Professional Documents
Culture Documents
N E
2007
OVEMBER
CONTENTS
I Fe
News
Th e early days
by H.G. Frautschy
by Budd Davisson
14
Wh en on e is n ot en ough
20
24
by Mark Liptrap
28
Duct Tape
30
by Doug Stewart
32
Back to Basics
A n ewcomer fu lfills his other dream
by Mike Ren cavage
36
Mystery Plane
by H.G. Frautschy
37
Calendar/Classified Ads
38
Book Reviews
CO VER S
FRONT COVER The first monoplane of a series of great cabin airplanes that would bear the Stinson name,
this is the only flying Stinson SM-1 Detroiter. It was restored by Chuck Wentworth and his company, Antique
Aero in Paso Robles, California, for John Seibold, the founder of Scenic Airlines, and previous partner in
Grand Canyon Airlines. The livery is of the very first airplane used by Grand Canyon Airlines.
BACK COVER: Hit seems that Bob Hedgecock is at the controls every time you see a Stinson SM-2 Deboiter Junior
at a fly-in, you're to be forgiven. Hedgecock just doesn't like to see moss growing beneath the wheels of the
big cabin Stinsons, and he has been flying a pair of them now. This example, restored during the 19905 by
Hedgecock, with help from Ted Davis and Paul Workman, was campaigned on the fly-in circuit by Bob Jen
kins back in the 19605. Jenkins always flew with a handling rope tied to the tailwheel , and it had become so
identified with the yellow and black Stinson that Hedgecock felt he had to continue the tradition.
STAFF
EAA Publisher
Director of EAA Publications
Executive Director/Editor
Executive Assistant
Managing Editor
News Editor
Photography
Advertising Coordinator
Classified Ad Coordinator
Copy Editor
Director of Advertising
Tom Poberezny
David Hipschman
H.G. Frautschy
Jillian Rooker
Kathleen Witman
Ric Reynolds
Jim Koepnick
Bonnie Kratz
Sue Anderson
Daphene VanHullum
Colleen Walsh
Katrina Bradshaw
VI N TAG E AI R PLANE
EAAlVAA Comment on
Taylorcraft AD
In early October, as the deadline for
comments to the FAA regarding Air
worthiness Directive 2007-16-14 were
due, EAA and VAA sent a joint letter ex
pressing our concerns regarding the AD.
What follows is the text of that letter:
EAA and VAA request that the FAA
consider the following comments re
garding Taylorcraft AD 2007-16-14,
which will allow those maintaining and
restoring these vintage aircraft to do so
in a safe and cost-effective manner.
Based on the data presented in the
AD, and after subsequent conversations
with Taylorcraft Type Club representa
tives, we support the overall need for the
airworthiness directive. While we still
have some reservations concerning the
single-source origin of the sample struts
that were used to instigate the AD, later
reports to the FAA and the Taylorcraft
Owners Club have revealed corroded
struts exist in the field as well. There
are a few issues related to the AD's im
plementation and timing that we'd like
to address, and we request that the fol
lowing suggestions be considered.
A least two alternate methods ofcom
pliance (AMOC) should be given con
sideration, along with a modification to
the ultrasonic inspection method:
During a conversation with FAA
engineer Andrew McAnaul, he stated
that the primary reason the same proce
dures used for Piper strut AD 99-01-05
could not be included in Taylorcraft AD
2007-16-14 was due to a lack of engi
neering data (both on the part of the
FAA and of New Piper) concerning the
procedure used in the Piper AD. In that
procedure, a Maule Fabric Tester is uti
lized to check the integrity of the strut.
We have read with great interest the
subsequent Maule Fabric Tester report
issued by Mr. McAnaul on September
17, 2007, and find the results very sur
prising given the nearly two decades of
apparently successful testing done on
Piper lift struts. If sufficient engineer
ing data is made available to the FAA
that would further detail the methods
2
NOVEMBER 2007
NOVEMBER 2007
H.G. FRAUTSCHY
~ ' NOf"
0 .....
o~
FUU LAG
SECTIO NS
,~
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SCAU IN fEU
10
"
Q.
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3 2'0
which beat his nearest competitor, tailing the circuitous path the first
Randolph Page flying the Hamilton " modern" Stinson cabin airplane
i?-.--if--,,:-,<--tH
_"Q11'
'~1
'-~ Q'
t"
flying another version of the cabin
monoplane, the SM-2AA, since
1973, and he had kept an ear to
the ground listening for rumblings
concerning the whereabouts of
SM-2 NC6871. His patience paid
off, as detailed in Sparky's article.
