Va vol 41 no 6 nov dec 2013

NOVEMBER/DECEMBER 2013

•Honoring PHP•AirVenture Photos•Vin Fiz Part 2

MonosportHistoric Restoration

EAA Publisher . . . . . . . . .Jack J . Pelton, . . . . . . . . . . . . . . . . . . . . . . .Chairman of the Board

Editor-in-Chief . . . . . . . J . Mac McClellan

Editor . . . . . . . . . . . . . Jim Busha . . . . . . . . . . . . . . . . . [email protected]

VAA Executive Administrator Max Platts920-426-6110 . . . . . . . . . [email protected]

Advertising Director . . . . . Katrina Bradshaw202-577-9292 . . . . . . . . . [email protected]

Advertising Manager . . . . Sue Anderson920-426-6127 . . . . . . . . . [email protected]

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

VAA, PO Box 3086, Oshkosh, WI 54903

Website: www.VintageAircraft.org

Email: [email protected]

www.VintageAircraft.org 1

The Privilege of Partnership EAA members are eligible for special pricing on Ford Motor Company vehicles through Ford’s 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.

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EAA_Divisional_Nov_FocusST_Ad.indd 1 9/6/13 8:52 AM

Where has my summer gone? Is it really fall already? Do I re-ally have anything to complain about when it comes to the weather this past summer? Well, we did have a few very warm days in the spring, but that is easily addressed with a nice long Harley ride through the country-side. But other than that we have had some fantastic weather here in the Midwest. In all my years of attending AirVenture Oshkosh I cannot re-member a better weather week. It was as close to perfect as one can get.

Oshkosh 2013My post Oshkosh debrief this year was as positive as I have ever had

the pleasure to submit. There were many highlights to this year’s events in the Vintage area of operations. I have been saying out loud to many of our members, “This was the best event I have had the pleasure of be-ing involved with in my 30-plus years of volunteering at Oshkosh.” The Round Engine Rodeo was an outstanding venue for the VAA. Again, we were blessed with the best possible weather conditions we could ever hope for, and I strongly suspect that this proved to be a large factor in the strong number of aircraft that we had the pleasure of hosting at Oshkosh this year. I am continuously impressed with the owners and operators of these very special vintage aircraft who make the effort and investment to bring their flying machines to Oshkosh. Many of them actually travel to Oshkosh each and every year to attend The World’s Greatest Aviation Cel-ebration we all know as Oshkosh. Another huge part of the success of this year’s event is certainly a tribute to our VAA volunteers. Again, we experi-enced well more than 500 volunteers that came to Oshkosh to volunteer directly with the VAA organization. You have heard me say many times before, “This thing doesn’t happen without our volunteers.” We would never be able to experience such a safe and successful event without these hundreds of individuals who travel here each year, and oftentimes they spend their entire vacation with us at AirVenture. So, to all of the vintage aircraft owners/operators, the volunteers, the staff at EAA, and the Vintage Aircraft Association board of directors, my humble thanks to each of you for making this event the premier event that we enjoyed this year. We hope to see you at Oshkosh 2014!

A Tribute to Those Gone West I was personally overwhelmed and saddened by the news of our found-

Straight & Level Vintage AirplaneSTAFF

Reflection on asummer’s activities

GEOFF ROBISONVAA PRESIDENT, EAA 268346, VAA 12606

continued on page 63

VINTAGE AIRCRAFT ASSOCIATIONCurrent EAA members may join the Vin-

tage 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 MEMBERSHIPSPlease 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.

Member ServicesPO Box 3086

Oshkosh, WI 54903-3086 Monday–Friday, 8:00 AM—6:00 PM CST

Join/Renew 800-564-6322 [email protected]

EAA AirVenture Oshkoshwww.airventure.org

888-322-4636

TM

2 NOVEMBER/DECEMBER 2013 www.VintageAircraft.org 3

C O N T E N T S

C O V E R S

Vol. 41, No. 6 2013

FRONT COVER: The 1929 Monosport Model 2 owned by the Historic Aircraft Restoration Museum displays itself in front of the VAA Red Barn. Photo by Phil High.BACK COVER: Displaying his wonderful sense of humor, Paul Poberezny hams it up for the camera during a membership drive campaign.

For missing or replacement magazines, or any other membership-related ques-tions, please call EAA Member Services at 800-JOIN-EAA (564-6322).

ANY COMMENTS?Send your thoughts to theVintage Editor at: [email protected]

8VAA 2013 Hall of Fame InducteeSusan DusenburyJim Busha

16Paul Howard PobereznyAn amazingly accomplished life . . .beautifully livedCharles W . Harris

NOVEMBER/DECEMBER

@VintageEAA facebook.com/EAAVintage

COLUMNS1 Straight and Level Reflections on a summer’sactivities Geoff Robison

4 Air Mail

5 Thank You, Friends of the Red Barn

6 Gone West

12 How to? Inspect and test aircraft fabric Robert G. Lock

15 Ask the AME New medications for atrial fibrillation John Patterson, M.D., AME

61 New Members

64 Classified Ads

Don’t worry—your favorites like Vintage Instructor, Good Old Days and the Vintage Mechanic haven’t gone away. We had to make room for the AirVenture coverage! Look for all your favorites to be back in the next issue of Vintage Airplane.

22Sole SurvivorHistoric Aircraft RestorationMuseum’s 1929 Monosport Model 2Budd Davisson

30AirVenture 2013 Pictorial

42Walking the LineSparky’s 2013 AirVenture NotebookSparky Barnes Sargent

54Coast to Coast With the Vin FizPart 2The 84-day odyssey of Cal RodgersMark Carlson

PHOTO DAVID K . WITTY


Air Mail

Helio Super Courier and Piper Super Cub 1

Hello Jim,Just read your article on Aaron’s Helio Super Cou-

rier N4157D No. 509 which was built in March of that year. The early 395s had a gross weight of 3,000 pounds and were never a favorite of the contraband smuggling crowd due to their slow cruise and less than 1,000 pound payload. The H-395 was the choice of special ops for Air America with persistence from Maj. Heinie Aderholt who convinced the Air Force to purchase them for use in Laos as early as 1960. They flew routinely from “Lima” sites: downhill, uphill, and sometimes off curved paths.

The airplane Aaron had was the only Helio with no damage history and the reason he bought it. It is pow-ered with the Lycoming “geared” GO-480-G1D6 (295 hp), and that lasts only four minutes; all other opera-tions are at 280 hp due to the planetary-gear-driven slow-turning three-blade Hartzell of 96 inches. With only 60 gallons of avgas you get an endurance of under four hours at 130 knots on a good day.

Aaron has since sold that airplane to a group in Russia, as he needed something with more payload and speed. N4157D was sold last November 25, 2012. For an airplane of this vintage, it was very well-

maintained, and I flew it in 1979 for some 42.5 hoursVery nice write-up, Jim.Stephen RubyHelio Aircraft Owners NetworkOshkosh, Wisconsin

Jim,Just thought I would drop you a line and a quick story.

I was looking through the September/October Vin-tage Airplane, and I came across this article of S/N No. 1 Super Cub.

My dad, Kip Mone, says old man Piper called him (Kip Mone) and understood he ferried airplanes, among other things. My dad said yes. So he and a friend raced to pick up the plane and fly it to Florida so it could do some “tests.” The tests were takeoff distance, service ceiling, and so on. It turns out it was the Piper Super Cub. If I recall, Carole Bailey did some of the flying. She was a friend of my dad’s.

They landed in a street, and a girl came out with orange juice. After all it was Florida. . . The highway patrolman closed the highway so they could take off and continue the flight.

My dad did a lot of air racing in Cleveland, air shows, and other show flying. Many stories. He is now 90 and living alone in the mountains at the end of a dirt runway.

We are restoring the last Garland Lincoln Nieuport 28 (N12237, www.GarlandLincoln.com).

Brent Mone

Diamond Plus LevelCharlie HarrisRobert “Bob” LumleyEarl NicholasWes SchmidRon TarrsonVAA Chapter 10, Tulsa, Oklahoma

Diamond LevelJonathan and Ronald ApfelbaumRaymond Bottom Jr.Jerry and Linda BrownA.J. HugoArthur H. Kudner Jr.Richard and Sue PackerBen Scott

Gold LevelRon ApfelbaumJohn CroninDavid Smither

Silver LevelDave and Wanda ClarkAl and Cindy HallettTom and Carolyn HildrethA.J. HugoInternational Cessna 195 ClubJohn KephartMark and MariAnne KolesarLynn LarkinJoseph LeveroneBill and Sarah MarcyLarry NelsonRoger P. RoseDwayne and Sue Trovillion

Bronze Plus LevelBarry HoltzDan and Mary KnutsonDwain PittengerBob and Pat Wagner

Bronze LevelDavid AllenLloyd AustinL. Tom BakerRetired Lt. Col. Hobart BatesCam BlazerLogan BolesGary BrossettThomas BucklesRobert “Rob” BuschGeoffrey ClarkSyd CohenDonald ColemanDoug CombsDan DoddsGeff GalbariArthur GreenTerry GriffinRed & Marilyn HamiltonE.E. “Buck” HilbertPeter Jansen Jr.George JenkinsRich KempfMarc KrierBarry LeslieGerald LiangRuss LuigsThomas H. LymburnKen MercerGene MorrisRoscoe Morton

Steve MoyerPfizer FoundationLynn OswaldSteven and Judith OxmanTim and Liz PoppBob PorterJerry RieszJohn Rothrock Jr.Jeffrey L. ShaferBob Siegfried IIDavid SmithDean StokerAlan ThielCarl and Pat TortorigeThomas VukonichDonald WeaverJan Douglas WolfeDan Wood

Supporter LevelJesse Black IIICharles R. BurtchRolly ClarkCamille CyrBruce DenneyWalter KahnPeter KaralusJohn KoonsJames LockwoodCharles PearcyKeith PlendlC.G. “Dino” VlahakisDuane WethingMichael WilliamsAnonymous

Friends of the Red Barn - 2013Thank you for your generous support!

JIM KOEPNICK RUSS MUNSON

www.VintageAircraft.org 76 NOVEMBER/DECEMBER 2013

by Craig O’Neill

Both the vintage airplane and homebuilding worlds are mourning the passing of Jim Moss, EAA 477508, of Buckley, Washington. As a restorer and re-creator of several rare and amazing aircraft from aviation’s golden age, Jim was an inspirational figure in both aviation communities. He passed away on September 1, 2013, following a long battle with cancer. He was 81 years old.

Born in Elkhart, Indiana, in 1932, Jim focused on athletics in his early years, following the lead of his foot-ball-coach father to play for Indiana University. With the onset of the Korean War, however, Jim enlisted as a na-val aviation cadet and began flight training at Pensacola in 1953. After earning his wings, Jim was commissioned into the Marine Corps, where he flew the AD-1 Sky-raider at bases in Texas and Florida. He also returned to the SNJ as an instructor pilot before completing his en-

listment in 1957—after a brief extension to finish his commitment to the base’s winning basketball team.

Returning to Indiana, Jim completed his studies in business administration and even briefly put the degree to use working for a pharmaceutical company. But the lure of the sky proved too strong to keep him behind a desk, and he took a succession of charter-flying jobs. One such position—a neat confluence of Jim’s interests—was flying for a company the main client of which was the In-diana football coaching staff. But it was a charter for this outfit, culminating in a hair-raising arrival at Chicago’s O’Hare airport in an ice-laden Bonanza, that convinced Jim to circulate his résumé to the major airlines.

Jim spent the rest of his professional career with Northwest Airlines, working his way up through the DC-6 and -7, transitioning with the company into the jet age in the 707 and DC-8, and finally fly-ing wide-bodied DC-10s and 747s.

Jim’s flying activities were never confined to the flight deck, however; a diverse string of airplanes passed through his ownership in the 1960s and ’70s, during which time he discovered a love of and talent for aerobatics. For nearly 20 years, Jim cam-paigned a Ryan STA and later a Great Lakes on the West Coast air show circuit until one day receiving a letter from the president of Northwest Airlines,

requesting that he make an immediate choice between being an airline pilot or an air show pilot. Jim made his choice and retired in 1992 as a captain on Northwest’s international routes.

With his retirement came new opportunities to focus on the type of airplanes and flying Jim enjoyed most. His first restoration was a clipped-wing Taylorcraft, but this was just a gentle warm-up for the projects to follow. In 1997, he unveiled the MG-2, a virtually unknown, one-off 1938 homebuilt that he had not simply restored but creatively re-imagined. The pugnacious red-and-white biplane was a favorite of AirVenture attendees and judges alike, earning Jim an Antique Custom-Built Champion trophy.

A short (as these projects go) five years later, Jim was back with an even more impressive achievement, a faith-

ful scratchbuilt replica of the 1931 Laird Super Solution Thompson Tro-phy pylon racer. Another Champion award was added to Jim’s collection following the Solution’s triumphant appearance at AirVenture 2002.

Sadly, Jim’s last and most ambi-tious creation could not quite be completed before his passing, de-spite more than 10 years of diligent effort by him and a talented team of friends he rallied around the project. This gives an indication of the scale and scope of Jim’s re-creation of the Gee Bee Q.E.D., a massive two-seat behemoth built in 1934 to be flown by Jacqueline Cochran in the Mac-Robertson Trophy Race from Lon-don to Melbourne, Australia. Those who have seen Jim’s replica, which completed successful taxi tests just weeks prior to his passing, will attest to the fact that this airplane is the ultimate exemplar of his vision, te-nacity, and craftsmanship.

The many friends of Jim who helped him bring the Q.E.D. so close to completion while he was still alive have now pledged to fly the airplane by the time this obituary reaches print and, if all goes well, to share it with the public during the 2014 air show season, most certainly including Air-Venture. All the enthusiastic volun-teers on this team were inspired very directly by Jim Moss’ imagination, love of aviation history and flying, and commitment to excellence. But anyone who ever met Jim or saw one of his creations—and most definitely anyone who sees the Q.E.D.—has also or will have benefitted from a bit of that same inspiration. His achieve-ments are unlikely to be matched, and he will be greatly missed.

Jim is survived by his wife, Judy; his children, Jamine Moss Owen and James Moss; his grandchildren, Camden, Jordan, Colton, Tess, Ella and Charlotte; and his siblings, Wil-liam Moss and Susan Nash.

VAA Director Jeannie C . Hill1952-2013

Jeannie C. Hill (Lehman) passed away on September 1, 2013, after a courageous battle with cancer. She is preceded in death by her beloved husband, Richard (Dick) Hill.

