t-!A"PPY t-!OLiDAYS!

VOL. 37, No. 12 2009

DECEMBER

CONTENTS
2 News
4 2009 VAA Hall of Fame Inductee

Stephen Pitcairn

6 One Outstanding Stinson Flying Station Wagon .

. . . Soon to be joined by its sister ship

by Sparky Barnes Sargent

13 Peach State Aerodrome and Candler Field Museum

A tangible tapestry of time

by Sparky Barnes Sargent

20 A Country Boy's Dream

The story of Aircraft By Shue

by Dick Crensh aw

24 Light Plane Heritage

The Dormoy Bath Tub

by Jack McRae

26 What Our Members Are Restoring

Ray Lemmon's Stinson 108

by H.G. Frautschy

28 Chapter Locator STAFF

EAA Publisher Tom Poberezny
30 The Vintage Mechanic Director of EAA Publications Mary Jones
Fuel and oil systems Executive Di rector/Editor H.G. Frautschy
by Robert G. Lock Production/Special Project Kathleen Witman
Photography Jim Koepnick
34 Mystery Plane Bonnie Kratz
by H.G. Frautschy Advertising Coordinator Sue Anderson
Classified Ad Coordinator Lesley Poberezny
Copy Editor Colleen Walsh
36 Vintage Book Reviews Di rector of Advertising Katrina Bradshaw
Display Advertising Representatives:
39 Classified Ads Specialized Publications Co.
U.S. Eastern Time Zone-Northeast: Ken Ross
COVERS 609-822-3750 Fax: 609-957-5650
kr40@comcast.net
FRONT COVER: "Wouldn't it be neat to have two airplanes with consecutive serial numbers," U.S. Eastern Time Zone-Southeast: Chester Baumgartner
wondered Richard Preiser of Delray Beach, Florida. The first airplane in his stable is this Stin­ 727-532-4640 Fax: 727-532-4630
son 108-3 restored by Gene "Pete" Engelskirger of Hinckley, Ohio. NC6364M was the VAA cbaum111@mindspring.com
Classic Reserve Grand Champion in 2006. Now owned by Preiser, it wi ll serve as the sister­
U.S. Central Time Zone: Gary Worden and Todd Reese
ship of the airplane he is now restoring, NC6365M. See the story by Sparky Barnes-Sargent 800-444-9932 Fax: 816-741-6458
starting on page 6. EM photo by Jim Koepnick, photo plane flown by Bruce Moore. gary. worden@spc-mag.com; todd@spc-mag.com
BACK COVER: A gentle snowfall on a winter's day just outside of Old School Aviation at Van
U.S. Mountain and Pacific Time Zones: John Gibson
Sant Airport in Erwinna, Pennsylvania gives us a beautiful background to admire Ray Lem­
916-784-9593 Fax: 510-217-3796
mon's recently restored Stinson 108 and a Stearman destined to be shipped overseas. The jolmgibson@spc-mag.com
photo was snapped by one of the Old School Aviation mechanics who worked on the Stinson,
Christopher Cummings . Our thanks to Mssrs. Lemmon and Cummings for sending it to us to­
Europe: Willi Tacke
Phone: +49(0)1716980871 Fax: +49(0)8841 / 496012
wards the end of last winter. See the article on Lemmon's Stinson 108 starting on page 26.
willi@{lying-pages.com
VINTAGE AIRPLANE
The Vintage Instructor Column
The Vintage Instructor column will
be taking a brief break during the
winter months as we revise the edi­
torial calendar related to that fea­
ture. Due to the pressing needs of
his business, Doug Stewart will no
longer be writing the column. Doug
began writing for our then-new col­
umn, The Vintage Instructor, in Janu­
ary of 2003. We thank Doug for his
efforts as the "leadoff batter," and
we wish him well in the future.
Vintage Airplane Magazine
With the announcement by EAA
of the ending of publication of
Sport Pilot & Light-Sport Aircraft, and
the incorporation of the content
of that magazine into a new EAA
Sport Aviation, a few VAA members
have wondered aloud if there are
any similar planned changes to the
division publications, and in par­
ticular to Vintage Airplane. In short,
the answer is no.
VAA and its board of directors rec­
ognize that one of the most visible
and anticipated member benefits
is our monthly magazine, and that
its publication as a printed maga­
zine is important to each member.
While continuing to print Vintage
Airplane, we will explore other tech­
nologies to further enhance mem­
bership, including EAA's online
community at www.Oshkosh365.
org, a members-only online archive
of Vintage Airplane magazine , as
well as electronic means to share
slide show, video, and audio con­
tent related to information on the
operation, restoration, and social
aspects of being part of the vintage
aircraft community. Adding to and
enhancing the content of Vintage
Airplane is our goal, not to replace it
with online-only content. We will
continue to pack it full of content
from our regular contributors and
from members who volunteer to
share their knowledge with their
2 DECEMBER 2009
Treasurer Charles W. Harris Retires
Citing personal reasons, VAA Treasurer Charles W. Harris has an­
nounced his retirement from the VAA board of directors, effective im­
mediately. Prior to making his retirement announcement, Charlie had
advised the board he had not felt well for several months. On medical
examination he was recently diagnosed with an autoimmune disorder
that is being treated successfully, and a full recovery is expected.
In a letter to his fellow direc­
tors, he wrote:
"It has been a unique honor
and rare privi lege to have
served EAA, the Vintage Aircraft
Association board, Paul, Tom ,
and the entire leadership and
membership of EAA and VAA.
I will be most happy to assist
in any transitional matters with
those elected or named to suc­
ceed me . .. ... My very best
wishes to all of the officers and
directors of the Vintage Air­
craft Association in the years
to come. Vintage is the finest
such organization in the world,
and may it always be so."
Harris, who has also stepped down from his volunteer efforts dur­
ing EAA AirVenture Oshkosh, has been a member of the board since
being elected in 1988, and he has served as VAA treasurer since
1996. An inductee of the VAA Hall of Fame, Charlie has served the
membership on a national and local basis for more than 35 years.
We've been in regular contact with Charlie over the past couple of
weeks; he is home and tells us he has had significant improvement on
the road to recovery. We all wish him well!
fellow VAA members. If you have always room for improvement, and
something you think would be of that's the approach EAA headquar­
benefit to other members, feel free ters is taking toward improving Wi­
to drop us a line at vintageaircraft@ Fi coverage on the grounds at next
eaa.org or via regular mail at VAA, year's fly-in. During lithe heat of
P.O. Box 3086, Oshkosh, WI 54903. battle" at Oshkosh last summer, the
wireless Internet availability and
Working on connections were well below the
Better Wi-Fi high standards EAA members and
for AirVenture visitors expect. That was confirmed
2010 in the comment cards and post­
Even with the event surveys.
best events, there's Your voices were heard and your
feedback noted. Those comments
were exactly what EAA needed to take
back to its wireless partners and sup­
pliers to make things better in 2010.
We'll continue to survey EAA mem­
bers and AirVenture attendees to de­
termine the best way to meet the
demand next year. Look for updates
as we make progress over the winter
and use your ideas to make things
better on the Net next summer!

Members Aim to Resurrect

Bugatti Racer
Two Oklahoma EAA members­ Scotty Wilson, left, and Gregg Carlson meticulously plot the original Bu­
Scotty Wilson, EAA snss, and gatti wing in attempts to determine its NACA airfoil. EAA has the airplane
Gregg Carlson, EAA 101S379-are displayed in the AirVenture Museum.
hoping to create a true replica of the
Bugatti Model 100 racer. The sleek the F-16's by 40 years. accommodate the Bugatti SOB en­
machine was built by famed auto­ Construction of the replica gines modified for aircraft use, turn­
mobile maker Ettore Bugatti and en­ started in May. The fuselage shell ing two metal, ground-adjustable,
gineer Louis de Monge to compete is finished, and Wilson expects to contra-rotating Ratier propellers,
in an air race before the outbreak complete the empennage and fuse­ but the likely powerplants will
of World War II, but it wasn't fin­ lage over this winter. be two late-1990s/early 2000s
ished in time. When the German The replica racer is being built to BMW engines. ......
army marched on Paris in June
1940, the project was abandoned
before the airplane ever flew. Even­
tually, it was brought to America by
car aficionado Ray Jones to acquire
its engines. In 1996, the aircraft was
donated to EAA, and it's on display
at EAA's AirVenture Museum.
In mid-October Wilson and Carl­
son came to EAA to identify the
plane's airfoil using a "Profiler," an
electronic plotter that rolls along the
wing's surface, transferring data to a
computer for analysis. Because there
is no comprehensive set of drawings
covering the entire aircraft, "the only
way to build one is to backwards en­
gineer it," said Wilson. "It is abso­
lutely essential that we be able to
accurately determine what airfoil is
on the plane," Wilson stressed.
Some aviation enthusiasts insist Behind the Scenes Volunteer of the Year Award
that since the aircraft has never flown, We ran out of space last month to include a photo of our two VAA
it is not historically Significant, but Behind the Scenes Volunteers of the Year. Flanking VAA President
Wilson vehemently disagrees. "Five Geoff Robison are Michael Blombach (left) and Archie James. The
patents were issued to Bugatti for the Indiana twosome oversaw the Vintage Hangar project and worked
airplane-many of which appeared
throughout the spring and summer to complete the hangar on time
on other aircraft after the war," he
and under budget, which made it possible to enjoy the facility for the
said, including the dual drive train,
the flight control tail that mixes the first time during EAA AirVenture Oshkosh 2009. Our thanks to Mike
elevator and the rudder, and the au­ and Archie for their above and beyond the call of duty volunteer spirit!
tomatic flaps system, which pre-dates
VINTAGE AIRPLANE 3
 tephen Pitcairn, the son of

