old Ryan Overstreet can be found with a cleaning rag
a fly-in breakfast. Any time a
in hand every weekend and several days a week after school.
young person came to the airport, she offered the person a
ride, provided the individual
had parental consent.
Currently, I have three teenagers, 15, 16, and 17, working
weekends cleaning airplanes,
sweeping the hangar, mowing
grass, handling office work,
and doing most anything I ask.
In exchange we fly. All should
earn a private license by the
time they graduate from high
school. The 15-year-old has
already recruited his replacement, a 6-year-old who not
only loves to hang out at the
airport but also loves to fly!
Are you ready to take the
mentor challenge? What role are
you willing to play to help attract
Jamie Weber is 17 years old and works after school and on weekends, new pilots into our elite group of
aviation enthusiasts?
trading her work hours for flight time.
16
JULY/AUGUST 2013
Ask the AME

JOHN PATTERSON, M.D., AME
MOC asks, I have been diagnosed with diabetes.

Can I still fly?
The short answer is yes, but . . . diabetes is
one of the specifically disqualifying conditions for
flying and is defined as an excess of sugar in the
bloodstream. Sugar, or glucose, is the substance
that fuels our cells.
There are two broad types of diabetes. Type 1
juvenile, or insulin-dependent, diabetesgenerally is caused by destruction of the islet cells of
the pancreas resulting in a lack of insulin. Insulin
is required to get sugar into the cells for use. Constituting 5 percent of patients with diabetes, Type
1 is thought to occur due to a genetic predisposition and some kind of trigger for the disease such
as a virus. Currently patients with Type 1 diabetes
can be approved for flying, but only with a Class 3
medical. The applicant can have no recurrent (two
or more) episodes of hypoglycemia in the past five
years and none in the last year resulting in a lack
of consciousness, seizure, impaired cognitive function or requiring intervention, or occurring without warning. This is the sudden incapacitation
theme. Because both forms of diabetes can have effects on vision, blood vessels (especially the heart
and brain), nerves in the form of neuropathy (lack
of feeling usually in the lower extremity), and kidney, all these areas must be free or relatively free of
disease side effects. A hemoglobin A1c blood test
represents a measure of the sugar level over a long
period of time and averages out the highs and the
lows during the day. This is an important determination of the applicants glucose control.
The more common Type 2 diabetes or adult onset can be approved for all classes of medical and is
usually not treated with insulin. These individuals

usually produce some insulin and/or their cells are
insensitive to the insulin they make. The rationale
for treatment then is to increase the production of
insulin from the pancreas or increase the sensitivity of the cells to insulin. Other medications may
be used to block the production of sugar by the
liver or inhibit sugar, or in this case, carbohydrate
absorption from the gastrointestinal tract.
Almost all the medications are approved individually. Because many diabetics also have high
blood pressure, they are commonly treated with
beta-blocker medication such as metoprolol or propranolol. These medications work by slowing the
heart and decreasing the stress on the heart even
with exercise. Usually hypoglycemia is recognized
by the diabetic in advance of serious side effects by
an increase in heart rate, anxiety, or sweating. The
beta-blocker will inhibit these symptoms. A late
side effect of hypoglycemia is confusion, irrational
behavior, and loss of consciousnessagain, sudden incapacitation. So a combination of a common
treatment for hypertension and certain medications
for diabetes are not allowed. Several types of diabetes medications can cause hypoglycemia. These
are primarily the sulfonylureas such as Diabinese
(chlorpropamide), DiaBeta (glyburide), and Glucotrol (glipizide), and so theyre not approved in combination with beta-blockers. But there are many
medications that are not predisposed to hypoglycemia and are approved in combination. Examples include Actos (pioglitazone), Glucophage (metformin),
continued on page 62
17
P
A
R
SC K
O
O
B
Good Old Days
From the pages of the past . . .
Business
S
peedster
Brochure
Cloudboy Brochure
18
JULY/AUGUST 2013
Take a quick look through history by enjoying

images pulled from past publications.
Junior Speedmail
Advertisements from AeroDigest,October 1936
19
s
d
A
d
e
fi
i
lass
What would you have found . . .
Aero Digest, October 1936
20
JULY/AUGUST 2013
21
Dads Cub
Robert Bailey,
EAA 22875 & VAA 714634
friend of mine once

said that the advertisements in old magazines
were quite often more
interesting than some
of the articles. I can imagine that
there are many interesting stories behind some of the advertisements. For
example, the advertisement shown
below for the Taylor Aircraft Company from the October 1937 issue of
Aero Digest seems hard to believe.
The pilot of the J-2 Cub that appears to be in a steep climb over the
trees was my father, John Bailey. The
airport is Brizee Field, in Pittsford,
New York. The airplane was a standard Taylor J-2 Cub, NC16708.
Brizee Field closed in the mid1960s and is now the site of a housing development. One of the pilots
who flew at the airport was a photographer, and he was hired by Taylor to produce the photograph for
this advertisement.
The photograph for the ad has
been creatively retouched. The photo
was printed backward. Although
22
JULY/AUGUST 2013
the trees are in the proper position,

their height is exaggerated. The airplane that appears to be climbing
over the trees was actually in level
flight when the photo was taken and
was superimposed in the picture of
the airport. In fact, the airplane in
flight is the same airplane that is sitting on the ground facing the hangar in the picture below.
My father began flying in 1934.
He was a flight instructor during the
CPT program and was a CAA flight inspector from 1942 until cutbacks in
the CAA in 1944. Although he took a

job outside aviation, he continued to
flight instruct part-time until 1966.
He was a fairly early EAA member,
number 3815. His last flight was in
my Bucker Jungmann in 1994.
JIM KOEPNICK
24
JULY/AUGUST 2013
Lessons
Learned
Lighting the way with the Jimmie Allen Stearman

Sarah Pancho Wilson
At Le Bourget Field in Paris

at 10:22 p.m. on May 21, 1927,
Charles Lindbergh landed the
Spirit of St. Louis which had carried him more than 3,600 miles
in 33.5 hours. The entire world
cheered in unison as it saw some
ref lection of their hopes and
themselves in this tall, softspoken pilot, this everyman.

Upon landing, his small silver
plane, the Spirit of St. Louis, was
torn apart by the crowds of people on the field that night, souvenir hunters wanting a memento.
Almost every ounce of fabric
was peeled off, handful by handful, and carried away by the men,
women, and children wanting
something to take home with
them, something to connect
them to the possibility of what
flying could bring to their lives.
There was no fear in the crowd
on that day of any airplane in
the world, only hope. Their tearing pieces of fabric wasnt vandalism; it was optimism. Most
people only dream of what pilots
have seen, the best they can do is
grasp at pieces of fabric to help
connect them to what we know.
25
After Jim Bushas article

came out in EAA Sport Aviation, I started to receive letters,
pages overflowing with incredibly kind and thoughtful words.
These letters came mostly from
complete strangers, telling me
they were a Jimmie Allen Flying Club member, or wanting
to say they thought Kimballs
restoration was a work of art,
and some even shared stories
of their own flying adventures.
I was overwhelmed with how
generous each email and letter was,
and they taught me a very important lesson of how I should choose
to look at my Speedmail.
26
JULY/AUGUST 2013
JIM KOEPNICK
27
About a week after the article, I got an email forward from

Jim from a well-known historian, John Underwood. It was a
wonderful letter, chock-full of all
sorts of history and it included
one good-to-know fact about my
plane, and one great-to-know fact.
The good-to-know fact was that a
Stearman 4E had cost $16,000 not
$1,600, but mine had only cost
Richfield $12,500 because it was a
Model 4C when it left the factory.
Being horrible with numbers, I
was not surprised that I had the
math all wrong when I talked with
Jim Busha originally. He forgives
my blonde mistakes all the time.
Now the great-to-know fact was
that Charles Lindbergh had made
a single solo flight in my Stearman
at Burbank Airport in California
28
JULY/AUGUST 2013
on April 2, 1930, for 30 minutes.