Jeannie was a graduate of the University of Wisconsin, Oshkosh. Along with her late husband, she has restored three award-winning vintage aircraft. Jeannie was a well-known writer and lecturer on aviation and co-authored several books and articles on vintage air-craft. Jeannie has worn many chairmen hats during her 40-plus years of volunteering for EAA. Years ago she started the Pioneer Air-port video interview during the Oshkosh convention that has been adapted by EAA’s Timeless Voices program. For the past many years during the Oshkosh convention she has served as chairman of the Vintage Aircraft Association Headquarters Information, Press/Me-dia, and the Shawano Fly-Out. Jeannie helped establish EAA Chap-ter 1414 at Poplar Grove, Illinois, her home airport. During the Sun ’n Fun convention, Jeannie has been the Air Show Performers chair-man for more than 35 years. In 1977, Jeannie and Dick helped clear the site for the first Sun ’n Fun convention on the south side of the Lakeland airport. That was the year they flew their Bamboo Bomber into Lakeland, Florida. Jeannie was elected to the Vintage Aircraft Association board of directors in 1990. She was also an adviser to Vintage Wings & Wheels Museum.

A celebration of Jeannie’s life will take place within the next few months.

Gone West

James Schafer Moss1932-2013

PHOTOS COURTESY JUDY MOSS

GeeBee QED Replica


Lady FlierIf you had to pick one word to

describe the 2013 VAA Hall of Fame inductee, it would be “crafty.” To some it means cunning, and for others it describes someone who is skillful or clever. Susan Dusen-bury, EAA 55229, of Walnut Grove, North Carolina, happens to be all those things, and on November 14, 2013, she will become the new-est inductee in EAA’s Vintage Air-craft Association Hall of Fame. It was a long and wonderful aviation journey for Susan to earn this well-regarded honor, and it all began when she was 15 years old, much to the disapproval of her mother.

“I got involved in aviation when I was in the 10th grade,” said Su-san. “My father had a friend who owned a Piper Colt, and he let me fly it so I could learn how to fly. I so-loed at 16 years old and earned my private pilot’s license while I was still in high school. I soled pretty quickly at 4.45 hours. My instruc-tor, Harry Weinberg, must have been able to predict the future be-

cause he said, ‘Susan, you need to keep on flying and get all the rat-ings you can, so you can become a professional pilot.’ It had never crossed my mind as a 16-year-old to fly professionally. I just knew I liked to fly. It was amazing at what the power of suggestion can do as I started out on my aviation journey. Unfortunately my mother, who said I was ‘crafty,’ had other ideas.”

Susan clearly remembers her mother telling her that f lying was a great hobby, but “ladies” don’t f ly professionally. The be-ing a lady part was fine in Su-san’s mind, but she knew she just wasn’t going to listen to her mother on the flying part.

“My mother didn’t realize I was even taking flying lessons,” said Susan. “That was until some of my neighbors congratulated me on my accomplishments. So when I came home after a day’s worth of flying and hanging out at the airport, I walked in the door and found my mother at the kitchen table. Her head was buried in her hands and

she was crying and weeping uncon-trollably. My Uncle Fred was there, and he jumped up and gave me a big bear hug, but my mother con-tinued to cry and, in between tears, said, “Ladies don’t fly! When will you ever become a lady?

“I looked at my mother and very calmly stated, ‘I am a lady. I just fly airplanes!’ And 50 years of flying later, with over 22,000 hours in my logbook, I am still a lady and still enjoy flying airplanes, especially the antiques and classics.”

Steppingstones—Earning Her Ratings

Growing up, Susan knew she would need to get a college de-gree if she were going to reach her dream. Susan actually earned two degrees from Francis Marion Col-lege—business administration and accounting. While in college Susan also earned her commercial, multi-engine, instrument, and flight in-structor ratings.

“When I was 18 years old, I be-came a flight instructor and per-

formed these duties while I was in college,” said Susan. “I was flying all the time and loved every minute of it. I was either studying or instructing, and there wasn’t a lot of time for sleep! I just had a hoot teaching the stu-dents. It made me happy to see people enjoying them-selves and following their own dreams, and I was glad I could be a part of their dreams and hopes.

“I caught a lot of breaks along the way from various mentors who believed in me and helped me out by pro-viding airplanes and instruction so I could achieve my dream. Shortly after earning my multiengine rating, I met a guy at the airport, and we talked airplanes for a few minutes and after that he walked away. I didn’t think too much more about it. The very next day he called me and offered me a job flying part-time as a co-pilot. He was trying to help me out because he knew I was just a flat-broke college kid. I ended up flying right seat on Twin Beeches and DC-3s. Every day was dif-ferent—I either had my nose buried in a biology book studying for a test or flight planning my next trip.”

With her logbook entries filling page after page, Su-san also knew that she wanted to immerse herself fur-ther into aviation and tackle the maintenance side of airplanes. After graduating college, Susan enrolled in

a two-year airframe and powerplant (A&P) mechanics course and eventually earned her A&P rating and later added her IA rating as well.

“I developed an early interest in turning wrenches and building airplanes when I was 19 years old and began working on a Baby Great Lakes project. I knew I wanted to build airplanes, and I knew as a female pilot I needed to make myself credible, because back then there weren’t a lot of professional women pilots fly-ing around. I wanted everyone to know I was serious, so I tackled building airplanes—but deep down inside I really liked working with my hands and watching an airplane come together. Remember my mother used to say I was ‘crafty,’ and of course it literally has a few different meanings. I enjoyed the hands-on experi-ence and seeing the results take shape before my eyes.

“I was given some great advice early on in my jour-ney by a mentor who said I needed to join EAA. I had no idea what EAA was, and he told me what it was all about—a bunch of like-minded people who enjoy airplane fellowship. He said the best part is you get a monthly magazine, and it’s well worth the price of the membership. That was back in 1967, and I have been a member ever since.”

by Jim Busha

VAA 2013Hall of FameInductee

Susan Dusenbury

Aeronca 7AC “Champ” in restoration . Susan finished and flew this plane built in her garage .

With her Culver Cadet .

Preparing to fly her one-of-a-kind aerobatic Rogers Gibson Acrocraft .

Building the door for the 1940 Culver Cadet N29288 .


Susan’s flying career continued to accelerate as her corporate jobs took her from the cockpits of small twins all the way to large freight-hauling jets. At one point in her professional pilot career, Susan was fly-

ing a King Air 200 for the then-governor of Virginia, Chuck Robb, before she ended up working for ABX Air (formally Airborne Freight Corporation) and enjoyed 25 years of flying freight with them.

Restoring the Antiques and Classics—High Honors

When not flying freight, Susan has devoted her time by diving deep into her passion—restoring and flying old airplanes. She has owned and restored a variety of projects in her long career including a 7AC Champ, Luscombe 8A, Inland Sport, KR-21, Culver Cadet, J-2 Cub, and Cessna 180. She is currently re-storing a Stinson SR-6 Reliant that she never dreamed of acquiring until some of her mentors convinced her

it was “the airplane she needed.” “ I was out o f pro j e c t s and

needed something else to keep me busy, so I thought about tack-ling a Stinson SM-8A. I started combing the country for one, and one day my friend Mor-ton Lester called and said, ‘You know, Susan, you really don’t want that SM-8A.’ I said, ‘I don’t? I sure thought I did.’ Morton said, ‘No, the airplane you really want is a Stinson SR-6 Reliant, and there’s one for sale in Trade-A-Plane.’

“Of course I had second thoughts because I had no idea what a SR-6 even was. That was until some more antique gurus weighed in including Dolph Over-ton and Jack Cox. Both of these fine Southern gentlemen told me that the SR-6 is, in fact, the air-plane I should have. Listening to my mentors, I bought the project and trailed it back home in a Ryder truck. The SR-6 had been over on its back twice—once when it was six months old in 1935 and then again in 1940. But it was built like a Sherman tank, and it’s in rela-tively great shape. It’s a very large project to work on, but it’s also a lot of fun as well.”

At one time in her life Susan

thought about going the home-built/experimental route. But the sight of an old classic airplane

changed everything. “I am completely amazed at the

craftsmanship and designs, along with the uniqueness of some of these homebuilt airplanes. I love these airplanes, but when I was a student pilot flying out of the Char-lotte airport, I spotted an old clas-sic Cessna, and I thought that was one of the most beautiful airplanes I ever saw. Don’t get me wrong, the homebuilt airplanes are pretty, but it’s the antiques/classics that can’t compare with looks or the history behind these old airplanes. There is also a practical side about own-ing these airplanes, as well. In most

cases you can fly the pants off of them and still get your money back out of them when you go looking

for another one. I can’t say that about the homebuilts, not to mention all the social stuff that goes along with these old airplanes. Because of these old treasures, I have also been blessed to have served for 20 years on the EAA board of di-rectors and am currently presi-dent of EAA Vintage Chapter 3.

“As for the Vintage Hall of Fame honor, I am completely humbled. When I look around at all these aviation guys I ad-mire so much, like Charlie Har-

ris, Jim Younkin, Jack Cox, Steve Pitcairn, and a bunch of others, I stand in awe in their shadows and realize that the only reason I have been bestowed with this honor is because a “crafty girl” just out-worked all these guys! This is one of the greatest honors I have ever had bestowed upon me. I had so many mentors along my journey, and I cannot thank them enough. I wouldn’t be here today without their encouragement and support.”

Congratulations, Susan, on a well-deserved honor for a “Crafty Lady!” We’re sure your mother is very proud of you.

Susan with her friend Cliff Robert-son in Santa Monica, CA .

Susan working on the Stinson SR-6 project installing landing gear .

Preparing to fly Weedhopper . An exhilarating experi-ence that Susan will never forget .

Susan with famed wing walker and friend Jessie Woods .

At home with “Summertime,” Su-san’s dog at her private airport, Dusenbury Field .

Susan with the Travel Air .

Susan landing the Speedwing .

In a DC-9 cockpit when she flew for Airborne Freight, now ABX Air, Inc . Susan retired from ABX Air after nearly 25 years of flying night freight .

the deteriorated strength would be 46 pounds per inch. Therefore, when test-ing fabric, the VNE and wing loading must be known so the correct deterio-rated strength can be determined.

Illustration 1 shows an old fabric tensile test from my original Aeronca Champ. The airplane was covered partly with Grade A cotton fabric and partly with Ceconite synthetic fabric. It was painted white with black and red trim, the black and red not good colors for the older fabric processes.

In order to have a pull test done, one must cut large holes in the top fabric surfaces so that the pull test sample measures 1 inch by 6 inches in size. Most owners will not stand for a mechanic to cut holes in their fabric, so here is where the Maule fabric tester comes in handy. Note that the tester has a slightly rounded blunt end. That is the part that con-tacts the fabric surface. As one pushes down against spring pressure, the ap-proximate tensile strength is read on the scale in pounds per inch. When testing any fabric that must meet the TSO C-15 standard, push down until you read 60 pounds, then stop. For an aircraft that must meet the TSOC-14 standard, push down until you read 50 pounds, then stop.

Fabric should always be tested on the top surfaces in the darkest color because fabric will deteriorate most when painted a dark color and ex-posed to UV radiation from the sun.

The question that always pops up when discussing fabric testing is when to do it. If I know the airplane, I do not test annually, specifically if the aircraft is covered in a synthetic

process. I do, however, place a strong flashlight inside the fabric to check if any light is transmitted through the finish. If I see light, then I will check fabric tensile strength. If there is no sign of light coming through the finish, I check the finish for cracks, and upon finding none I consider the fabric airworthy. If there are cracks in the finish exposing raw fabric weave, I notify the owner that something must be done to repair those cracks. Some-times cracks are bad enough that the entire aircraft must be re-covered.

Ray Stits did some very interest-ing experiments; the results can be had by looking in the back of the Poly-Fiber Procedure Manual. If you have never read this data, it’s worth the time to gain knowledge of fabric deterioration. Grade A and Dacron fabric when exposed to ultraviolet light from the sun deteriorates in an alarming rate, thus if cracks expose fabric weave, I consider that as the weakest point of the covering and judge its airworthiness accordingly.

The Maule tester is available com-mercially but is not cheap. However, it is the only method available to field test aircraft fabric covering for airworthiness.

Testing of aircraft fabric dates back to the Grade A TSO C-15 and TSO C-14 days, and the standard for these fabrics must be met by even the most modern synthetic fabric processes on the market today. TSO C-15 (Technical Standard Order) is a woven cot-ton fabric that must pull test 80 pounds per inch when new. TSO C-14 fabric was an intermediate grade of cotton fabric specifically designed for light low-powered aircraft—this cloth must pull test 65 pounds per inch when new. The deterioration point for these fabrics is 70 percent of original strength new; therefore, TSO C-15 can deteriorate to 56 pounds per inch, and TSO C-14 can deteriorate to 46 pounds per inch. Those standards are in play when testing any type of fabric covering.

So how is fabric tested? The most accurate test is a pull test done under controlled conditions in a laboratory. The lab report will give the specific pull test strength when the fabric fails. The most widely used is a field test using a Maule fabric tes-ter. If the fabric is still good, the Maule tester will not punch a hole in the fabric. The older tester was called a Seyboth, and it punctured the fabric to give a reading on its colored bands around the tes-

ter. The colors were red, yellow, first, second and third green. The Seyboth tester is most likely not in use anymore as the Maule has replaced it.

Aircraft with wing loadings greater than 7 pounds per square foot and VNE speeds (velocity never exceed) greater than 160 mph are mandated to use fabrics that meet the TSO C-15 standard—therefore the deteriorated condition would be 56 pounds per inch.

Aircraft with wing loadings less than 7 pounds per square foot and VNE speeds less than 160 mph may use the lighter TSO C-14 fabric as a standard, thus

How to?

Inspect and test aircraft fabric

ROBERT G . LOCK


Illustration 1

Illustration 2

Most airmen know that chest pain or angina is a disqualifying condition, because it is a sign of poor blood flow to the muscle of the heart and can lead to “sudden incapacitation” and death. But one of the more common heart conditions is atrial fibrilla-tion, and it’s approved by the FAA through the special issuance process.

Normally the heartbeat is started in the atrium of the heart. Impulses are then transferred to the ventricle in a coordinated fashion that maximizes blood flow through the heart and then to the rest of the body. Atrial fibril-lation is a condition in which the atrium instead of con-tracting actually flutters or fibrillates. Atrial fibrillation may occur as a consequence of aging with hypertension being a major risk factor. It may occur as a result of ischemic heart disease (MI causing tissue death in the region of the origin of the impulse) or valvular heart disease (scarring of the valves in the heart). It may also occur in situations where there is too much or too little thyroid hormone produced. Therefore thyroid functions, an echocardiogram to look at the valves of the heart, and cardiac stress tests or a cardiac cath may be required in the work-up for special issuance.

