vintage airplane - feb 2009
TRANSCRIPT
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GEOFF RO ISON
PRESIDENT VINTAGE AIRCRAFT ASSOCIATION
A
ear ago in
this
column
I spoke a bit about mak
ing plans
to attend a
number of the many
great aviation fly-in events
around
the United States.
Although little of my original
plan got implemented, I again find
myself thinking ahead to a won
derful all-new flying season. One of
the events I
had
planned to attend
last
year was the annual
Biplane
Expo in Bartlesville, Oklahoma. I
recently found out the 2009
event
would
be its last. How
disappoint
Next year is
here
noun cement has
become
increas
ingly common for
more
and more
organizations
of this nature. Al
though I was
able
to attend this
event
on
only one occasion in
1998, I have always
attempted
to
make
time
in
my
crazy schedule
to
get back
to
what I observed to be a
Next year's
Biplane Expo
n
that for 100LL, and
80
octane was
still widely available.
Then
again, I
will always
remember
paying $5.61
a gallon
in
California
this
past
spring.
Let's
remember, too,
that
as of yet,
we
haven't
experienced
the
dreaded "user fees." But like
the
monster
lurking in the shadows of
a B-movie, only time will tell. We
look
forward
to working
with
the
new leadership within
the
Depart
ment of Transportation
and
Fed
eral Aviation Administration. We
hope they will see the light of day
when
it comes
to this
subject
and
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Fe
Straight Level
Next year
is
here
by Geoff Robison
2
News
6 Cupid Flies a Cessna
Stephanie Allen's stellar Skyhawk
by Budd Davisson
12 The Chastains' 1952 Rawdon T-1
Three generations
and
a heartwarming family history
by Sparky Barnes Sargent
2
Light Plane Heritage
The Szekely Aircraft and Engine Company
by Jack McRae
24 The Vintage Instructor
Lesson Learned
by Doug Stewart
N E
FEBRUARY
2 9
CONTENTS
VOL.
37,
No.2
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Canada
Flight Centennial an memorate
the
100th anniversary of
Oshkosh
Highlight the
country s first successful pow
Thousands of Canadian avia ered flight .
tion
enthusiasts
annually trek
to
EAA
is
planning to
commemo
Oshkosh, and this year they'll have
rate the occasion with a number of
another reason to be here: to com- aircraft and activities.
Large historic
aircraft
such as this restore
d Martin
4 0 4
would
be sub-
ject to
onerous security regulations if
the T
SA proposal becomes law
GA Greets LASP Hearings
t
h Loud Opposition
If the first two public hearings on the
Large
Aircraft Security Program LASP)
were any indication , public outcry is virtually unanimous in opposition to the
sweeping new regulations proposed by the Transportation Security Adminis
tration TSA). Aviation enthusiasts and industry representatives sounded
off
EAA
AirVenture 2009's recogni
tion of 100 years of flight in Can
ada is a
magnificent
opportunity
to show our global friends
the
con
tributions, spirit,
and
pride of Ca
nadian
aviation," said Jack Dueck,
an
EAA
member
from High River,
Alberta,
who edits the Bits and
Pieces
e-newsletter
for
EAA
mem
bers in
Canada. I f
you re
one of
those Canadians
who
dreamed of
one day making it
to
Oshkosh, this
is the
year
to do it
We
can show
our
proud colours at
AirVenture
Oshkosh during
our
flight centen
nial
year with the
entire world of
flight.
I
Canadian
aircraft
and pilots
who
have been a part of
the
EAA
AirVenture
celebration in the
past
include the Snowbirds
aero
ba tic team, the world's only flying
Lancaster
bomber
in Royal
Cana
dian Air Force markings, and doz
ens of
unique homebuilt,
vintage,
and other aircraft. Many
Canadian
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ELTs) on
board
within two
years
of
February
I,
2009.
Despite
re
quests from general aviation pilots
at home and
abroad, TC will
not
make any exceptions other than
gliders, balloons, ultralights, para
chute aircraft, and a limited num
ber of other operations.
The rule
is
inspired by
the
Inter
national Civil Aviation Organiza
tion
ICAO)
standard requiring
the
newer digital units for commercial
international
flights. Search
and
rescue satellites are
scheduled to
stop monitoring
the
current 121.5
MHz
standard on February I, 2009.
Denis Browne, chairman of the
EAA Canadian Council, feels the
requirement goes beyond the ICAO
standard. Transport Canada seems
to be exceeding
the
requirements
of
other
jurisdictions by
requir
ing
virtually all aircraft
to
be so
equipped,
he
said. In effect
they are going
further
than any
other jurisdiction regarding
non
commercial flights.
TC
anticipates at least a two-year
transition period
in
which a blanket
exemption would be in effect to al
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8
Silver
art
entennial
One
hundred years
ago
this
month-on
February 23,
1909-John
Alexande
r
Douglas McCurdy
flew the
Aerial
Experiment
Association's
(AEA)
Silver Dart at Bad
deck
Bay,
Nova Scotia, marking the
first flight in
the British Commonwealth.
The Silver Dart was
the culmination of
two
year's
work by
the
AEA.
Founded in
the fall of 1907
by
telephone inventor
Alexander
Graham
Bell
,
and funded by Mrs.
Bell,
the
AEA's
members
were Dr. Bell, John Alexander Douglas Doug
McCurdy,
U.S.
Army Lt.
Thomas
Selfridge, F.W. Casey Baldwin, and Glenn H.
Curtiss.
In
addi
tion to experiments with
Dr.
Bell's kites, three fixed-wing aircraft
(in
the normal
con
vention
of the
day, they called
each
an
aerodrome )
were
built
by the group before
the fourth,
dubbed
the
Silver Dart
due
to its silver silk
covering,
was
bu
ilt
in
the
fall
of 1908
and
first
flown by McCurdy in
Hammondsport,
New York,
on
December 6,
1908.
Powered by
a
50-hp
Curtiss
V-8 engine, Aerodrome
NO.4
was moved the next
month
to
Baddeck, Nova Scotia,
where
it
was flown
from
the
frozen
surface of
Lake
Bras d'Or on February
23, 1909.
In
Home Notes, Volume
58,
McCurdy wrote:
The Silver Dart .. rose from
the
ice
after travelling
about
100 feet &
flew at an
elevation of about 10-30 feet directly east for a distance of about a half mile.