Mr. Underwood wrote that he had
gleaned the actual flight records
from fragments of information
from Lindberghs private papers at
Yale University, while working with
the Lindbergh family in the 90s, attempting to complete an accounting
of all the aircraft that he had flown.
Mr. Underwood explained that it
was a project that Lindbergh himself had initiated, not too long before he died. Learning that Charles
Lindbergh had flown my plane was
like being given the biggest and best
surprise present ever, but when I examined it, I found a completely different gift wrapped inside Johns
news. It made me realize I am part
of a much bigger community than
my happy band of barnstormers and
vintage fliers. While I love talking
about tailwheel flying and flocking

with them in the summers all across
the country, I have a responsibility to
share my plane with a bigger world if
I truly care about him. More personally, I need the world to care about
my plane as much as I do, so someone will love him long after Im gone.
Endangered Species
I read that pilots are currently

less than 2 percent of the U.S. population, and have been in a decline
or plateau since peaking in 1980.
I am a woman ATP. I think that
makes me about one hundredth of
one percent of the U.S. population.
It appears pilots are becoming a bit
of an endangered species, perhaps
much of our own making. Licensed
pilots are harder to teach than nonpilots how to fly. This statement has
to be rightly attributed to my great

friend and fellow instructor pilot
Chuck Gardner. Of course he uses
it mostly when complaining about
having to un-teach nosewheeltrained pilots to fly the T-6 or P-51.
He is correct, in that it is far easier
to teach than to un-teach anyone,
and Chuck knows from experience
as he spent lots of time un-teaching
me when I first got my PT-17.
I feel were in a period of unteaching ourselves about what we
thought aviation would be by now.
I hear a lot of hopeless words pouring out of pilots sitting in the shade
of my Speedmail, and I understand
their fear and uncertainly of who
will be the future caretakers of our
planes. I know there are many bigger brains working on a solution
for reforesting a world of pilots.
But in my small world, one woman

with one biplane, I choose to believe a solution starts with making a connection to what airplanes
held to everyone in the world during the 20s and 30s, and reaching
out beyond the aviation community to give it back to them.
series, Air Adventures of Jimmie Allen. Walt has helped so many learn
about the history of their planes
that I cannot speak highly enough of
him, so give him a call. I believe the
most important legacy of the original Flying Club was that oil companies like Richfield and Skelly saw an
opportunity to sell their products,
to tap into kids imaginations and
natural curiosity of flying things and
where they could take them. They
built a community of loyal brand
buyers by letting kids play with airplanes, dream about adventures,
and listen to stories about another
kid named Jimmie Allen, so that
they would coax their parents into
their local service station to fillerup and do some shopping.
Sponsors poured in and a movie,
Sky Parade, was made, and eventually those kids grew up and younger
ones started watching their air adventures on TV. The point is kids
want to see and hear about other
kids; they relate to their peers. They
dont want to hear about us. If you
believe as I do that historys greatest
value is how we use it to connect to
our present and learn from that connection, then you will see the obvious flight lesson here. We need to be
very cautious in repeatedly reminding kids about our history, and we
would be wiser in helping and encouraging them to make their own!
Making Our Own History
Lane of Light
While I loved researching the history of my Speedmails restoration,

and personally read mostly nonfiction, I am not a historian. If you
are looking for more historic detail,
please contact Walt House at the
Kansas Aviation Museum (http://
www.kansasaviationmuseum.org/)
with questions or better yet visit
their Jimmie Allen Flying Club exhibit to learn about the history of
the original Flying Club and radio
Richfield was the first oil company to establish a separate department for aviation sales and service.
They were already the gasoline
of power, on land and sea, and
wanted to be first in the air as well.
Some of the aircraft in Richfield Oil
Companys fleet were a Fokker 10,
Stearman C3B, Waco 10, Stearman
Model 4, and a Northrop Delta
all flown in promotion of Richfield
Aviation Products and the Richwww.VintageAircraft.org
29
Sarah Pancho Wilson
field Beacon Airway.

T he Beacon Air way was the
brainchild of a group of Los Angeles executives who partnered
with Richfield Oil to form Highway
Communities, Inc., in July, 1928.
The plan was to create a Lane of
Light for their chain of hotels, service stations and restaurants, and
it would stretch all the way from
Mexico to Canada. Their marketing plan was to target automobile
travelers equally with air travelers with each Beacon Oasis being
strategically located near an airfield. They budgeted $10,000,000 to
set up a series of dramatic 125-foothigh towers, topped by high-powered
aeronautical beacons running the
entire length of the West Coast
at 50-mile intervals. The towers
spelled out R-I-C-H-F-I-E-L-D and
were intended to be seen by all
travelers navigating the night. The
genius of their plan was that the
beacons had a far greater market
than just aviators; motorists could
see the beacons for miles, drawing
them to the Richfield village gas
stations, restaurants called Beacon
cafes, and a small grocery store.
Some even offered a hotel.
They created a village for all travelers. The beacon route thrived until the 1950s when the growing U.S.
interstate system provided a faster
30
JULY/AUGUST 2013
route for faster cars to

transport people faster
from here to there without stopping, and diverted people off the
two lanes. At the same
time, jet airliners introduced tourist class and
were transporting people in pressurized tubes
faster and higher above
our world in the air than
ever before. It seems
that with all this rush
to travel faster and farther, an important human connection for travelers, to meet in villages
under the light of a beacon, was lost.
The towers were taken down and the
Lane of Light was closed.
Caretakers
I have stood on airplane ramps

for almost 20 years now as a professional pilot and I have never
seen anyone but the pilot or maintenance crew walk up to a jet and
pet it. The general public stands
away, arms behind their backs, in
awe of the engineering and just observes. But place a candy-colored,
fabric-and-wood airplane next to
a big jet on the same ramp, and everyone has to touch it. They cannot
resist the connection, and my biplanes fabric, engine, and propeller are smeared with fingerprints
always. This used to make me so
mad, until I discovered it is the
same reason strangers walk up and
ask to pet your dog, or wiggle your
babys toes. Its the same reason
the Spirit of St. Louis had to have
the fuselage repaired and recovered at Le Bourget.
We touch things we relate to. We
touch things we admire, that are
beautiful or whimsical, that delight
us or that we see our secret desires
in. We cant help but pick up things
we are connected to, even when we
can see them perfectly clear from

arms length. With my childlike obsession for touching, I have never
wanted to touch a Learjet (and I
ew them) or a Beechcraft King
Air (I ew them too), unless I was
pre-ighting. I touch and kiss my
Speedmail Buddy always.
If you are the caretaker of a vintage airplane, you hold a special
tool. You have the power to reconnect everyone in the world to these
planes because they see them as
the handcrafted works of art each
one is. Everyone who knows me
says, Sarah cant fix em; she just
flies emwisely started by my
good friend and A.I./wing builder/
caretaker Jack McCloy.
I have no knowledge or talent
to build anything, let alone something that flies. If you could see
how someone like me looks at the
skill and talent it takes to build or
design these airplanes, you would
see what we see in all of you. Youre
artisan builders of the air! The vintage and antique caretakers are the
best aviation ambassadors on the
planet because weve seen, felt,
and smelled exactly what Lindbergh saw. We know how important these planes are.
But if these beautiful planes you
make and fly are collected simply for the sake of collecting, and
hidden away behind closed hangar doors, how can anyone see or
touch the treasures our planes really are? Not to play on peoples
fears because there is already too
much fear associated with flying,
but sharing your planes with a bigger world than your local vintage
flying circle of friends is a vital step
in solving this problem. How can
young people or any people care
about these planes if they rarely
get to see them, and more importantly why should they care?
Sorry if I disappoint Vintage read-
Aircraft Finishing Products

ers here. I am sure many of you want to hear about the
story of my restoration and feel cheated in detail. I cannot write that story because my plane was restored by
the Kimballs and their craftsman and it is their story,
not mine to tell. I just helped them along with hundreds of other contributors, most notably Mirco Percorari, to build their masterpiece that I am lucky enough
to fly. I can provide plenty of pictures for compensation, as they say it better than my words could anyway.
This story is a bit like the original Jimmie Allen Flying Club Flight Lessons. The original lessons were written with childrens attention spans in mind, which suits
me perfectly. Each flight lesson featured a picture and a
short story about an important event in aviation. Then
maybe a few lesson questions on the back page. So my
picture of Charles Lindbergh and the story about what
he taught me about my choice to be part of a larger
community is my short story, but it needs a few questions to think about to end it properly.
As I am touring with the CAF B-29 Airpower tour
from May through October this year to be part of a
bigger community, I am perhaps more aware than
most about the high price of operating our planes.
Flying now behind a Pratt R985 is double the gas consumption of my PT-17s Continental W670, and I
worry about finding gas money along with all of you
this summer. So my questions to you are frugal ones.
What does it cost to pull your plane out of the hangar in the sunlight and invite neighbors and their children over for an afternoon open house?
What does is cost to contact your local school and
ask if the art teacher, science teacher, or shop teacher
would want to take a field day to draw or explore your
plane and let the students play their music, and ask
them what they think about airplanes and flying?
What does it cost to take pictures of your plane
and tell its story on cards, emails, message boards, on
Facebook or a free blog, and share it with everyone including your local newspaper?
What does is it cost to sell parts and projects you will
never use to others at a fair price on the condition they
will use or build them, instead of stockpiling them? If
youre particularly generous, you could donate them to
great organizations like the Wathen Center at Flabob,
California, or the 88 Charlies in Wisconsin so kids can
learn your craft while you get a tax benefit.
What does it cost to talk to a kid or non-pilot at a fly-in
or airport before you start talking with your fellow pilots?
The correct answer is the same to each question. It
costs us nothing, but I believe it will cost us all a great
deal if we dont start doing it right now.
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Copyright 2013 EAA
Uncovering the
Mysteries of the
JU-52
Creating the Masterpiece
Professor Hugo Junkers was a
gifted inventor and industrialist
who dabbled in everything from
heating systems to high-rise steel
buildings. He received more than
380 patents for his inventions,
and late in his lifetime, he steered
his company into aircraft production. In 1915, Junkers produced
44
JULY/AUGUST 2013
one of the first all-metal aircraft,