There are also several other potential problems for the airman. Without the coordinating impulse, the ventricle may race and pump faster (ventricular tachy-cardia) and can overwork the heart. Often medication is required to control the rate of the heart. The second is-sue is that the blood flowing through the heart in atrial fibrillation is turbulent and clots can form in the atrium that can travel to the lung (pulmonary embolism) or to the brain (stroke), both of which are potentially life threatening and can cause “sudden incapacitation.” For this reason most patients are placed on an anticoagu-lant to prevent clots. The most common medication is Coumadin (warfarin). Special issuance with this medica-tion is a hassle to say the least since it requires monthly blood tests, called INR (international normalized ratio), fall between two and three. This blood test measures

how thin the blood is compared to normal blood. So many things can affect and change the INR. Vitamin K is used to reverse the thinning effects of Coumadin. So diet is very important. Green leafy vegetables that are rich in vitamin K can “thicken” the blood. Antibiotics can kill bacteria in the GI tract that produce vitamin K in the body and can therefore “thin” the blood. Many med-ications can interfere with the breakdown (metabolism) of Coumadin and can cause an excess of the medication, again causing the blood to be too thin.

That is why many doctors and patients are excited about some new medications for use in atrial fibrilla-tion. Two medications (Pradaxa and Xarelto) have been approved by the FAA for use with special issuance. The advantage is no INR or blood tests are required. Medi-cations and diet don’t affect the thinning of the blood. Sounds too good to be true, and unfortunately all is not perfect. The problem is serious side effects can oc-cur and relate to uncontrolled bleeding. For example, if the patient needs emergent surgery such as for a motor vehicle accident, then the anticoagulant effects of these agents need to be reversed. The thinning effects of Cou-madin can be reversed with vitamin K, but may take a day to be effective. A blood product called fresh frozen plasma will reverse more quickly. The half-life (time it takes for the body to eliminate half of the medication) of Pradaxa is 12-14 hours and make take three to five days for the blood to return to normal coagulation. The only sure way to reverse a patient on Pradaxa is dialysis. Xarelto’s half-life is five hours, and the anticoagulant ef-fect may take one to two days to normalize. There is no reversal agent for Xarelto.

As in all of medicine it requires a balance of risk ver-sus benefit as to treatment and therefore which medi-cation is used. No blood tests and not having to worry about diet is a step in the right direction. Hopefully con-tinued refinements will be made to this class of medica-tion and will allow for more rapid and dependable rever-sal and will make them safer. Stay tuned!


Ask the AMEJOHN PATTERSON, M .D ., AME

New medications for atrial fibrillation

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In the BeginningAll the countless stars

in the vast heavenly galaxies miraculously aligned themselves per-fectly on September 14, 1921. The cosmos thus gave us one for the ages . . . Paul H. Poberezny.

The stars shone down on the youngster a l l through the economically challenging early years of the 1930s, but he per-severed, survived, and even became quite well-acquainted with the fairly newfangled, but very el-ementary, airplane.

The years moved on and all the stars in the h e ave n s m o ve d i n to perfect alignment once again on May 28, 1944, when teenage sweet-hearts Audrey Louise Ruesch and Paul How-ard Poberezny became forever joined in a loving marriage and a highly achieving lifelong partnership, that in time would provide enlightened leadership for the entire personal, sport, and gen-eral aviation world for 60 years.

EAA numbers soared beyond anything they imagined. More than one million people become EAA members over the past 60 years, 177,000 of which are cur-

rent, active members. Untold millions have traveled to Rock-ford and Oshkosh for over a half-century to watch in absolute won-derment as EAA annually presents the greatest aviation extravaganza in the entire world.

Paul was always prepared. At 23, he completed his World War II tenure as a civilian primary flight instructor for the U.S. military in

Arkansas, accepted an Air Force Service Pilot commission, and ferried scores upon scores of military aircraft all over the United States. As the war wound down, he con-tinued his service to the country as a Wisconsin Air National Guard main-tenance officer in Mil-waukee, where he would spend the balance of his 30-year military career, retiring as full colonel.

His mi l i tar y career included an assignment to the Far East, Japan, and Korea, f lying util-ity f lights and forever “fixing” airplanes. After the Korean War, Paul re-turned to Audrey, the family, Milwaukee, his Air Guard career (which consisted of maintenance officer, supply officer, op-erations officer, and pilot)

and his eternal, untiring interest in small, personally owned, even personally built airplanes.

The now-famous January 26, 1953, coal bin basement gathering of a few of Paul’s aviation friends would lead to the creation of the Experimental Aircraft Association and the September 1953 “fly-in” on Curtiss-Wright Field, now Tim-merman Airport, in Milwaukee. An

astonishing 150 airplanes flew in and attended. Until the September 1953 event, the word/phrase “fly-

in” did not exist in world languages. It has since become as common as any other descriptive phrase. It was the begin-ning of something big, and as said, “The rest is history!”

In those early years, the VW or even small Continen-tal-powered Fly Babys and Pober Pixies of the 1950s and 1960s were just the beginning. The more advanced experimentals, such as the Pitts Special, would become world class and World Aerobatic Champions just a few years later.

We were to witness the radical VariEze(s) and Long-EZ(s) of the 1970s and 1980s, the BD5-Js of the 1970s and 1980s (and even today), and eventually the 400-hp Thunder Mustang and the fabulous 350 mph turbine-powered Lancairs of today.

Today we hear the expression, “If you can dream it, you can do it,” and unlike yesterday, today we do believe it, and unlike yesterday, we do it. The concept of Burt Rutan’s far-out flying machines have become reality. Lindbergh’s eighth wonder of the world in his 1927 New York-to-Paris solo flight of 33 hours pales in comparison to Burt/Dick Rutan’s and Jeana Yeager’s non-stop, non-refueled, more than 25,000-mile, around-the-world flight (which is still considered “impossible”), ad infinitum. And these are but a few of the creations that have come forth from the gifted minds of highly talented and imaginative aviation people who are free to dream their dreams and create the products of their dreams through the encour-agement and creative umbrella of Paul’s EAA.

Rockford was a wondrous breakthrough, but EAA soon outgrew it. Oshkosh beckoned, Steve Wittman

September 14, 1921–August 22, 2013

An amazingly accomplished aviation life . . . beautifully lived!by Charles W. Harris

Director Emeritus, Vintage Aircraft Association

Paul Howard Poberezny

Paul during his youthful days of aviation passion .

Three photos showing EAA gatherings at the beginning of the annual fly-in event .

EAA meeting in its early formation .

de Havilland Tiger Moth

Duane Cole’s Taylorcraft BF-50


pleaded, the seas parted, and Oshkosh became far more famous for aviation than for overalls and fire trucks. Oshkosh became the chosen location, and the momen-tum accelerated. “EAA Oshkosh” was destined to become by far the largest “tourist” attraction in all of Wisconsin, annually accounting for more than $100 million per year in economic impact!

Historical Point of ViewWith the convention expanding

geometrically every year, something far more striking began to happen, something that in almost all cer-

tainty Paul could have never antici-pated, and from an airplane perfec-tion and historical point of view, could never have been foreseen.

In the middle to late 1970s, the stars again began to move and align, the thunder became far more audible, and the heavens certainly had their reasons. It all began when, unannounced and very quietly, came Jim Younkin, the resident genius of Springdale, Arkansas, f lying his brand new 1929 Travel Air Mystery Ship; con-vention attendees gasped. Jim fol-lowed in another year or so with his absolute carbon copy of Benny

Howard’s 1935 spectacular, solid white DGA-6, Mr. Mulligan, sport-ing 1,340 cubic inches, and con-vention attendees gasped again.

These were not the Baby Aces and Pober Pixies of a few years back…these were full-scale, highly powered carbon copies of the his-toric record-setting racing ma-chines of 1929 and 1935…all the original Mulligan had ever done was win both the 1935 Bendix and Thompson back to back…impos-sible, but true! But, it was only the beginning…Jim Moss would later stop the show with his exquisite MG-2, then figuratively stop the world with his Matty Laird/Jimmy Doolittle 1931 Bendix-winning, impossible-to-believe-what-we-saw Laird Super Solution.

His super custom 1930 Great Lakes with an M-14 340-hp Rus-sian round engine followed, and then in August and September of 2013, just days before his untimely demise, came Jim’s all-time topper, the simply magnificent completion of his 11-year effort of the Gran-ville brothers, Jackie Cochran, and Francisco Sarabia, the 1934 Gee Bee Q.E.D. “Quod Erat Demonstran-dum,” aka “Conquistador del Cielo.”

But never, ever, to be forgotten for one second was Jim Wright of Cottage Grove, Oregon, arriving in the mid-2000s with his perfect, 40,000-plus man-hours to repli-cate, world speed record breaking, fully flush riveted Howard Hughes Racer of 1935 and 1937.

These airplanes were Oshkosh-inspired historical masterpiece creations. They were brought to us as living, breathing, flying ex-amples of what in some cases had not even existed in 81 years. And, these genius-level creations oc-curred only because of the drive and never-ending inspirational magnetism of “Pope Paul” to move

EAA and all of us forward without any hesitation or delay.

Can you imagine for just a mo-ment the huge but quiet pride and warm inner satisfaction Paul had to feel when these levels of airplanes came to Oshkosh? And, they were created, came to exist, and showcased at EAA for only one reason…Paul Poberezny had created and maintained the venue for such aviation miracles to take place…and all we had to do to be a part of such artistry was to be in attendance and enjoy the finery. How fortunate we have been!

Can you recall the first time you ever saw a picture of a BD-5J in flight, or the Voyager, or Burt’s “Go-rilla”? It was as if you were looking at a mythical dream of some flying machine from another world. And yet, here it was, here they were, and many if not all because there was an organization that encour-aged, fostered, featured and show-cased these marvelously advanced flying machines. The first time any-one ever saw a 45-60 number batch of Long-EZs all aligned and parked on their noses just north of the Red Barn at Oshkosh, many people probably pinched themselves to make sure they were not dreaming.

These magical miracle moments have all become an accepted part of our world because of the vision, foresight, and even more so, the te-nacity and uncompromising drive of the remarkable Paul Poberezny.

Those of us who in the late 1940s/early 1950s era were f ly-ing our little factory airplanes for fun dismissed virtually any and all “homebuilts” as unacceptable step-children. We had our exceptionally fine and reasonably priced factory two- and four-place airplanes. We had our military surplus and bar-gain basement, near giveaway-priced Stearmans, PT-19s, PT-22s,

BT-13s, AT-6s, even P-40s and P-51s. How or why would we even think in terms of “homebuilts”?

But Curtis Pitts’ little Pitts Spe-cial made us all sit up and take no-tice; it was hugely attractive, and Betty Skelton’s beauty turned our heads! Mechanix Illustrated featured articles written by Paul in its May, June, and July 1955 issues about his extremely inexpensive to build ($800) Baby Ace and moved the backyard/garage shop “do it your-self” craftsman to a high fever pitch.

For a few dollars and a bit of time, one could be flying the heav-ens in one’s own (and owned) little airplane. George Bogardus, Steve Wittman, Peter Bowers, et al added to the momentum, and Paul began his organizational efforts in Jan-uary 1953, followed by that now famous first “fly-in” (a what?) on Curtiss-Wright Field (now Tim-merman Airport) in Milwaukee.

A Family AffairPaul grew the group. It was

named the Experimental Aircraft Association because that is exactly what it was then. Later, the group became known as EAA and even-tually became more than 1,000 lo-cal chapters following the first at Flabob Airport at Riverside, Cali-fornia, created by Ray Stits. The Warbirds of America came aboard, the Antique/Classic Division (now Vintage Aircraft Association) was formed, the International Aerobatic Club came forth as an international aerobatic force . . . we became World Champions in 1972 and 1980. The Ultralights were formed as “light” aviation grew and exploded.

It is almost shocking the amaz-ing things that happen when keenly perceptive leaders like Paul become aware of the unusually special talents of the likes of Jack and Golda Cox.

Jack had a rare gift for aviation-related writing and describing the qualities of our small airplanes and the personalities who nurture them. Paul recognized Jack’s excep-tional gift, and somehow persuaded Jack and Golda to move to Oshkosh from their warm Carolina climate and assume the responsibility for EAA’s several publications.

The next 30 years under Jack and Golda’s sterling stewardship at the publications’ helm was to bring a new level of excellence in describing EAA’s ever-emerging and ever-greater role in aviation prominence. Paul then brought in the congenial Gene Chase to as-sist Jack and Golda in these critical team efforts to even further move the EAA publications into becom-ing more and more the perfect sup-port mechanism for EAA’s win-win success in the aviation world.

Paul always had more . . . much more. The late 1970s saw the 50th anniversary re-creation of Charles Lindbergh’s 1927 U.S. tour of more than 100 cities in the original Spirit of St. Louis. Paul and EAA re-created The Spirit of St. Louis and that momentous 1927 tour; it placed EAA at the highest level of public visibility and aware-ness it had ever experienced.

Paul himself f lew some of the legs and flew Anne Morrow Lind-bergh over her native Connecticut countryside. She had never before been in the original Spirit or its replica counterpart. That first EAA Lindbergh Spirit of St. Louis aircraft re-creation hangs today in the EAA Aviation Center’s special tribute to Charles A. Lindbergh.

Bursting at the seams in the Mil-waukee suburbs of Hales Corners, Wisconsin, EAA moved its head-quarters to Oshkosh and embarked on creating the magnificent EAA Aviation Center/Museum facility,

The magazine that gave a jump start for an organization that would influence aviation and pilots for generations .


which today with its priceless air-craft collection is valued at more than $100 million!

The world famous EAA B-17G Aluminum Overcast tour airplane in honor of veterans has become one of the great annual hallmarks of EAA service to the aviation and general public, but the aviation highlight of every year and the greatest public aviation spectacle in the world is the annual EAA Air-Venture Oshkosh convention and exposition, which attracts more than a half-million people, 10,000 airplanes, nearly 2,500 show air-planes and exhibitors, and aircraft/avionics/accessories vendors from all over the world.

These four momentous EAA milestones: the re-creation of the 1927 Lindbergh tour, the creation of the magnificent EAA Aviation Center with its invaluable aircraft collection, the nationally known annual B-17G Aluminum Overcast tours, and the unparalleled AirVen-ture Oshkosh convention and aer-ial extravaganza has left no doubt that EAA is the most visible, most creative, and exciting civil aviation organization in the world!