Scouring the
nation for at
least one
example of
S the aviation entrepreneur
Harold Pitcairn, founder of
Pitcairn Aircraft, preserved
his father's legacy by restoring Pit­
cairn aircraft and donating to many
the Pitcairn aircraft endeavors. He had a deep
Mailwing love for aviation and attained his
series of pilot certificate around 1940.
biplanes was Because of the effects of a child­
one of hood illness, Stephen Pitcairn was
Pitcairn's rejected from military service, but
passions. he was able to fly with the Civil Air
Here he pilots Patrol along the East Coast of the
the PA-8M United States searching for enemy
Super submarines. For a short time he flew
Mailwing DC-3s for Eastern Air Lines. In the
(right), with 1950s he was denied his FAA med­
the PA-6 ical certificate. During this time he
Super put his energies toward antique cars.
Mailwing, When he finally got his medical cer­
along the tificate back in the 1970s, he began
shore of Lake buying and restoring Pitcairn aircraft.
Winnebago in Stephen Pitcairn served EAA as
1997. a member of the EAA Foundation
board of directors from 1982 through
1990. After the restoration of EAA's
Ford Tri-Motor was completed, he
made possible the construction of
EAA's Pitcairn Hangar on Pioneer Air­
port. The hangar serves as the perfect
place to tell the story of his father's
company, Pitcairn Aviation, and
stands as a grand location to display
the other aircraft he has donated to
EAA over the years: the PA-39 Auto­
giro, the PA-7 Sport Mailwing, and
Pitcairn PCA-2 Autogiro, Miss Cham­
pion. He also made possible the res­
toration of the 1928 Pitcairn-Cierva
PCA-1 Autogiro, donating the his­
toric rotorcraft to the National Air
and Space Museum's collection. Pre­
ferring to keep his philanthropy
quiet, Pitcairn donated to many mu­
Mike Posey and Steve with the Pitcairn PA-8M Super Mailwing seums, and he gave freely of his re­
in the background. As a young man Steve (right) spent some sources to preserve the history of
time working for the successor to Pitcairn Aviation's airmail aviation, making his contributions
operations, Eastern Air Lines. with little or no fanfare.
4 DECEMBER 2009
 Steve and his friend and mechanic for many of his projects, Mike
Posey (left) of posey Brothers Aviation , as they assembled the
Pitcairn PCA-2 Autogiro Miss Champion before it was flown for the
last time and placed on display at the EM AirVenture Museum.

Mike Posey and Steve with the Pitcairn PA-8M

Super Mailwing in the background. After regaining h·~F":";

A:-"":-~~--..J
c IS A medical certifi­
ate, Steve and his Mail .
regular attende wings. became
East and M·d es to many flY-inS in the
I west.

Mike Posey, his niece Kelly Posey, and Steve Pitcairn. Steve
was no stranger to the Posey Brothers shop in Robbins­
ville , New Jersey, since he actually owned the shop build­
ing, and he was an active participant when Mike restored a
PA-7, PA-6, PA-7S, and PA-8 Mailwings, plus the first produc­
tion Pitcairn Autogiro , the PCA-1, currently on display at the
American Helicopter Museum in Brandywine, Pennsylvania .
All the aircraft restored under his guidance
were enjoyable projects , and the restoration
of the PCA-2 Autogiro by George Townson and
Steve seemed to be particularly pleasurable .
Here, he ~repares the cockpit as he readies
the Autogiro for one of its last flights .
VINTAGE AIRPLANE 5
 t was a fairly short hop from
I
Antiquers Aerodrome in Del­
ray Beach to Sun 'n Fun for
Richard Preiser and his Stin­
son, but it was a decades-in­
the-making journey for them to
arrive there together. Richard was
just a teenager when he started
learning to fly in 1969. He soloed
at Pompano Beach, but wasn't mak­
ing much money at the time and
couldn't afford to continue lessons.
So when he went into the Air Force,
he flew with its aero club and earned
his private certificate just three days
before leaving for a tour of duty in
Vietnam as a weapons mechanic,
loading bombs in airplanes.
After returning to the States, he
bought two Corvettes, married, and
6 DECEMBER 2009
started a family. Being dO-it-your­
seifers at heart, he and his wife,
Peggy, decided to go into their own
printing business. The sale of the
Corvettes funded that venture, and
just as soon as the business was
profitable, Peggy suggested he buy
back one of the Corvettes. Instead,
he decided to pick up flying again
and bought a Piper Arrow-and
later, a Cessna 150 for his son.
Years later he was bitten by the
vintage bug, after he struck up a
friendship with fellow Floridian
Kevin Proodian, who had been fly­
ing radio-controlled airplanes with
Richard 's son, Brian. When Kevin
bought a Stinson 108-3, he fre­
quently flew it over to Antiquers
Aerodrome to visit the Preisers. Be­
1947 ad.
ing around that Stinson was all it
took-Richard was hooked. "I told
my son that I was going to trade the
Cessna 150 for a Stinson," he said,
chuckling. "Brian is now a captain
on Colgan, flying for Continental.".
Kevin, an airline pilot who is
also a certificated flight instructor
and an airframe and powerplant
(A&P) mechanic, loves flying clas­
sic tailwheel airplanes. He good­
naturedly steered Richard away
from buying an early-model Stin­
son 108 that hadn't flown in 20­