the Junkers J1. Like most aircraft
manufacturers of the day, the production count of any specific model
could be calculated on one hand, but
then, in 1932, Junkers created his
aeronautical masterpiece, the Junkers (pronounced Yunkers) JU-52.
The JU-52 was originally designed as a single-engine cargo
aircraft of the sturdiest construction. In its 20-year production cycle 1,845 JU-52s were produced by
Junkers Flugzeugwerk AG. Hugo
Junkers, however, wouldnt live to
see it happen. Like many in Germany at the time, he refused to
support the rising scourge of National Socialism and was dispossessed of his companies in 1933.
Flying Germanys Tin Goose

Article and photos by Jeff Skiles
He died shortly thereafter. But, his
JU-52 design carried on to become
a mainstay airliner operated by
Lufthansa throughout the 1930s
and 1940s.
The JU-52 was also produced in
many variants for the German military in World War II. While it was
mostly used as a troop and cargo
transport, less successful versions
were produced that bristled with

machine guns and, in one of the
more inventive adaptations of an
airplane, a bomber version.
The JU-52 bomber was affixed
with what looked remarkably like a
simple metal trash can suspended
below the cabin of the airplane. After takeoff, a man would climb down
through a hatch in the floor into the
canister and would be able to drop

bombs on targets below or fire a machine gun as necessary.
The JU-52 is a solidly-built airplane designed for strength and
ease of maintenance. Like the Ford
Trimotor, it will forever be known
for its sturdy duralumin-corrugated
skin, but it also has many inventive
and unusual systems.
45
The Heart and Soul

of the JU-52
First and foremost, and at the
heart of any aircraft, are the BMW
motors. The JU has three 660-hp
motors. The nose-mounted motor
sits so high that the propeller hub
is 10 feet of the ground. All radial
engines must be turned over before
start to ward against hydraulic lock
and the JU is no exception. Each
engine must be manually pulled
through 18 blades before each new
day of flying. A long pole with a
hose loop on the end is used to fa-
46
JULY/AUGUST 2013
cilitate this for the center engine.

The wing-mounted motors are
not mounted symmetrically with
the fuselage, rather they are toed
outward quite noticeably. This is
designed to improve engine-out
handling by providing a thrust vector in opposition to the natural engine out yaw tendency. Even so,
the JU is still quite a handful after
an engine failure.
On the rear portion of the engine nacelles are two protrusions
allowing for the fuel and oil quantities to be monitored by simple cork
floats similar to the fuel gauge on
a J-3 Cub. These are the only fuel
gauges in the airplane.
Each motor has two smallishlooking oil coolers hanging below
it. Many oil coolers have a door
that you can close to limit the airflow through the cooler to keep
the oil warm in winter. The JU has
valve-operated controls that limit
the oil flowing through the cooler.
The series of valves reside on the
lower First Officers panel and look
just like an exterior water spigot
available at any hardware store.
The brakes on the JU are pneuwww.VintageAircraft.org
47
In flight, you dont hold

a heading as much as you hold
a generalized direction with the
nose yawing back and forth.
JU-Air & Rimowa

In 1939, only four weeks into the war in Europe, the
Swiss Air Force took delivery of three Junkers JU-52s.
These were operated in various capacities for 40 years.
They transported Swiss Air Force staff members and
equipment, and they were able to transport engines
for their Vampire jets in Britain through a specially constructed hatch in the roof of the cabin. During the socalled Avalanche Winter of 1951, the JUs supplied high
mountain valleys cut off from the outside world with
supplies and fuel.
In 1980, however, the Swiss military decided to retire
the three JU-52s that they owned. A committee to save
the aircraft was formed, and a large Swiss newspaper
spearheaded a Ja zur JU campaign (Yes to U) that
raised $1 million in a single day to preserve the aircraft.
Keep in mind this was in a country that numbered only
4 million people.
48
JULY/AUGUST 2013
matic, not hydraulic. A JU taxiing on the ground sounds like a

truck stop at dinner time, and they
are controlled, not by heel or toe
brakes, or even by a brake lever;
they are controlled by the throttles. The throttles of all three engines work conventionally in the
power range, but they can be pulled
below the idle position to operate
the brakes, much like the reverse
range in a turboprop. The levers are
spring loaded to the idle position.
The center throttle of the trimo-
Thus, JU-Air was born and still thrives today. The

three aircraft, and a fourth JU license built in Spain by
CASA in 1949, fly passengers on sightseeing trips out of
Zurichs Dubendorf Airfield. JU-Air operates much like
EAAs Ford Trimotor with a small paid support staff and
strictly volunteer pilots, flight attendants, and mechanics devoted to keeping the JUs in the air.
There are a total of eight surviving JUs n the world: the
four operated by JU-Air, one operated by Lufthansa, and
three others located in France, the United States, and
South Africa. Only the four JU-Air JU-52s and the one
operated by Lufthansa are allowed to carry passengers.
In 2012, Rimowa, a manufacturer of high quality metal
and polycarbonate luggage, brought one of the JUs, HBHOT, to the United States for a summer tour. Rimowa
sponsors one of the JUs and along with JU-Air is rebuilding an original Junkers design, the Junkers F13 singleengine airliner set for completion in 2014.
tor operates both brakes in unison.

Differential braking is accomplished
by pulling the left or right throttle
into the braking range operating its
respective brake alone. A right turn
is generally accomplished with both
hands on the throttles gunning
the left throttle while braking the
right wheel. Part of the final landing
check is to abruptly pull the center
motor in the braking range, look for
symmetrical rise in brake pressure
on gauge, and hear the truckers air
brake sound.
The most distinctive feature of
the JU is the Doppelflgel which
means, quite literally, double
wing. The ailerons, flaps, and elevators are separated from the wing
and tail surfaces with a noticeable
gap that can be seen from a great
distance. Several Junkers designs
displayed this arrangement of the
control surfaces with the most notable being the Ju-52 and the Ju87 Stuka dive bomber.
The flaps are also pneumatic and
are operated by a large wood wheel
attached to the side of the pilots
seat, much like the elevator control
of a blimp. This wheel also doubles as
the trim wheel with a lever to switch
between the two functions. Lowering the flaps requires pulling the lever upwards and cranking the wheel
back which simultaneously lowers
the flaps and trims the elevator to
compensate, then pushing the lever down to fine tune the trim, then
pulling the lever upwards again for
more flaps . . . you get the idea. The
Junkers is a handful on approach.
The rudder pedals have an unu s u a l c o n f i g u ra t i o n . O n t h e
Captains side, they operate conventionally and have leather straps
to hold the pilots shoes into the
pedals. Giant levers operate the
rudder trim by simply recentering
the neutral position of the cables
rather than messing with an actual
BMW
The JU-52s operated by JU-Air in Switzerland are powered by

three 9-cylinder BMW radial engines (BMW 132A/3). The BMW 132
radial is actually an outgrowth of the American Pratt & Whitney
Hornet engines that BMW produced under license beginning in
1928. The so-called BMW Hornet engine was, at first, an exact
copy of the Pratt & Whitney engine producing 525 horsepower.
However, BMW engineers began to modify the design and, by
1932, had introduced the BMW 132 that was produced in six different variants. While the JU-52s engines produced 660 horsepower, some BMW 132 models employed fuel injection ranges as
high as 1,200 horsepower. Over the course of their production,
21,000 BMW 132 engines were produced.
49
trim tab. The Copilots side, however, has rudder controls that pivot
around a central axis looking like a
Lazy Susan mounted to the floor.
Handling engine failures from the
right seat can be a challenge.
The landing gear on the JU-Air
aircraft have been modified with
DC-3 tires and wheels because of
the lack of availability of the narrow tall tires that the JUs used to
sport when new.
Flying the big Trimotor