Paul Poberezny, from that very first meeting with aviation friends on a frigid Wisconsin night in the family coal bin crowded basement, essentially through his own force of character and power of personality

stayed the course through 60 years of miraculous and momentous achievements. EAA has become the largest, most successful, most re-spected organization in the history of general as well as sport and recre-ational aviation. Its name is known worldwide and always with the ut-most of reverence, thoughtfulness, consideration, and more than a cer-tain amount of disbelief.

Paul’s son, Tom, was born in 1946, and his daughter, Bonnie, in 1954. In time they, too, became completely immersed in the fam-ily passion for EAA and aviation. Tom became the U.S. National Aerobatic Champion at the tender age of 22 as well as a member of the U.S. World Aerobatic Champi-onship Team later that same year. Tom also enjoyed more than 40 years in top EAA management. Bonnie would evolve to becoming an exceptionally talented executive on Paul’s staff in the EAA Aviation Center. Bonnie was always a tower of strength in support of Paul and Audrey’s never-ending 60-year ef-fort for EAA.

Paul and Audrey created, fos-tered, and nurtured a concept that did not exist in any form and brought forth a pure miracle and force for good in aviation and the United States of America. At “a place called Oshkosh” there is never a discouraging word, never

a frown; it is a smiling, happy, im-maculately clean, and upbeat envi-ronment; it is as near a spiritually uplifting, near heavenly experience as one can imagine.

The entire overall complex with all its attributes is an ongoing and constant reflection of what Paul wished it to be and what he con-stantly strived for and essentially required it to be. He succeeded, and succeeded on a scale that exceeds the most extreme, ambitious imag-ination. Can any of us identify or pinpoint any other extremely gifted individual that we believe could even scratch the surface in emulat-ing the accomplishments of this gi-ant? The author knows of none.

Aviation LeaderPaul Poberezny now belongs to

the ages. He was the perfect person at the perfect time in the perfect place. He left no stone unturned on the behalf of those of us in aviation and very particularly sport and rec-reational aviation. He was a leader in name, thought, and deed. He was the epitome of “Lead, follow or get out of the way,” and all of us are the beneficiaries of his strengths. How could we have ever been so fortunate? He was, and shall al-ways be, in a class by himself.

There is a new, eternal, and inspi-rationally bright star in our heav-ens…it too is in a class by itself.

Paul created an entirely new wide world of aviation. In his passing, we have witnessed the end of an inspirational era of aviation. Paul’s EAA leadership and its members’ individually oriented opportunities spawned entire industries in power-plants, airframes, materials, avionics . . . his leadership inspired countless aviation innovations, his leadership brought forth advanced designs of experimental airplanes that were so infinitely capable, they were flown around the world . . . one of his devotees was so capable, so far ad-vanced in his concepts, he designed and built an airplane that did the absolute impossible—it was flown around the world, more than 25,000 miles, non-stop, non-refueled by the design-engineer’s brother.

The creativity that has evolved and exploded from within EAA and that first small gathering of aviation friends in Paul’s basement on Janu-ary 26, 1953, has changed the world of aviation forever, and, for the bet-ter, of course.

The charismatic Paul Poberezny was the epitome of what the gifted and inspired human spirit can ac-complish if simply permitted to dream its dreams, energize the friendly free enterprise forces to ac-complish those dreams and create for all mankind the tangible benefits of those dreams.

Paul was, in many ways, an ordi-nary man, but in his unbounded ef-forts for aviation, his sheer greatness shone through. Aviation has never had a person in any way comparable to him, it is virtually impossible to envision anyone ever reaching his level of aviation accomplishments again. He created an entire era essen-tially through his vision, foresight, leadership, his power of personal-ity and persuasion. His perseverance was without comparison.

His passing marks the end of

an era, an era that captured the hopes and dreams of millions of us. There are simply no words for the magnitude of what he has done for so many.

Perhaps we should recall Sir Win-ston’s words, “Never in the course of human events has so much been owed by so many to so few.”

With apologies to Sir Winston, “Never in the course of world and civil aviation has so much been owed by so many to one single individual.”

We have lost a living legend and leader beyond even world-class avia-tion accomplishments.

Few of us are ever privileged to be close to true greatness; a great num-ber of us had that privilege in our friendship and association with Paul Howard Poberezny.

His life did not start with the slightest promise of greatness; it be-gan in the most humble manner pos-sible. He was born dirt-poor of im-migrant parentage from the Ukraine in the midst of the worst economic depression in the history of the na-tion, yet, 91 years later there are no names more well-known, or more respected, or more revered in the en-tire world of aviation, all of aviation, than Paul Howard Poberezny.

One can speak of vision but like electricity and gravity, we can nei-ther define it nor understand it. Paul had to have vision, but more hon-estly, more accurately, Paul’s vision was precisely as defined by Thomas Edison, 1 percent inspiration and 99 percent perspiration. He was with-out peer in his quest and determined drive to bring sport aviation to the pinnacle of the public’s view not only in America, but the world.

He was a human dynamo in his ef-forts; he was tireless, absolutely and completely tireless in his endless ef-forts for aviation, and not from just his early or middle life, but to the very end, he had an unquenchable

thirst for aviation excellence, from his unpowered glider of the early 1930s to such as the Flying Flea, to the mighty EAA P-51D and B-17G, and oh yes, he was current and typed in the B-17 in his last year of life on this earth. He “flew them all,” nearly 400 types, from the primitive, sim-plistic gliders to the OX Swallow to the military jets, he flew the full gamut of the military warbirds of his day and flew them well.

He was a natural born leader, he was the EAA founder and eternal leader, he was our leader from that first cold January night in 1953 till his last day in our midst and, now, even beyond…there has been no other like him and no mortal can ever take his place or accomplish what he accomplished. He was big-ger than life itself.

Paul Howard Poberezny will live forever in the hearts and minds of those who knew him and those who witnessed his countless amazing accomplishments. Those of us who were privileged to know him know we have walked with a giant among giants, a mortal who achieved light years more than mere mortals can ever perceive. In the months and years to come, hopefully we will find the perfect ways to honor Paul and his memory in the most fitting and appropriate manner possible.

Paul reached legend level years and years ago, yet wore his “Pope Paul” title in the most humble manner imaginable. The inspira-tion of his legacy will emotionally move aviation to higher levels for generations to come and for gen-erations yet unborn.

We can be certain the very most select of the who’s who of the great-est of aviation’s dearly departed were waiting with open arms to welcome home one of their very own.

Very well done, Paul. Very, very well done!

Audrey and Paul Poberezny Paul remained a true homebuilder all his life .


MonosportThe word for the day is “Mono-

coupe.” Now, real quick, what im-ages popped into your head when

you saw that word? More than likely they featured a sporty-look-ing, high-wing, high-performance machine that just reeks of old-time

testosterone. But the breed wasn’t always that svelte. In fact, the Monocoupe forebears, like the lit-tle Monosport, are about as svelte

as a tumbleweed. It’s possible that “funky” is the correct adjective. On the other hand, when looking at something such as the Historic Air-craft Restoration Museum’s Model 2 Monosport, you really have to put it in context. You have to judge it against what “was,” not what “is”

or what came later. First, it has to be pointed out

that because of a blizzard of corpo-ration changes (1929 wasn’t a great year for corporate continuity), technically, the 1929 Monosport may or may not be a Monocoupe, but it probably is a Mono. The com-

pany name changes came so fast and furiously, it’s really hard to tell what’s what.

Paraphrasing Wikipedia (which isn’t always the last word), in 1927, Central States Airplane Company was established to build Don Lus-combe’s Monocoupe. In January

Sole SurvivorHistoric Aircraft Restoration Museum’s

1929 Monosport Model 2by Budd Davisson

When examining the seemingly crude mechanics of an aircraft like the 1929 Monosport it’s important we put it in context and remember that it was state-of-the-art at the time and a win-ning racer . Use the Model A Ford of the same year in the back-ground for reference .

The Mono Aircraft company had aconvoluted history in which it morphed into, and out of, having a Monocoupe identity .

The Mono Aircra

ft company had a convoluted histo

ry in which it m

orphed into, and out of, h

aving a Monocoupe identity

.

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Sticky Note

Remove verticel text


1928, the company became the Mono Aircraft Division of Velie Motor Corporation, hence the Ve-lie Monocoupe. In early 1929, the Velie interests were sold to Allied Aviation Industries, a holding com-pany. By May, these interests were divided into two separate com-panies: the Lambert Aircraft En-gine Corporation and the Mono Aircraft Company of Moline, Illi-nois. Both companies passed into receivership in 1931 (are you still with us?), re-emerging in 1932 as the Lambert Engine and Machine Company and the Monocoupe Cor-poration. In July of 1934, the two companies joined under the newly formed Lambert Aircraft Corpo-ration with Monocoupe continuing to operate under its own name. In 1940, the company was dissolved and its assets passed to the Mono-coupe Aeroplane and Engine Cor-poration (transferring operations to Orlando, Florida).

Whew! That was exhausting.Anyway, the Monosport was a

follow-on to the more familiar Ve-lie Monocoupe, which—believe it or not—was a real competitor in the small plane air races so popular at the time. The Velie-powered air-craft had 60 hp (on a good day), but as the competition became stiffer, it desperately needed more power. However, the next logical step up in power was the 90-hp K-5 Kinner or 110-hp Warner, either of which was simply too much (power) for the original airframe. So, it was re-designed for the new engines. It became wider (still painfully nar-row for a side-by-side aircraft, which minimized frontal area), the wings took on graceful ellip-

tical tips, and the drag-producing outrigger gear disappeared to be replaced with a centrally mounted gear. This gear was cleaner and the airplane was once again competi-tive in racing, but experience even-tually showed that about the best thing which could be said about the new landing gear was that it kept the prop out of the dirt…most of the time: Apparently, the geome-try was such that it led to the unin-tentional destruction of almost the entire Monosport fleet, one at a time, usually via landing accidents. Sixteen Monosports were built, nine Model 1’s with the 110-hp Warner and seven Model 2’s with the 100-hp Kinner K-5, but only one survived, the rest succumb-ing to crashes or multiple gear-related accidents. The sole survivor is 8989, a Model 2 that is owned and operated by the Historical Air-craft Restoration Museum located at Creve Coeur Airport just out-side of St. Louis, Missouri. With its restorer, Glenn Peck, at the con-trols, the historic old aircraft made a heroic flight up to EAA AirVen-ture Oshkosh 2013 where it col-lected the award for Outstanding Closed Cockpit Monoplane, Silver Age (1928 to 1936).

Just Along For The RideGlenn, a longtime aircraft re-

storer and pilot, is the first to admit that the flight up was anything but routine. He says, “You only have to look back through the records of this airplane to see that it had, and still has, an obvious landing gear problem. The records show five landing gear and wing repairs. One or more for each owner. The gear geometry is such that, when off the ground and extended, the low-est point of the 24-by-3 tires are nearly inside of the gear leg pivot points, making the effective track

less than 4 feet wide. So, when you land, there’s a possibility of one leg wanting to spread and the other wanting to stay inboard or go some other direction. All the way up to OSH, I just assumed I had an un-known number of successful land-ings available to me, so I did my best to both limit the landings and put it on grass whenever possible. At Oshkosh, no grass was available, so I only flew it in, then flew it out at the end of the week.

“Making the trip a little more exciting was that we only had a small amount of run-in time on the engine, so it was a real ques-tion mark. Theoretically, it had been overhauled by ‘someone’ for the last owner. But I took it com-pletely apart, and it’s a good thing I did. There was glass beading media in a lot of the nooks and crannies, a cracked crankcase, and some of the clearances weren’t right. It was also missing a proper exhaust, but

The rocker arm covers aren’t sealed and only keep the grease in the general area . Note the flattened exhaust collector ring .

Left, The long arm to the left of the control stick in the photo connects to the belcrank in the spar to ac-tuate the ailerons . Rube Goldberg must have been a Mono employee .

Glenn Peck had to fabricate the entire exhaust system .

No photos exist of a Monosport Model 2 instrument panel so some guess work was involved .

The leading edge of the fin is adjustable right and left by stacking washer and the lift strut has a universal fitting at the top .

In true early aircraft style, streamlining is via balsa fairings, fabric tape and dope .


a few photos and a lot of scratch-building solved that.”

To modern eyes, and even to those accustomed to looking at older, radial engines, the K-5 Kinner defines the term “antique engine.” Even though it was state of the art for engines of its size at the time, it was developed fairly early in the era of dependable radial engines. So, a lot of systems we take for granted on radials, or any other aircraft en-gines (the flat fours were still years away), didn’t yet exist for engines of this size. The oil system and valve train lubrication were still less than stellar or not there at all.

“The oil system is question-able at best, and we spent a lot of time trying to get it right and make it reliable,” Glenn says. “For one thing, the pressure gauge on the panel measures pressure at the pump, which is quite a distance from where the pressure is actually needed. The pressure relief valve is supposed to maintain 100 psi, and the standard instructions are

to land if pressure drops to 80 psi and shut off the engine and land if it gets to 50 psi. The problem is that the relief valve is located on the wrong side of its engine. It read the pressure after the oil goes through the entire engine, and we couldn’t trust the gauge to tell us what pressure the engine was ac-tually seeing since it actually was quite a bit higher than the gauge reads until the oil warms up. So, lacking time to change the original, we hid a separate, modern gauge that we knew was reading correctly behind the panel. It showed that we had managed to keep 95 psi with 90-degree temps. That made me feel better during the trip to OSH.” It has since been installed into the panel. Higher temps later required heavier oil than what the manual called for, which has solved the pressure problem.

Kinner PowerWhen walking around the en-

gine, it’s easy to mistake the cov-

ers over the valves as being valve covers as we usually think of them. Normal valve covers tightly hold grease and oil, which is pumped into them to lubricate the valves and rocker arms. Not so on the K-5 Kinner. The valve covers are just that—covers. All they do is keep the oil and grease on the valves more or less contained so all of it doesn’t blow back all over the air-plane (they are marginally effec-tive at that), and they retain the parts when they come loose after the operator neglects the required valve adjustment every 10 hours and waits the extra couple of hours it takes to get home first.

Glenn says, “The No. 5 exhaust valve adjust nut let go at 11 hours, 7 minutes total time. Fortunately, I was only a few minutes from the sched-uled fuel stop at Poplar Grove Airport on the way home from Oshkosh.”

Incidentally, by some sort of aeronautical miracle, the serial numbers on both the engine and prop say that they are the same

units that were on the airplane when it left the factory.