Landed
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stead
of
an
installed
406
ELT, as
well as
exempting pilots who
fly
common/direct
flight
routes over
Canada between the Northeastern
U.S. area
and
the Midwest
with no
intention
of
landing at
a Cana
dian
airport.
EAA
Canadian
Council
Members
Named
To
better
serve
Canadian mem
bers,
EAA
President Tom Poberezny
confirmed new appointments to
the
restructured
EAA
Canadian Council.
They
are Mike Bourget of Orleans,
Ontario; Denis Browne, of Campbell
River, British Columbia; Jack Dueck,
of
High River, Alberta; Paul Dyck,
of
Winnipeg, Manitoba; and Lloyd
Richards, of Timmins, Ontario.
The council members serve as vol
unteers, working
to
help
Canadian
members
get the
most
out of their
membership, while also
communi
cating their
needs and
aspirations
to EAA headquarters. Read more
about
the
members at www.EAA.org
bitsandpieces/articies/2009-0
Jouncil.asp.
Subscribe
to
Bits and
Pieces,
EAA s
e-newsletter for Aviation
and
Can
erations,
including proven
success
in
a leadership role
and
experience
with a broad range of electronic com
munications. such
as e-mail publi
cations, websites, b logs, wikis, and
online communities. The successful
candidate will have a strong passion
for
EAA s
mission
to
serve
the
needs
and interests of a diverse
member
ship
and
possess a broad knowledge
of
the
wide range of aircraft, people,
issues,
and
other subject matter that
are
represented
under the banner
of
EAA
. Pilot credentials,
technical
knowledge, and/or
aviation
back
ground are strongly preferred.
For
consideration, send
resume,
cover
letter,
and
salary history to
to EAA,
Attn:
Human
Resources, P.O. Box 3086, Oshkosh,
WI 54903-3086. A
complete
posi
tion
description can be
found at
www.EAA.org/careers.
New Aviation
Event Grows
From Rocky
Mountain Fly In
Colorado
Sport Aviation Inc.
(CSA)
will
hold the
first
Colorado
Sport
International
Air
Show
and
Rocky
Mountain
Regional
Fly-In
sired future
potential.
Metro
Airport is
located
on
the
northwestern
edge
of the Denver
metropolitan area and just
south
west of Boulder.
For event information, including
additional
services
and available
amenities, visit
www.COSportAviation.
org.
Organizers are also looking for
volunteers
for
the event
and
ask
those interested
to
visit the website
for a list of opportunities.
2 9 Biplane
Expo
Is Grand Finale
The
chairman
of the
National
Biplane
Association
(NBA),
Char
lie Harris, has announced that
the
2009 event will
be the
last hosted
by the
NBA. Scheduled for
June
4-
6,
2009,
the
world's largest
gathering
of biplanes has
been
attracting these
wonderful airplanes from across
the
United
States for 22 years,
and
it's
been
the go-
to
event for biplane en
thusiasts since its inception.
Citing generational factors, staff
ing
issues,
declining attendance
,
and event
costs,
the
NBA
board
of
directors made the difficult
deci
http:///reader/full/www.EAA.orgmailto:[email protected]://www.eaa.org/careershttp://www.cosportaviation/http:///reader/full/www.EAA.orgmailto:[email protected]://www.eaa.org/careershttp://www.cosportaviation/
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David W Brown
Warrenton, V
• Licensed pilot
for over
3
years
• Commercial Single and Multi·
engine Land Instrument rated FI
• Over 21 hours
of tail
wheel time
• Stearman
flight
instructor
• Air
show
pilot
• Regular
participant
in the Flying
Circus Airshow Bealeton
VA
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The rand Champion Contemporary
for 2008 Stephanie Allen s 1968
Cessna 172K.
she was game
to
learn.
As soon as
I got
the
airplane, I
started working
on
it. I
took
some
lessons at a community college or-
ganized
by the Washington Pilots
Association,
and
the
first
thing
I
did
was rip
out
the carpet. I t was
oil-soaked
and
awful
looking.
At
the
time
all I was
trying
to do was
improve
the looks and
comfort
of
my airplane. I knew nothing about
restoring an airplane
and
really
didn't care about it. I just wanted it
to look a little less ugly. I bought the
carpet from Boeing's surplus store,
and
as far as I know, it could have
been intended for a 727 or even a
757,
but
after six hours of cutting
and fitting, it went into N78797.
I t made me feel good seeing
how
much it improved the looks of my
airplane, which was a little doggy
all around.
Since I'd
gone
that
far, I also
pulled the interior side panels and
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The now husband-and-wife duo of
Stephanie Allen
and
Rich Jones.
we talked to
them. At
the time, we
both
knew we
had
to do
something
with
my airplane because it looked
Th
e key
to
mov ing
up
from a Silver
indy
in 2 7 to the
top award, a Gold indy
in 2 8 , was the time spent
detailing the engine compartment.
PHOTOS BONNIE KR TZ
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we were
done, we'd
replaced, re
paired, and painted all of it.
Most 40-year-old airplanes have
seen a lot more
than their
share
ter I got the airplane , I
did have
to
replace a cracked
landing-gear
mount casting.
As we worked on the rest of the
Very
few
people are
either
equipped or trained to
shoot their
own exterior
paint.
Plus, now that
so
much
of the material is lethal, the
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The fact
thilt
the ilirplilne
still
cilrried its originill pilint.
ilndthiitStephiinieloved
both
the
scheme ilnd
the
colors.
drove
the
rest of
the
pilintjob_
bucking bar. Three of the eight ai
leron skins,
however,
had
to
be
replaced, and we couldn't get pre
drilled skins. Trimming the skins
so the corrugations lined
up, top
and bottom,
on
ailerons
that
have
twist built into
them
was
one
of
the
most difficult parts of the rebuild. A
lot of people, including Rich, have
a 'Cessna
dimple '- that
charac
teristic diamond scar in their fore
heads. I felt as if we had
to
get the
corrugations lined up so at least the
scars would be symmetrical." She's
kidding. We hope.
classic looks that I absolutely love.
I
didn't want
to
change anything,
so Sun
Quest
took digital
pictures
of the airplane
from every
angle.