odd years, telling him, "If it hasn't
run in that long, you're going to
spend something like four times
the purchase price to get it in flying
condition. If you want a pristine air­
plane, let's look around for one. Just
a couple of weeks later, NC6364M
showed up on Barnstormers [web­
site]. It was an Oshkosh 2006 Clas­
sic Reserve Grand Champion, and
I told him it would be a good air­
plane." Richard called owner and
restorer Gene "Pete" Engelskirger of
Hinckley, Ohio, in early 2007, and
after a brief conversation, he sent
Gene a deposit for the Stinson, sight
unseen-and then asked Peggy for
permission to buy it.
Flying Station Wagon
All told, more than 5,000 of the
Stinson 108 series were manufac­
tured. According to FAA Aircraft
Specification No. A-767, the Model
108-3 was similar to the 108-2, with
the exception of "larger fuel tanks,
structural changes for increased
gross weight, revised vertical tail
surfaces, and a controllable rudder
trim tab, [which replaced the] rud­
der bungee."
In 1947, a utility version of the
Model 108 Voyager was introduced,
and its attributes were marketed in
this manner: "New! America's first
personal/cargo' plane! See the new
Stinson Flying Station Wagon. Re­
inforced 24-cu.-ft. cargo compart­
ment in 2-tone plywood paneling
equipped with tie-down straps. A
side-loading baggage compartment
offers an additional 11 cu. ft. of car­
rying space. Carries pilot and 600
cargo pounds, or pilot, one pas­
senger, and 500 cargo pounds. Two
rear seats can be replaced in 5 min­
utes' time. Ideal 'utility' plane for
ranchers, farmers, sportsmen, and
flying businessmen."
Powered by a 165-hp Frank­
lin 6A4-165-B3, the Flying Station
Wagon measures 25 feet 2 inches
from nose to tail, has a wingspan
of 33 feet 11 inches, and reaches
VINTAGE AIRPLANE 7
a height of 7 feet 6 inches in level
attitude. It weighs 1,320 pounds
empty and has a useful load of
1,080 pounds. Its maximum struc­
tural cruising speed is 126 mph,
with a cruise speed around 108
mph-just right to enjoy some
fresh air from its sliding windows.
With a SO-gallon fuel capacity (a
25-gallon tank in each wing) and a
10-gph fuel burn, it offers a range
of around 540 miles.
If you look carefully at the Stin­
son's wings, you'll notice slots in
the leading edges, which increase
the airflow over the ailerons at high
angles of attack, thereby providing
greater stability and control. And
the slightly offset vertical stabilizer
(for the 1948 model) helps counter­
act the torque of the 165-hp Franklin
engine. Slotted wing flaps enhance
takeoff performance, and landings
were cushioned by the cantilever
gear's oleo-spring shock absorbers.
The Model 108-3 Flying Station
Wagon sold for $6,484 in 1948, ac­
cording to aviation historian Joseph
Juptner (U.S. Civil Aircraft, Vol. 8).
Touted as being roomy and
soundproofed, with quick takeoffs
and slow landings, Consolidated
Vultee Aircraft Corporation fur­
ther enticed its targeted share of
the market by advertiSing that "be­
ginners can solo this spin-resistant
Stinson in only about eight hours'
flying time!" and thereby offered
a "special flight plan for business
and professional men ... your Stin­
son dealer will teach you to fly,
free-up to and including solo." It
was a winning campaign, appar­
ently, since another company ad
proclaimed that" ... Stinson has
become America's biggest-selling
4-place personal plane-especially
with 'over-40' owners who fly for
business and pleasure."
NC6364M
Manufactured by Consolidated
Vultee Aircraft Corporation-Stin­
son Division in Wayne, Michigan,
in April 1948, it took nearly two
years for this particular Flying Sta­
tion Wagon to arrive in the hands
8 DECEMBER 2009
Kevin Proodian (kneeling) and
Richard Preiser-these longtime
friends are both aficionados of
Stinson 108-3s.
of its first owner. Later, while Rich­
ard was focused on his family and
printing business, NC6364M was
doing touch-and-goes between var­
ious owners from Nebraska to Flor­
ida, and then on to Ohio, where it
languished for a number of years.
Gene Engelskirger, who restored
the airplane, wrote this about
NC6364M: "[It had] been around
the Cleveland area since 1972 and
was tied down next to my first res­
toration at Columbia Station air­
port 34 years ago. Bernie Ockuly
bought the basket in 1987 and
started the long process of bring­
ing her back to life. Bernie got the
RV bug, and I picked up the project
in 1995. It was going to be a quick
one-to-two-year deal that was fi­
nally finished 11 years later."
He also enumerated a few po­
tentially controversial and inter­
esting details derived from his
restoration research:
• "There are two holes on the un­
derside of the right gear leg. The
"About a month
after I bought
64M, I thought,
'Wou Id n't it be
neat to have two
airplanes with
consecutive serial
' "
num bers.....
-Richard Preiser
battery drain hose originally went
through the empty hole, and a ser­
vice bulletin put it where it is now.
This was to eliminate acid on the
gear leg paint.
• "Franklins had red lettering on
the rocker covers. [But] not in the
later production years, according to
[the late Charlie Hart], a former em­
ployee of Franklin Aircooled Motors.
• "A lot of Stinsons have cowling
props on both sides. [But] per the
Stinson parts book, they only had
one on the right side for oil stick
and cap access.
• "The aircraft was delivered with
a Scott 3-24 BS tail wheel, item 202
(a), which was a 6-inch hard rubber
unit. It was replaced with a Scott
3200, item 202 (c), in July of 1950.
• "The aircraft was delivered
with a Sensenich wood propeller.
In July of 1950, a metal McCauley
was installed."
Karl Engelskirger helped his fa­
ther with the restoration, and he
shared some information about
Left: Stinson 4-The interior
and panel of NC6364M.
Below left and above:
Close-up views of panel.
what is perhaps the Stinson's
most unusual original fea­
ture-the low-frequency an­
tenna for shortwave radio. It
stretches from the top of the
fuselage to each wingtip and
the tail, and surprisingly, its
presence isn't discern able in
flight. "The radio antenna in­
stallation was a joy," recalled
Karl as he smiled. "That air­
plane was untouched from the
time it left the factory; it had
the original panel, radios, and
interior. The only thing miss­
ing was the antenna, and a
gentleman in California who
was parting out several Stin­
sons had one that still had the
latches on the position lights.
Then the only thing we were
missing was the ceramic insu­
lator that goes on the tail, and
I found one from another Stin­
son, so we were able to piece
the whole thing together."
To keep the panel looking as
original as possible, Gene and
Karl mounted a small sliding
tray behind the old Hallicraft­
ers shortwave radio . This ra­
dio can be removed, thereby
allowing easy access to the
new radio, which is mounted
on the tray. To make the air­
plane practical for cross­
country flying in present-day
airspace, updated avionics
VINTAGE AIRPLANE 9
The aileron hinge fairings are made of cast aluminum.
and other items include an Ameri­
King AK-350 encoder, a Bendix/
King KT 76A transponder, and a
Whelen A650 navigation/strobe
light system (in place of the origi­
nal Grimes navigation lights). A
four-place Flightcom 403mc inter­
com was installed, along with an
Ameri-King AK-450 emergency lo­
cator transmitter, and a Bendix/
King KLX 135A GPS/comm.
According to Karl, the Stinson
had been tied down outside for
many years and corrosion had be­
gun in the wing spars. "That was
difficult to deal with," he said, "be­
cause the stamped ribs and alu­
10 DECEMBER 2009
Baggage capacity in this compartment is 100 pounds.
minum spars are riveted together,
making it hard to replace the spars.
But we finally got that cleaned up.
The fuselage and wings were cov­
ered with the Poly-Fiber system,
and the entire airplane was painted
with Aerothane."
Current Caretaker
Thirty-eight years after Richard
first started taking flying lessons,
and 59 years after NC6364M was
manufactured, the time had finally
arrived for the two to become ac­
quainted and begin their journey
together. Richard and Kevin trav­
eled via airline to Ohio to pick up
the Stinson and fly it together to
Florida . It was a memorable occa­
sion-especially since their return
cross-country was encumbered first
by low ceilings and then, as they
flew farther south, by very thick
smoke from intense forest fires in
southern Georgia.
But they made it successfully, and
back in Florida, Kevin gladly stepped
into his flight instructor role to help
Richard learn how to fly the tailwheel
airplane, as well as the nuances of
coaxing the very best performance
out of the Flying Station Wagon. Re­
calling those lessons with a chuckle,
Richard said, "It took a while to
make the transition from tricycle to
tailwheel, and Kevin actually made a
pOint to go flying on windy days, be­
cause Antiquers has trees on one side
and a tower on another side, so you
really have to know how to handle
the airplane."
"The aircraft is very forgiving," said
Kevin, adding, "I tell people it is like a
four-place Piper Cub-the same wing
planform, a Hershey bar with round
wingtips. The takeoff and landing
speed is 80 mph, and it stalls at 61.4
mph, with flaps down. It's a very hon­
est airplane, and very affordable."
Richard's delight in flying his
Wagon is obvious, as well as his dedi­
cation to keeping the airplane in top­
notch condition. Since he's owned
it, it has been awarded the 2008 Best
Restored Classic (101-165 hp) and
2009 Outstanding Classic Aircraft
(9/1/45-12/31/55) at Sun 'n Fun.
All in the Details
There are numerous fine details
that make NC6364M's restoration
an award winner-and since a casual
observer may not even be aware of
some of these items, Kevin shared his
knowledge about them. "Everything
is original to this airplane, minus the
Cleveland wheels and brakes," he ex­
plained. "They came from the factory
with Goodrich brakes. This airplane
has the original-type split windshield,
paint scheme, and polished alumi­
num trim. The headliner is complete
with the original dome light and ele­
vator/rudder trim controls. The 108-3
was available in two colors-the Stin­
son Maroon or Blue only, with Diana
Cream trim . The fabric and uphol­
stery were beautifully done [by Paul
Workman of Ohio] and are correct
for this model, and so are the mahog­
any veneer panels."
If you stand underneath the wing
and gaze up at the ailerons, you'll
notice some rather large, stream­
lined covers for the aileron hinges.
They are cast aluminum fairings,
composed of two halves which are
joined by two screws-and it's not
often you'll see these anymore. The
inspection plate covers are also orig­
inal, according to Kevin, who ex­
plained that they are different from
most because they have two fastener
strips on the back side and four
small, raised vents on the front.
Richard humbly confesses that, af­
ter he bought NC6364M and began
thoroughly observing all of its de­
tails, "I told Gene that I didn't pay
him enough for all the detailed work
that was done on it-he is a super
nice guy, and he got a chuckle out of
that. I paid his price, but lowe him !z UJ
money-you know what I mean? To ~«
see the work he did, I know he didn't ~ UJ
make a dollar an hour." ~
eli
~
Stinson Sister Ships ~
en
Throughout their lives, the en
Preisers have worked hard for what J:~
they have, and they derive a deep "­
satisfaction from achieving their
hands-on goals-whether it's run­
ning a successful business, remod­
eling their home, or their latest
endeavor-restoring an airplane .
"My wife and I took a six-room
house and made it into a gorgeous
mansion," explained Richard,
smiling. "My wife and I painted it
inside and out, we did all the wood­
working together, and we bought
186 tons of bricks and made our
own driveway. That took about
six months of laying the sand and
shell rock foundation, and then the
brick with our own hands. "
So it's just natural that Richard
feels a bit uncomfortable accepting
compliments for NC6364M. Now
he 's determined to restore its sis­
ter ship with his own hands, and
to that end, he's keeping his hand­
some Stinson hangared-and only
flying it on nice days-so he'll have
a pristine example to go by for his
own restoration.
Top: It's nice and clean under the
cowl! This 165-hp Franklin runs
strong, but parts are hard to come by.
Middle: Close-up view of the
controllable rudder trim tab.
Bottom: Close-up view of the
antenna attachment tab
on the wingtip.
VINTAGE AIRPLANE 11

"About a month after I bought
64M, I thought, 'Wouldn't it be neat
to have two airplanes with consecu­
tive serial numbers.' So I researched
NC6363M, and found that it
crashed. An 80-year-old man called
me from Ohio and confirmed that
information-he was there when it
went into the trees. So then I looked
for NC6365M, and I found it in San
Marcos, Texas. I e-mailed the owner
and found out everything was for
sale. The project was in bad shape
and wasn't complete-so I had to
sleep on it and think about whether
12 DECEMBER 2009
Close-up view of the inspection plates.
I really wanted to buy it and re­
store it. It was missing a lot of parts,
and some were damaged and mis­
matched. But I decided to go ahead
with it," declared Richard with an
optimistic tone of determination,
"and I bought a third Stinson from
California, just for parts. I've never
restored an airplane, and I want to
do everything on it I can, and I have
an A&P who is guiding me through
the project."
Richard is making steady prog­
ress on his project. To date, he
has had all of the instruments for
NC6365M overhauled by Keystone,
he's completed the interior wood­
work, and he's started working on
the wiring system and the fuse­
lage. He hopes to finish this Stin­
son in three or four years, if all goes
smoothly. And when he does, it's
likely that the two virtually iden­
tical Stinson sister ships will com­
pose quite an eye-catching display
on the flightline in their deep, rich
maroon paint scheme. And Richard
will no doubt finally feel comfort­
able accepting compliments for his
own restoration. ~
 Photo of Stearman Model 6L Cloudboy flying, by Jeff Jeffares.

1930s-style hangar where an ami­

Patrons enjoying the cuisine in the Barnstormer's Grill.
A 1928 Stearman C-3B alights
gently on the long grass runway at
Peach State Aerodrome as a 1929
Curtiss Robin's Wright )6-5 coughs
to life and prepares for takeoff. The
C-3B slowly S-turns past a field of
colorful vintage airplanes, sun­
light glinting from its polished,
hand-spun spinner. The stately bi­
plane winds its way toward a large
able crowd of folks has gathered.
Children are leaning over a wooden
picket fence, waving at all the pi­
lots, and antique autos, tractors,
and even a horse-drawn carriage
line the parking lot. Inside, melo­
dious notes from a player piano
entwine with the hunger-stirring
aroma of freshly baked pies straight
from the ovens of the Barnstorm­
er's Grill, where a virtual smor­
gasbord, ranging from salads and
sandwiches to seafood and filet mi­
gnon, is served. Laughter and chat­
ter resound through the eatery,
spilling out onto the patio as locals
and visitors alike join in the fun of
reliving the era of early aviation,
here in rural Williamson, just 30
miles south of Atlanta, in the heart
of Georgia.