So sit back , pour yourself a nice
cup of something warm, and read
all about two of Eddie Stinson ' s
outstanding monoplanes ...
VINTAGE AIRPLANE
"
A/HlON IIJIlIII
NOVEMBER 2007
Left: John Dillon, president of Grand Canyon Airlines. Middle: John Seibold, owner.
Right: Chuck Wentworth, owner of Antique Aero.
The Sm-l
The original airplane was a straight
SM-l, not an SM-IB, with its much
wider, more stable landing gear. The
SM-l had a narrow tripod gear that was
changed to the wider outrigger gear af
ter only approximately 15 had been
built. Given the airplane's less than
wonderful ground handling in winds
due to the gear, and the rough and
tumble tasks they were are expected to
do, the survival rate of straight SM-ls
is extremely low. Still, one surfaced, a
genuine barn find, in 1981.
Seibold says, "We actually had lo
cated a complete and quite nice SM-l
by searching the records, but our good
friend Greg Herrick moved faster than
we did. At the same time, however, we
found one that was still registered to a
VINTAGE AIRPLANE
Scenic Airways' first commercial air tour on October 3, 1927. Passengers were
four tour drivers for the Fred Harvey Company.
J. Parker Van landt, founder of Scenic Airways (third from left) and well known
frontiersman of the Four Corners region, John Wetherill (in the cowboy hat) at
Monument Valley, October 1927.
First cargo flight of Scenic Airways, taking auto parts from the South Rim to the North
Rim of Grand Canyon, typically a full day's drive, but just a short 10-minute flight.
10 NOVEMBER 2 007
95 mph cruise
.. . in 1927,
people from
Phoenix up to
in what seemed
like no time
at all, considering
driuing model T
fords on steep
dirt roads."
11
easy to duplicate.
"The instrument panel,"
says Wentworth, "was like
most airplanes from that time:
butchered beyond recognition
or repair. It had gone through
so many owners and so many
uses that every possible kind
of instrument or radio that
came along had its own hole
cut in it. The last owner even
mounted a light switch from
a house in the panel. So, us
ing photos and what we saw
on Herrick's airplane, we built
an entirely new one. We tried to find
all original gauges, but couldn't find
them all without holding up the proj
ect, so what we have right now is a
mixture of 1927 instruments and
later units. We'll replace the late ones
when we come across originals that
are rebuildabIe."
It must be just a little dishearten
ing to finish the incredible amount
of fabrication and duplication to get
an airplane like this up to the stage
- ..
BONNIE KRATZ
~~
.l
800-362-3490
polyfiber.com
B uy YOU R W AR BO NDS A T T HIS C I N EMA.
info@polyfiber.com
VINTAGE AIRPLANE
13
Those Lo~aDle
Old tinso
NC6871
Looking Back
A glimpse back in time at the Stin
son aircraft line reveals that the SM-2's
"granddaddy," the SM-1, first took to
the sky in January 1926. Breaking away
from Stinson's cabin biplane produc
tion, the Stinson SM-1 Detroiter was a
six-place, high-wing cabin monoplane
powered by a 220-hp Wright Whirl
wind J5. It received aircraft type certifi
cate (ATC) 16 in November 1927, and
Eddie Stinson highlighted the SM-1's
Ireezing weather."
NC6871
ReminisCin g about the history of
NC6871, Hedgecock shares that avia
tion historian Joseph Juptner featured
this particular SM-2 by including a pic
ture of it in U.S. Civil Aircraft (Volume
I, page 129). lilt shows a big Civil Air
Patrol (CAP) emblem on its fuselage,"
says Hedgecock, explaining that "during
World War II the airplane was used by
the Civil Air Patrol to patrol the New
York and New Jersey coasts in search of
German U-boats.
According to Hedgecock, NC6871's
last registered owner prior to its dis
covery in Chattanooga, Tennessee,
was a company called Air Movie
Cruises of Grand Rapids, Michigan.
During the late 1950s, Hedgecock re
calls that when his friend Jenkins first
saw the plane, it was a basket case and
stored in a hangar in Chattanooga.
II
VINTAGE AIRPLANE
15
16
NOVEMBER 2007
in Ottumwa, Iowa.
immediately I took
all that hardware
out and put the
original type hard
ware in, because
even if nobody
else would no
tice, I would know
the difference."