From those
they
could see exactly
where a
paint
line
went in
relation
to
a
given
rivet
or
seam, so
they
could
really get the
scheme
right.
I was impressed at how exacting
they
were. The final paint used was
Imron II.
"What they
couldn't paint at
the
same time as the airplane was the
landing
gear because
they had
to
use it to move the airplane around.
when
they
gave us a Silver Lindy.
Absolutely couldn't believe
it
Rich
got
a pep
talk from
the
judges about bringing it back again,
so
he
asked
them what
we'd need
to improve to get a Gold Lindy, and
they said to detail the engine com
partment, which we had
hardly
touched. Plus, I thought we
had
a
bunch of other areas that needed
work. When we got home, the
comment
about
detailing the
en
gine
touched
off
an argument
be
cause I
couldn't
see
spending the
time detailing
an engine that had
1,800 hours
on
it [Editor's note: She
has put more
than
2,000 hours
on
the airplane herself], but Rich's per
fectionist streak won
out
. Before
long, we had
the engine out
on a
hoist.
I t
took two weeks of cleaning
and painting
before it was ready to
go back in, and I polished the fire
wall
while
it was out. I even went
so far as to mix up blue paint that
matched
the
factory parts
stamp
and replaced those."
No one can say Stephanie and
Rich
haven't
got
the
perfection
ist thing perfected, because all the
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he
Chastains'
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The Chastains elegantly restored and lovingly maintained 952 Rawdon T-1.
This
past
summer
Teri
Lee
Chastain
became the
third
genera
tion of
her family to fly
the
Raw
don
to EAA
AirVenture Oshkosh
2008. Her father, Terry, proudly ac
companied her
as together they
celebrated
their family s 30th
an-
niversary of
their first
flight to
Oshkosh. But before we delve into
the Chastain
family s history, let s
take a look back in time to discover
a.
:
more
about Rawdon Brothers Air
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itary use,
but
wasn t selected. But
by 1947,
the
fixed gear monoplane,
which was
designed
for training,
touring,
and
crop spraying, was
fi-
nally certified
.
Production
mod
els also
included the
T-1CS crop
sprayer),
T 1M
Colombian
Air
Force
version)
, T-1S sprayer), and
the
T-
1SD
sprayer/duster with wingtip
end plates and a modified tail).
The T 1 was originally powered
by a 12S-hp Lycoming engine,
and
£
later upgraded
to
150
hp
in its ag-
l
ricultural configuration. The semi-
cantilever
,
low-wing
plane stood
3
z
just
over seven feet tall and was
barely
24 feet
long, with
a wing- ::
0::
span over
33
feet . Early models were
fabric-covered with
wooden
wings.
Later
models used
sheet metal in
place of the fabric, and the wings
were
constructed
of metal. Corru
gated metal was even used at
one
time for the wing section between
the front and
rear
spars, and the
aircraft also went through wingtip
variations.
The Rawdons wanted to make
their T 1
fill
an
agricultural niche.
Its large inboard struts rising up
This Rawdon
is
powered by a ycoming 0·32 .
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(Chastain family photo OSH 1980 The Chastain Jack Chastain , test pi
family at Oshkosh 1980 (L-R): Phil , Betty, Bill , lot and shop foreman
MayBelle, Jack, Terry, Mary, and Teri Lee. for Rawdon Brothers
Aircraft. Photo taken
in
1948 with T-1 N44505.
Teri Lee
was the third-ge
ne
ration
Chastain to fly the Rawdon to Air
Venture; her father, Terry, accom
pa nied her.
My DAD WAS
THE
SHOP
FOREMAN
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Young
brothers Phil and Terry Chastain with their father s Mirage in
1951. Their father raced the Mirage at Detroit in the early 1950s against
Steve Wittman,
ill
Flack,
and
other greats of that era.
After AirVenture 2008 the Chastains can add another award winner
sticker to N5160.
1952
RAWDON
Tl
N5160 AIRVENTURE AWARDS
CLASS IC RE S ERVE GRAND CH AMP I
ON
1 978
one of the T 1s developed an oil leak
and had to
land, unauthorized, in
Nicaragua," Terry shares. In order
to proceed
to
Bogota,
he
was forced
to
deliver
a prisoner being extra
dited to Colombia. The
prisoner
was
handc
uffed to
the
longeron in
the
rear seat The T-1s were armed
with
30-caliber
machine guns in
the
wings, and a
100-pound bomb
on a belly rack.
They
were used for
ground
attack ships during those
unsettled times
in
South America."
Jack also
demonstrated
the T-1's
highly maneuverable aerobatic capa
bilities during the early 1950s. "My
dad flew it in air
shows
for
many
years at Wichita and all
around the
Midwest. And
he
gave air show an
nouncer Roscoe
Morton
his check
ride
in Wichita. Roscoe's first air
show announcing job was
in
1952,
and my dad was flying the T 1 during
that show. Dad also flew the T 1
in
the 1949 Miami All American Air Ma-
neuvers aerobatic competition."
In 1954, Jack became a corporate
pilot,
flying
a Beech E-18S . Terry
and
his brother, Phil,
started
their
flight
training in
the
twin Beech,
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The sons
had
grown up listening
to their father's intriguing
stories
about
flying T-1s
and
working at
Raw d on Brothers
Aircraft
Com
pan
y
a
nd with two restorations
comple
ted,
they encouraged
their
father to start
looking
for a
T-1
as
their
next family project.
"Dad was diagnosed with lym
phoma in
1977,
but did
not
let
the illness
deter
him from
work
ing
on the Rawdon. By 1978, the
lymphoma
was
in
remission,
and
the
T-1
was ready
to fly.
I
had
been
transferred
to Sumatra,
Indonesia,
that year," shares Terry. "So the first
babysitters-but
Dad and
Mom
were
asked
to
stay on a little longer, since
the classic judges
had
the T-1 in con
tention for
one
of the
Grand
Cham
pion
awards, " says Terry,
fondly
reminiscing.
"So
Mom and
Dad
stayed in Oshkosh while Phil, Betty,
Mary,
and
I flew back
to St.
Louis. A
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for their beloved patriarch's funeral,
their good
friend
Doug Watanabe
was preparing
to
take delivery of a
Rawdon T-1 sin
2,
N44S0S) that
he
had
recently purchased.