The museum is currently housed in this new building, which resembles the original American Airways Hangar at
Candler Field.
14 DECEMBER 2009
Looking Back
Back in 1909, a businessman
b y the name of Asa Griggs Can ­
dler (who owned the Coca-Cola
Company at the time) opened a
new racetrack near Hapeville,
Georgia. Situated in a wide-open
field, it was also the perfect loca­
tion for aerial exhibitions, which
were held there in 1910 and 1911.
Eventually, more attention was fo­
cused on the practical aspects of
aviation, and another gentleman
from the local area, James H. El­
liott, decided to lease the racetrack
and prep some additional acreage
for airplane use. Elliott opened
his flying business there in 1919
and sold the field in 1923. The
following year, a couple of local
aviators-Doug Davis and Beeler
Blevins-began prevailing upon
Atlanta's mayor, Bill Hartsfield, to
recognize the business value of avi­
ation . Davis established his own
flying circus, and he and Blevins
each built their own hangars at
Candler Field, thereby establish­
ing a base of operations for their
separate flying businesses. And fi­
nally, in 1925, Mayor Hartsfield
acknowledged that Candler Field
was indeed a good location for At­
lanta's airport. Four years later, the
city purchased the airfield, which
eventually evolved into today's
Hartsfield-Jackson Atlanta Interna­
tional Airport.
Candler Field Museum
Ron Alexander is the man be­
hind Peach State Aerodrome and
Candler Field Museum . A retired
Relaxing on the observation deck and patio
Delta Air Lines pilot with a gentle
and easygoing personality, he is
also a highly driven entrepreneur.
He's established numerous success­
ful aviation businesses (see sidebar),
yet he wanted to realize at least one
other ambitious dream-building
an antique airplane museum that
"The overall objective
is for you to walk into
this museum and feel
like you're stepping
back into that era.
e also want people to
enjoy riding in an old
car, in a horse-drawn
carriage, and flying in
an old airplane."
- Ron Alexande
would be just a bit unusual. For
one, he wanted to pay tribute to a
particular era of aviation and his­
tory-that being the late 1920s and
early 1930s-in an operating mu­
seum. And that essential thread of
a "living" museum was necessary to
create the tangible tapestry of time
he desired. "With that in mind,
some of the things we have
are not going to be pristine or
award-winning airplanes or cars,
but they're going to be functionaV'
Alexander explained. "The over­
all objective is for you to walk into
this museum and feel like you're
stepping back into that era. We also
want people to enjoy riding in an
old car, in a horse-drawn carriage,
and flying in an old airplane./J
Another key thread that adds
depth and texture to this tapestry
is Alexander's belief that "to make
this kind of museum work, you've
got to have other than aviation
people come out and support it.
You need to include those who are
involved in antique automobiles,
tractors, and even vintage cloth­
ing-and just include everything
involved in that era."
Since Atlanta is his home base,
he decided that preserving its rich
local history would be ideal. He
knew that Davis, a 1920s aviator,
was from the local area and had
built the first hangar on Candler
Field. "So I thought that a logical
thing to do would be to develop
Candler Field as it existed in the
late 1920s and early 1930s/' he
said, "and focus on that."
That idea blossomed into a mul­
tifaceted project. Alexander re­
searched the history of Candler
Field and found some photographs
of what it looked like in the early
1930s. Then he started looking
for an existing airport that could
VINTAGE AIRPLANE 15
1939 DC-3A, antique autos, and a Davis airplane .
Candler f ield -'tuseum
Concept drawing of the Candler Field Museum complex.
physically accommodate a variety
of hangars and buildings. "Peach
State Airport, as it has been called,
has been here since 1966," he ex­
plained, "and I finally discovered
that the 100 acres adjacent to it
was for sale at a fairly reasonable
price. So I decided to purchase the
entire package and develop a por­
tion of it as Peach State Airpark to
help pay for the runway. We didn't
have an architect put it together; I
just visualized it in my mind, and
then we started working to make
that vision reality."
The museum, which opened
in September 2008, is currently
housed in a new building that
resembles the original American
Airways Hangar, complete with
observation deck , restoration
workshop, restaurant, and ban­
quet facilities. An aviation re­
search library, named in honor of
Jack Barbery, will soon be open to
the public. "Much in the museum
has been donated by Jack Barbery,
who is a retired Pan Am flight en­
16 DECEMBER 2009
Bird's-eye view of the Stearman C-3B and Curtiss
Robin.
gineer," said Alexander. "He has
collected antique aviation mem­
orabilia and old airplanes , too.
He's donated two KR-34 biplanes,
which will be restored, and an
OX-S Robin, which is currently
undergoing restoration. We have
a mechanic who works with vol­
unteers to help restore and main­
tain the museum airplanes."
As a work in progress, the mu­
seum will continue to evolve, and
the next building slated for con­
struction is the old Eastern Air
Transport Hangar. It will be large
enough to house the grand old
lady of the airlines-the DC-3.
A bed and breakfast for the aero­
drome, along with apartments for
seniors, are also part of the over­
all plan, as well as a hotel and
larger banquet facility in the guise
of the original Candler Field art­
deco-style terminal building. Two
smaller hangars will pay tribute
to aviators Davis and Blevins and
will also house a variety of 1920s
and 1930s artifacts.
Rotating Exhibits
Just as a shuttle carries new
threads back and forth to weave
fabric, Alexander plans to breathe
vitality into the museum 's tangi­
ble tapestry by continually rotat­
ing the exhibits of airplanes, autos,
and tractors. So at any given time,
visitors will hopefully be able to see
something they haven't yet seen­
and perhaps even be able to go for a
ride or flight in it. "What we try to
do is get people to put airplanes on
loan to us for a while," explained
Alexander, "and rotate them in and
out. For example, we had a guy
with an Aeronca Champ here for
a while, and the Curtiss Robin is
owned by a local pilot [Richard Ep­
ton] who flies it on a regular basis. "
To date, airplanes in the rotat­
ing exhibits include a 1929 Curtiss
Robin, a 1928 Waco CSO, a 1928
C-3B Stearman, a 1930 Stearman
6L Cloudboy, a 1939 Douglas DC­
3A, and a 1941 Stearman PT-17 .
Barbery's OX-S Robin will join the
others when its restoration is com­
plete, as will a 1918 Curtiss IN-4D,
which local craftsman Brian Karli
is rebuilding.
N28AA, which has recently been
christened the Candler FieLd Express
DC-3A, was originally delivered
to Braniff Airways in 1939. "After
Braniff, it went to Trans-Texas, and
it's been in several different air­
lines, ending up in Provincetown­
Boston Airlines. A friend of mine
ferried it up here from Tamiami
Airport," said Alexander, "and at
that time I owned Alexander Aero­
plane Company, so myself and
several employees restored the air­
 The Stearman C-3B.
plane in 1991. Right now we use it
for training and some promotional
work, but it doesn't fly more than
about SO hours a year or so."
Alexander acquired the Stear­
man C-3B about 10 years ago from
antiquer friend Jim Friedline . "I
had a PT-17 that was destroyed
in a tornado, and I traded Jim my
busted-up airplane for the C-3B. I
flew it a couple of years, and at the
time, I was one of the three own­
ers of Poly-Fiber Aircraft Coatings
in California. We had a restora­
tion company that we had started
out there at Flabob Airport," re­
called Alexander, "and a young
man by the name of Brian New­
man did a large bulk of the resto­
ration on the airplane."
Of the aircraft he has, Alexan­
der treasures one in particular-not
only because it handles very nicely,
but also because there weren't
many built. Smiling, he said, "The
most unique and rare airplane I
have is my square-tail 1931 Stear­
man Model 6L Cloudboy, with a
Lycoming 220. It was designed as
a military trainer, and they only
made 10 of those airplanes, which
were later called YPT-9s. My par­
ticular airplane was called an XPT­
912, and it was the test airplane for
the YPT-9s."
A Gathering Place
Today, the airstrip, Candler
Field Museum, and Peach State
Airpark are collectively known as
Peach State Aerodrome. The fledg­
ling airpark has a separate, gated
entrance, which offers residential
privacy from the museum and
Even though they're on display inside, each of the
antique autos are operational.
restaurant portion of the field.
Walking trails wind through the
airpark, and there are runway lots
as well as a few lakefront lots on­
site. Owners design their homes
and hangars to be constructed
with a Vintage-style exterior, in
keeping with Peach State's over­
all theme.
Yet the aerodrome is home to
more than just the museum and
airpark residents-it's also head­
quarters for the Georgia chapter
of the Antique Airplane Associa­
tion and EAA Chapter 468. The
newly formed Georgia Cub Flyers
have adopted Peach State as their
home base as well; they held their
first fly-in here in August 2009,
with nearly 30 Cubs and more
than a hundred Cub aficionados
attending. Other groups also meet
here-including the Flying Grif­
fins, which is a radio-controlled
model airplane club, and shhh!­
the Quiet Birdmen.
But that's not all. Since Alex­
ander's vision encompasses more
than antique airplanes, the local
Georgians have also found a place
to call home . Many enjoy seeing
the other antique conveyances
in action, which include a 1909
Sears automobile, 1923 and 1925
Model Ts, 1928 Model A Road­
ster, 1929 Model A pickup truck,
1933 Chevrolet Master sedan, and
a 1920 carriage. And they also en­
joy large gatherings there . "We
have banquet facilities for up to
500 people, and that's the local
community that comes to the
banquets," explained Alexander,
who is pleased to welcome the
neighbors. "We ' ve had a couple
of aviation events, but we've also
had a chorale, chamber of com­
merce meetings, and it's mostly
general events like that. The lo­
cal community, including the
county commissioners, has really
embraced this museum. They're
very pleased to have us here, and
this is the very first museum in
Pike County. They think it's great,
and we get real good support from
them. Ninety percent of the peo­
ple who visit here are non-aviation
people." That means that more
people are becoming familiar with
grass strips and airplanes, which
helps foster a positive public per­
ception of general aviation.
You're Invited!
A variety of special events are
held throughout the year at the
museum, and aviators as well as
the general public are warmly wel­
comed. A first-time vintage week­
end was held in September 2009,
complete with visitors in period
costume, music provided by a
men's chorale group, and an 1899
calliope. "We'll sell homemade
ice cream that's been mixed us­
ing a hit-and-miss engine, have a
cake walk and a mime group, and
generally just have a good time,"
shared Alexander, "and we'll get
all the old cars out and fly the old
airplanes-plus, we'll have a horse
and carriage for people to ride in.
This will be the first year we've
had the vintage weekend."
Other events include a visit for
children from Santa Claus and
continued on page 38
VINTAGE AIRPLANE 17
 Ron Alexander and his Stearman
C-3B, inside Candler Field
Museum.