“You hand-grease the zerks on the rocker arms every five hours,” Glenn says, “and lightly oil the valves with a needle at the same time. Actually, I’ve started greas-ing both before almost every flight. The old manuals are really vague, and the metallurgy of the time wasn’t very advanced. Still, I think, if you use common sense, read the manual and believe it, and use modern lubricants, the Kinner will outlast those of us who are flying the old engines.”

Antique magnetos are another area that can be problematic, and those on the K-5 Kinner are no exception.

“The mags were another concern

on the trip,” Glenn says. “These are Scintilla SBs, and the condenser is wound internally to the coils. There are no parts available, no manual, and you pretty much run what you can find or make. We almost didn’t make it to OSH, because just after takeoff on the third leg, a mag cou-pling failed. It’s a really odd con-traption made of a stack of shims for flexibility driven by a fork affair to dampen the oscillations caused by the long stroke and time be-tween power pulses, which will de-magnetize the magnets. We would have been down for the count ex-cept Scott Taylor at Poplar Grove Airport, Illinois, stepped in and ma-chined a new coupling for us in less than 24 hours. He’s known for help-

ing guys, and he certainly saved the day for us on this one. We made it to Oshkosh only about two days late, and part of that was due to weather. We definitely wouldn’t have made it at all if it hadn’t been for Scott.”

It’s little details, such as the mag drive, that made the project take so long to complete in the first place.

“When we decided to restore the airplane, it had been sitting in the museum for nearly 10 years,” says Glenn. “To walk around it, it looked like a complete and really pretty nice airframe. I have a com-pany, Peck Aeroplane Restoration, and we had been restoring big di-nosaurs, including a DH-4, Boeing 40B, Zenith Z6A, and other mon-sters, and I was looking forward to a smaller project that could be finished fairly quickly. Looking at the Monosport, I figured it would take about 10 months. But then, after we took it to my shop, every time we turned around, some small part, usually several, was missing. We had all the big parts: the wings,

The original owner of 8989 poses proudly with his new purchase . Recreating the photo at left, Glenn Peck poses proudly with 8989 just before taking off on the first post-restoration flight .

“. . . as long as you remember that you areno longer in 2013 but 1929, and you’repretty much along for the ride. It’s somethingof a time machine . . .


“The fuselage was also good, completely primed and painted, and any repairs done. So I had the basic fuselage and it looked like an assembly job, not a restora-tion. But just about everything else about the fuselage was missing, and some of it, like the window/door trim, was hard to figure out. For those, I made up a pattern on the workbench and cut out the alu-minum window and door fairings in a single piece with a router. As for fuselage sheet metal, we only had the top piece of the cowling and the nose bowl, but we figured it had to be similar to the Velie in concept and just went from there.

“The saving grace for everything on the outside was photos. We only had five of them. But I pored over those with a fine-tooth comb, and we got most of the details right. The interior, on the other hand, es-pecially the instrument panel, was very much an unknown because there were no photos of the inte-rior or instrument panel. We only had one ‘possible’ corner of the panel visible through a window, so we built from there.

“We were told that the instru-ment cluster in the middle of the panel that came with the airplane was supposed to be original equip-ment, but we can’t prove that. How-ever, we do know what the panels looked like in the models before and after the Monosport. We also know they used some of the same, unique mechanical control units on the dash that controlled the spark advance and mixture. We had one original of the same type vertical slider control that was in the Cur-tiss Robin we had previously re-stored, and we made the others. The panel details were all assumptions on my part, and if anyone reading this has photos or information that corrects what we’ve done, we’d sure

like to know about it.” The control system is something

of a Rube Goldberg invention, es-pecially the way the control stick and push rod system for the aile-rons work. Often, systems such as these result in heavy controls, but Glenn says, “The controls are nei-ther heavy nor light. Somewhere in the middle, but the airplane is sur-prisingly responsive, considering the era in which it was designed.”

When it came time to cover and paint the airplane, Glenn wanted to use modern materials but main-tain a vintage look.

He explains, “I used Poly-Fiber throughout, cover and finish, but when I was finished shooting the color, I didn’t wash it or wax it. If you wash and wax 30 days later, it glosses up. I did neither so it still has some residue from the solvents evaporating on the surface that

makes it look like a very old, but cared for, dope finish. If we want it to shine, all we have to do is wash/wax or buff it, but I really prefer the ‘old airplane’ look it has now.”

Apparently, the judges at Osh-kosh ’13 agreed with Glenn’s taste and gave the airplane their high-est award for the category. Mono-coupes were a passion to both Bud Dake and Haswell Ogle, the Mono-sport’s last owners, and the award is a fitting tribute to them both.

Glenn summarizes flying the air-plane by saying that you’ll be okay “. . . as long as you remember that you are no longer in 2013 but 1929, and you’re pretty much along for the ride. It’s something of a time machine and you find yourself ask-ing, ‘Didn’t Slim used to fly the mail along through here? I think he even bailed out right over there.’ But that was before he was famous.”

motor, etc., but we were missing all the small parts that tied the big ones together. The big parts, like the wings and fuselage, were in great shape, but we were going to have to replicate dozens and doz-ens of things that were missing. And we didn’t know what a lot of them even looked like.”

A Brief HistoryConsidering 8989’s long, er-

ratic history, it’s pretty amazing

that any of it existed, much less the small parts. From the time it was built, it went through a long line of owners, each of them add-ing their bit of damage or modifi-cation. In 1952, when the airplane last flew, the chapter written by the last owner was typical of the airplane’s life. Follow these 1952 logbook dates closely:

•August 14. Previous owner flies one hour, probably with the buyer.

•August 15. New buyer finalizes the sale and flies one hour with previous owner.

•August 16. New owner takes possession and flies an hour.

•August 18. Logbook says, “Ship damaged in wind storm—right landing gear + right wing + ai-leron damaged.”

Hmmmm! Wind storm damage. Rrrriiiight!

The airplane was taken home for repair, and receipts for parts and ma-terials date as late as 1972. Unfor-tunately, the owner/restorer died in 1973, and the airplane became the stuff of legends; the airplane was in a barn owned by a widow who refused to sell it. But it wasn’t bought for lack of trying: Lots of potential buy-ers lined up at her door, but she just wouldn’t part with her loving hus-band’s prized possession.

Final ly, the late Bud Dake, Monocoupe luminary, kept after her until she understood what he meant when he said that the best way to honor her husband would be to finish the airplane and get it back into the air. So, in the late ’80s, Bud became the proud owner of the sole-surviving Monosport and put it on display in the mu-seum for long-term storage in what looked to be a complete, but uncov-ered, state. It wasn’t until Glenn Peck started working on it that it became apparent that, somewhere in time, many boxes of small parts had gone missing in action.

Glenn says, “Bud had a new set of wings built, but we’re not sure the airfoil is exactly right because the original wing was in such sorry shape and only a couple of photos survive. It had been stored outside, so it was barely good for patterns. Regardless, I didn’t have to worry about the basic wings. However, most of the brackets and linkages for the control system were missing.

The Kinner K-5 engine was supposed to have been “overhauled”, but when Peck took it apart he found everything from glass beading media in galleys to cracked cases .


AirVenture 2013

P I C T O R I A L

PHIL HIGH

MICHAEL KELLY

MICHAEL KELLY

Pre-war Aeronca Chief, 1939

CE140

CE195 on floats

The one and only WACO model D.


DAVID K. WITTY

AMY GESCH

MEL

ODY

WO

LLAN

GK

PHIL HIGH

MIKE STEINEKE

DAVID K. WITTY

WACO YKC

de Havilland Puss Moth

WACO YKC

EAA Museum WACO ARE

2013 Behind-the-ScenesVolunteers of the Year award

Ron and Margy Natalie from Herndon, Virginia, have a combined 35 years of volunteering in the Vintage area during Oshkosh. Ron has done just about every parking job. Margy is one of the Ops Building managers, deploying bikers and bikes along with checking plane registrations to make sure they meet the Vintage aircraft qualification. Ron and Margy also enjoy flying as much as volunteering, and when they aren’t enthusiastically assisting other Vintage members, they can be found at the controls of their beautiful Navion. Congratulations again on a job well done!

Ray and Judy Johnson from Marion, Indiana, each have three years of volunteering in the Vintage area. In 2012 they took over operation of and expanded the Vintage in Review at Interview Circle, showcasing not only amazing restora-tions, but also behind-the-scenes volunteers from a vari-ety of little-recognized areas.


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VAA president Geoff Robison presents the Vintage Behind-the-Scenes Volunteer of the Year award to Ray and Judy Johnson .

Mike Kosta, Vintage Flight Line chairman (center), presents the Vintage Flight Line Volunteer of the Year award to Margy and Ron Natalie .

LAURIE GOOSENSDAVID K. WITTY

JIM BUSHA

PHIL HIGH

JAY

TOLB

ERT

Aeronca C-3

Howard 500

Meyers 200EAA Chairmen of the Board Jack and Rose Pelton


DEKEVIN THORNTON

LAURIE GOOSENS

DENNIS BIELA

CRAIG VANDERKOLK

JAY TOLBERT

JAY TOLBERT

CRAIG [email protected]

DAVI

D K

WIT

TY

WACO YKC

Taylorcraft

Round Engine Rodeo turnout .

WACO QDC

Stearmen


PHIL HIGH

PHIL HIGH

DAVID K. WITTY

DAVID K. WITTY

DAVID K. WITTY

DAVID K. WITTY

Spartan Executive

Cessna 170

Cessna 180

Spartan

[email protected] LAURIE GOOSENS

Howard DGA

Taylorcaft

WACO YOC

DENNIS BIELA


It was easy to see that Marvin Pugh of Yakima, Washington, is an experienced fly-in attendee . He had a nice camping and cook-ing arrangement set up right beside N2207D, his 1952 Cessna 170B . “I’ve owned this airplane seven years, and it’s pretty much in the same condition as when I bought it; I’ve just done little maintenance items from year to year . I had a Cessna 180 for 21 years,” he shares, then adds with a laugh, “but the 170 is cheaper to operate! I come here for the camaraderie, to see a bunch of people, and camp together . I went to the International 170 convention in Kentucky [right before AirVenture] .” Marvin has been flying since 1973, when he soloed a Champ, and has flown mostly tailwheel airplanes .

Walking the LineSparky’s 2013 AirVenture Notebook

photos and captions by Sparky Barnes Sargent

Pretty weather, near-perfect temperatures, and gorgeous vintage airplanes—but that’s not all there was to enjoy as I threaded my way through the vast acreage of airplanes and aviators. As was the case last year, the pilots with whom I visited unabashedly shared that the main reason they keep returning, year after year, is to reunite with the friends they’ve made here. Often, it may be the only time they see each other—which bespeaks the “perma-bond” that avia-tors tend to form amongst themselves.

In a way, it’s like an annually occurring “old home week” for many of us. Yet it’s pleasantly more than that, because that devotion and bond also extend to their airplanes—especially the ones that have become family members through years of loyal service. So once again this year, it was my privilege to have the delightful opportunity to greet old friends and ac-quaintances, and meet “new” aviators and listen to the stories they chose to share with me—and with you. C’mon, join me as I “walk the line!”

Fun-loving Vintage member Dean Del Bene of Monee, Illinois, was relaxing with friends in the Round Engine Rodeo area . He’s owned NC18407, a 1937 Stinson SR-9C Gull Wing, for 40 years and has about 1,200 hours in it . It’s powered by a 265-hp Lycoming and is a longstanding award winner—most recently, it received the 2009 Antique Continuously Maintained Aircraft award at AirVenture .

Sharing a bit about his airplane, Dean says, “American used a Route Survey plane, a Stinson Reliant, and we were given permission to use the blue-and-orange American paint scheme years ago . It was a basket case, and it took 10 years to re-store it . I did all the fabric work and the painting,” shares Dean, adding, “but I had the help of a lot of friends . Jim Leonard was one of them, and we made a promise to the airplane when we had it in the ga-rage . Its wings were off, and we were hand sanding on its belly, and we’d tell her, ‘C’mon baby, be good to us and we’ll take you to the Bahamas!’ And that’s exactly what we did, after we got the airplane fully put together . We flew it to Bimini in the Bahamas; it caused quite a stir there .”

Dean had his first airplane ride when he was 9; his uncle took him flying in a Piper Cub . He got kind of queasy from all the maneuvers, but was hooked nonetheless . “I didn’t start flying until my late 20s—it took a while, because as you know, it takes some money to do it,” he explains, adding, “I soloed in a Piper Cherokee 140, and I bought my first airplane in 1967—I’ve had airplanes ever since then, and I’m 77 now . I have about 6,500 total hours now, with a commercial multiengine instru-ment license .”

He’s been coming to the EAA fly-in ever since it was in Rockford . “We got the Stinson flying in 1983 and have been here 30 consecutive years . I wouldn’t miss it! We’ve flown it to Lakeland and Oshkosh frequently through the years,” he says . “It’s a lot of fun because of the people that you

meet! The people are wonderful; there’s nothing like pilots .”

Reminiscing with a smile in his voice, Dean says, “We set a speed record from Midway Airport to Kitty Hawk, North Carolina, nonstop! The plane only goes about 120 mph, but we got up into the jet stream, which was blowing about 100 knots, and we just surfed along, farther than the airplane is capable of going, and faster than it’s capable of going . We set an average speed of 170 mph for that flight . A ban-quet was held at Kitty Hawk for pilots who estab-lished records in 1985, and the National Aeronautical Association acknowledged Dick Rutan and Jeanne Yeager’s Voyager record, my record, and others for that year . The awards were presented at a later date at the Smithsonian museum in Washington, D .C ., and it was an affair I shall never forget .”

Dean enjoys the Stinson because it’s roomy, comfortable, and stable . “It flies very nice; it’s a good airplane and doesn’t have any bad habits . The only thing you have to watch like any tail-wheel—is landing it, and you have to watch the winds,” he says, chuckling . When asked if there is anything the airplane has taught him through the years, he responds, quick as a whip, “Humility!”

Jim Hudgin hails from a flying family who owned Hudgin Air Service FBO in Tucson, Arizona, for many years . His father and four uncles were one of the top Piper dealers in the country and also owned Grand Canyon Airlines . So it’s no surprise, then, that Jim would have an affinity for Pipers . He flew N4612H, his beautifully-restored 1948 Piper PA-17 Vagabond, to Oshkosh from his home in Lewisburg, Tennessee .