So what does the JU fly like?
Well, first of all, lets start out with
a disclaimer: HB-HOT is a 72-yearold airplane. No airplane of that
vintage that I have ever been associated with is without unusual
quirks all its own. I suspect HBHOT is no exception to that rule.
It has a tremendous amount of
vibration in flight. Holding on to
the control wheel is like grabbing
hold of a sander, and it wags its
tail quite ferociously in just about
any form of turbulence.
In flight, you dont hold a head50
JULY/AUGUST 2013
ing as much as you hold a generalized direction with the nose

yawing back and forth. Likewise, it
is not particularly stable in pitch.
Im not sure if it has a built in phugoid oscillation or people were just
moving about in the cabin, but it
requires a lot of work with the big
trim wheel. This is not a hands-offthe-controls airplane by any means.
The pitch attitude in just about
any flight regime is tail down as
the big wing rides up over the air
rather than slicing through it. On
landing, as you might imagine,
with a wing as big as a Boeing 737,
but at only one-seventh the gross
weight, the Junkers flies like, well
. . . a Piper Cub.
HB-HOT is equipped with modern gauges and radios and I was
pleasantly surprised when I saw a
fairly flush number registered on
the airspeed indicator. That is until
I saw the Kilometers/Hour printed
on the gauge. As you might guess
with all the induced drag from its
gigantic wing, not to mention the
parasitic drag from all the protru-
sions and the giant fixed landing

gear, the JU is no speed demon.
Plan on cruising at 110 mph. Maybe
thats not such a sacrifice with the
closely spaced cities of Europe, but
when covering the vast distances we
face in America, thats a burden.
Much the same as the Douglas
DC-3, the JU-52 began as an airliner
in the 1930s but gained its greatest
fame as a military transport during
World War II. So versatile was the
design that even after the war, 545
more of the outdated aircraft were
built in France and Spain.
The importance of the JU in European aviation was signified in 2008
when historic Tempelhof Airport,
Berlins City Airport was closed.
Tempelhofs first operation was as
early as 1909 and it bore witness to
Lufthansas first flights and the Berlin Airlift. At exactly four and a half
minutes to midnight a Junkers and
a DC-3, two iconic aircraft for Berliners, took off in parallel and arced
off into the night sky. The runway
lights were extinguished for the final time thereafter.
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Around the Pylons
Steve Wittmans original Chief Oshkosh. Now in the National Air & Space Museum as modified into Buster.
Existing
Pre-War National Air Racers

Part II
Don Berliner
EAA 5654, Past President, Society of Air Racing Historians
In 1925, Walter Beech, Clyde Cessna and Lloyd

Stearman established the Travel Air Manufacturing
Company. Four years later, their Travel Air Mystery
S carried Doug Davis to victory in Event #26 of the
Cleveland National Air Races. The Golden Age of Air
Racing had begun with a flourish.
By out-flying the best the American military could
offer, as well as a variety of other fast civilian airplanes, Davis opened the door to a great rush of creativity. The new Thompson Trophy became the object
of hundreds of pilots lives, hundreds of thousands of
spectators cheers and millions of boys dreams.
52
JULY/AUGUST 2013
More power and better streamlining became

the watchwords of a new way of life, bringing with
them the possibility of at least some brief respite from
the hunger and frustration of the Great Depression.
The airport on Clevelands west side became a symbol
of hope.
Hundreds of new designs packing the most horsepower into the smallest possible airframe began to
take shape on drawing boards and sketchpads and bar
napkins. Most got no further, as reality started to sink
in. Designing faster airplanes demanded more knowledge of the aeronautical sciences than most teams
STEVE HUDEK COLLECTION
#57 Wedell Williams with Roscoe Turner.

In Crawford Aviation & Auto Museum.
had, while even the simplest of airplanes cost more

money than most could spare.
Yet dozens of new racers soon moved from the tabletop to the shop floor, as piles of wood and cloth and
metal were turned into shapes that soon resembled
airplanes. Of the close to 200 racers that filled the
entry lists, almost 150 of them were either custombuilt original versions or highly modified production
types. Of these, more than 50 have survived the effects of time and weather and cannibalizing, along
with crashes and fires. Most of these have been restored to as-good-as-new condition and thus continue
to live on.
Bird N114K. Raced by Melba Beard, at last report
owned by her daughter, Arlene, in Clovis, California.
Brown B-1 NX-83Y. Designed and built by Larry
Brown as a lower-powered version of his B-2 Miss Los
Angeles. Raced in 1934 at Lake Ponchartrain, Louisiana. Restored, and currently held in Barrington, Illinois, for the Wings Over Florida Museum.
Chester Jeep NR-12930. Designed and built by Art
Chester, starting in 1934 with a 2nd in the Greve Race
and 6th in the Thompson Race. In 1935, Chester again
was 2nd in the Greve, at 199 mph. In 1936, with more
power, he was 3rd in the Greve at 225 mph. It was
raced in highly-modified form by Bill Falck as Goodyear Midget in 1947 and has since been restored and is
currently displayed by EAA.
Chester Goon NX-93Y. Designed and built by Art

Chester, it was first raced in the 1938 Greve Race,
when Chester placed 2nd at 250 mph but then failed
to finish the Thompson. In 1939, Chester won the
Greve at a record 263 mph but again dropped out of
the Thompson. It is awaiting restoration by the Crawford Museum, Cleveland, Ohio.
Church Midwing JC-1 X9167. It was flown in local
races in the early 1930s. It was restored by Gene Chase
and is displayed in the EAA AirVenture Museum.
Crosby CR-4 NX-92Y. Designed and built by Harry
Crosby and raced by him in the 1938 and 1939 Greve
Races, failing to finish either. In the 1938 Thompson
Race, he failed to finish, but he was 4th in the 1939
race at 245 mph. Saved by Morton Lester, and restored and displayed by the EAA AirVenture Museum.
Davis D-1W NC-13576. Flown to 1st place in a
Sportsman Race at Miami. Owned by Roy Wicker and
Barbara Kitchens of Quitman, Georgia.
Falck Special. Almost complete airframe built in
late 1930s by future F/1 ace Bill Falck. Based on Chesters Jeep. The uncovered and unfinished airplane is
displayed in the EAA AirVenture Museum.
GeeBee Model E N72V. One wing panel is the only
piece of any racing GeeBee known to exist. Its on display in the EAA AirVenture Museum.
Heath Centerwing 115 Special NR-12282. Designed
and built by Ed Heath and flown in the 1933 Chicago
53
BURTON KEMP
Keith Rider R-4 Schoenfeldt Firecracker. In

Planes of Fame.
All-American Air Races. On display in the Aviation

Museum of Kentucky in Lexington.
Heath Centerwing 115 Special NR-12881. Raced
at Chicago in 1933. Owned by Tim Lunceford in Albany, Oregon.
Howard DGA-3 Pete NR-2Y. Built in 1930 by Ben
Howard and Gordon Israel and raced from 1930 through
1934, starting with 3rd in the 1930 Thompson Trophy
Race. It was converted into a Goodyear Racer for 1947.
That was then modified by EAA founder Paul Poberezny
into Little Audrey light-sport aircraft. Restored to original by Bill Turner and owned by the Crawford Aviation
and Auto Museum, Cleveland, Ohio.
Howard DGA-4 Ike NR-56Y. Built in 1932 by Ben Howard and Gordon Israel and raced to 7th in the 1932 Thompson Trophy Race by Bill Ong, and to 7th in the 1934 Greve
Race by Roy Hunt. It was owned for many years by Joe
Binder, of Fremont, Ohio, before going to restorers Tom
Matowitz and Karl Engelskirger, of Cleveland.
Howard DGA-4 Mike NR-55Y. Built by Ben Howard
Laird-Turner Pesco Special. In the National
Air & Space Museum.
54
JULY/AUGUST 2013
and Gordon Israel and raced in the 1933-1935 Thompson Trophy Race and the 1934-1936 Greve Trophy
Races. After years of storage by Joe Binder, it was acquired by Tom Matowitz and Karl Engelskirger, who
hope to restore it to flight.
Kadiak Speedster N11312. Designed and built in
1930 as a light-sport aircraft by Everett David. It was
flown by Lowell Bayles to check the course for his
doomed attempt at a world speed record in the GeeBee Z in 1931. Raced at Cleveland in 1932 by Russ Van
Wald in a 350 cu. in. event. It is now believed to be flying in the Detroit, Michigan, area.
Laird LCR Commercial NC-110. Raced in 1927 by
Ervin Ballough. Currently owned by Douglas Fuss, in
Arlington, Texas.
Laird LC-DW-300 Solution NR-10538. Designed
and built by Matty Laird in 1930 and flown that
year to victory in the Thompson Trophy Race by
Charles Speed Holman. In 1931, Joe Jacobson
finished 3rd in the Thompson. It is restored and
on display in the New England Air Museum, Windsor Locks, Connecticut.
Laird LC-DW-500 Super Solution NR12048. Designed and built by Matty Laird,
flying in 1931. Jimmy Doolittle won the
1931 Bendix Transcontinental Race, but
failed to finish that years Thompson.
The fuselage frame and other parts are
owned by the National Air & Space Museum and could eventually be turned into
a restoration.
Laird-Turner LTR-14 Meteor NX-263Y.
Built by Larry Brown and modified by
BURTON KEMP
Howard DGA-3 Pete. Belongs to the