"N44S0S
was the T-1 that Dad used in all of
his air show work
and
the 1949 Mi
ami All
American
Air
Maneuvers.
fore retiring
and is
currently a pilot
for
the
Historical Aviation Restora
tion
Museum,
which
means
he
has
flown
everything
from
Jennys to
jets. His wife, Betty, flies her own
Cessna ISO,
Betty Boop.
Terry is
now
retired
from
his career
in interna
tional
oil production, and he
re
stores antique airplanes
for
John
Cournoyer's
Old
Style Aircraft at
Creve Coeur. Terry's wife, Mary, is
a youth
minister and
shares
in
the
joy of flying with
her
family.
As for MayBelle, Terry grins
and
says,
Mom is
86,
and
she's a
bona
fide airport bum She came up to
Oshkosh with me several times after
Dad died,
and
she parked herself
by
the T-1
and wouldn 't leave it . She
said she had to be
there to
answer
questions that people might have."
THIRD GENERATION
And
then
there is the
third
gener
ation
of Chastains. Phil
and
Betty's
sons, Mike and Rob, are both quite
naturally interested in flying. Terry
and
Mary's sons, Jack and Bill, work
for
NASA.
Bill is a lead engineer on
the
space shuttle program,
and
Jack
first
started with
it,
becaus
e it 's a
lot
faster
and
bigger. And
then the
T-1 was just pretty easy.
When
I was
younger,
he
used
to
let me
fly
it
in
the
air, so
that
was not a problem.
It
took me
a while
to
get
the
land
ings
on
concrete because the tail
is
longer, so it always wanted
to
whip.
But
once you
get it
down
, it's not
that bad."
Teri
Lee
flew
the
entire five-hour
flight from Missouri
to
Wisconsin,
with her dad riding
in the
back seat.
It's easy
to
sense the love between
this father and daughter; it's virtu
ally tangible,
as is the
humble pride
they
share in
their family history.
Brimming over with happiness, Teri
Lee shares that "it's just really excit
ing to
fly the T-1 here for
the
30th
anniversary, and
my grandma
'S so
excited
We
called
her when
I landed
in
the Champ
after
my
first solo,
and
that was
the
first time ever I saw my
dad
tear up. It just gave him a spe-
cial feeling,
and
it's exciting co
min
g
here. I'm glad
to have this
experi
ence
with my dad. rt's
excitin
g to
see
him
so proud."
Currently, Teri Lee is learning
-
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Light Plane Heritage
ORIGINALLY PUBLISHED
IN E
Experimenter SEPTEMBER 199
-
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man airplane, a single-seat low-wing monoplane pow
ered with the SR-3 engine. It was described
as
intended
to supply the need for a light, single-place airplane with
quality of construction combined with moderate cost
and economy of operation. It was claimed
that the air
plane could be operated for 1.60 per hour, which made
it ideal
for
building up flying time
for
a license.
Construction of
the fuselage
and
tail surfaces
of
the Flying
Dutchman
was
of welded
steel
tubing,
fabric-covered. The
cantilever wood wing
was also
fabric-covered. An unusual
feature
for a
low-wing
airplane was
the
lack of dihedral,
and
it was claimed
that
the
shape of the wing tip
would
allow
the
air
plane
to maintain
lateral stability without dihedral.
The landing gear was of
the
split-axle type with shock
absorber of rubber rings. The wheels were 24 x 3
with
fabric covering
the
spokes. I t was stated that because
of the high-lift airfoil used,
the
airplane could take
off
in 75
feet. The
top
speed was said to be 80 mph.
The advertised price was 2,200.
A review of the Department of Commerce list
ing of Licensed
and
Identified airplanes
in
Michigan
for the years 1930, 1931,
and
1932 shows
ten
Flying
Dutchman ID
numbers,
with Serial
Number
21 the
highest number. All were shown
as
owned by the
Sze
kely Aircraft
and
Engine Company. Two were listed
as
manufactured in 1928
and
the remainder
in
1929. It's
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tained, although an Approved Type Certificate ATC)
uncertain how
many
were actually built or if any were
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duced. These were similar
to
the previous 3-cylinder
and 5-cylinder
engines
except that they were of the
L-head design instead of the overhead valve type. The
new 3-cylinder SR-3L developed 30 hp instead of 40
and was only a
few
pounds lighter than
the
older
SR-3.
The only advantage seemed to be that
the
outside diam
eter was reduced from 36 to 30 inches. The SR-3L was
granted Approved Type Certificate No. 53 in May 1930.
-
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For me, one of the
most
impor
tant phases of a flight comes after
the engine
has
been shut
down
and
the
airplane rolled
back
into
the
hangar. It 's
that phase when
I
debrief
myself
on
the
job I
have
done as
a pilot during
the
flight just
completed.
When
necessary, I tend
to
be harsh
on
myself,
but by
be
ing harsh I help myself continually
learn and improve
as
a pilot.
However, when the flight ends
in the disaster
of crashing
into
trees
upon
takeoff
,
and
my
pas
Y DOUG STE RT
Lesson
Learned
I have
done
differently
to
avert this
disaster? Why
didn
' t I abort
the
takeoff the instant the
thought
oc
curred
to
me? Why
had I contin
ued
and
lifted off as soon as
we
reached
rotation
speed?
What
was
I thinking?
But as I made these
computations . I
degrees below typical temperatures
when
operating
Rap
(rich of peak),
that I was burning
about
1-1/2 gal
lons less fuel
per
hour, and, best of
all, that the engine was purring and
really seemed
to
like it.) In light
of
those previous
thoughts,
it never
entered
my mind that that very
same engine
might
have decided to
head
south.
Perhaps you can see
how
I was
lulled into a sense of
complacency
by those facts, as I
viewed
them.
The engine
had
appeared to be run
-
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the end
of
the
runway.
As
he headed down
the
runway, he
realized all was
not as
it should be.
I already
sense something
is
wrong,
he
wrote. We are halfway
down
the
runway
and
have
only
achieved sixty miles
an hour.... Ap-
preciation
through habit
is nearly
instantaneous, but understand-
ing is not.
What
the
hell
is wrong
now? ...
Yet
all
is apparently in
or
der. These are
the moments
of
truth
in a
pilot s
life when he must de
cide within
seconds
whether
he
should
abandon
take-off and
jump
the
brakes, or fully commit his air
plane to
flight. There is still room
for choice.