The fuselage
tubing was in good
condition, and ac
Somewhere on the moon during the 1930s!
cording to Hedge
cock, still had the
same primer that
Jenkins put on it
back in the 1960s.
"So I just cleaned
it up and gave it
another coat of
primer. The door
and the area just
forward of the door
were originally
fabric, and when I
restored it, I made
it
all sheet metal. I
You can clearty see the name on the pilot's side is "R.G.
found
something
Page"; Page flew Stinson SM2 NC5889 to a third-place
interesting
when I
finish in the lengthy 1928 Ford Air Tour. Note the eyelets
took
the
fabric
off
and lacing around the wing's fuel tank, which handily fa
the
door
structurecilitate fuel tank removal when necessary.
written inside the
door was 'This airplane will never fly,'
Airframe
One of the first things he did was and it was signed 'E. Stinson.' Some
to take the wings to "a fellow in body did that somewhere along the
Florida who did all the woodwork on line," shares Hedgecock with a laugh,
them, and then I hauled them back "so I just left it in there."
and finished up by installing the alu
When it came time to install fabric
minum leading and trailing edges on the airplane, Hedgecock took the
on them. His woodwork was excel airplane to Ted Davis in Brodhead,
lent, but he'd used the modern elastic Wisconsin, who used Ceconite cover
locknuts, and I wanted the original ing and Randolph butyrate dope, top
castellated nuts and cotter pins. So ping it off with plenty of hand sand
17
Interior
The panel shape and size, as well as
most of the instruments, were not orig
inal when Hedgecock bought the proj
ect. That posed a puzzle for a while, un
til he obtained a factory drawing of the
1928 instrument panel from a fellow in
Anchorage, Alaska. Jenkins quietly bor
rowed the drawing, and it wasn't long
before he presented Hedgecock with a
new panel. Soon after that, Hedgecock
set out to acquire the appropriate in
struments-in addition to the original
height meter, tachometer, airspeed in
dicator, and amp meter that came with
the plane-along with panel lights and
a Scintilla magneto switch.
Paul Workman of Zanesville, OhiO,
is credited with the work on the new
interior, and the attention to detail is
easily visible with even a quick glimpse
inside NC6871's cabin. The pilot's
seat frame deserved special treatment
for the sake of comfort on long cross
countries, so Hedgecock opted for a
padded gray leather seat, which nicely
In the Sky
NOVEMBER 2007
On the Ground
As with many 1920s airplanes, the
brakes are just not efficient enough to
be of much use during taxi operations in
strong crosswind conditions. Hedgecock
has figured out that "the only way you
can taxi in a crosswind is to rev the en
gine up real high, and use the opposite
rudder to help pull the tail back in line
but then you're taxiing too fast, so it's a
bad deal. And of course, the tailwheel is
not steerable-it's swiveling around back
there and just following what happens
up front. You don't have any control
over it," he says with hearty mirth.
Those who have carefully watched
the regal 1928 SM-2 in flight have no
doubt noticed a short section of black
rope streaming out behind the tail
wheel, and perhaps they've wondered
why it's there. It's an old tradition
that started in the 1960s when Jenkins
owned the airplane, and Hedgecock
enjoys keeping that tradition alive.
Besides, it does a bit more than give
people something to talk about-it ac
tually serves a functional purpose as a
sort of portable tow bar. So if you have
some strong-armed people pushing
the airplane backward into a tie-down
spot, somebody else can simply grab
the rope and steer it into place.
19
In the Curtiss Museum shop, the finishing touches are made to the en
gine installation on the America.
The fuselage with the wing center section in place is towed through
Hammondsport on the way to Depot Park.
Thanks to the folks at Mercury Aircraft and their loan of personnel, trucks,
and construction of the set-up area on the shoreline, the mating of the
wings to the fuselage went off smoothly.
22
NOVEMBER 2007
TO GET IT BUILT
Launching day!
and volunteers of the Curtiss Mu
seum and Curtiss Restoration Shop,
many of whom had clocked hun
dreds of hours building the America,
were disappointed when the flying
boat was simply not ready to fly.