Crawford Aviation & Auto Museum.
Bendix Trophy R ace at

184.526 mph. At last report,
it was owned by Jim Perry of
Monroe, Washington, and
was based in France.
Lockheed Vega 5C Winnie
Mae NR-105W. It was flown
by Wiley Post to 1st place in
the 1930 Non-Stop Derby
from Los Angeles to the Chicago Air Races. It was then
flown around the world by
Post and Harold Gatty in
1931, after which Post flew
it around the world solo in
1933. It was donated to the
National Air & Space Museum in 1936 and is on display there.
Lockheed Vega 5 Speed
Vega NR-7954. Flown by
Roscoe Turner to 3rd in the
1929 Thompson Cup Race.
Flown by Art Goebel to 2nd
in the 1930 Los Angeles-toChicago Derby. In 1931 Goebel placed 5th in the Bendix
Trophy Race, and it ended
its days in 1941 when it was
destroyed in a crash at Albuquerque, New Mexico. Parts
are rumored to still exist.
Lockheed Vega 5 The Tester
X7429. Robert Cantwell won
the 1928 Non-Stop Derby
from New York to Los Angeles. It was then badly damaged in a crash in Illinois in 1933. Pieces are owned by
Historic Aircraft, Inc., of Chalfont, Pennsylvania.
Keith Rider R-3 Marcoux-Bromberg NR-14215.
Built in 1934 and entered in the 1934 and 1935
Bendix Races but failed to finish. In 1936 Earl Ortman placed 2nd in the Thompson Trophy Race and
then 2nd in both the 1937 Bendix and Thompson
Races. Ortman led for most of the 1938 Thompson Race, but finished 2nd at 269.7 mph. In 1939
he was 3rd in the Thompson at 254.4 mph. It has
been restored and is on display in the New England
Air Museum.
Keith Rider R-4 Schoenfeldt Firecracker NR-261Y. In
1936 Roger Don Rae won his class in the Shell Speed
Crosby CR-4. Owned by the EAA Museum.
Matty Laird. In 1937 Roscoe Turner placed 3rd in the

Thompson Trophy Race at 254 mph. In 1938, he won
at 283.4 mph and repeated in 1939 at 282.5 mph. After briefly being displayed in the now-defunct Turner
Museum in Indianapolis, it was donated to the National Air & Space Museum in 1972.
Lockheed Orion 9C Shellightning NR-12222. Built
in 1931 for Shell Aviation and raced by Paul Mantz to
3rd in the 1938 Bendix at 213 mph. In 1939 he was
3rd in the Bendix at 235 mph. It was sent by the Tallmantz Museum to the Swiss Transport Museum in
Lucerne, where it is displayed in Swissair colors.
Lockheed 12AElectra Jr. R-18130. Flown for owner
F.C. Hall by Milo Burcham to 5th place in the 1937
55
Chester Goon. In the Crawford

Aviation & Auto Museum.
Dash at 226 mph, then placed 3rd in the Thompson

Trophy Race at 226 mph. In 1937 Gus Gotch placed 3rd
in the Greve Trophy Race at 232 mph and 7th in the
Thompson at 218 mph. Tony LeVier, in 1938, won the
Greve Race at 251 mph, and in 1939 he dropped out of
the Greve while averaging 272 mph, then finished 2nd
in the Thompson at 273 mph. It has been restored for
static display at the Planes of Fame Museum.
Keith Rider R-5 Jackrabbit NX-264Y. Raced by Earl
Ortman to 4th place in the 1938 Greve Trophy Race,
which was its last race due to mechanical problems. It
has been restored and is on display in the EAA AirVenture Museum.
Keith Rider R-6 8-Ball NX-96Y. It was designed and
built in 1938 and raced at Cleveland that year by Joe
Jacobson, who finished 3rd in the Greve Race at 218
mph. In the Thompson, he was 6th at 215 mph. In
1939, George Byars qualified 8th at 235 mph, but was
unable to start any race because of engine troubles. It

is cosmetically restored and owned by the Planes of
Fame Museum.
Monocoupe 110 NC-12345. Owned and flown by
Peter Brooks at Cleveland in 1931 when he placed 6th
in a 510 cu. in. race at 126 mph. It is owned by the College Park (Maryland) Airport Museum.
Monocoupe 110 NC-533W. Raced by Thomas Colby.
At last report it was based at Torrance, California.
Monocoupe 110 NR-8917. Raced in 1929-1934 by
Gladys ODonnell, Phoebe Omlie and Stub Quimby. It
is in storage by Ed Saurenman, Wichita, Kansas.
Mummert Mercury Red Racer NR-10360. Designed
and built in 1929 by Harvey Mummert. Flown in the
1930 All-American Flying Derby, but failed to finish.
Last reported in Endicott, New York.
Mummert Mercury White Racer X-13223. Designed and built by Mummert in 1932 and placed
3rd in the Edelweiss Trophy Race at
Chicago. It has been restored and is
the Glenn Curtiss Museum in Hammondsport, New York.
Spartan Executive NC-17605. It
was raced by Arlene Davis to 5th
place in the 1939 Bendix Transcontinental Derby at 197 mph. Recently based in Flagstaff, Arizona.
Spartan Executive NC-17615.
Raced in 1936 by John Hinchey,
and in 1938 to 6th place in the
Bendix Race by Charles LaJotte.
Now reported to be based in Cambridge, England.
Chester Jeep. Located in
Sundorph A-1 R-2599. Dethe EAA Museum.
signed and built by Sundorph Avi-
56
JULY/AUGUST 2013
during the Thompson Race time trials, an in-flight fire forced Hunter
to bail out. Following an extensive
restoration, it is in the Staggerwing
Museum, Tullahoma, Tennessee.
Travel Air Mystery NR-1313. It
was built in 1930 for Texaco and
flown in the 1930 Thompson Trophy Race by Frank Hawks. He then
used it to set many major city-tocity speed records. It has long been
on display in the Museum of Science and Industry, Chicago, Illinois.
Lockheed Orion Shellightning.
Travel Air 4000 NR-671H. It was
In Swiss Transport Museum.
flown by Louise Thaden to 1st place
in the 1929 Womens Air Derby. It
is on display in the Air & Space Museum, Oklahoma City.
Travel Air 4000 NC-4419. Raced
by Pancho Barnes in 1928. Under
restoration in Williamson, Georgia.
Travel Air 4000 NC-8192. Raced
by Mildred Morgan in 1930-1931.
With Russ Ward in New Zealand.
Waco CRG N600Y. It was raced to
2nd place in the 1930 Ford Air Tour
by John Livingston. It is now owned
by Peter Heins, Arcanum, Ohio.
Waco CTO. Raced by John LivBrown B-1. Restored and in storage.
ingston in 1928. It is on display in the
ation using Cessna Airmaster wings. Flown by Eiler
EAA AirVenture Museum.
Sundorph in the 1937 Bendix Trophy Race, finishWedell Williams #57 NR-61Y. Flown to 3rd place in
ing 6th at 166 mph. Pieces are owned by Wayne the 1932 Thompson Trophy Race at 233 mph. Flown
Muxlow, Minneapolis, Minnesota.
to 1st place in the 1934 Thompson Race at 248 mph
Tilbury-Fundy Flash NR-12931. Designed and by Roscoe Turner. In 1935, Turner placed 2nd in the
built in 1932. Raced at Chicago in 1933 by Art Car- Bendix Race at 239 mph. In 1939, Joe Mackey placed
nahan, who won a heat of the Polish Trophy Race. 6th in the Thompson at 233 mph. It has been restored
At Cleveland in 1934, Clarence McArthur placed and is on display in the Crawford Aviation & Auto Muwell in 200 cu. in. races. It has been restored and is seum, Cleveland, Ohio.
on display in the McLean County Museum, BloomWittman Chief Oshkosh NR-14855. Designed, built
ington, Illinois.
and raced by S.J. Steve Wittman in 1931 with CirTravel Air Mystery NR-613K. Designed and built rus engine, changed to Menasco C4S. Converted to 65
in 1929 with a 165 hp Chevrolair six, with Doug hp light-sport airplane after World War II, then into
Davis winning the Experimental Ship Race. Sold Goodyear Trophy-winning Buster. It has been on disto Pancho Barnes for racing and air shows. It then play in the National Air & Space Museum since 1976.
went to Paul Mantz, back to Barnes and finally to
Wittman Bonzo NR-13688. Designed, built and
restorer Jeremy Moore, in England, who completed raced by Steve Wittman in 1935. Placed 2nd in
the long, drawn-out job.
1935 Thompson Trophy Race at 219 mph, 5th in
Travel Air Mystery NR-614K. Doug Davis won the 1937 at 250 mph, 3rd in 1938 at 259 mph and 5th
1929 Thompson Cup Race at 195 mph. In the 1931 in 1939 at 241 mph. It is on display in the EAA AirBendix Trophy Race, Walter Hunter dropped out, and Venture Museum.
57
The Vintage Mechanic