Mr.
Gann
made the same choice
I did. He decided
to
commit
to
flying.
The similarities
don t end
there.
As he broke
ground and
lumbered out of ground effect,
he realized
that
he
wouldn t
clear
the Taj Mahal unless
he took
some
nonstandard
action.
And just as I
did, in order to
clear
the first set
of trees in my path, he deployed
more
flaps, which ballooned
him
over the Taj, just narrowly missing
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curling at the tip of one blade, giv
ing some indication that the en
gine stopped as
soon
as the
prop
hit the first branch, which is evi
dence
that
the engine was
not
mak
ing any power at
all, so
to
speak,
when we hit the trees. Nonetheless,
I still
have not received a solution
from
the NTSB
Whereas
the NTSB is
slow in com
ing up with an answer
to
help me
solve
the
riddle of
what went
wrong,
the FAA
helped
me out
, albeit indi
rectly,
when
I received a certified let
ter from
them informing me
that I
would have
to
take a recertification
checkride (the infamous 709) to
the
Commercial Pilot Practical Test Stan
dards on performance and limita
tions;
and short
field take-off
with
maximum performance climb.
In
preparing
for
the
oral por
tion
of
th ride,
I pored over
the
performance tables, coming
up
with
the performance
I
should
have
had
on the day of
the crash.
Even with
a
fudge
factor added
that
took into consideration that
the airframe
was
more than 30
years old,
with
draggy
worn-out
It's a mistake I have made, not
only as a pilot, but also as an in
structor. And it is a
mistake
that I
see
many other instructors
make
as well. When so many
of
us
teach
short-field
takeoffs
and
maxi
mum-performance
climbs,
the
big
emphasis always seems to be on
clearing the obstacle.
We
all
know
the
drill
of
the short-field takeoff.
Get
as
much
runway as possible;
hold the brakes as
you
apply full
power; assuring full power, release
the
brakes, allowing
the
stick
to
float as you
accelerate;
lift
off
at
the proper rotation speed;
and
accelerate to V
x
(best
angle climb
speed)
until
clear
of
the obstacle.
Everything we do in
the
short-field
takeoff
is
predicated on clearing
the
obstacle,
but
therein lies the mistake.
When one
uses
the performance
charts for
the
airplane,
the
first figure
that
one
obtains
as the planning
for
the
takeoff
is
done
is the
ground roll.
Yet how often do
we skip over that
number and
move on
to
find out if
we will have sufficient distance from
the
obstacle to clear it?
Had I
done the actual planning
have
been
aided and abetted in the
decision by sound fact
rather
than
by a subjective guess.
So although I still don't have
a complete
answer
to
what hap
pened,
and
I
might
have
to
wait
quite
some
time
before
the
NTSB
comes up with
its
probable
cause,
hopefully
discovering
why
the
engine stopped making
power,
I
have learned
a very
valuable
les
son: Even when
you
are
intimately
familiar
with your airplane and
its
performance, you
shouldn't
get
complacent about
doing
the
re
quired planning.
And when
you do
that planning,
consider absolutely
all
of
the elements, not just the end
result.
Otherwise you
might not
be as lucky as I was,
and
instead
of
looking
down
at
the
daisies, you
could
be
looking
up
at
them.
Also remember that regardless of
how many
hours
you have in
your
logbook,
the
learning
never ends.
I
learned
a very valuable lesson in
this episode of my
flying
career.
May you not have
to
learn in
such
a dramatic way. May you be blessed
with
blue skies
and
tail winds while
-
8/20/2019 Vintage Airplane - Feb 2009
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BY
ROB
E
RT
G LOCK
Aging Aircraft Issues
In this continuation of last
month s article, we will discuss
some
more
of
the
problems facing
II Aging Aircraft." Notice I said
som
of the
problems. Trying
to
list ev-
erything
would take
more
space
than
is
available,
so I will
cover
what I believe are some of the most
important issues, keeping
in
mind
that
some of
the
airplanes
we are
dealing with were manufactured
70 or more years ago when aircraft
design and
construction
were
in
P
ar
t 2
tud
inal sp
li
t
s Shakes and checks
are likely found on spar ends at the
attach
fittings. They are caused
by
moisture
entering the
wood grain,
causing
the
wood
to
swell
and
The expertise
in
keeping our
aging
fleet
ahworthy
the
top
of the spar, usually out
board of the strut point . Compres-
sion
failures are
characterized by
a "jagged"
line
across
woodgrain.
The grain actually
fails
with the
application
of very heavy
bending
load
upward
This
area is
hard to
see because, unless
one
installs in-
spection openings,
there
are no in-
spection openings
on the
top
of a
wing surface.
Delamination in laminated
structure:
Glue failure
along the
-
8/20/2019 Vintage Airplane - Feb 2009
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rapid pace. Shine
a
bright light
from inside of
the
fabric
and
check
if the light
penetrates to
the out
side surface.
I f
it does, then
more
UV
protection material should
be sprayed
on
the
surface. It's re
ally best
to
make this check before
painting
the
topcoat
on fabric sur
faces. Usually,
if the
manufactur
er 's
instructions
for covering are
followed and spray-gun technique
is
good,
enough material will
be
sprayed
. However ,
if
spray-gun
techniques
are
poor,
there
could
very well be insufficient
material
to block the sun's rays.
Aging Fabric:
AC43.13-1B
states
that
aircraft
fabric can de
teriorate to
56 pounds
per inch
pull strength .
Originally
this was
70
percent of
new strength for
grade A
cotton
fabric (80
pounds
per
inch new
x .70
=
56
pounds).
The 56
pounds
per
inch is
for air
craft
with wing loading in
excess
of
9
pounds per square foot
and
V
NE
(velocity
never
exceed) of 160
mph
or greater. This requirement
is for
any
fabric-covered aircraft,
no
matter what
type of fabric was
ric repairs
, so
you
may
be able
to field test using a
Maule
Fabric
Tester. This
test
will give
approxi
mate
strength
of the
fabric. How
ever, let me point out that the old
Seyboth tool
was
calibrated
only
for grade A fabric
with about
eight
coats of dope.
The more
filler ma
terial used, the
more
error
there
is
in
determining the
actual
fabric
strength.