Despite this setback, the museum
put on a very entertaining Annual
Seaplane Homecoming event with
a variety of special activities, which
kept the air of excitement for visi
tors and guests. Strikingly beautiful
with its crimson paint and impres
sive size, it was thrilling to see the
America on the water. Activities in
cluded the starting of America's en
gines, taxing along the waterfront
to provide photo opportunities, the
christening ceremony, an impressive
seaplane fly-over, seaplane rides, and
the "Dining with Glenn" dinner.
Echoing Glenn Curtiss' spirit of in
vention, experimentation, and inno
vation, the Restoration Shop crew will
focus on improvements to the America
during the next year, with hope that it
will fly in September 2008.
If you'd like to visit the Curtiss
Museum, it is located at 8419 State
Route 54, Hammondsport, New York.
Call 607-569-2160 for more informa
tion, or visit its website at: www.Glen
nHCurtissMuseum.org.
......
BEGINS
Jan 18
Jan 18
Jan 26
Jan 26
Jan 26
Jan 26
Jan 26
Jan 26
Jan 26
Feb 16
Feb 16
Feb 16
Feb 16
Feb 16
Feb 16
DURATION
2.5 Days
2.5 Days
2days
2days
2days
2days
2days
2days
Evening
2days
2days
2days
2days
2days
Evenin9
LOCATION
Griffin, GA
Frederick, MD
Oshkosh WI
Oshkosh, WI
Oshkosh WI
Oshkosh WI
Oshkosh WI
Oshkosh, WI
Oshkosh WI
Lakeland FL
Lakeland FL
Lakeland FL
Lakeland, FL
Lakeland, FL
Lakefand, FL
COURSE DESCRIPTION
TIG Welding
ELSA Airplane Inspection
ComDosite Construction
Sheet Metal
Fabric Covering
Introduction To Aircraft Building
Electrical Systems and Avionics
Gas Welding
What's Involved In Kit Buildina
ComDosite Construction
Electrical Systems and Avionics
Fabric Covering
Sheet Metal
Test Flying Your Project
What's Involved In Kitbuildin g
EAA
WORKSHOPS
---~---
ft
c..
www.alrcrilftsprucLCom
VINTAGE AIRPLANE
23
BY MARK LIPTRAP
NOVEMBER 2007
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TAiLW~L5
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;/
~~I
F.
NOVEMBER 2007
PALMER JR.
have had to make several emergency re
pairs out in the bush, far away from help
of any kind. You fix it or you are stuck out
there. And one of the very best items to
carry in your survival kit for temporary
repairs is a large roll of duct tape.
Some of the duct tape repairs that
I made on my Cessna in those years
of Alaskan flying include the follow
ing: Upon landing one time near the
Cinder River northeast of Port Heiden
on the Alaska Peninsula in rough vol
canic terrain on a moose hunt, the tail
wheel tire blew out upon striking a jag
ged rock. I could have just flown home
to Anchorage after the moose hunt,
but landing on the asphalt runway
would surely have broken the alumi
num wheel. So, I took the wheel apart,
completely packed the tube and tire
with sand, and covered the holes in the
Forest. I heard this very loud banging allowing you to fly the airplane.
In the case of a small bird strike,
noise. It was somewhat familiar, as a
year before I had heard a similar noise. you could make an emergency cracked
The left engine inspection door had windshield repair in flight.
In addition, duct tape can be used
flown open and was banging against the
for lots of other emergency repairs to
engine cowling. The Elma, Washing
ton, airport lay ahead about 4 miles, so make your life easier when on camp
I put the airplane into a slip to stop the ing, fishing, hunting, or boating ad
banging during the descent and landed ventures. You can patch tears in your
at Elma on a 2,300-foot asphalt strip. I jeans, parka, rain gear, tents, backpacks,
found the front Hartwell H-SOOO door hip boots, and plastic boat windows.
latch spring had broken, allowing air
pressure from inside the cowl to push
J\IJ\SIU\~\! IJlJSlt PIUIT 1.I~\\n:s
open the door. Out came the duct tape,
limvlI:
WlTltOlJ'!' AIlotl. 01: I)m:'!'
and I taped up the entire edge of the
1';\1'1: IN lilS i=l.UilH IJAII
door to the cowling, took off, and re
turned to Olympia, Washington. Once
more, duct tape had come to the rescue.
That's why a big roll of duct tape is
right on top of the stuff in my survival
kit. I now fly an aluminum airplane.