Aeroplane Company out of our

hangar at Cedar Ridge. I also
bought a Stits distributorship
from a local person, because Ray
Stits wasn't sure he wanted me to
be a distributor. Then in 1992, I
bought Stits-I owned it outright
myself for a few years. Then I had
a partner-Jon Goldenbaum,
who still manages Poly-Fiber­
and we ended up merging
Ceconite into it, so there were
three of us that owned it."
He also started a technical
n Alexander just can't imagine life

R
center in Griffin, Georgia, during that time. "When
without flying. When he was a cadet in
I owned Alexander Aeroplane, I discovered that
the Civil Air Patrol at age 14, he took a
the best way to sell products was to teach people
ide in a C-119 Flying Boxcar and knew
how to use them. So we started a workshop
he was meant to be a pilot. He soon soloed an
program, formally teaching people how to do fabric
Aeronca Champ near his home in Bloomington,
covering, composite and sheet metal work, welding,
Indiana, and earned his flight instructor rating.
and so forth. Ultimately it became the SportAir
By the time he entered the Air Force in 1964, he
Workshops, and I sold it to EAA. And in 1996, I sold
had already logged 800 hours . His five years in
Alexander Aeroplane to Aircraft Spruce."
the Air Force included one tour in Vietnam, flying
His recent endeavors include his composite
the C-7 Caribou.
repair company, Atlanta Aerospace Composites,
In 1969, he started flying for Delta Air Lines
which he started in 2002. Today, the company
(based in Chicago) and eventually gave instruction
repairs corporate and regional jet radomes, in
and checkrides in the Boeing 737 before retiring in
addition to doing sheet metal and composite work
2002. During those years, he again became active
on regional jets. Alexander also has interest in a
in general aviation when he bought a J-3 Cub for
couple of other companies, though he didn't start
$3,000 in 1974. Unfortunately, a summer storm
them. He owns "a major part of the Accessory
got the best of the Cub just as he was relocating
Overhaul Group, which is an overhaul facility for
to Georgia. "Then I got real interested in restoring
regional jets, and a separate machine shop."
antique airplanes," he said, chuckling, "so I restored
When asked if he ever feels overwhelmed, he
a Cub first and then a Stearman PT-17-and I
laughed gently and replied, "Most of the time!"
discovered that we had a lot of difficulty getting
Then he explained his secret: "Well, actually, you
airplane parts. So in 1979, we started Alexander
know what has made it work are the people I hire.
I guess my 'thing
in life,' if I have to
have 'a thing,' is to
start something,
and then once I get
it up and running,
let somebody else
have it." Reflecting
for a moment,
he laughed again
and commented,
"Sometimes it's
not all successful!
I enjoy taking
risks; it's partly
the challenge, and
it's also because
I enjoy creating
something
from nothing.
What makes it
possible is the people who work for
me. I hire my people based entirely on
their attitudes-not their resumes at
all. I want to know them, spend some
time with them, and I want them to
have good, positive attitudes. We do
build every single business based on
customer service."
Alexander's primary passion, above
all else, is simply flying. Smiling and
laughing wholeheartedly, he declared,
"It's my life! You know, I don't know
what I'd do if I couldn't fly. To me,
there's nothing better than taking
one of these biplanes out and flying
it in the evening or early morning-I
mean, that's the greatest thing in
the world! I clear my mind by doing
that. I have 24,000 hours of flying
time, and I still enjoy it. Flying is
very important, and I love these old
airplanes-I just like that era of time.
To me, the 1920s were a fascinating
time, and I enjoy studying it and
learning more about it-and doing
things to help re-create it." .....

terprise that started
with a dream and
grew as a result of
perseverance, dedi­
cation, and patience.
In his youth John was a typical
boy, riding his bicycle to a grass­
strip airport and hanging on the
fence , dreaming about the day he
could fly. He fulfilled that dream by
working as a line boy at Valley Air­
ways in York, Pennsylvania.
His dream didn't come easy, as
he earned just 65 cents an hour,
20 DECEMBER 2009
The story of Aircraft By Shue
BY DICK CRENSHAW
and his dual-instruction lessons
cost $6 an hour. That meant 10
hours of work to pay for one hour
of dual flight instruction. It seems
that the 10-to-l ratio is still with
us today. Working for $13 an hour
to pay for flight instruction at $130
an hour seems quite commonplace;
the aspiring aviators of today seem
to have the same challenges we
had 60 years ago. Sixty-five cents
at a time, John kept adding to his
logged time, and he soloed in 1947.
Prior to the formation of Aircraft
By Shue and his dedication to Waco
aircraft, John restored several aircraft
with his brother Charlie and other
family members. His aircraft projects
included a Taylorcraft BC-12, Ercoupe,
Piper Tri-Pacer, Piper 180 Comanche,
Piper Clipper, and Aeronca K.
John was not the only Shue bit­
ten by the aircraft restoration bug.
His brother Charlie restored an
L-2 Taylorcraft to military specifi­
cations and a 1929 Kreider Riesner
KR-31 (NCI0054) to flying condi­
tion. The KR-31 is powered by an
OX-5 engine and is now part of
the Hagerstown Aviation Museum
in Hagerstown, Maryland. Hager­
stown was the home of Fairchild
 Left: Prior to being covered, this is the completed
structure of AI Shimer's UMF-5.

The interest in Waco airplanes be­ Grand Champion at the National

gan in 1964 when John purchased
his UPF-7 basket case. He was still
working at AMP at this time, and
the restoration became a seven-year,
part-time weekends and nights proj­
ect. In May of 1971, the plane flew
for the first time since 1946.
Biplane Association Expo in 2007
and Reserve Grand Champion in
2003, 2005, and 2006. It was Best
In Class-Waco open cockpit at the
AAA National Fly-In in Blakesburg,
Iowa, in 2004,2005, and 2007. Also
listed were five other awards re­

John's UPF-7 was the first of five EAA Oshkosh award winners. The five
airplanes so honored at the annual EAA fly-in are:
Year Model N-Number Owner
1972 UPF-7 NC3016S John Shue
1986 UPF-7 NC32183 Dr. Criss Kidder
2000 UPF-7 NC32084 Loel Crawford
2000 UPF-7 NC29303 Dick Ash
2008 UPF-7 NC32071 Jack Hill
The awards were not limited to Os­ ceived in the Nebraska area.
hkosh; Jack Hill's UPF-7 won best in To date the Shues have restored
show at the Burlington, North Caro­ 10 Wacos, and many of these air­
lina, fly-in and was also Grand Cham­ craft have been winners at regional
pion at the 2009 Sun 'n Fun Fly-In. air shows and fly-ins. It is hard to
All of the above aircraft were based keep track of the awards since many
on the East Coast at the time they of these planes are not located in
were displayed at the EAA Fly-In in the Pennsylvania area.
Oshkosh. That had me wondering if Scott learned the aircraft restora­
there were any Shue-restored Wacos tion trade by working with his fa­
west of the Mississippi River receiv­ ther. By the time they reached Loel
ing recognition. I contacted Gary Pe­ Crawford's UPF-7 (NC32084), he
tersen in Walton, Nebraska, and got was pretty much the lead man. Scott
quite a surprising response. has restored and completed the last
Gary's UPF-7, NC39743, won three winning aircraft on his own
Aircraft, and Kreider Riesner was a
subsidiary of Fairchild. Charlie was One of only four built, and the last one to survive, this is a 1935 8-17E
also heavily involved in recovering 8eechcraft Staggerwing, serial number 49. John Shue spent a consider­
one of the more unique airplanes able amount of time restoring the cabin biplane.
to come through the Shue shop. It
was a 1937 VPF-7 Waco owned by
Al Shimer. This aircraft was one of
six VPF-7s shipped to the Guate­
malan Army Air Corps in 1937. It is
powered by a 240-hp W-670 Con­
tinental engine and is presently on
loan to the Kalamazoo Aviation
History Museum.
John retired from his electrical
engineer position with AMP Incor­
porated in 1987. His son Scott left
the company in 1990; however, at
his young age it was a career change
rather than a retirement. Together,
they formed Aircraft by Shue.
VINTAGE AIRPLANE 21
 John retired from
his electrical
engineer position
with AMP
Incorporated in
1987. His son Scott
One of the many UPF-7 restorations done by the Shues, this is NC29996,
a UPF-7 owned by Sion Bass of Georgia. left the company
in 1990; however,
at his young age
it was a career
change rather
than a retirement.

John Shue's UPF-7, the one that started him on the path to becoming
an acknowledged expert on the aircraft, was first restored in 1972. The
father-and-son team is now restoring it for the second time.

with technical advice and final as­
sembly help from his father. Scott
is known as "Mr. Detail." Wings,
in addition to complete restoration
projects, are his particular specialty.
A complete restoration means
all new wood. Scott will cut and
shape new spars from Sitka spruce;
build new ribs, tip bows, wing
walks, etc.; and assemble new
wings from scratch. All formers
and stringers in the fuselage re­
ceive the same expert attention.
He replaces all sheet metal parts
that are not in perfect condition
with new metal fabrications. He re­
stores and re-upholsters cockpits.
Scott rebuilds and reinstalls orig­
inal engine and flight instruments
to maintain the authenticity of the
22 DECEMBER 2009
aircraft. To keep the FAA happy, the
emergency locator transmitter is
there, but not in plain view-an­
other effort to keep the airplane's
appearance as original as possible.
When you see a finished Waco
coming out of the Shue shop, you
can't help but marvel at the beau­
tiful finish and attention to detail.
The fabric surfaces appear to be
painted with a modern-day finish;
however, they are hand rubbed and
polished dope.
The UPF-7s are not the only Waco
models that have been restored.
Just recently Scott finished a 1930
Waco RNF, NC859V, for Joe Kamin­
skas. The first fly-in for Joe was May
2009 at Horn Point, Maryland. He
received both the AAA President's
Award and PAAS Antique Grand
Champion award. Since originally
writing this article, EAA AirVenture
2009 has come and gone. Joe and
his RNF won the Vintage Aircraft As­
sociation Antique Grand Champion
award, which left him extremely
proud but also humbled when he
realized he had competed and won
against some of the best restorations
in the country. (See a video of Ka­
minskas' RNF at www.AirVenture.org/
videos. Click on the AirVenture tab
and you'll see the video.)
Congratulations, Joe, and to
Scott Shue and his dad.
Scott and his father are pres­
ently restoring a 1935 UMF-5 for Al
Shimer. John has rewired the aircraft
and fabricated engine baffles and the