Smiling, he shares, “It’s a fun airplane to fly! There was a lot of headwind during the flight here, so it was slow compared to other years, and bumpy . I’ve owned the Vagabond since 1988; it was damaged by a tornado, so there were a number of years it wasn’t flyable . I rebuilt the airplane and moved where I could build a hangar and an airstrip . I’ve had it back flying now for eight years, and I have about 800 hours on it now . I’ve won awards for it, mostly at Sentimental Journey in Lock Haven, Pennsylvania, and a couple of minor awards here at Oshkosh, but I don’t generally have it judged .”

Now here’s a rare plane! This 1931 de Havilland Puss Moth (N223EC) is owned by Ben Cox of Winterbourne Down, Bristol, United Kingdom . He and his copilot, Anne-Marie, were camping by the air-plane . This Puss Moth is powered by a 145-hp DH Gipsy Major 1C and cruises at 100 mph and lands at 40 mph . Its wingspan is 37 feet, and the wings can be folded .(Watch for an upcoming feature on this airplane.)


Greg and Cindy Heckman of Polo, Illinois, are all smiles with their handsomely restored 1946 Funk B85C, N77727 . It won the Classic Grand Champion Gold Lindy award . (Watch for an upcom-ing feature on this airplane.)

Terese and Roger Brown of Port St . Lucie, Florida, were happy to finally debut NC29457 at AirVenture this year . Just out of a lengthy restora-tion, their 1943 Howard DGA-15P’s glossy black fu-selage reflected the images of its many admirers . The judges awarded it the Antique World War II Era Champion Bronze Lindy . (Watch for an upcoming feature on this airplane.)

A group of industrious men were vigor-ously wiping down a polished 1937 Spartan 7W Executive until it shimmered in the morning sun . (L-R: Mike Spirito, Alex Boone, Adam Schooling, and Carl Johnson, kneeling .) Vintage member Alex Boone, with his polishing cloth in hand, took a few moments to talk with me . “I’ve had the Spartan just over a year—long enough to know that you should probably only own one polished airplane in your life! The Spartan really has been my pinnacle of general aviation for 20 years, and they only come up for sale about once every five to seven years—so I was lucky enough to become the proud owner . It had been in Cleveland, Ohio, and was in very good shape when I got it . We’ve done some engine work on it,” he says, adding with a smile, “and a lot of polishing!”

NC17613 is serial number 12, and is powered by a 450-hp Pratt & Whitney, with the “American Flyers” logo on the side of the fuselage . Alex and his friends flew in from Lexington, Kentucky, and the 410-mile trip to Oshkosh took about three hours . “It’ll cruise 150 knots, and it burns around 20 gph . Spartan’s early literature stated it would cruise at 200 mph for 1,000 miles—but I don’t think I could obtain either one today . But it will probably fly longer than you will want to; it’s got a five-hour range .”

Alex finds the Spartan to be a very docile and responsive airplane . “We came in yesterday at 10,500 feet, and at that altitude, it’s still a very solid airplane . The gear is far enough apart and has a lower center of gravity than the Stearman I had, and it has a lockable tail wheel—all of which helps for ground maneuvers,” shares Alex, adding, “This is my first time to Oshkosh—I’ve been here less than 24 hours, and it’s already overwhelming!”

Mike Araldi of Lakeland, Florida, and his 1938 Waco AGC-8 won the Antique Reserve Grand Champion Silver Lindy award . NC2312 was featured on the cover of Vintage Airplane in July 2012, ac-companied by an article entitled “Mike Araldi’s Antique ‘Flying Diary’ An Alluring Waco AGC-8 .

This 1948 Aeronca 11CC Super Chief was an “Oshkosh 1st Time Flyer 2013 .” Powered by an 85-hp Continental, it cruises at 95 mph and lands at 38 mph . N4311E is owned by Robert Heavirland of North Branch, Minnesota .

Vintage member John Patterson of Frankfort, Kentucky, is the owner of NC14047, a 1934 Cabin Waco YKC . Powered by a 220-hp Continental, it cruises at 105 mph and lands at 55 mph .

N500HP is a 1963 Dee Howard Company 500, registered to TP Universal Exports International LLC of Eagan, Minnesota . It’s powered by two water-injected 2,500-hp Pratt & Whitney R-2800s and is a transport category air-

plane with a pressurized cabin . It holds 1,546 gallons of fuel and burns 200 gph, with a 325 mph cruise and a range of 2,200 miles . Its wingspan is 72 feet, and it measures 60 feet long . It stands 14 feet 6 inches tall and has a max weight of 35,000 pounds .

This sunshine-yellow 1932 Waco UEC is powered by a Continental R-670 . NC12472 is regis-tered to the EAA Aviation Foundation Inc .


This striking 1946 Globe GC-1B Swift was at the end of a row of handsome Swifts this year . N80919 is powered by a Continental IO-360-D en-gine and is registered to Bruce Mayes of Honolulu, Hawaii .

Vintage member Mike Lazarowicz of Port Clinton, Ohio (right), was visiting with his buddies Bill Miles from Lillian, Alabama (left), and Larry Haas from La Cygne, Kansas (center), be-side his freshly restored 1946 Taylorcraft BC12D . As it turned out, Mike not only had a good time seeing his friends, but also when he received the Custom Class A (0-80 hp) Small Plaque award for N95817 . Sharing a bit about his airplane, Mike says, “I bought this Taylorcraft for $1,150 in 1969, when I was 17 years old . I went to college,

and my friend helped me re-cover it the second year; I flew it all the way through college, got all my rat-ings, and then I sold it in 1973 . I bought it back six years ago and restored it . This is the same exact paint job I had on it in 1970, when I was an 18-year-old kid . It was what I liked! You can restore them to origi-nal, but my goal was to make it a flier and enjoy it, and relive my youth!”

Mike grins when he refers to his buddies, saying, “I met Larry through the Taylorcraft forum and then Larry introduced me to Bill . They own four Taylorcrafts between them, and they ‘stalk’ me at every meet—they’re always behind me at least four steps!”

Bill used to volunteer in the Federal Pavilion, and he especially enjoys coming to the fly-in just to so-cialize and look at airplanes . Bill has an extensive history in aviation, from flying crop dusters to trans-porting prisoners to flying for the airlines . He soloed in a Taylorcraft in 1946, back when Mike’s plane was brand new . Explaining why he owns two of them now, Bill says with a gentle laugh, “I like the airplane because of its flight characteristics . It’ll outfly a Cub . In fact, when I’m flying with a Cub in formation, I have to pull the throttle halfway back . I enjoy landing mine on my 1,340-foot runway in my pecan or-chard; it’s plenty wide in there for the Taylorcraft . The tree trunks are 90 feet apart, and the tree limbs go overhead and make what kind of looks like a tunnel that you land in .”

Being good friends with Bill has its perks; Larry has experienced the delight of landing in the pecan orchard in Bill’s Tri-Pacer as well as the Taylorcraft . It was Larry’s 44th consecutive year at Oshkosh; he’s a talented restorer and homebuilder . Describing a little bit about his aviation background, Larry smiles and says, “I’ve owned two Taylorcrafts for 51 years now, and they’ve both won prizes up here . I learned to fly in one, then went and bought one . I flew it a year or so, and then my dad learned to fly, so we had to have a second airplane . We painted them just alike, and we went everywhere in two airplanes .”

It’s easy to deduce from these gentlemen’s stories that throughout nearly 70 years, the Taylorcraft is still a “keeper .” Yet, as Mike points out, “Airplanes at Oshkosh are great, but the people are the real story!” (Watch for an upcoming feature on this airplane.)

W. Lee Hussey, II of Martinsville, Virginia, is the proud owner of this 1964 Piper PA-24-400 Comanche . With its cowling open and its rocker box covers shining in the sun, it attracted quite a bit of attention . N8455P received the 2013 Contemporary Grand Champion Gold Lindy award (and was the 2010 Bronze Lindy winner) .

N7040E has been beautifully restored and is “Flying in Memory of Wallace Smith, 1954-1976, and Glenn Hulslander, 1928-1993 .” This 1960 Cessna 175A is owned by David Smith of Milaca, Minnesota, and received the Outstanding Customized Bronze Lindy award .

This gorgeous 1934 Stinson SR-5A bears the logo “Abraham Lincoln Life Insurance Company, Springfield, Illinois” on its fuselage . NC14163 is powered by a Lycoming R-680 and is owned by Keith Swalheim of Cottage Grove, Wisconsin . It cruises at 120 mph and lands at 70 mph . It received the Antique Transport Category Runner Up award . (Watch for an upcoming feature on this airplane.)

This 1929 Spartan C3-165 was on the flightline very briefly one day . NC705N is owned by Lee Kunze of Howards Grove, Wisconsin, and is one of five C-3s listed on the FAA Registry . Appropriately enough, Tempus Fugit II adorns its cowl-ing (Latin for “Time Flies”) .

Above: This un-signed, time-worn image was painted directly on an inte-rior wall panel in the VAA Red Barn and had apparently been covered over for years . Curiously, it is remarkably similar to NC14163 at right .


Longtime EAA members will be sure to recognize the blue jacket with patches that EAA lifetime mem-ber Camilla Roberts is wearing in this photo . There’s a poignant story behind the jacket . “Our friends, Eric and Irene Manuel, would come to Oshkosh with our chapter, and he passed away last year at 96 . He came up here until he was 94,” shares Camilla, add-ing, “Their children gave me Irene’s jacket, and the patches represent all the years I’ve been here except for one, when I wasn’t here . They both volunteered, and I still volunteer .”

Camilla’s eyes sparkle when she says, “My first airplane ride was when I was 18 months old, in my

mom’s arms, on NC414H, which is the Tri-Motor that flies out at the Grand Canyon now . They charged a penny a pound for passengers, and we have it on 8 mm film!”

She’s been coming to Oshkosh since 1974, and her father, Larry Roberts, has flown the Cessna 170A here 42 times . They are active members of EAA Chapter 563 in Peoria, Illinois, and Larry is a Century Club mem-ber, having flown at least 100 Young Eagles .

He’s owned N5799C, a 1950 Cessna 170A, since 1967, and it’s staying in the family, since it’s registered in Camilla’s name now . She has her private and is currently logging hours in the Cessna 170 to meet insur-ance requirements, so she’s usually accompanied by her father or a flight instructor . “Dad learned in a Taylorcraft, and then he went to the 170, whereas I learned in a Cessna 152 with a nose wheel,” Camilla explains, adding, “Dad has about 2,270 hours total flight time .”

During her very first visit to Oshkosh, she met a lot of other kids to play with, and that kept her com-ing back . “Our EAA group from Peoria used to be pretty big; a lot of them have gotten older now or have health issues, but there used to be about 50 of them that would come,” she recalls, adding, “My great uncle and great-great uncle and cousins also used to come . Later, we met people that fly in from other parts of the country, and so now they’re kind of like our EAA group was . Another thing about Oshkosh: I remember hearing the Apollo astronauts and veterans share their experiences up here . It’s like a history lesson, but you don’t realize you’re actually interested in history, until you hear somebody talk about it . And then it’s like, oh! Why didn’t my history teacher talk about this stuff?” Vintage member Mark Weinreich of River Falls,

Wisconsin, and his youngest daughter, Lisa, of Missoula, Montana, were camping beside N1999V, their 1947 Cessna 140 . Mark was using his iPad and the ForeFlight app to review his planned route of flight from Oshkosh to Red Wing Airport and cheerfully took a few minutes to share a bit about himself and his airplane . “I’m a retired airline pilot . I just retired six months ago, and I’m really flying now!” he says with a hearty laugh, adding, “I learned to fly while in the Army, in an Army-sponsored flying club and later flew helicopters in the National Guard af-ter the Vietnam era . When I got out, I thought I was go-ing to be a college professor, but I ran out of money and

time and had kids . So I accepted an airline job and flew 30 years for Mesaba Airlines out of Minneapolis, Minnesota . I had a pretty good career over there .”

Mark is also an A&P mechanic and has refurbished the ragwing 140 during the 10 years he’s owned it . He proudly popped the cowling to show off his handiwork . “This is overhauled by me! I did the 100-hp STC for the O-200, and that extra 15 hp makes quite a bit of difference,” he says and smiles, elaborating, “With my daughter, myself, and tent, we’re right at gross weight . But with the 100 hp, we notice a differ-ence on takeoff . It climbs right up now . Another modification I made was changing the tail wheel, which makes it more stable on the ground and easier to turn .”

This was the second time he’s flown into Oshkosh, and each time he’s had his daughter with him . “Both of my daughters have been flying with me since they were little,” he says happily, adding, “Lisa wants to learn to fly; she’s had some lessons . And my wife’s been a real trooper, coming over here and camping and never complaining . This airplane has a lady’s paint scheme; the two previous owners were a guy and gal, and she picked the paint scheme . My wife loves it, and I’ve learned to love it!”

This 1968 Siai-Marchetti F.260 was a rare sight on the flightline . According to the FAA Registry, N7895 is pow-ered by a Lycoming IO-540 series engine and is owned by William Matukaitis of Sterling, Massachusetts .

Close-up view of N51ZD, taxiing out for takeoff . Joe Duke of Jacksonville, Florida, received the Seaplane Gold Lindy award for his 1954 Grumman Albatross .

Richard Epton of Williamson, Georgia, is a frequent flyer in N108N, his 1946 Temco D-16A Twin Navion .

Polished ’n pretty! This 1947 Cessna 140 is owned by Rich and Elaine Harris of West Nyack, New York . Powered by its 85-hp Continental, it cruises at 105 mph and lands at 60 mph . NC2350N was the Classic Category Class II (81-150 hp) Bronze Lindy winner dur-ing AirVenture last year (2012) .


The “Flying Robertson Family.” Tia and Phillip Robertson are longtime fliers, as both profes-sional and general aviation pilots, and they’d always hoped to pass along their love of flying to their sons . Their dreams were fulfilled earlier this year, when Nathan and Ian earned their private certificates, and it was their mother, Tia, who was their flight instructor in the family’s Cessna 170B . Twenty-three-year-old Nathan was all smiles as he described his flight to Oshkosh: “My dad and I flew the 195 up from Woodstock, Georgia . We had great weather and visibility, and we saw all the big buildings in Chicago . We shared PIC re-sponsibilities; I’ve just recently started learning how to fly the 195, and it’s very challenging!”

Twenty-year-old Ian flew the family’s Cessna 170B, and his 21-year-old friend, Eddie Cengic, accompa-nied him . All the while, Tia was flying her Taylorcraft . “At the beginning of a leg, we’d have my mom in sight,” says Ian, laughing, “and then we’d pass her . Every time we’d land, we’d fuel up the 170, and then my mom would come in, and we were like her pit crew waiting there, ready to clip on the ground wire for the fuel pump, and fill up her 12- and 6-gallon tanks . Then we’d send her out real quick: go, go, go! We’d take off, but we’d catch her and pass her again . She didn’t fuel up her airplane once! I think flying airplanes is extremely fun; I want it to be a career .”