In years past, however, I owned a Piper
PA-12, a fabric-covered aircraft that
I used to fly out in the Alaskan bush
on fishing and hunting trips. Some of
those off-airport landing strips were
rough-rocky and brush covered. I had
to make duct tape repairs to keep rib
stitch tape from flapping in the breeze
or to make a temporary patch repair to
a hole in the skin caused by a stick or
branch punching a hole in the fabric.
The author with his flight bag and
Aside from making repairs, duct a roll of duct tape.
tape could save your life in other ways.
If your airplane is brand new, then
Imagine an emergency scenario where
perhaps, just perhaps, you don't need a
you are sitting next to a pilot who suf
roll of duct tape in your airplane. But if
fers a heart attack.
you fly an older model, and I suspect that
One FAA instructor at a safety meet
readers of Vintage Airplane fly older air
ing I attended in Soldotna, Alaska, sug
gested using a person's belt, or other planes like I do, then keep in mind that
rope, or whatever might be handy in all those little springs, pins, bolts, latches,
such a case to hold the person back skins, roilers, clevises, etc., are subject
away from the yoke. If you had a roll of to rust, corrosion, vibration, wear, and
duct tape available, you could quickly metal fatigue. A roil of duct tape in your
tape the person to the seat back, thus kit just may help you get home. ......
No
"""--McFarlane'
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VINTAGE AIRPLANE
29
BY DOUG STEWART
Tailwheellandings:
wheel or three point?
I have heard it said that"Arguing with a pilot is a lot like
wrestling with a pig in the mud... after a while you begin to
think the pig likes it." And when two pilots start arguing
with each other, it can start to rival the WWE. That's par
ticularly true when the subject happens to be that of wheel
landings versus three-point landings. I have been present at
gatherings of tailwheel pilots where the subject has led to
what would be best described as an "animated debate."
There are some pilots who adamantly and vociferously
(with much chest-thumping and hand gestures) stand by
the position that a wheel landing is the only way to land
a conventional-geared (aka tailwheel) airplane. Fortunately
there are other pilots who are of a much more moderate po
sition relative to "landing stance," and understand that both
the wheel landing and the three-point landing have their
validity and conditions in which one might be preferable to
the other. One such pilot recently wrote me a letter about
the subject.
In it, he said: "I have been flying for over 52 years ....
When I retired I bought a Boeing PT-17 which I am enjoying
immensely. During the preceding few years I have encoun
tered quite a few pilots who insist that the only acceptable
landing in the Stearman, or any other taildragger for that
matter, is a three-point landing. Their argument is that the
transition from tail high to the runway is dangerous. From
talking to pilots who have gotten a tailwheel endorsement,
only one was taught wheel landings.
"I have told them that wheel landings were required
on my flight instructor checkride, taught during primary
in Army flight training, and pOinted out articles in myoid
flight instructor handbook describing the technique. It is
not a landing intended to replace conventional landings but
is a good tool to have in your toolbox when conditions war
rant it. 95% of my landings are three points, but every so of
ten in gusty winds I revert to a wheel landing.
"If I am chasing windmills, then thank you for at least tak
ing the time to listen, but if I am making a valid pOint, could I
talk you into writing a future article addressing wheel landings
and their place in flying a conventional-geared airplane?"
Well, I don't know what is more fun : chasing windmills
or wrestling with pigs in the mud. But the writer of the let
ter certainly brings up some valid points. To begin with, we
30
NOVEMBER 2007
forward either too soon or too late, we will get into a porpoise
31
Back to
Basics
A newcomer fulfills his other dream
BY MIKE RENCAVAGE
NOVEMBER 2007
we're airborne.
The airplane takes off in a remark
ably short distance and, aside from
the lack of forward visibility, it is
immediately comfortable. There is
no time required for the transition
from yoke to stick. It's as though this
is how airplanes were meant to be
flown; right hand on the stick, left
hand on the power.
Today I've
put aside my
uniform and
flight bag,
packed away
my current
copy of
the contract,
and set out
on a quest to
be introduced
to grassroots
aviation.
Everything falls into place and we
climb out in a gentle peaceful climb
to altitude that is so slow it affords a
spectacular view of the landscape be
low. The wind in my face, I gaze out
the open door at the emerald fields
of summer, the slow-moving crystal
creeks, and the waters of the Dela
ware River as they pass. This area of
New Jersey is rolling hills and lakes
and streams. Farmers' fields and the
Delaware Water Gap provide the
view that pours through the open
33
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3S
BY H.G. FRAUTSCHY
EAA
Send your answer to EAA, Vintage Airplane, P.O. Box 3086, Oshkosh, WI 54903-3086. Your answer needs to
be in no later than December 10 for inclusion in the February 2007 issue of Vintage Airplane.