Jack Hill's Waco UPF-7 serves as the backdrop for John (left) and Scott
Shue, the father-and-son duo responsible for some of the most beautiful
Waco restoration in recent memory.
Scott Shue has a special affinity for building wings. These are just a few
of the wings he's built for Waco restorations.
exhaust system. He is also restoring
the two cockpit interiors, including
the rebuilt engine and flight instru­
ments. In addition, he is fabricating
sheet metal panels and the bump
cowl, which is a major undertaking.
Scott has built a complete set of
new wings . The next step will be
covering the entire aircraft and the
finishing process of doping and
sanding, doping and sanding, un­
til the desired result is obtained.
This aircraft is powered by a 210-hp
Continental R-670 engine.
Complete restorations are not
the only thing happening at the
shop . They will build any wooden
pi ece found in a Waco. This in­
cludes any individual piece or com­
plete assemblies such as wings,
vertical fins, center sections, fuse­
lage formers, and stringers. John is
also set up to repair and rebuild the
UPF-7 landing gear.
Now just because he 's not the
prime restorer in the shop now, I
don't want you to think John is
out to pasture. He has spent a great
deal of time restoring a 1935 B-17E
Beechcraft Staggerwing, serial num­
ber 49. There were only four of this
model built by Beech, and this is
the only survivor. Two have been
destroyed and the third was con­
verted to a B-17R.
Unlike most Staggerwings fly­
ing today, this aircraft is powered by
a W-760-2 Wright engine, not the
R-985 Pratt & Whitney. This aircraft
passed through a series of owners who
had hoped to restore it, but for the
most part it remained in storage until
it came to the Shue shop in 1986.
The frame-up restoration was
accomplished using new wood
throughout the aircraft. One of the
Shues' hard and fast rules is that
they never use or repair old wood;
it has to be new. A new mohair
interior has been installed, along
with a complete panel of restored
instruments from that time period.
The instrument panel is a thing of
beauty unto itself. All aluminum
sheet metal parts have been newly
fabricated using the original pieces,
when available, as patterns.
Presently John is again restor­
ing his personal UPF-7, the aircraft
that started it all back in 1964. It
has been close to 40 years since its
original restoration was completed,
and John felt it was time.
In addition to his Waco project
he is restoring a J-3 Cub for an old
friend, Bob Bittner. If this was not
enough, there is a second]-3, John's
personal plane, which is about half­
way to completion.
John also spends a great deal of
time on the telephone helping out
fellow Waco owners with techni­
cal information and personal ad­
vice based on his experience in the
restoration business. He is always
ready to help anyone with aircraft
problems or questions.
For those of you who do not
know John Shue, he is an aviation
romantic. Some might even call
him an aviation maniac. In either
case, John is an aviation enthusiast
of the first order. If you ever have
the opportunity to visit his shop
in Emigsville, Pennsylvania, I am
sure he will gladly show you his
library, complete with a stamped
metal cathedral ceiling and a spiral
staircase. It's located on the second
floor. It contains more than 2,500
volumes of aviation literature and
history, including a complete set of
Ernest Gann's books. .......
VINTAGE AIRPLANE 23
 Light Plane Heritage

PUBLISHED IN EAA Experimenter FEBRUA RY 1957 , MAY 1989

THE DORMOY BATH TUB

M cRAE
BY J ACK
EAA 93

The Dormoy Bath Tub was one tube longerons with diagonal wire the winds h ield . The nacelle was
of the simplest and probably least bracing. The cockpit space was of steel-tube, three-Iongeron con­
expe nsive successful lightplanes very small, and for the 1924 Races struction, with sheet aluminum
ever built. This airplane was de­ the tachometer was mounted in covering. The tail surfaces were of
sig ned and built by Mr. Etienne
Dormoy, then of the Engineering
Division of the Air Service at Mc­
Cook Field near Dayton, Ohio. It
was flown in the lightplane events
at the 1924 and 1925 National Air
Races by Mr. Dormoy in competi­
tion with the Driggs Dart, Powell
Racer, and Mummert Sportplane.
The m ain purpose of the design
was to obtain a practical light­
plane with the utmost in simplic­
ity and economy of construction .
As can be seen from the drawings
and photographs, the fuselage of
the original airplane consisted of
a small nacelle in which the pilot
and e n gine occupied nearly all Harry Thompson 's modified Bath Tub, powered by a Franklin engine, was
available space. The tail surfaces on the flightline at Oshkosh a number of years ago. His control levers are
were supported on three steel- ... what else, old-style plumbing fixtures.

Editor's Note: The Light Plane Heritage series in EAA's Experimenter magazine often touched on aircraft and concepts
related to vintage aircraft and their history. Since many of our members have not had the opportunity to read this se­
ries, we plan on publishing those LPH articles that would be of interest to VAA members. Enjoy!-HGF

24 DECEMBER 2009

This Is the Dormoy Bath Tub in its original form when
It was Introduced by Etienne Dormoy in 1924. Power
was a Henderson four-cycle motorcycle engine.
EM ARCHIVES
steel tubing, covered with fabric.
The wing was of conventional
two-spar wood and fabric construc­
tion. The wing bracing was unusual
in that the lift truss consisted of a
single steel tube on each side with
two additional flying wires per side
to resist the torsional loads. The
lift struts and center-section struts
were round tubes with balsa fair­
ing. The fuel tank was mounted in
the wing section. The aileron con­
EAA EXI'£RI!I£NTER
trol system was unconventional
in that the aileron balance cable
went forward from the aileron
horn to the top of the wing where
it entered a small, curved tube that
guided the cable outside the wing
to the leading edge of the wing.
The cable then continued inboard
along the outside of the leading
edge through several fair leads to
a turnbuckle located at the center­
line of the airplane.
The landing gear consisted of a
hinged-axle member and a com­
pression strut on each side with
rubber-cord shock absorbers. Drag
loads were taken by two struts on
each side running fore and aft from
the axle to the single lower longe­
ron of the nacelle.
The engine was a converted four­
cylinder Henderson motorcycle
engine that developed about 20
hp at 2300 rpm. An air scoop was
mounted on the left-hand side to
provide better cooling of the cyl­
inder heads. This engine installa­
tion proved to be very reliable at
the 1924 National Air Races, where
the Bath Tub competed in all three
lightplane races and won the Rick­
enbacker Trophy Race of 140 miles
at an average speed of 70 mph and
with a fuel consumption of 40
miles per gallon. The ship finished
second and third, respectively, in
the other two lightplane races.
The Bath Tub had a gross weight
of 425 pounds and a wing area of 85
square feet. The light wing loading
of 5 pounds per square foot made
the little ship difficult to fly in rough
air. The wing span was 24 feet, and
the length was 13 feet 5 inches.
After the success at the 1924
National Races, Mr. Dormoy rede­
signed the fuselage for better per­
formance at the 1925 Races. The
tail booms were done away with
and the fuselage was extended aft
in a more conventional arrange­
ment. Jury struts were also added
to stabilize the long lift struts.
However, even with these im­
provements the performance in
1925 was not enough to match the
speed of the Powell Racer, which
was the winner.
Mr. Dormoy later became as­
sociated with the Buhl Aircraft
Company in Michigan, and in
1931 he designed the Buhl Bull
Pup lightplane, some of which are
still in service. ......
VINTAGE AIRPLANE 25
 Ray Lemmon's Stinson 108
I

BY H.G. FRAUTSCHY

Above: A quick run down the snow-covered runway shows the Stinson
is ready for flight when the weather breaks.
or back cover photo and

O the photos you see on

these pages were sent to
us by member Ray Lem­
mon, EAA 42686, VAA 717946 of
Bethlehem, Pennsylvania.
Ray is a longtime EAAer and re­
tired United Airlines captain with
a number of airplane projects to
his credit, including a Piper Super
Cruiser, which he rebuilt in 1973­
74, and a Beechcraft D-17 Stag­
gerwing, which he flew for more
than nine years back in the 1960s
and '70s.
This particular project, a 1948
Stinson 108-3 Voyager, NC6183M,
serial number 4183, out of more
than 5,000 built, was manufac­
tured by Consolidated Vultee
Aircraft Company at its Wayne,
Michigan, factory. The airplane
was owned by Sherman Oxford
for many years, until it was sold It was a beautiful winter day, with the snow falling in big flakes, when the
to Bob Coates in 2001. Unfortu­ Stinson had to be rolled out to be repositioned when rearranging the air­
nately, it was involved in a wreck planes in the hangar at Old School Aviation. Mechanic Christopher Cum­
on its second test flight after a mings snapped the shots at Van Sant Airport near Erwinna, Pennsylvania.
26 DECEMBER 2009
 The post-World War II pe­
riod was a time of great op­
timism in general aviation,
and the advertising of the
day often showed dapper
owners/pilots using their
new aerial station wag­
ons to further their busi­
ness interests. It was no
coincidence that names A close-up view of the repaired section
such as the Sedan, Sta­ of the fuselage, including the back
tion Wagon, Super Cruiser, of the instrument panel and cockpit
and other automotive-style names were added to airplanes controls. The box on the left is the
of the day. The expectation that the airplane was expected to replace glove/map box, while on the right the
the car for many businessmen, combined with the marketing that flying box has been converted to serve as
was nearly as easy as driving a car, made great fodder for the advertis­ a position for the radio. The two verti­
ing industry. cal channels in the foreground are the
mounts for the battery holder.
restoration was com­
pleted in 2004, a tragic
accident that resulted
in Coates later passing
away due to his injuries.
Ray Lemmon bought
the airplane and be­
gan work. The dam­
age to the airplane was
confined mostly to the
front of the fuselage, re­ Once the 108-3 was moved to Old
quiring weld repairs to School Aviation at Van Sant Airport,
the fuselage, a new fire­ covering work could be completed.
wall, and a new engine Here the tapes are having the
mount for the Franklin edges set on the lower fuselage
engine, plus all of the prior to final silver and finish coats.
sheet metal forward of
the baggage door. The
right wing also required
repairs, as did the land­
ing gear.
When the welding
repairs were done and
it came time to start
adding parts instead of
taking them off the air­ Two views of the Stinson showing the neat The beautiful etched-aluminum
plane , the Stinson was workmanship as it was being restored by Ray lower panel combined with the blue
moved into his home Lemmon. Now at the "add the parts " portion stand-off panel containing all the
shop, which, from all of the restoration, it would soon be moved to instruments makes for a lovely
appearances, has all the Old School Aviation for completion. cockpit. The Stinson had not been
comforts of u pstairs,"