If you're in doubt,
have it
pull tested by a
laboratory
for pre
cise
strength
measurements.
Finally,
let
me
address
a
prob
lem that is difficult
to
detect-con
trol
cable fraying. Recently I
have
found two
cable
problems in air
craft I maintain. First,
let me
give
a short description of the problem.
Control
cable fraying
can
occur
where
the
cable rides
on
a
pulley
or
through
a fair-lead. To inspect,
one must
move
the control
surface
to
full
deflection
and then
run
a
shop cloth
over
the
cable.
I f there
are
broken
wires,
the
rag will snag.
I
detected
a
frayed aileron
ca
ble where
it
traveled through
a
fair-lead in
the
lower wing. And
just
recently, another fraying
7-149
and
figure 7-16.
Ther
e are a
lot
of
good
data
here on
cable in
spection techniques.
Since we operate two New Stan
dard D-25
and two Boeing
Stear
man ships,
I
have developed
"critical area of
inspection"
guides
for
both
aircraft types. Whenever a
problem occurs more
than
once, it
is logged and the inspection check
list is modified
to
reflect these con
cerns.
Inspection guidance
is a
most
important
issue
with aging
aircraft. Here,
the
type
clubs offer
both owners
and
mechanics this
type
of gUidance. I f you
are not
involved
with
a type club ,
think
about joining.
The expertise in
keeping our
aging
fleet airworthy
no longer resides in the FAA-it re
sides in the type clubs . Continual
vigilance
is
much better
than
re
ceiving
an
Airworthiness Directive
from
the
feds.
........
GET CONNECTED ...
-
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BY
H.G. FRAUTSCHY
THIS MONTH'S MYSTERY PLANE COMES TO US VIA
V
MEMBER/EDITORIAL VOLUNTEER WESLEY SMITH.
Send your answer to E , Vintage
Airplane
P.O. Box 3086, Oshkosh
WI 54903-3086. Your answer needs
to be in
no
later than March 15 for
inclusion in the May 2009 issue of
Vintage Airplane
You can also send your response
via e-mail. Send your answer to y -
teryplane@eaa org Be sure to include
your name plus your city and state
in the body of your note and put
(Month) Mystery Plane in the sub
ject line.
mailto:[email protected]:[email protected]:[email protected]:[email protected]
-
8/20/2019 Vintage Airplane - Feb 2009
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The Sikorsky UN-4 monoplane conversion was built to improve the safety and performance as-
pects of the venerable Curtiss Jenny and similar biplanes of
that
era.
O
ur two
shots of the
Fowler variable-area in
viation
by Frank Delear, 20 sets
of the new G S 1
wing
modification of
the
Curtiss Jenny wings were sold.
reminded us that a few other designers
In that same time
frame , Sikorsky and
Gluhareff
had built improved
wings for
the
WWI also collaborated
on
a
monoplane
version of the Jenny
era trainer. With so
many
Jennys surplused out of the
modification.
The
UN-4, designed in late 1926/early
military
, it's
not surprising
the aircraft was chosen
1927,
had
a graceful
strut-braced
parasol
wing that
for modification. Buy one cheap, replace the
engine
spanned 43 feet, within a foot of the original span of
or wings, and a new, more capable airplane could be the Jenny's upper wing. The wing was braced with two
had.
For most of the
modifications,
only
one
thing
parallel struts and a set of jury struts that picked up
prevented them: the cost. A
Jenny
was so inexpensive ,_ _ _
to buy in the early 1920s that
any
additional cost was
tough to justify. Buy it, use it
up in
your flying circus,
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8/20/2019 Vintage Airplane - Feb 2009
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UN 4
r--·
-
8/20/2019 Vintage Airplane - Feb 2009
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CALL
FOR VAA HALL
OF FAME NOMINATIONS
Nommate your favonte aVIator for the
EAA
Vmtage Aircraft ASSoCIatIOn
Hall of Fame. A huge 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, that mechanic, that
photographer, that pilot who has shared innumerable tips with you
and
with
many
others. They could be the next
VAA
Hall of Fame inductees but
only if they are nominated.
The person you nominate can be a citizen of any country and may be
living or deceased, and his or her involvement in vintage aviation must have
occurred between 1950 and the present day. His or her contribution could
be in the areas of flying; design; mechanical or aerodynamic developments;
administration; writing; some other vital, 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, and preference
is
given
to those whose actions have contributed to the
VAA
in some way, perhaps
as a volunteer; 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.
• Write those contributions in
the
various categories of
the
form.
• Write a simple letter highlighting these attributes and
contributions. Make
copies of newspaper or magazine articles that may substantiate your view.
• If you can, have another person complete a form or write a letter about this
person, confirming why the person is a good candidate for induction.
• Mail the form to:
VAA Hall of Fame
Charlie Harris
M
Calendar
of
Aviation vents
Is
Now Online
EAA 's
onli
neCalend
ar of Events
is he 'g
o to
spot
on
the
Web
to
list
and find
aviat
ion
eve
n
ts
iny
our
area. The user·fri
endly
, searchable fo rmat
ma kes
it
the
perfect
web-based tool for planning
your local trips
to
a fly
in.
In EAA's
on
line Calendar
of
Events, y
ou
can
search for events at a
ny
g
ven
time wthin acertain
radius
of
any airport by
ente
ring
the
identifier
ora
ZIP code, and you can further
define
your search
to
look
for
just the types
of
events
you
'd ike
to
attend.
We
in
vite
you
o access
the EAA
online
Calendar
of
Events
at tt ://www eaa orgjca/endarj
Upcoming
ajor
Fly Ins
Aero Frledrlchshafen
Messe Friedrichshafen, Friedrichshafen, Germany
April 2-5,
2009
www.Aero Friedrichshafen.com/htm/jen
Sun 'n Fun Fly-In
at
Lakeland
Lakeland Linder Regional Airport LAL)
Lakeland, Florida
April
21
-26,
2009
www.Sun N Fun.org
Golden
West
Regional
F1y·ln
Yuba County Airport MYV)
Marysville, California
June 12-14,
2009
www.GoldenWestFlyln.org
Virginia Regional Festival
of
Flight
Suffolk Executive Airport
SFQ)
http://www.eaa.orgjca/endarjhttp://www.eaa.orgjca/endarjhttp://www.eaa.orgjca/endarjhttp://www.eaa.orgjca/endarjhttp://www.aero-friedrichshafen.com/htm/jenhttp:///reader/full/www.Sun-N-Fun.orghttp:///reader/full/www.GoldenWestFlyln.orghttp://www.eaa.orgjca/endarjhttp://www.aero-friedrichshafen.com/htm/jenhttp:///reader/full/www.Sun-N-Fun.orghttp:///reader/full/www.GoldenWestFlyln.org
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The Bet
And a little bit of wint r preflight wisdom
As bets go, the money at stake
was not that
much.