You can also send your response via e-mail. Send your answer to mysteryplane@eaa.org. Be sure to include your
name, city, and state in the body of your note, and put (Month) Mystery Plane" in the subject line.
II
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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 (c/assads@eaa.orl5l 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 .
www.airplanetshirts.com
1-800-645-7739
Antique Leliithfu
V08235M M
V08235L
V08235XL XL
sell,
FLy-INS
For details on EM Chapter fly-ins and other local aviation events, visit www.eaa.orgjevents
www.Sport-Aviation-Expo.com
www.RMRFI.org
Lakeland, FL
Arlington, WA
www.Sun-N-Fun.org
www.NWEAA.org
Oshkosh , WI
www.GoldenWestFlyln.org
www.AirVenture.org
www.VAEAA.org
www.SWRFI.org
VINTAGE AIRPLANE
37
BY H.G. FRAUTSCH Y
( : II R I ~ I) t\ \' I' Y
NOVEMBER 2007
Self-Published and
On-Demand Works
Donna and Phil Michmerhuizen
have created a paperback book detailing
their 3,000 journeys around the coun
try flying their J and H-2 Taylor Cubs,
a Piper J-3, and Phil's "big airplane,"
his Waco UPF-7. They've been from
the Artic Circle to Leadville, Colorado,
and many places in between. An enjoy
able trip with them as you read along
while they've enjoyed the freedom of
the skies, 3,000 Hours of Flying Fun is
available directly from Donna and Phil
Michmerhuizen. Drop them an SASE at
8900 South Clearwater Drive, Zeeland,
MI 49464 for ordering information.
39
VINTAGE
AIRCRAFT
ASSOCIATION
OFFICERS
President
Vi ce~ Pres i de nt
Treasu rer
Secretary
Steve Nesse
DIRECTORS
Steve Bender
85 Brush Hill Road
Sherborn, MA 0 1770
508-653-7557
sst JO@comcast.llet
David Ben nett
Jea nn ie Hill
P.O. Box 328
Harvard , IL 60033-0328
8 15-943-7205
dinghao@'owc. net
anliquer@;llreacl, ,(olt1
j ohn Berendt
7645 Echo Poin t Rd.
Cannon Falls, MN 55009
507-263 -24 14
mjbf,IIId@rco1l neCf.colll
Steve Krog
1002 Hea ther Ln .
Hartford, WI 53027
262-966-7627
sskrog@aol.com
Dave Clark
635 Vestal Lane
Plainfield, IN 46 168
3 17-839-4500
davecpd@;quest.1let
j ohn S. Copeland
Gene Morris
5936 Steve Court
Roanoke, TX 76262
8 17-49 1-9 110
375 Ki lldeer Ct
Lincoln, CA 95648
9 16-645-8370
l A Deacon Street
Northborough, M A 0 1532
508-393-4 775
copeland l @ju11o.com
ge" emorris@Clwrter.net
Phil Coulson
2841 5 Springbrook Dr.
Lawton, MI 49065
269-624-6490
rcoulso"S 16@Cs.com
Dale A. Gustafson
7724 Shady Hills Dr.
Indianapolis, IN 46278
3 17-293-44 30
S. H. "Wes" Schmid
2359 Lefeber Avenue
Wauwatosa, WI 53 2 13
414 -77 1-1 545
daJefa ye@msll.com
sllscllmid@mi lwpc.com
dar@aprilaire.com
DIRECTORS
EMERITUS
Ro bert C. Brauer
9345 S. Hoyne
Chicago, IL 60620
773 -779-2 105
pllOtopiloc@aol.co,,,
Ro nald C. Fritz
15401 Sparta Ave.
Kent City, M I 49330
616-678-50 12
rFritz@paciJwaY1Jet. com
Gene Chase
2 159 Carlton Rd.