ROBERT G. LOCK
Approaching a restoration projectPart 4

The title is misleadingit really should be
Post-Reconstruction Project or Departing a Restoration Project, because by this time the once overwhelming project has successfully flown. Test flights
are always fun as the outcome is really not clear until
the aircraft has returned safely. If you are the owner
and pilot, it is now time to work out the kinks (hopefully there are not too many) and expand the envelope of operations. Its always good to spend the first
couple hours in the vicinity of the friendly airport. I
once flew a Cessna 182 that had sat for quite a long
time; although it was a very nice airplane, the tires
were flat, and black widow spiders had taken over
the inside of the wheel fairings. I obtained a ferry
permit and carefully inspected the airplane, to include engine performance runs. When all was ready
I called the tower and requested to remain overhead
for at least 20 minutes, even though the ferry flight
was only about 20 miles. Im always comfortable in a
left- or right-hand circle at an altitude of 1,500 feet
or more within gliding distance of the field. The tower
asked why I wanted to do this, and I just replied
that the airplane had not flown for a long time and I
wanted to be safe. There were no more transmissions
until I departed the traffic area.
I have always flown the local area, paying close
attention to possible emergency landing sites under
different scenarios:
1. loss of engine power on takeoff, land straight
ahead
2. loss of engine power at approximately 400
feet, look for site 30 degrees either side of
straight ahead
58
JULY/AUGUST 2013
feet, look for site 90 degrees either side of

straight ahead
feet or above, look for site 180 degrees
either side of straight ahead.
Even though it would be tempting to try to return
to the field just departed, many people die trying
to do this, particularly if they are flying a strange
airplane and do not know what it will or will not do.
I should add here that the engine installation
STC had not been approved, so the FAA issued an
experimental airworthiness certificate in the to
show compliance category that restricted flight to
within 25 miles of home base and was good for two
weeks. At the end of the period it was reissued until
the trip west. More on this later in the story.
Once the first flight has been completed, refer
to notes kept on engine operation and airplane
performance. This will aid in tweaking the rigging,
if needed, and troubleshooting any minor problems
that might occur. All initial test flights should occur
in early morning or late afternoon and in calm air. It
is very difficult to determine what rigging problems
need to be addressed when the air is rough. When
rigging adjustments (if needed) have been made,
it is now time to expand the envelope. Do this in
a calculated step-by-step process. Do a little slow
flight, but not too much because you do not want to
overheat the engine under any circumstances. Also
try a stall or two. I usually fly an imaginary landing
pattern while at 1500 feet. This will include initiating
a downwind leg at 1500 feet, reduced power and nice
descent, base leg with further reduced power, and
final leg with more reduced power to an imaginary
Illustration 1
All initial test flights should

occur in early morning or late
afternoon and in calm air.
landing. Doing this will give you the feel for trimming
the airplane with reduced power and help build
confidence that you can handle the ship in the traffic
pattern. My first flight is usually about 30 minutes,
followed by a landing and general inspection of
the ship and a check of the oil. Then its back up
for maybe an hour or so. Illustration 1 shows my
Command-Aire 5C3 in flight over the Green Swamp
area north of Lakeland, Florida, in 1989.
Illustration 1 was taken from my friend Joe
Araldis Luscombe with about 2 hours on the newly
restored Command-Aire and the same amount of
time in type in my logbook. A few items of interest
here are:
1. Weight and balance is good because elevators
are in line with the horizontal stabilizer at
cruise power. On this ship the horizontal
stabilizer angle of incidence is adjustable, and
I recall the trim handle in about the center
of its travel. If the ship was overly nose-
heavy, the elevators would be deflected up,

and conversely if the ship was tail-heavy the
elevators would be deflected down.
2. The vertical stabilizer is set properly
because there is no obvious left or right
rudder being held to keep the ship heading
in a straight line.
3. There is no noticeable aileron deflection
indicating that the ship is flying wings level,
and no aileron input is required to keep the
wings level.
4. The altitude is sufficient to allow for an
emergency landing if needed.
As the flight envelope expands, it is a good idea to
get a handle on the fuel burn at various rpm settings
versus indicated airspeed readings. Flying behind a
Wright R-760 I found that running the engine from
1650 to 1780 rpm produced a fuel burn of 12 gallons
per hour full rich operation. Running the engine
at 1800 rpm or above boosted the fuel burn to 14
gallons per hour with a minimal increase in airspeed.
Therefore I run the engine 1700 to 1750 rpm at
normal cruise. I usually figure on 12 gallons per hour
fuel burn; however, on a trip from Hemet, California,
to Columbus, Ohio, I aggressively leaned the engine
when above 5,000 feet. On one leg of the trip I got
the fuel burn down to 10.7 gallons per hour.
Another hint is to calibrate the fuel gauge(s)
before doing too much flying. I did this when I first
59
Illustration 2
put gas in the tank because the need to know how

much fuel was in the tank with a particular gauge
reading is extremely important. Due to the shape of
the fuel tank, the gauge cannot read to the bottom
of the tank. I discovered that when the gauge first
reads empty (the needle quits moving on E; there
are 14 gallons of fuel left in the tank, enough for
1.4 hours of flight. Before heading from Lakeland,
Florida, to Reedley, California, in 1989, I drained
the fuel tank, put 5 gallons in, and noted the gauge
reading. When there were 15 gallons of fuel in the
tank, the needle moved above the E on the gauge.
This was with the airplane in the 3-point attitude.
I picked up the tail and put the tail wheel on a
55-gallon drum, almost in level flight, and noted the
Illustration 3
60
JULY/AUGUST 2013
fuel gauge. Then I added another

10 gallons of fuel and noted the
fuel gauge, and then the ship
was put in the 3-point attitude
again and gauge reading noted.
These notes accompanied me on
the trip west and came in very
handy. One also needs to know
exactly how many gallons of fuel
the tank will hold. Do not rely on
factory specs because they can
be in error. You always want to
know how much fuel is on board
before commencing a long crosscountry flight as I was about to
undertake. Illustration 2 shows
the Command-Aire at the Green
Swamp Aerodrome in 1989 in
preparation for the long journey
to central California.
I spent 15 hours getting reacquainted with the
airplane flying out of a nice grass strip (Illustration 2).
I say reacquainted because from the first moment in
flight I felt a strange sensation that I had flown the
ship, perhaps in a former life. At no time in my flying
career had this happened.
I flew the airplane into Zephyrhills Airport to
familiarize what the 30 x 5 wheels would do on a
hard surface, such as asphalt. There were no real
problems encountered; one just had to keep the
nose aligned with the centerline of the runway, and
everything was fine. So with just 15 hours time since
overhaul on the airplane and 15 hours time in type
in my logbook, we set out on a 2400-plus-mile crosscountry from central Florida to central California that
would take 31-1/2 hours of flying.
It turned out to be a great trip and
one of the most memorable times
in my life. I have many stories of
the people I met along the way,
but one I must share is with my
wife Sandy and daughter Cheryl.
They were following the progress
westward in our pickup truck (my
route was I-75 North to I-10 West
to California). Our first overnight
stop was in Marianna, Florida,
in the northern part of the state.
The airplane stayed out overnight
at the airport, and we found a
place to stay in town. I turned
on the television, and the movie
Spirit of St. Louis came on, starring Jimmy Stewart.