II
modified over the years, making its
including a parquet wood floor Airport in Erwinna, Pennsylvania.
restoration a bit easier to complete
and an easy chair! They got started on the final leg
in that regard.
After three years of work at of the project on Valentine's Day
home, Lemmon decided that the 2008. While he could also work on Ray thinks so highly of Stangil's
project could be finished quicker if the project at Old School, Lemmon effort that he had a special plaque
he turned it over for completion to was able to see the work acceler­ honoring his work installed in the
George Taylor's fixed base operator, ate thanks to the efforts of the air­ interior of the faithfully restored
Old School Aviation at Van Sant plane's chief restorer, Larry Stangil. Station Wagon. ......
VINTAGE AIRPLANE 27
 Chapter Locator and Info
Visit the VAA chapter CALIFORNIA
Hayward, CA, VM 29
nearest you and get to Meeting: 2nd Thurs., 6:00 p.m.
know some great Hayward Airport Executive Hangar
William Field, President
old-airplane enthusiasts!
Phone: 925-463-0589
You don't need to E-mail: wfteld49@aol.com
be a pilot to join
CALIFORNIA
in the fun, just have
Sacramento, CA, VM 25
a love of the Meeting: 2nd Sat., 9:00 a.m.
great airplanes See chapter website for location.
David Magaw, President
of yesteryear. Phone: 916-488-0455
E-mail: pittsjlyers1s@yahoo.com
www.Vin25.org
CAROLINAS, VIRGINIA
Walnut Cove, NC, VM 3
Meeting: Contact President
Susan Dusenbury, President
Phone: 336- 591-3931
E-mail: sr6sue@aol.com
FLORIDA
Lakeland, FL, VM 1
Meeting: Contact President
Jon Baker, President
Phone: 863-676-0426
E-mail: airmanj5@wmconnect.com
Website: http:///saaca.com
28 DECEMBER 2009
ILLINOIS
Lansing, IL, VM 26
Meeting: Contact President
Peter Bayer, President
Phone: 630-922-3387
E- rna iI: C18obayer@comcast.net
INDIANA
Auburn, IN, VM 37
Meeting: 4th Wed., 7:00 p.m.
Auburn Airport Chapter Hangar
Drew Hoffman, President
Phone: 260-693-9747
E-mail: drewhof!man@vaa37.org
Website: www.VAA37.org
KANSAS
Overland Park, KS, VM 16
Meeting: 2nd Fri., 7:30 p.m.
Contact president for location.
Ronald Wright, President
Phone: 913-451-1255
E-mail: ronsharylwright@yahoo.com
LOUISIANA
New Iberia, LA, VM 30
Meeting: 1st Sun., 9:00 a.m.
LeMaire Memorial Airport Hangar 4
Roland Denison, President
Phone: 337-365-3047
E-mail: vaa30@cox.net

Albert Lea, MN, VAA 13
Meeting: 2nd Thurs., 7:00 p.m.
Albert Lea Airport FBO
Paul Stieler, President
Phone: 507-377-2291
E-mail: pstieler@smig.net
NEBRASKA
Plattsmouth, NE, VAA 31
Meeting: 1st Sat., 10:30 a.m.
Plattsmouth Airport Term Bldg.
William Kroeger, President
Phone: 402-331-3887
E-mail: pilotwill@cox.net
NEW HAMPSHIRE
North Hampton, NH, VAA 15
Meeting: 2nd Sat., 11:00 a.m.
Hampton Airfield
John Maloney, President
Phone: 603-580-2590
E-mail: ejjmik@comcast.net
NEW JERSEY
Andover, NJ, VAA 7
Meeting: 1st Sun, 10:30 a.m.
Aeroflex-Andover Airport
Joe Tapp, President
Phone: 908-8]2-3821
E-mail: joetapp@comcast.net
OHIO
Columbus, OH, VAA 38
Meeting: 2nd Sun., 1:00 p.m.
Contact president for location.
Perry Chappano, President
Phone: 614-496-3423
E-mail: polestar@ameritech.net
OHIO
Delaware, OH, VAA 27
Meeting: 3rd Sat., 9:00 a.m.
Delaware Municipal Airport
Terminal Building
Martin Mcintire, President
Phone: 740-362-7228
E-mail: wjmcintire@cs.com
Website: www.EAAdlz.org
OHIO
Troy, OH, VAA 36
Meeting: Contact President
Richard Amrhein, President
Phone: 937-335-1444
E-mail: dickandpatti@aol.com
OKLAHOMA
Tulsa, OK, VAA 10
Meeting: 4th Thurs., 7:00 p.m.
Hardesty South Regional Library
Joe Champagne, President
Phone: 918-257-4688
E-mail: skypal@groveemail.com
TEXAS
Spring, TX, VAA 2
Meeting: 4th Sun., 2:00 p.m.
Dry Creek Airport
Fred Ramin, President
Phone: 281-444-5309
E-mail: lredramin@sbcglobal.net
WISCONSIN
Brookfield, WI, VAA 11
Meeting: 1st Mon., 7:30 p.m.
Capitol Drive Airport Office
James Brown, President
Phone: 262-895-6282
E-mail: jb191o@wi.rr.com

Want to Start a VAA Chapter?

It's easy to start a VAA chapter. All you need to get started is five Vintage enthusiasts. Then contact
the EAA Chapter Office at 920-426-6867, or e-mail chapters@eaa.org to obtain an EAA Chapter Starter
Kit. EAA has tools to help you get in touch with all your local Vintage members, and they'll wall< you
through the process of starting a new chapter.