But we both
agreed that i t was the principle of
the
thing
that
was
important
so
we
took the bet. After all,
we
could
not let those guys
think
we were a
couple of wimps.
Winter in Alaska
is
long. Even in
Anchorage which lies in south-
central
Alaska,
winter
is
long. Snow
fall
starts in late October and gathers
BY IRVEN
F
PALMER JR.
board. On many of these trips we of-
ten camped out in the wilderness in
subfreezing weather. On some occa
sions there was a lodge close
by,
and
we
could rent a cabin or room. But
if we were in a really remote area,
which we usually were, we would
pitch our tent and rough it.
Tolsona Lake is
approximately
170 highway miles
north of
An
chorage, which works
out
to about
one hour and 30 minutes of flying
time. The lake
is
situated near the
Glenn Highway and contains some
fine-eating
burbot
a
kind of fresh
water cod) .
Bill
and
I
made
plans
on
Friday
to fly up there
Saturday morning
go ice fishing, stay overnight,
and
fly home to Anchorage
on Sun
day.
We
were up and raring
to
go
on
Saturday morning in the
near
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37/44
Irven Palmer s
pr
e-heating system. The homemade shroud around
the
little Coleman stove shields
the
burner
from the wind.
t
can
be
rotated
to
change the opening where
it
attaches
to the
reducer. The entire outfit
weights only
fi
ve pounds, and even includes a spare fuel bottle. The background of
the
photograph is a visual
signal device he carries as part of his survival gear. Its made of bright International
r
ange nylon.
dark.
I t
was
mid-December, and
there
were
only about
five
and
a
of snow on the
covers,
you
will
have moisture inside
the
airplane
plane with
our
fishing gear
and
sur
vival kit, sleeping bags, tent,
camp
-
8/20/2019 Vintage Airplane - Feb 2009
38/44
the
engine preheated
after
about
3S minutes,
I called flight service
and
filed our
flight plan.
We de
parted
, and I
essentially
followed
the Glenn
Highway north
and
east
up
past
the
Matanuska Glacier
and
on through
the Tahneta Pass. After
an hour and
30 minutes, we landed
on Talsona Lake,
elevation 2,000
feet. I
taxied next
to a small tree
and
brush-covered island,
shut
down, inserted ice
pitons
into the
lake ice,
and
tied
the plane down
.
Out
came
the
airplane covers,
and
we covered
up the
entire plane.
We got
out
our fishing equip
ment,
collapsible chairs,
catalytic
heater,
and
ice drill
and
drilled some
holes. The ice was 24 inches thick,
as i t
had been
freezing
up
here in
interior Alaska for
at
least two and
a
half months.
We were dressed
in
our insulated
pants,
parkas,
shoe
pack
boots, multilayered under
clothes, gloves,
hats
, etc., so we
were still comfortable even though
the airplane temperature gauge read
2S below zero. It is always colder
in
the interior of Alaska than down
near
Cook
Inlet
,
the
large
body
of
there, it started to get dark, and as
we
occasionally
dipped ice
scum
out
of
our
fishing
holes,
we
no
ticed
that
over at
the
Tolsona
Lodge there seemed to be
a
lot
of arriving
traffic,
both
cars
and
snow machines
.
Bill said, What say we go
over
there
and
see what's going on?"
So
we
removed
our
lines and stowed
our gear next to the
airplane and
walked over
to
the
lodge.
Taking
barstools
at the bar, we
ordered
a
couple of brews
and
asked
the
bar
tender what
was happening.
He said, "We saw
you
guys
land
out
there earlier a few hours ago, so
how
are you doing?"
We told
him
we
both had
a cou
ple of nice fish.
I asked him, "Where did all these
people come from?"
He said, You guys are
in
luck."
Why
's that?" we queried.
He said, "The Indian folks over at
Copper Center are having their annual
bison barbeque
feed
here tonight, and
all the lodge guests are invited."
Bill, my
copilot and
fishing
buddy,
told
him
that
we
planned
Why Bill
said that, I
didn't
know.
It
was a surprise to me Back
in
An
chorage,
I had
just assumed
that,
like
we
had
done
previously,
we
would rent a
room
at
the
lodge.
Some
guy
said, "You
mean you
two are going
to camp out
there by
that island tonight?"
I felt I had to back up Bill, so I
said,
Yep,
that 's the plan."
Another fellow piped up
and
ex
claimed, "I don't believe it "
"We
do
winter camping a lo t, "
replied Bill.
A
third
guy yells ou t, "I
bet
each
of you 20 bucks
that
you
don't
camp
out
there
on
that ice all night."
What
could we do?
We said
in
unison, "We ' ll
take
that bet."
We
all had a great bison dinner,
a
couple more beers,
and
played
some
pool.
Our bettor
was
staying
at the
lodge, so we
would
see him
in
the morning.
Bill and I left and
went out
to
the plane,
got
out the
tent,
and
pitched it on
top
of a plas
tic tarp
on
the ice. We laid out
our
foam sleeping pads
under our down
sleeping bags
and
crawled in.
-
8/20/2019 Vintage Airplane - Feb 2009
39/44
Someth ing
to buy,
se l l or t rade?
Classified Word Ads: 5.50 per
10
words,
180
words maximum, with boldface lead-in
on
first line.
Classifi
ed
Display
Ads
:
One
column wide
(2.167 inches)
by
1, 2, or 3 inches high at
20 per inch. Black and wh ite 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
-
6845)
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
EM.