Tia is also teaching Eddie to fly . “I have my written done, and am working on my private pilot’s license, but I’ve been caught up with work and school,” says Eddie, adding with a grin, “but coming back up to Oshkosh has brought my interest back up! Seeing all these beautiful planes and flying here with Ian . I’ve told Tia I definitely want to finish my private license .”

Tia’s laughter and excitement light up her countenance and warms those around her like a cheerful ray of sunshine . Smiling happily, she declares, “Phillip and I are delighted that our boys love flying as much as we do; being able to share that as their mom and instructor has been wonderful . We are so proud of them! When I let the boys solo my Taylorcraft, that was a real big deal to me for several reasons, one of which is that I’ve owned it for 32 years, and it’s my baby! It’s exciting to fly up here as a family; I’m glad the bug finally bit them; we just waited until they showed an interest in it . They’re working on their in-strument ratings now!”

Tia Robertson with her 1946 NC95106 Taylorcraft BC12-D and her son, Nathan.

Ian Robertson and N2551C, the family’s 1954 Cessna 170B, with friend Eddie Cengic .

Phillip Robertson, with N9895A, their 1950 Cessna 195A .

Vintage member David Carlson of Lakeland, Florida, was enjoying the early morning beside N7974B . He likes being at AirVenture “just to be around other people, to go hangar fly, and hear some good stories . They get better every year!”

His wife, Diana, is a pilot as well, and David shares that “when we fly together, we switch off being PIC; I’m also a CFI and am currently giving checkrides in the Civil Air Patrol .”

They’ve owned the airplane for two years now . Commenting with a chuckle, David says, “We’re getting older! We started out with a 1979 Cessna 172, and then a 1966 Cessna 182, and now we have a 1957 Cessna 172 . It’s a dream to fly; a little slow, but it’s okay . It only has a little over 2,400 hours, with its original engine, which has been overhauled once . These are the original colors, except it was bare metal where it’s white now, and the blue stripe is a little higher to get the large numbers on it, since we fly to the Bahamas . We upgraded the flight reference instruments and avionics, but we still use the venturi-driven attitude indicator and directional gyro as backup and for the copilot .”

Vintage members Doug and Judy Range of Burrton, Kansas, were relaxing by their 1949 Piper Stinson 108-3 enjoying their honeymoon . They were just married the weekend prior to AirVenture, and it was Judy’s first visit to Oshkosh . “I’m fascinated and I’m ready to come back next year! When we get back home,” she says and smiles, “we’re going to see if I can find someone to teach me how to at least get it down safely . We’ll be putting up a hangar on our own hayfield airstrip soon . It’s awesome!”

N4126C has always been a Kansas airplane; in fact, Doug is its second registered owner . “This is the first year for us to bring the airplane; we bought it about 10 years ago . I soloed in this; I was in my 50s when I did that . I finished up getting my license in it, and now I’ve got over 300 hours in it .”

The airplane had 1,050 hours total time on it when Doug bought it, and it still has its original Franklin engine . “The wings were re-covered in Ceconite in the 1980s, and the next year, the fuse-lage was done in Stits,” says Doug, adding with a chuckle, “When I got it I had to change the radio out . We put a new one in, along with a transponder and the intercom, all in the same hole that the pre-vious radio came out of, and even lost six pounds!”

Doug was introduced to flying as a child, when his father got him a ride in a Mooney . “I just fell in love with flying . That’s why I’m so passionate about the Young Eagles program . I only fly one at a time, because if you fly more than one, they only get an airplane ride in the back seat . I turn the controls over and the kid flies the airplane . I have them climb, descend, turn right, turn left, and if they’re having fun, I let them fly back to the air-port . I tell them afterward, ‘You proved you can fly an airplane; now you keep yourself straight and study hard, and one day you can be a pilot!’ I’ve taken over 100 kids up now, and I like giving the kids a goal, something to work for, look forward to, and help keep them out of trouble .”

Joseph Flood of Franklinville, New Jersey, with his 1939 Aeronca 65-C . NC23927 won the Bronze Age (1937-1941) Outstanding Closed-Cockpit Monoplane award . (Watch for an upcoming feature on this airplane.)


Vintage member Richard Hawley of Conifer, Colorado, grew up surrounded by aviation and wouldn’t have had it any other way . “I was born on a grass strip next to a crop duster, so I’ve been doomed from the start to be a pilot,” he says and smiles . “I grew up wondering why other kids didn’t have airplanes! I went through college, got a couple of degrees, and was a teacher for a little while, but then I realized I really wanted to be in the sky more than I wanted to be in a classroom . So I resigned from teaching to work on the ramp for Braniff throwing suitcases on air-planes, while I was getting my ratings .”

Richard eventually acquired the necessary ratings and was hired as an airline pilot . Then Braniff went bankrupt, so he flew charters for a couple of years . “Then I went to Southwest Airlines, which was like heaven on earth . I was there for 20 years and two months, until they dragged me out backwards . I know that that airplane still has little scratch marks on the door from my fingernails!”

After that, he discovered that he had more time to work on his airplanes, and one in particular . “I still have the world’s slowest Fairchild restoration project going on . NC19015 is a 1937 Fairchild 24G (145-hp Warner) that my father purchased in 1953,” he says, elaborating, “It has the extra big fuel tanks because it was used as a submarine patrol plane during WWII . I hope to get that airplane back in the sky before I die . That’s my goal .”

His wife, Lynne, suggested that he also needed an airplane to fly, and now he’s owned N9855A, a Jacobs-powered 1950 Cessna 195A, for 23 years . “I’ve flown it so long it’s just like an old shoe—you just slide in it, it’s so comfortable . I have about 1,100 hours in it . Home base is Denver, Colorado’s Front Range airport,” he says, adding thoughtfully, “It’s been a wonderful week here at Oshkosh . I like seeing the vintage and antique airplanes, and there’s always something that somebody just finished restoring . And this year, by total coincidence, the Cessna 190 tied down straight behind me is N9854A—one number off from mine . What are the chances of that happening? Being at Oshkosh is a must every year!”

Brothers Jim (left) and Tom Schoettmer (right) of Greensburg, Indiana, pooled their resources and bought their 1946 Taylorcraft BC12D in 1992 . It had been sitting at a grass field at New Carlisle, Ohio . Tom called the owner, who gave him a ride in it, but they couldn’t agree on a price . A couple of weeks later the owner called Tom back, and the brothers bought the Taylorcraft .

“I’m not a licensed pilot, but my older brother Tom is,” shares Jim, explaining, “I just wanted to have an interest in it with him; I basically love for him to be able to fly . We’ve been coming to Oshkosh about every three years .” They en-joyed time aloft in NC5045M for six years prior to grounding it for safety’s sake, when the AD on the wing spars was issued .

Several years passed, and then they decided if they were ever going to fly it again, they needed to have it re-stored . One thing led to another, and eventually, Stoinoff Restoration in Batesville, Indiana, a family-run company owned by Bob Stoinoff and his sons Rob and Scott, completed a thorough and meticulous restoration . The project included new wing spars, new wing tanks, and a new cowling (with a Univair nosebowl), shock cord covers and door hinge covers, and an air breather scoop . Magnum Aircraft Engines in Fort Wayne, Indiana, overhauled NC5045M’s original engine . All the instruments were overhauled, and Tom was fortunate to discover and purchase an original Taylorcraft compass on eBay . The airframe was covered and finished with the Poly-Fiber process .

Tom well understands what is involved with restorations; back in 1986, he won the Class II Bronze Lindy award for his own hands-on restoration of his 1952 Cessna 170B . He says he “learned to fly in a Cessna 150 back in 1972, and I did my tailwheel training in a Taylorcraft in 1974 . I fell in love with classic airplanes when I was old enough to walk out of the house and look up into the sky! When I was growing up, I’d watch them flying, and when I’d drive out in the country with Dad, we’d see an airplane on a runway, or at a hangar, and he’d say, ‘Let’s stop and look at the airplane!’”

Tom’s wife, Trudie (center), was all smiles and enjoying being at Oshkosh with the fellas . “I had never flown in a small airplane until I met Tom about six years ago and we just had our fourth anniversary last week . I just fell in love with flying when he took me up . I’d always enjoyed flying commercially, but being in a small airplane was just a totally different experience . I love the Taylorcraft, and since it’s side-by-side seating, it makes it easier for me to ask Tom any questions I have . And now he’s trying to get me to learn to fly!”

NC5045M was virtually aglow on the field, drawing many admirers to examine it in detail, including the judges, who selected it for the Class I Bronze Lindy award .

Vintage member Brian Neal flew N6126D (a PA-22-150) from his home in Monrovia, California . This is his eighth trip to Oshkosh, and he shares that he keeps com-ing back because, “As much as anything, it’s the friend-ship of about eight to 10 guys I’ve come to know here, and we camp together every year . Plus I’m a big AeroMart person; I go there every day, and I like to look in the big hangars at the vendor exhibits and look at the airplanes . So it’s a bouquet of activities .”

Brian soloed in a Cessna 150 and was attracted to tail-wheel airplanes due to his father’s influence . “My dad was a pilot, and he learned to fly in a J-3 and always liked taildraggers . About the time I was getting my li-cense, he pointed out a Piper Pacer sitting underneath a hangar shed, and said, ‘You know, that’s a really nice airplane . It’s got four seats, good performance, and gets there cheap . It was less than a year after that that I bought my first airplane, an original Piper Pacer,” he recalls, adding, “I bought this airplane in 1977, when I was 22 years old . It was originally a Tri-Pacer, and I’ve had quite a few upgrades and modi-fications done to it over the years . The best one was the taildragger conversion, by far . It made a much nicer airplane out of it . I’ve flown it about 1,600 hours in 33 years; my big cross-country trips are up here and to Texas where my family still lives .”

Syd Cohen of Wausau, Wisconsin, and Scampy, a 1946 415-D Ercoupe, are a friendly and familiar sight at many local and national fly-ins . NC94196 is powered by an 85-hp Continental; it cruises at 108 mph and lands at 54 mph . Scampy has won at least 17 noteworthy awards since 1992, and Syd has 2,540 hours in his airplane . Syd was at-tracted to Ercoupes because Dick Korupp introduced him to flying in the one Dick owned .

Years later, Syd and several fellow school teachers went together and bought an Ercoupe that had come up for sale at the Mosinee Airport . “The plane belonged to Bill Unertl, who was a paraplegic . . . and his nephew suggested he

learn to fly an Ercoupe . He found this Ercoupe in Wisconsin Rapids and flew it for 10 or 11 years . But then he lost his medical, and we bought his plane for $6,500 .

Syd ended up buying their shares in the Ercoupe for the original cost of $1,400 each . In the 1990s, Scampy underwent a ground-up restoration .

Throughout the years, Syd has introduced 1,113 Young Eagles to flying . Jake Lasee was one of them; now he’s 14 and completely hooked on flying . “That flight was just awesome,” he recalls, his eyes shining, “and yes, I’m going to learn to fly!” Syd notes, “Jake makes radio control models, and they don’t just fly; they’re gorgeous!”

This year was Syd’s 41st time at Oshkosh; he’s flown the Ercoupe there 31 times, and he’s led the flight of Ercoupes 21 times . “I love coming here; this is absolute heaven,” he says, with a big grin . He’s already making big plans for 2015, in anticipation of the 75th anniversary of the Ercoupe production (which started in January 1940 with the C Model) . “EAA said they’d do something special for that,” explains Syd, “so I proposed that the 2015 Ercoupe convention will be in Sheboygan, Wisconsin, right before AirVenture . That’s only 30 miles away from Oshkosh, and there are a lot of things to do there . Then we can have a mass flight over here; I’m hoping for at least 75 Ercoupes! Anyone who’s interested in joining us for the 75th anniversary can visit the Ercoupe Owner’s Club website for more information: www.Ercoupe.org .”


The Takeoff-Begin Part TwoRodgers had the new EX, painted

with the bold VIN FIZ logo, de-livered to Sheepshead Bay on the south coast of Long Island in Brooklyn. The EX was on the beach with light Atlantic surf touching the wheels.

On the afternoon of Septem-ber 17, 1911, before a modest crowd, he climbed onto the wing and seated himself in the wood and canvas pilot’s seat. He was wearing a simple business suit and tie un-der thick sweaters and a sheepskin vest. On his head was his familiar cap and clamped between his teeth was an unlit cigar. Rodgers had agreed to carry a U.S. Mail pouch to California. The sturdy leather bag was secured to a central wing strut. He would be delivering the first transcontinental air mail.

The ground mechanics had filled the gas tank and upon Rodgers’ sig-nal pulled the big starboard propel-ler through, until the 35-hp engine chugged to life. It was 4:30 p.m.

The plane rolled slowly and with the crowd watching wobbled, picked up speed, and then lifted

into the cool afternoon sky. He banked to the west. Rodgers was on his way.

The Special was in Jersey City on the west bank of the Hudson River and started north, paralleling the Hudson River Valley. Rodgers saw the distinctive white boxcar and kept it in sight as they passed through Paterson. His first goal was Middle-town, New York, 104 miles away.

Hearst’s chain of papers started following the epic journey.

After two hours the sun was dip-ping low ahead of the EX, and Rod-gers looked for a suitable place to land. He chose a flat field alongside the railroad tracks and settled in.

The first leg of the long journey had ended successfully. Taylor and the train arrived and immediately fueled the EX, checking for loose bracing wires and controls. Rodg-ers hugged his mother and kissed his wife, feeling good about his ini-tial progress.

A night in the Palmer-Singer coach refreshed him and the next morn-ing, he again climbed into the EX, ea-ger to continue on to Binghamton, New York, 120 miles to the west.

But almost immediately Rodgers’ luck changed. Just after lifting off, a wheel struck a tree and the plane spun and fell into a farmyard, crush-ing a chicken coop. Rodgers was slightly injured, but the EX had suf-fered its first major damage. An irate woman stormed out of the farm-house and demanded Rodgers pay her for the damage to her chicken coop, which he dutifully did.

The EX was towed back to the field and repairs were performed to broken struts, snapped wires, and torn fabric. It wasn’t until Septem-ber 21 that he was able to try again.

After a less violent takeoff, the resilient Rodgers again banked to the west and headed for his ever-distant goal.

He maintained an altitude of nearly 4,000 feet, which gave him excellent visibility, but when low cloud intervened, he was forced to fly lower to keep the precious rail line in sight.