Oshkosh, WI 54904
920-231-5002
GRCHA@ClmrCer. " et
E.E. " Buck " Hil bert
E-Mail : vintageaircra{t@eaa.org
EAA and Division Membership Services
Flying Start Program . ... . . . .... . 920-426-6847
Library Services/Research .. . ..... 920-426-4848
800-843-3612 ... , .. .. . .. .. FAX 920-426-6761
(8:00 AM-7:00 PM
Medical Questions. . ....... . .. . . 920-426-6112
Monday-Friday
Technical Counselors . .......... 920-426-6864
oNew/renew memberships: EAA, Divisions
Young Eagles . . ..... .......... .877-806-8902
(Vintage Aircraft Association, lAC, Warbirds),
National Association of Flight Instructors
Benefits
(NAFI)
AUA Vintage Insurance Plan . .. .. 800-727-3823
oAddress changes
CSn
MEMBERSHIP INFORMATION
EAA
Membership in the Experimental Aircraft
Association , Inc. is $40 for o ne yea r, includ
ing 12 iss ues of SPORT AVIATION. Fa mil y
membership i5 an addition al $10 annu ally.
Ju ni or Membership (und er 19 years o f age)
is ava il able at $23 annually. All maj or credit
cards accepted for membership. (Add $16 for
Foreign Postage.)
lAC
WARBIRDS
Current EAA m embers m ay join the EAA
Warbirds o f America Division and receive
WARBIRDS magazine for an addition al $45
per year.
EAA Me mbe rship , WARBIRDS m aga
z in e a nd o n e year m e mb ers h i p in th e
Wa rbird s Divisio n is ava il able for $55 per
year (SPORT AVIATION m agazine n o t in
cluded). (Add $7 for Foreign Postage,)
FOREIGN MEMBERSHIPS
Please submit yo ur re mitta nce w ith a
ch ec k or draft draw n o n a United Stat es
bank payable in United States dollars. Ad d
required Foreign Postage am o unt for each
m embership.
Membership dues to EM and its divisions are not tax deductible as charitable contributions
Copyright 2oo7 by the EM Vintage Aircraft Association, All righls reserved .
VINTAGE AIRPlANE (USPS 062-750; ISSN 0091 -6943) is published and owned exclusively by the EM Vinlage Aircraft Associalion of the Experimental Aircraft Associalion and is published monthly at EM Avia
tion Center, 3000 Poberezny Rd., PO Box 3088, Oshkosh, Wisconsin 54903-3086, e-mal: vint39eaircraft@eaa.org. Membership to Vintage Aircraft Association, which includes 12 issues of VinIage Airplane magazine,
is $36 per year lor EM members and $46 for non-EM members. Pe<iodicals Postage paKl at Oshkosh, Wisconsin 54901 and at addilional maling offICeS. POSTMASTER: Send address changes to Vintage Airplane,
PO Box 3088, Oshkosh, WI 54903-3088. PM 40032445 Return undeliverable Canadian addresses to World Dislribution Selvices, Station A, PO Box 54, Windsor, ON N9A 6J5, e-mail: cpcreturns@Wdsmal.com. FOR
EIGN AND M'O ADDRESSES - Please allow alleasl two months for delivery 01 VINTAGE AIRPLANE 10 foreign and M'O addresses via surface mail. ADVER11SING - Vintage Aircraft Association does nol guarantee
or endorse any product offered through the advertising. We invite constructive criticism and welcome any report of inferior merchandise obtained through our advertising so that corrective measures can be taken.
EDITORIAL POUCY: Members are encouraged 10 subm~ slories and pholographs. Policy opinions expressed in articles are solely \hose of the authors. Responsibility lor accuracy in reporting rests entirely with
the conIributor. No remuneration is made. Mate<ial should be sent 10: Edilor, VINTAGE AIRPlANE, PO Box 3088, Oshkosh, WI 54903-3086. Phone 92()-426-4800.
EM and EM SPORT AViATION, the EM Logo and Aeronautica 1M are rf9istered lrademar1<s, trademar1<s, and service rnar1<s of the Experimental Aircraft Association, Inc. The use of these tradernar1<s and
""",ice rnar1<s without the permission of the Experimental Aircraft Association, Inc. is strictly prohib~ ed.
40
NOVEMBER 2007
55 eart~~~ition
Ford Motor Company, in association with EAA, is proud to offer members the opportunity to save on the
purchase or lease of vehicles from Ford Motor Company's family of brands- Ford, Lincoln, Mercury, Mazda,
Volvo, Land Rover and Jaguar.
Get your personal identification number (PIN) and learn about the great value of Partner Recognition/X-Plan pricing
from the EM website (www.eaa.org) by clicking on the EAAlFord Program logo.You must be an EM Member for at least
one year to be eligible.This offer is available to residents of the United States and Canada.
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