Address advertising correspondencae to EM
Publications Classified Ad Manager, P.O. Box
3086, Oshkosh, WI 54903-3086.
alte
8to ClJ.
o
tlte
1929 - 1949
(/fa.tlona.' cfil C
OUz.cefj
only
comprehensive
V Story
of the National
Air
Races
available
today
Aviation fans will
enjoy the year-by-year storytelling
about
the airplanes, and
the
pilots who flew
them Ro se Dorcey , EA A Sport
. .a pos itive
addition
to the
aviation historian s
video collection
.
Je rri Bergen , American Avia t
io
n
Hi
stori cal S ociety
I highly
recommend
this
interesting
video.
Tim
Sa
vage. Warbi ,d
Di
gest
-
8/20/2019 Vintage Airplane - Feb 2009
40/44
Child's Hat, Scarf
&
Mittens
Chase the chill away from your little
bundle of oy with this three piece
set
of comfy
fleece
hat,
scarf and
mittens.
5.95
V09915 Black
V15402
Cobalt
Blue
V15404 Navy
. i 8 . 9 ~
OW
$29.95
Ladies
Quilted
Vest
This
vest
keeps
you
warm
while looking
stylish
.
Studded
with
stones
that
sparkle
around
collar,
pockets,
logo
and
down left
side
shoulder.
Limited quantities. Size Is a
ladles
medium.
-
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Vl16
Plan
your
days,
weeks, and year
with
this
classy
organizer. Black
vinyl, with V logo lasered on
a
flap
of the portfolio.
Room for
your cell phone plus a couple of
handy extra side pockets. Includes
calculator with ruled side. Tabbed
dividers
for
Communication,
Projects, Expenses, Goals,
and
Contacts directory.
Leather riefcase
ontinued from I e
on
board
a B-17
bomber.
Well, as
you
can
imagine, this
turned into
a
you show me
yours and I'll
show
you mine
sort
of
an
arrangement,
and the
B-17
crew
was
treated
to an amazing tour
of
the space
shuttle Endeavour
We
arrived
early in the evening,
and as
luck
would have
it,
the decontamina
tion fence was
being taken down.
This, of
course, led to
a
close-up
tour.
We were
actually
walking
around on
the catwalk
surround
ing the shuttle,
and we were
even
allowed to poke
our
heads
inside
the
ship. What a treat These guys
spent
a
couple
of
hours with
us as
we looked
this amazing
spacecraft
over.
They
were very
friendly and
tolerated
all of our
dumb
ques
tions. You could
easily sense the
immense pride this ground
crew
had
in
what they
were
doing for
the space
program. A number
of
these individuals shared
with
astronauts,
and
I'm certain
you
would
enjoy watching him speak
at
the Wright Brothers Memorial
Banquet. Go to http://EAA org/
news/200B/200B 12 1B_borman.asp.
EAA
also
has
a
wonderful
Timeless
Voices
interview of
him online
at
www.EAA.org/video/timelessvoices.
html?videold=5474347001
This,
too,
is a
must-see video
of
his
many experiences
in a life full
of
opportunity
and
challenges.
Following his
retirement as
CEO
of
Eastern
Airlines, Col.
Borman
moved
to Las
Cruces, New
Mex
ico, and began restoring vintage
and
warbird airplanes,
several
of
which he
has flown
to
Oshkosh.
Over the years
his company
has
restored 17 aircraft.
Last on my list for
this
month's
column is a heartfelt thanks
from
your
board of directors to
those
of
you
who have
chosen to
us
mem
http:///reader/full/http://EAA.orghttp://www.eaa.org/video/timelessvoiceshttp:///reader/full/http://EAA.orghttp://www.eaa.org/video/timelessvoices
-
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VINTAGE
AIRCRAFT
ASSOCIATION
OFFICERS
Presi
dent
Vice-Pres ident
Geoff Robison George
Daubne
r
152 1
E.
MacGreg
or Dr.
2448 Lough Lane
New Have n, IN 46774 Har
t
ford,
W I 53
02
7
260
·493-4724 2
62
-673-5885
cizief7025@nol .
com
gda ubn
er@eaa
.org
Secretary
Treasurer
Steve Nesse
Cha rl
es
W.
Ha
rris
2009 H ighl and Ave. 72 I 5 Eas t 46
th
St.
Al
bert
Lea, MN 56007 Tulsa,
OK
74147
507-373-1674 9 I 8-622-8400
cwh@hvs u.com
DIRECTORS
Steve Bender
85 Brush Hi ll Road
Sh
erborn,
MA
0 1770
508-653-7557
ss
David Bennett
375 Killdeer Ct
Li ncoln, CA 95648
9 16-645-8370
ant
John Berendt
7645 Ec ho Point Rd.
Ca
nnon Fa ll
s,
MN 55009
S07 ·263 ·24 14
Jerry Br
own
4605 Hicko ry
Wood
Row
Greenwood, IN
46 14
3
3 17-422-
9366
IbroWIl4906@aoi .col1l
Dave Clark
635
Ves
tal La ne
Plai
nfie
ld, IN 46168
3 17-839·4500
davecpd@att."et
Da le
A.
Gustafson
7724 S
had
y
Hills
Dr.
I
ndia
napo
i
s,
IN
46278
3 17 -293-4430
Jeann ie
Hill
P.O . B
ox 328
Harvard, IL 60033-0328
815-943-7205
Esp ie " Butch " j oyce
704 N. R
egiona
l Rd.
Greensboro, NC 27409
336-668-3650
Dan Knutson
106 Tena Ma rie C ircle
Lod
i , WI 53S55
608-592-7224
Steve Krog
1002 Hea
th
er Ln.
Har tf
ord, W I
530
27
262-966-7627
ss
k
rog@aoi co
m
e m b e r s h i ~
Services
Directory
ENJOY THE
MANY
BENEFITS
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EAA
AND
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ASSOCIATION
E
AA
Aviation
Cent
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WI 54903-3086
Phone (920) 426-4800 Fax (920) 426-4873
Web Sites: www.villtJ1geaircra(t
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-
8/20/2019 Vintage Airplane - Feb 2009
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Drive
one.
Drive
Green.
Fusion:
It
has
the
stuff
you
want.
The MPGs. The technology.
The
performance.
-
8/20/2019 Vintage Airplane - Feb 2009
44/44
J.A.
D. MCCURDY AEA SILVER DART
FIRST CONTROLLED
POWERED FLIGHT
IN
CANADA
FEBRUARY 2 3 1 : 9 0 9