Looking for known landmarks and town names painted on water towers and barns, he kept an eye on his watch and the gas gauge until two hours had passed. Then he found a

The 84-dayodyssey ofCal Rodgers

Mark Carlson

Cal Rogers

Coast to Coast With the Vin Fiz

Part 2

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place to land. Sometimes the Special was there with the crew waiting.

But lacking a compass, he did get lost. On September 22 Rodgers mis-takenly flew south from Hancock, New York, along the wrong railroad into Pennsylvania. He recognized his mistake and turned back north after landings at Throop and Scran-ton. Then he had another serious takeoff crash in Redhouse. Leav-ing New York at Salamanca on Sep-tember 28, he crossed the corner of Pennsylvania into Meadville. From there he flew along the south bank of Lake Erie to Kent, Ohio, seeing the fertile valleys and rolling hills pass under his wings.

People on the ground heard the strange chattering of the engine and looked around, puzzled at the source. Then someone would point into the sky and say “There! It’s an aeroplane!”

Inevitably they would spot the bold VIN FIZ on the underside of the wings and wave as Rodgers soared over.

From town to city, from cross-roads to railroad junctions, Rodg-ers stubbornly flew on.

After daily conferences with Taylor over the maps, Rodgers would take off and find the rail-road line that would lead him to his next destination.

The RealityEntering Indiana on October 1,

he landed at Huntington. The next day he crashed on takeoff, requir-ing three days to repair. On the October 5 he made it as far as Ham-mond, where a broken skid had to be replaced. Then high winds de-layed his takeoff until October 8. Time was beginning to run out. His many forced landings and repairs had cost too much. As Rodgers crossed into Illinois and skirted the southern shore of Lake Michigan, the sobering truth was undeniable. He wasn’t going to make Hearst’s deadline. It was October 9 when he reached Chicago.

But he persisted, and followed the Illinois Central Railroad west to stops in Lockport, Peoria, and Springfield. He f lew southwest down the Illinois River toward the Mississippi River. Then the Vin Fiz flew upstream along the Missouri River to Kansas City, Missouri.

On October 17, 30 days after leav-ing Sheepshead Bay, Rodgers had only reached McAlester, Oklahoma. The Hearst papers, which had been following Vin Fiz from the start, con-tinued to report his progress, and in some cases, the lack of it.

Even though he would not be able to win the $50,000 Rodgers never considered quitting. After all,

he was being paid by Armour for ev-ery mile he flew, and even though he had lost out on the 30-day goal, he was becoming more and more fa-mous with each passing day.

Mabel Rodgers obtained local newspapers in every town the train stopped in, and she told her hus-band he had the entire nation be-hind him.

The Wright EX slogged south, en-during crashes and engine trouble, bad weather, and bumpy landings.

For most pilots a serious crash would be a wake-up call, prompt-ing an examination of their chosen profession. But Cal Rodgers suf-fered at least seven major crashes that required repairs and medi-cal care. Another 16 were serious enough to need work on the plane before flight could be resumed. Cal Rodgers, while being an excellent athlete, was not an experienced pilot. He won several air competi-tions, but a fair degree of luck was involved. When something went wrong in the air, a pilot with more flying time might often have been able to land with less damage than Rodgers sustained. Rodgers had only flown Wright brothers aircraft and probably felt a loyalty to them. But the EX was hardly the ideal bi-plane for an extreme long-distance series of flights over several weeks.

Daily takeoffs and landings took their toll on the EX, which had never been designed for such work. Texas was so large that more than 20 flights were needed to traverse the Lone Star State. An engine exploded on October 20 at Kyle, Texas. But repairs were swift, and he flew on to San Antonio on Oc-tober 22. The determined Rodgers was well past the halfway point by late October. After following the Rio Grande Valley northwest with landings at Alpine, Sierra Blanca, and Fort Hancock, he reached El Paso on October 29. New Mexico

proved to be a breeze. After two landings in New Mexico on No-vember 1, he reached Willcox, Ar-izona. He stopped in Tucson and Phoenix, and aimed the EX for the Golden State.

On November 3 he crossed over Imperial Junction, California, just 200 miles short of Pasadena, when an engine cylinder burst. Hot steel shards lanced into Rodgers’ shoul-der and tore into the wing fabric. Gritting his teeth, Rodgers turned back and managed to coast the EX to a safe landing in Imperial Junction.

The Vin Fiz Special reached the town and set to work while Mabel accompanied her husband to the local hospital to have the metal fragments removed from his right arm and shoulder.

The EX required a day to repair.The next day the bandaged pilot

was off again, driving hard for Ban-ning, California.

He reached Banning on the af-ternoon of November 4. The next stop was Pasadena, the elusive goal. November 5 was a clear day with high cirrus clouds and per-fect visibility. Rodgers took off early and flew on, keeping one ear cocked for any unusual sound in the engine. But the four cylinders banged on, and he landed at Beau-mont, a sleepy farming town, and then on to Pomona, among the al-falfa fields.

A crowd of nearly 20,000 people were waiting at Tournament Park, the site of the first Rose Bowl game in 1902, outside Pasadena when they heard the chugging of the Wright’s engine approaching from the east. Cheers erupted from ev-ery throat at 4:04 p.m., when Cal Rodgers settled the battered Vin Fiz on the grass and cut the engine. He unstrapped the battered mail bag and handed it to the Postal Service representative. It had taken him 49 days to reach Pasadena. The first


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transcontinental air mail took 10 times longer to deliver by air than it would have by rail.

Officially, Rodgers had done it, and even though he was 19 days

past Hearst’s deadline, it was a re-markable feat in aviation history. For the first time an aircraft had flown from coast to coast, linking the oceans by air.

Yet Rodgers wasn’t fully satis-fied. He wanted to go all the way to the Pacific, 23 miles away.

To the Pacific or BustSeven days later, after Taylor and

his team had tuned the engine and tightened the bracing wires, Rodgers, with his characteristic grin and cigar, was off again, bound for Long Beach.

The coastal city had won the bid for the honor of being the site of Rodgers’ ultimate triumph. He would receive $1,000 to land there, plus part of the receipts for an ex-hibition of the plane afterwards.

B u t R o d g e r s ’ l u c k h a d n ’ t changed for the better. A few min-utes into the f light, the engine, which had been pushed beyond what its builders had intended, suf-fered a broken fuel line and forced him to land at Covina Junction.

The Special reached him and re-pairs were swift. A short time later Rodgers took off again, casting his eyes to the distant blue line on the western horizon.

Then the engine quit. Rodgers kept the falling EX under control, but he crashed on the Orr Ranch outside Compton, California.

This was the last crash, but it was severe. The fuel tank dis-lodged, smashed through the ra-diator, and split open as it fell onto Rodgers’ legs, crushing his ankle. Gasoline soaked his clothing, and he was unconscious.

Rodgers was taken to a hospi-tal while his wife watched anx-iously. She knew he wasn’t done yet. When he awoke, his first words were “How far do I have to go?”

He had survived many crashes that could have been fatal. Orville Wright wrote to a friend, “That man Rodgers was born with four horse-shoes in his pocket.”

Weeks were needed to literally re-build the EX for the last hop to Long Beach, just 12 miles away. The bot-

tle of Vin Fiz had disappeared after the crash, and Rod-gers, like many pilots, was superstitious and asked his mechanics to go to the crash site and find it. They said there were “a million of them,” but he wanted the one he’d carried from New York. Only after several searches was the battered bottle found buried in the dirt.

On December 10 Rodgers was surrounded by well-wishers as he limped on crutches out to the Vin Fiz. He stopped and regarded the plane, realizing it wasn’t the same aircraft in which he’d left Sheepshead Bay on September 17. While it was still a Wright EX and the black VIN FIZ letters stood out boldly, all that

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WelcomeNew VAA Members

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remained of the original was one rudder and a wing strut.

He climbed in, strapping his crutches to a strut and signaled his team to start the propeller. A moment later, engine chugging away, Cal Rodgers lifted off and turned west.

A crowd of nearly 50,000 spec-tators who’d been waiting for word of Rodgers’ takeoff was on the beach as the Vin Fiz came into view over the hills.

Rodgers grinned in triumph when the wheels touched down on the firm sand of Long Beach. Wanting to fulfill his ultimate goal, he had the plane rolled forward un-til the wheels were washed by the Pacific Ocean surf.

The crowd swarmed around the plane and clapped the grinning pi-lot on the back. Flash powder flared in the sunlight as dozens of photos were taken of the historic moment.

He had done it. From Sheeps-head Bay, New York, to Long Beach, California, with 70 flights, a dozen serious crashes, two engine explo-sions, and several injuries, 84 days had passed. An Olympic marathon runner (assuming he never stopped or slept) could run across the coun-try in less time. Interestingly, Rodg-ers’ actual time in the air for 4,321 miles was just over 82 hours, at an average airspeed of 51.1 miles per hour. His longest single flight was 133 miles, and the most distance in a day was 315 miles between McAl-ester, Oklahoma, and Fort Worth, Texas. He used eight propellers and 20 wheel skids.

Robert Fowler made another at-tempt to fly across the country. He left southern California on Octo-ber 19, and reached Jacksonville, Florida, on February 8, 1912. The second crossing of the continent by air took 112 days.

Armour’s cost for the flight was more than $23,000.

The Vin Fiz Special returned to Dayton.

The Finish LineCal and Mabel decided to stay in

Pasadena and bought a home there. Even though the last six months of his life had been focused on the coast to coast flight, Cal Rodgers wasn’t content. He began doing exhibition flights around the Los Angeles area in his trusty Wright Model B. He housed both planes in a hangar at Dominguez Field (now the site of Cal State Dominguez Hills). He later moved them to a field in Long Beach.

Cal Rodgers finally ran out of horseshoes on April 3, 1912 (coin-cidentally exactly a week before the Titanic left Southampton), and flew over Long Beach. Flying past the spot where his long journey had ended, he encountered a flock of seagulls. Various accounts state he either tried to scatter or avoid the birds, but one was entangled in his rudder controls, and he fell from the sky and crashed in the surf.

Cal Rodgers died of a broken neck at the age of 33.

As for the current status of the Vin Fiz, there is some controversy. The National Air and Space Museum in Washington, D.C., has the only “orig-inal” Wright EX Vin Fiz in existence.

How it got to be there is the issue. Cal’s cousin Lt. John Rodgers inher-ited the Vin Fiz and attempted to do-nate it to the Smithsonian, but they had a Wright Military Model on dis-play and turned the offer down.

Mabel was by then married to Charles Wiggin, who accompanied the train during the 84-day trip across the country. She accepted the plane from John, and the couple flew it around southern California at vari-ous air meets.

Cal’s mother won the Vin Fiz in a court order in 1914 and sent it to Dayton to be restored. But for some

reason it was not done, and the plane was destroyed when the factory was sold in 1916.

However, according to Charles Taylor, the Vin Fiz was restored and presented to the Carnegie Institute in 1917, a year after it had suppos-edly been destroyed.

Carnegie donated the plane to the Smithsonian in 1934 where it was restored and put on display.

The only logical explanation is that there were in effect two Wright EX Vin Fiz airplanes. One was the original that Rodgers flew to California. But it had been re-built so many times that little re-mained of the actual plane that left New York. This is the one that was lost in Dayton.

The Vin Fiz Special carried enough spare parts, i.e., wings, engines, pro-pellers, wheels, struts, rudders, el-evators and so on, that another Vin Fiz was apparently built. This is the one Cal’s mother sent to Carnegie and ended up in Washington. It is on public display today.

The Boy Who Wanted to FlyEleven years after Cal Rodgers

landed in Long Beach, a single de Havilland DH-4 took off from Pablo Beach, Florida, and headed west. The date was September 4, 1922. After one refueling stop, the DH-4 landed in San Diego, California, completing a flight of 21 hours, 19 minutes, the first transcontinen-tal flight in less than a day. At the controls was the man who’d once watched the fragile planes in the sky over the 1910 Dominguez Air Meet, Jimmy Doolittle.

Calbraith Perry Rodgers was buried in Allegheny Cemetery in Pittsburg. On his headstone is the inscription “I endure. I conquer.”

He was enshrined in the Na-tional Aviation Hall of Fame on December 17, 1964, along with Or-ville and Wilbur Wright.

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er’s death on August 22. I knew his good health was slipping away from him, and he was likely not long for this world. But I still suddenly found myself com-pletely unprepared emotionally for Paul’s death. I guess a lot of the emotion was all about the concept of “Paul the Founder” and the fact that we will never have another founder of EAA. Paul was the ultimate gatekeeper at EAA, and he was forever watchful over his flock of members. My guess is that he has a new gate to keep watch over these days.

I have long felt that I was very much blessed to have had a special relationship with Paul Pober-ezny. I will surely miss the challenging conversa-tions I was privileged to have with him over all these years. As a true leader throughout his adult life, The Colonel always enjoyed challenging the leadership of the VAA with various ideas and con-cepts that would make you immediately wonder, “Where in the world is he taking me with this?” Paul was forever my true mentor at EAA, and this was just his way of challenging us all to always do better. Blue sky and Godspeed to you, Paul, and I hope to see you and your spirit in the pattern around Oshkosh.

VAA Board Member Jeannie Hill passed away on September 1, 2013, after a courageous battle with cancer. She was preceded in death by her husband, Dick Hill. Jeannie and Dick were longtime fixtures at EAA and in the Vintage area during Oshkosh. For many years during the convention, Jeannie served as chairmen of hospitality at the VAA Red Barn Headquarters where she performed a myriad of re-sponsibilities, which included operational respon-sibility for the Shawano Fly-Out, the annual VAA Picnic, and many more duties. Jeannie was elected to the Vintage Aircraft Association board of direc-tors in 1990 and continued to serve in that capac-ity until her death. Jeannie was a committed VAA chairman and director, and she will be dearly missed in the Red Barn Headquarters in future years.

Winter is coming upon us, so pay close attention to your aircraft checklist, as well as your personal checklist. Buckle your seat belt folks, because 2014 is looking good for us as an organization. Thanks for being a part of it!

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64 NOVEMBER/DECEMBER 2013

AIRCRAFT1953 Piper PA 22-135 Tri-Pacer. 1475 TT. Hangared, Logs, 8/13 Annual. Great vintage

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EMPLOYMENTEstablished 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 [email protected]

WANTEDRestoring a 1929 Alliance Argo, looking for engineering drawings, blue prints, and

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Donate your Airplane to Samaritan Aviation, a charity that provides missions and medical services to remote areas of the world. www.samaritanaviation.com 970-249-4341

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Va vol 41 no 6 nov dec 2013