The scene was when he was over the Atlantic and
he was describing the engine operation of his Ryan.
He was running the same power settings as I; it was
surrealistic! Illustration 3 shows the Command-Aire
sharing the ramp with a military Sikorsky helicopter
at Marianna, Florida.
An interesting note here is that in order to fly the

ship on such a long cross-country, the experimental
certificate to show compliance had to be rescinded.
The FAA issued me a ferry permit and gave me two
weeks to make it to my final destination: Reedley,
California. I made it in 7 days and 6 nightsan
incredible journey. Sandy and Cheryl caught up with
me and the Command-Aire every night, and at one
point in Jennings, Louisiana, they drove under me on
I-10 when on final to land! Thats how it went.
Once in California, the experimental certificate
was reissued, and I continued to fly while awaiting
FAA final approval of my engine installation STC.
I developed a series of flight test data that would
become part of the permanent records of the aircraft.
It would cover every aspect of flight of this rare
aircraft. Illustration 4 is a copy of the flight test results.
My 11-year restoration project has been flying
for 21 years now and continues to perform well. In
retrospect, the 4-1/2-year engine change STC was
worth the time and frustration with the FAA over
the engine change. The aircraft has flown from East
Coast to West Coast and back to the East Coast again.
Except for being slow, the Command-Aire is a great
performing ship.
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61
Book Review
Flying on Film:
A Century of Aviation in the Movies 1912 2012

Airplanes and motion pictures
were born within a year of one another.
In 100 years they have both risen from
uncertain infancy to growing adolescence
to robust maturity. While Hollywoods
actors and directors learned the art of
making movies, the aircraft industry and
pilots learned how to conquer the sky. In
peace and war, prosperity and depression,
the airplanes and motion pictures have
become a part of American culture.
Flying on Film tells the history behind
the films, the story behind the camera.
Veterans and aviators from past and
present tell the real story of one of the
most fascinating genres of motion pictures in Hollywood.
What readers will find are more than 170 films ranging from the silent era
to World War I, from the golden age to biographies, from the skies over wartorn Europe to the vast Pacific, from early jets to action films, on to comedies,
airliners, helicopters and airships, adventures and beyond.
Inside is the real story behind famous and infamous Hollywood classics
like Wings, Hells Angels, The Spirit of St. Louis, Tora! Tora! Tora!, The Battle of
Britain, Thirty Seconds Over Tokyo, Men With Wings, Strategic Air Command,
The Great Waldo Pepper, Those Magnificent Men in Their Flying Machines, Twelve
OClock High, Memphis Belle, God Is My Co-pilot, Flight of the Phoenix, Top Gun,
Blue Thunder, and many more. Even some movies that only have short but significant aviation scenes in them are detailed. King Kong, Its a Mad, Mad, Mad,
Mad World, and The Longest Day are included.
Flying on Film provided the opportunity for veterans to talk about their favorite and not-so-favorite films. What was done right, and what was done
wrong. It includes comments by men and women who had been there and
done that. In some cases, their comments in this book are their last words on
the subject. Some of the veterans who provided their memories, comments,
observations, and anecdotes were Medal of Honor recipient John Finn, Rear
Adm. Paul Gillcrist, Rear Adm. James Ramage, Cmdr. Dean Diz Laird, Brig.
Gen. Robert Cardenas, Col. Steve Pisanos, and many other veterans.
This is a book that film, aviation, and history buffs will want to have by
their side when they watch the movies. Its written in a comfortable, lighthearted, but informative style that appeals to readers of all ages.
From the Foreword by William A. Wellman Jr.
412 pages, softcover $24.95
Available from: Bear Manor Media, www.BearManorMedia.com/index.php
?route=product/product&product_id=542, Amazon.com and BarnesAndNoble.com
62
JULY/AUGUST 2013
Ask the AME

continued from page 17
Januvia (sitagliptin), and Byetta
(exenatide), to name a few. This
is why it is important to discuss
medications with your AME in
advance. I have seen several pilots
who have been denied because
of the combination with a betablocker, but with a minor change
in medication, they could have
been approved.
Approval for Type 2 diabetes
then is predicated on a lack of
other problems; heart disease,
kidney disease, ophthalmologic
(eye) disease, and neurologic (peripheral neuropathy) disease as
well as glucose or sugar levels
need to be under good control.
For the FAA this means that the
hemoglobin A1c must be less
than 9 percent. Most physicians
would like the hemoglobin A1c to
be less than 7 percent. Also, the
pilot must not have had a significant hypoglycemic event, usually
involving a trip to the emergency
room or a loss of consciousness
or seizure.
In short, your AME cannot issue the medical at the time of
the physical exam with a diagnosis of diabetes, but special issuance is possible and likely with
good diabetes control.
Straight & Level Vintage Trader

continued from page 1
dates. The Aeromart sales hours for these parts will

run Monday, July 29, through Friday, August 2, from
9:00 a.m. to 5:00 p.m., and on Saturday, August 3,
from 9:00 a.m. until noon. All unsold items consigned
to the Aeromart must be retrieved by the owner before
2:00 p.m. on Saturday, August 3. Any items unclaimed
by 2:00 p.m. become the property of Aeromart. Please
help us disseminate these changes to your aviation
friends who may regularly make it a point to visit the
Aeromart each year! Further information on the VAA
Aeromart operation is available at http://EAAvintage.
org/events/airventure/aeromart/.
The staff at EAA has again managed to put together another exceptional lineup of performers and
events for this years AirVenture. Even us big kids
are sure to get a huge charge out of the ever popular,
always enhanced, night air shows, which are now
scheduled for Wednesday and Saturday nights. Add
to that venue the Lt. Dan Band with Gary Sinise (my
personal favorite event), the band Chicago on stage
for opening night, and the venerable rocket-powered
Jetman performance that is certain to draw a huge
audience. Not to mention a very exciting collection
of vintage aircraft that are planning to attend our
Vintage venue, the Round Engine Rodeo. We are attracting a good number of round-engine machines
to this event, and from the lineup that has been developing to this point, you will be witness to some
of the rarest vintage aircraft that fly today. Be sure
to visit www.AirVenture.org and the Vintage website
at www.VintageAircraft.org for the latest information
and attractions at this years exciting event.
The Vintage Aircraft Association is very grateful
to all of our advertisers in Vintage Airplane, as well as
those in the Vintage AirMail bimonthly newsletter.
But I wanted to welcome our newest aviation business
advertiser whose ad appears in this months Vintage
Airplane: Aircraft Specialties Services out of Tulsa,
Oklahoma (www.Aircraft-Specialties.com). Look these
folks up when you are in need of aircraft and engine
parts or overhauls. Many thanks to Aircraft Specialties! We truly appreciate your advertising business.
VAA is about participation: Be a member! Be a volunteer! Be there!
Come share the passion! See you at EAA AirVenture
OshkoshJuly 29-August 4, 2013.
S o m e t h i n g t o b u y, s e l l , o r t ra d e ?
C lass i f i e d Wo rd A ds : $ 5 .5 0 p e r 1 0 wo rds , 1 8 0 wo rds

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 (classads@eaa.org) using credit card
payment (all cards accepted). Include name on card, complete address,
type of card, card number, and expiration date. Make checks payable to
EAA. Address advertising correspondence to EAA Publications Classified
Ad Manager, P.O. Box 3086, Oshkosh, WI 54903-3086.
BOOKS
Aviation Books. home.windstream.net/av8terz
EMPLOYMENT
Established Midwestern company seeking seasoned IA with

leadership experience. Candidate must have an extensive
background in hands-on restoration activities, be able to
manage large projects and be skilled in business development.
Our restoration business is unique and requires extensive
experience with vintage and Warbird type aircraft. Send
resume and salary requirements to wasiresume@gmail.com
Wood and Fabric A&P Technician. Looking for a specialist
with experience in historic Wood and Fabric airplanes
for restoration and maintenance of existing airplanes at
major museum (www.MilitaryAviationMuseum.org) in
the resort city of Virginia Beach. Must have experience
in building replica airworthy World War One aircraft. For
information call (757) 490-3157 or email to EPY1@aol.com
Copyright 2013 by the EAA Vintage Aircraft Association, All rights reserved.
VINTAGE AIRPLANE (USPS 062-750; ISSN 0091-6943) is published and owned
exclusively by the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published bi-monthly at EAA Aviation Center, 3000 Poberezny
Rd., PO Box 3086, Oshkosh, Wisconsin 54902-3086, e-mail: vintageaircraft@eaa.
org. Membership to Vintage Aircraft Association, which includes 6 issues of Vintage
Airplane magazine, is $42 per year for EAA members and $52 for non-EAA members.
Periodicals Postage paid at Oshkosh, Wisconsin 54902 and at additional mailing offices. POSTMASTER: Send address changes to Vintage Airplane, PO Box 3086, Oshkosh,
WI 54903-3086. CPC #40612608. FOREIGN AND APO ADDRESSESPlease allow at least
two months for delivery of VINTAGE AIRPLANE to foreign and APO addresses via surface
mail. ADVERTISING Vintage Aircraft Association does not guarantee or endorse
any product offered through the advertising. We invite constructive criticism and
welcome any report of inferior merchandise obtained through our advertising so that
corrective measures can be taken.
EDITORIAL POLICY: Members are encouraged to submit stories and photographs.
Policy opinions expressed in articles are solely those of the authors. Responsibility for
accuracy in reporting rests entirely with the contributor. No remuneration is made.
Material should be sent to: Editor, VINTAGE AIRPLANE, PO Box 3086, Oshkosh, WI
54903-3086. Phone 920-426-4800.
EAA and EAA SPORT AVIATION, the EAA Logo, VAA Vintage Airplane and
Aeronautica are registered trademarks, trademarks, and service marks of the
Experimental Aircraft Association, Inc. The use of these trademarks and service
marks without the permission of the Experimental Aircraft Association, Inc. is
strictly prohibited.
63
Theres plenty more . . .

and other goodies at
www.vintageaircraft.org
VAA
Directory
OFFICERS
What Our Members Are Restoring
Are you nearing completion of a restoration? Or is it done and youre busy flying
and showing it off? If so, wed like to hear from you. Send us a 4-by-6-inch print
from a commercial source or a 4-by-6-inch, 300-dpi digital photo. A JPG from your
2.5-megapixel (or higher) digital camera is fine. You can burn photos to a CD, or
if youre on a high-speed Internet connection, you can e-mail them along with a
text-only or Word document describing your airplane. (If your e-mail program asks
if youd like to make the photos smaller, say no.)
For more information, you can also e-mail jbusha@eaa.org.
Welcome
New VAA Members
Mike Allen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Star, North Carolina

Preston Allen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Star, North Carolina
Fred Blakeman . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dumfries, Virginia
Ron Capps. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Goldsby, Oklahoma
Mark Carlson. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . San Diego, California
David Carlson . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ward, Arkansas
Thomas Dodson. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tulsa, Oklahoma
Thomas Ersted. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Eaton, Ohio
Joe Fester. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Overland Park, Kansas
James Hann . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ballwin, Missouri
Thomas Haughton-Wyatt . . . . . . . . . . . . . . . . . . . . . . Meredith, Victoria, Australia
Juergen Herstell. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Winterberg-Sil, Germany
David Kalina. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Johnstown, Pennsylvania
Mike Kiss . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gilbert, Arizona
Gerry Lynn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Knoxville, Tennessee
William Pomputius. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mount Vernon, Ohio
Richard Ramos. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Rocklin, California
Jean-Marc Saumier . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Quebec, Canada
Louie Schuhler. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Plainfield, Illinois
Ricky Shellhamer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reading, Pennsylvania
Thomas Siegler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wichita, Kansas
David Stucker . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Clayton, Indiana
Robert Thummel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Puyallup, Washington
Jean Tinsley . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Menlo Park, California
Griffin Watkins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Greenville, South Carolina
New EAA VAA Lifetime Members
Walter Bowe. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sonoma, California
64
JULY/AUGUST 2013
President
Geoff Robison
1521 E. MacGregor Dr.
New Haven, IN 46774
260-493-4724
chief7025@aol.com
Secretary
Steve Nesse
2009 Highland Ave.
Albert Lea, MN 56007
507-373-1674
Vice-President
George Daubner
N57W34837 Pondview Ln
Oconomowoc, WI 53066
262-560-1949
gdaubner@eaa.org
Treasurer
Dan Knutson
106 Tena Marie Circle
Lodi, WI 53555
608-592-7224
lodicub@charter.net
DIRECTORS
Ron Alexander
118 Huff Daland Circle
Griffin, GA 30223-6827
ronalexander@mindspring.com
Jeannie Hill
P.O. Box 328
Harvard, IL 60033-0328
815-245-4464
Steve Bender
85 Brush Hill Road
Sherborn, MA 01770
508-653-7557
aaflagship@gmail.com
David Bennett
375 Killdeer Ct
Lincoln, CA 95648
916-952-9449
antiquer@inreach.com
Steve Krog
1002 Heather Ln.
Hartford, WI 53027
262-305-2903
sskrog@gmail.com
Robert D. Bob Lumley
1265 South 124th St.
Brookfield, WI 53005
262-782-2633
rlumley1@wi.rr.com
Jerry Brown
4605 Hickory Wood Row
Greenwood, IN 46143
317-422-9366
lbrown4906@aol.com
Dave Clark
635 Vestal Lane
Plainfield, IN 46168
317-839-4500
davecpd@att.net
Joe Norris
264 Old Oregon Rd.
Oshkosh, WI 54902
pilotjoe@ntd.net
920-688-2977
S.H. Wes Schmid
2359 Lefeber Avenue
Wauwatosa, WI 53213
414-771-1545
shschmid@gmail.com
Phil Coulson
28415 Springbrook Dr.
Lawton, MI 49065
269-624-6490
rcoulson516@cs.com
Tim Popp
60568 Springhaven Ct.
Lawton, MI 49065
269-624-5036
tlpopp@frontier.com
Dale A. Gustafson
7724 Shady Hills Dr.
Indianapolis, IN 46278
317-293-4430
dalefaye@msn.com
ADVISORS
Lynne Dunn
145 Cloud Top Lane
Mooresville, NC 28115
704-664-1951
lynnednn@aol.com
Susan Dusenbury
1374 Brook Cove Road
Walnut Cove, NC 27052
336-591-3931
sr6sue@aol.com
DIRECTORS EMERITUS
Robert C. Brauer
9345 S. Hoyne
Chicago, IL 60643
773-779-2105
photopilot@aol.com
E.E. Buck Hilbert

8102 Leech Rd.
Union, IL 60180
815-923-4591
buck7ac@gmail.com
Gene Chase
8555 S. Lewis Ave., #32
Tulsa, OK 74137
918-298-3692
Gene Morris
5936 Steve Court
Roanoke, TX 76262
817-491-9110
genemorris@charter.net
Ronald C. Fritz
15401 Sparta Ave.
Kent City, MI 49330
616-678-5012
itzfray@gmail.com
Charles W. Harris
PO Box 470350
Tulsa, OK 74147
918-622-8400
cwh@hvsu.com
John Turgyan
PO Box 219
New Egypt, NJ 08533
609-752-1944
jrturgyan4@aol.com
The new standard in antique.

Introducing the EAA and Vintage Aircraft Association Aircraft Insurance Plan with all
of the special coverage options VAA Members require for hand propping, tailwheel,
grass strips, and unique aircraft. When you insure with the EAA Aircraft Insurance Plan
you are helping VAA to continue to promote the heritage of vintage aviation.
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2012 Experimental Aircraft Assoc., Inc.

VA Vol 41 No 4 Jul Aug 2013

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JULY/AUGUST 2013

The Jimmie Allen

Ford Takes Flight at AirVenture

Chicago in Concert: Monday 7:00 pm next to the Ford

The Privilege of Partnership

Straight & Level

VAA PRESIDENT, EAA 268346, VAA 12606

EAA Publisher . . . . . . . . . Jack J. Pelton,

. . . . . . . . . . . . . . . . . . . . . . .Chairman of the Board

EAA Oshkosh 2013Where has

Director of EAA Publications. J. Mac McClellan

VAA Executive Administrator. Theresa Books

Advertising Director. . . . . . Katrina Bradshaw

EAA Oshkosh is just around the corner now! Your association

Advertising Manager . . . . . Sue Anderson

Art Director. . . . . . . . . . . Livy Trabbold

VINTAGE AIRCRAFT ASSOCIATION

Vol. 41, No. 4

Straight and Level

Friends of the Red Barn

14 The Vintage Instructor

Ask the AME

Good Old Days

Around the Pylons Part II

Sun n Fun in Pictures

Uncovering the Mysteries of

The Vintage Mechanic

BACK COVER: Photo Jeff Skiles

Send your thoughts to the

Friends of the Red

Your support is crucial to the success of VAAs AirVenture activities and

Tri-Motor OR Two Tickets Close

Special EAA PHP

VAA Friends of the Red Barn

Name________________________________________________ ____________ EAA #___________ VAA #___________

____ Silver Level Gift - $250.00 - $499.00

n Payment Enclosed (Make checks payable to Vintage Aircraft Assoc.)

n Yes, prepare a name badge to read:

Mail your contribution to:

n No badge wanted for this year.

n Yes, I want a Certificate

n No, I do not want a Certificate for this year.

W i th A i r V e n tu r e fa st approaching we encourage all owners

The Vintage Aircraft Association

Others will be able to attend at a

The weekend prior to the opening of AirVentureJuly 26-28

tainment will be available to all.

Its time to complete your plans

Aeromart Has New Days!

Mail e-newsletter in February, mailing it to all members whose e-mails

e-mail address is: tbooks@eaa.org.

Volunteer, Meet New People,

Whats in the Vintage Hangar?

Breakfast at Tall Pines Caf

Are You a Friend of the VAA

information desk inside the VAA

community of Shawano, approximately an hour north of Oshkosh,

VAA Red Barn Store

VAA Judging Categories

Here are your major QR codes for

EAA AirVenture Is Almost Here

Just a few short weeks from now, many of you will

VAA AirVenture Activities and maps

Name__________________________________________ EAA #_ VAA #_______