VINTAGE AIRPLANE 29
 BY ROBERT G. LOCK
Fuel and oil systems
Our subject for this issue is fuel and oil systems. So
let's get started with some basics. There are two types
of fuel systems-I) gravity feed and pressure feed (both
can be carbureted), and 2) injected (always pressure
feed). Unless modified, all older aircraft used a carbu­
reted system. There are two types of oil systems-wet
sump and dry sump. Most older aircraft used dry sump
systems because they were powered by radial engines.
Dry sump systems carry the oil in
an external tank, while wet sump
systems carry the oil in the main
crankcase of the engine. Gravity feed
GRAVITY FEED FUEL SYS­
TEMS: Gravity feed fuel systems carburetors will not work
are the most common among
older aircraft. They are simple in on pressure
operation and require no engine­
driven or auxiliary fuel pump. feed systems,
Gravity feed systems operate at
a very low carburetor inlet pres­
sure, generally 0.5-1.0 psi. The
and pressure feed
pressure depends on the height
of the fuel tank above the car­ carbs won't work on
buretor inlet; 39 inches will give
the system 1.0 psi of positive fuel gravity feed systems.
pressure. Therefore, no engine­
driven fuel pump is necessary.
Pressure feed systems use an en-
gine-driven pump with an auxiliary hand (wobble)
or electrically driven pump . These systems normally
operate at a pressure of 3-5 psi. Therefore, fuel flow is
greater in a pressure feed system over a gravity feed sys­
tem . It is important to note that g rav ity f eed carbu­
retors w ill not work on pressure feed systems,
and pressure feed carbs won't work on gravity
feed syst em s.
PRESSURE FEED FUEL SYSTEMS: Pressure feed
30 DECEM B E R 2009
systems are similar to gravity feed but operate at a
higher carburetor fuel inlet pressure. This pressure is
boosted by an engine-driven, vane-type fuel pump .
The pump pressure is adjustable; I usually set the pres­
sure to the middle of the range of operation. Most sys­
tems of this type operate at 3-5 psi, so I set the pressure
at 4 psi . There must be an emergency backup pump,
which may be hand-operated (wobble) or electrically
driven. When the pump is op­
erated it should not raise fuel
pressure above the maximum al­
lowed. There will be a bourdon­
type fuel gauge to indicate fuel
flow pressure . Gauge pressure
should be taken at the inlet to
the carburetor.
Now, let's start at the top of the
system and work down.
FUEL TANK: Originally made
from Terneplate and soft-soldered
together, these tanks were heavy
when compared with aluminum.
Terneplate is thin steel sheet
coated with lead for corrosion
protection. Because these materi­
als are weldable, it is common to
remanufacture tanks using alumi­
num alloys 3003 or 5052. Tanks
have internal baffles for structural support and to keep
fuel from sloshing around in the tank. Tanks are con­
structed to withstand an internal pressure of 3 psi.
Tanks have sumps to drain water and sediment from
the lowest portion of the tank. They are vented to the
atmosphere; if two tanks are interconnected, their vent
lines are also interconnected.
FUEL ST RAINER: Usually mounted on the for­
ward side of the firewall (but some were mounted in
the rear cockpit), the gascolatorlstrainer will remove
sediment before it enters the carburetor. There is a
means to drain water condensation from the unit. It
mayor may not be the lowest point in the system. The
correct nomenclature for this unit is gascolator.
SHUT-OFF/SELECTOR VALVE: Located on the
aft side of the firewall, the fuel valve directs and shuts
off fuel to the carburetor. The valve should be plainly
marked to show fuel quantity in each tank, and the
pointer should show from which tank the engine is
drawing. The valve must positively shut off the fuel.
There must be positive detents in the valve so the valve
feels as though it "snaps" into place. Remove the fuel
line to the carburetor and ensure there is no flow of
fuel with the valve in the "off" pOSition. If automo­
tive fuel is used, check the inside diameter of the flex­
ible hose from the gascolator to the carburetor; I use
a 3/8-inch or l/2-inch wood dowel rounded on one
end to accomplish this task. Because of additives to the
gasoline, automotive fuel can cause swelling of flexible
lines. This check should be done at each annual inspec­
tion. Swelling of the inner-tube diameter can cause fuel
starvation to the engine, with disastrous results.
CARBURETOR: Often overlooked during restora­
tion is the type of carburetor to be installed. Gravity
systems use a carburetor capable of operation at low
fuel pressures. Gravity systems often work at fuel pres­
sures up to 1.0 psi. The carburetor overhaul manual
will tell you which part-numbered carburetors are
gravity feed and which are pressure feed . As the fuel
enters the carburetor, it is again strained. At the fuel
inlet there is another small screen that sho uld be
periodically inspected, particularly during the an­
nual inspection.
ENGINE-DRIVEN FUEL PUMPS: Pumps are usu­
ally a vane-type pump, the sliding vanes producing
a low positive pressure. A means to adjust pressure is
included on the pump. The drive shaft has a "shear"
section to protect the engine in case of pump seizure.
EMERGENCY FUEL PUMP : A common type is
a hand-operated "wobble" pump. Later installations
may use an electric boost pump. There should be a
means to adjust output boost pressure to the carbure­
tor. Some pumps have a small screen incorporated to
further strain the fuel before it enters the carburetor.
LINES &: FITTINGS: Fuel lines are commonly
made from aluminum alloy 5052 tubing. This alloy is
easily bent and flared. The flaring angle is 37 degrees
(not automotive type, which is flared at 45 degrees).
Aluminum AN fittings are to be used; blue anodizing
on the fittings identifies them as aluminum . The tub­
ing should be clamped every 18 inches. Common tube
diameters for radial engines up to 225 hp are 3/8 inch,
and for engines to 450 hp, 1/2 inch. I use the Boeing
Stearman as an example when there is no factory data
on fuel line size. The Stearman used fuel lines that are
1/2 inch in diameter.
TROUBLESHOOTING: Other than checking
screens and looking for leaks, there isn't much to look
for. Always check lines for chafing; chafing can even­
tually cause a hole to be rubbed into the line. Sump
drains may continually leak as seals wear or debris col­
lects in the drain seat area. Pressure systems should be
monitored on the pressure gauge for any changes in
operating pressure. A lowering of the pressure could
indicate pump wear.
OIL SYSTEMS: All radial engines were equipped
with dry sump oil systems. Dry sump systems had an
external oil tank, while wet sump systems had the oil
contained within the engine case. Now, let's look at
the system components in detail.
ENGINE-DRIVEN OIL PUMP: These pumps were
gear type and had two functions: 1) to provide positive
oil pressure to the engine, and 2) to scavenge oil from
the engine sumps and return it to the tank. Therefore
the scavenge side of the pump had twice the capacity
as the pressure side. The engine-driven pump contains
a suction inlet check valve, the purpose of which is to
block oil from entering the pump when the engine is
not running. However, it seems that if the oil tank is
mounted above the pump inlet, oil will seep around the
check valve and flow into the lower cylinders, creating
the dreaded hydraulic lock. Always turn the prop at
least 14 blades before starting. If in doubt, remove one
spark plug from the lower cylinders, start and run the
engine with the plugs out, then shut down and reinstall
the plugs. Then clean the engine and fuselage of all the
oil that was blown out of the lower cylinders!
OIL TANK: Most small, single-row radial engines
carried from 4 to 8 gallons of oil. The amount of oil
carried is determined by th e airframe designer. Tanks
were designed to withstand an internal pressure of 5
psi, so they were well baffled and made of heavy Terne­
plate or aluminum . Some aircraft were equipped with
an oil shut-off valve to keep oil from entering the en­
gine when not running. But this was always dangerous
if the pilot forgets to turn on the oil prior to starting.
"Y" DRAIN: The "Y" drain is installed at the lowest
point of the system and allows oil to be drained from
the tank. Some "Y" drains had a built-in fuel dilution
port that allowed the pilot to introduce fuel into the
oil system to dilute the oil for cold starting.
OIL COOLER: If installed, the oil radiator is used to
VINTAGE AIRPLANE 31
cool the oil before it re-enters the engine. Oil coolers are
equipped with a thermostat valve that directs oil through
the cooler when a certain temperature is reached. Oil
coolers are best repaired by sending them out to a repair
shop for overhaul and test. Coolers were made of brass
and soft-soldered together during assembly.
ing some type of failure. J've heard stories of metal con­
tamination in a newly overhauled engine, only to be
found that it came from the tank or cooler and not the
newly overhauled engine. A flexible line should always
be installed from the engine to the firewall to sense oil
pressure. A synthetic rubber hose is recommended.

LINES, FITTINGS, &: HOSE: Since they carry lit­ TROUBLESHOOTING: Once the pressure has been
tle or no pressure, oil lines are made from 3003 alu­ set at the pressure pump, it should only vary in pres­
minum tubing usually 1 inch in diameter. The ends sure due to temperature. The oil system in an engine
are beaded to accept hose and clamps. The fittings is complex, and on Single-row radials, only one pump
are brass or aluminum and are coded AN840, AN842, is used to pressure and scavenge the oil. Oil will seek
and AN844. Hose is Mil-H-6000, which is fuel- and the path of least resistance, so if a clearance between
oil-resistant. Clamps are stain­ two parts increases, the oil will
less-steel worm-type clamps. be pushed through at this point.
Worm-type clamps tend to stay This will cause a drop in oil pres­
round when tightened, while sure. Rather than adjusting the
the older clamps will move to The chafing pressure, one should investigate
an out-of-round condition when and locate the real problem. This
over-tightened. Note: Use only of oil lines can could be easier said than done, as
enough torque on the clamps to some disassembly of the engine
stop seepage, and no more . Do may be required.
not over-tighten clamps. Normal

cause failure
torque for clamps is a mere 20-25 CHOOS ING OIL : The fol­

inch-pounds. When assembling with disastrous results. lowing represents my opi nion.
the aluminum tubing, the tubing There will be other opinions, and
should not touch and the maxi­ Check all lines one should choose what he or she
mum separation should be one thinks best for the engine. J have
tube diameter. for security, chafing, always broken in a newly over­
hauled engine with pure mineral
INSTRUMENTATION: Pres­ oil, either SO or 60 weight, what­
sure and temperature gauges are
and leaks. ever the overhaul manual recom­
provided in the cockpit to mon­ mends. Assuming the engine had
itor oil. These gauges are bour­ some test-stand time, I generally
don-tube type, the pressure gauge run the new engine long enough
being connected to a pressure port on the engine case by to check for operation and leaks. Then test flight at a
a flex line to the firewall, then to the instrument by alu­ high power setting for one hour; then check all screens
minum tubing. The temperature gauge has a shielded for contamination. At 10 hours of time I drain and re­
line filled with a liquid, which vaporizes and expands as place the oil, check the screens, and do a cylinder leak­
the oil temperature increases; this is what is known as a age check of the engine and also a close inspection of
vapor-pressure indicator. Methyl chloride is a common the engine and controls. The next oil change is done
fluid used in the sensing bulb. The sensing bulb at the at 25 hours of time. The oil is drained, cylinder leakage
end of the line probes heat either in the crankcase or the checked, and a close inspection made of the engine
oil line. Never cut the capillary line to shorten it! The and controls.
liqUid will turn to a gas under atmospheric pressure. If One should keep a close accounting of the oil that
there is excess length of line, it will have to be coiled must be added to the tank during run-in. When oil
and clamped, preferably behind the instrument panel. consumption decreases, the rings have seated, and at
this point the engine can continue on mineral oil or
MAINTENANCE: The chafing of oil lines can cause be switched to ashless dispersant (AD) oil. My prefer­
failure with disastrous results. Check all lines for secu­ ence is to run the engine another 25 hours on mineral
rity, chafing, and leaks. Tighten hose clamps to about oil, then switch to AD oil. Having said that, I have just
20-25 pounds of torque. Once a hose is saturated with completed the break-in of a Continental W-670 engine
oil, continued tightening of the clamp will not stop using SO-weight AeroShell ashless dispersant oil, with
the seep; replace the hose. If the engine is to be re­ excellent results. However, always follow the recom­
placed for any reason, remove and flush the oil tank mendations of the overhaul shop. Perhaps this could
and cooler (if installed). This is especially important if be a future column. Most overhaul shops still recom­
metal is found in the main or sump oil screen, indicat­ mend engine break-in using straight mineral oil. ~
32 DECEMBER 2009
 Jim Ostrich
La Mesa, Co

• Pilot since 1980

• Also has a Beech T-34,

North American T-28C,
L-29 Delfin Jet and a
North American built L-17A

Norma and the folks at AUA Insurance are

friendly, helpful, and most importantly they
get the BEST RATES out there for antique /
taildragger insurance. They worked with me
to get a check pilot in the local area to where
I purchased the aircraft, to get me safe and
competent in the aircraft (Beech 18) and have
been great ever since. I have owned the
C-45 (BE-1 8) for two years and love flying it.

- Jim Ostrich
ky"
. land "Airport in the S
. Jim's C-45 (BE
'5
18) at Catalina fo his 0<:-3.
William wrigley r
Here IS . ' 1930'5 by I
built In the

Aviation insurance with the EAA Vintage Program oHers:

Lower premiums with payment options • Additional coverages • Flexibility on the use of your aircraft • Experienced agents
On-line quote request available • AUA is licensed in all states

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

 BY H.G. FRAUTSCHY

THIS MONTH'S MYSTERY PLANE COMES TO US

FROM GORDON LACOMBE OF KENOSHA, WISCONSIN .

Send your answer t o EAA,

Vintage Airplane, P.O . Box 3086,
Oshkosh, WI 54903-3086 . Your
answer needs to be in n o later
t han January 15 for inclu sion
in the March 2010 iss u e of
Vintage A i rplane.
You can also send your re­
sponse via e-mail. Send your
answer to mysteryplane@eaa.org.
Be sure to inclu de you r name
p lus your city and st at e in the
bod y of your not e and put
"(Month) Mystery Plane" in the
su b ject line.

SEPTEMBER'S MYSTERY A N S WER

Mexico, before attend­ the concept of "blended wing-bod­

Burnelli's second "lifting body," the RB-2.
ing St. Peter's College at ies" dates at least as far back as 1909,
Jersey City, New Jersey, when Dr. Hugo Junkers proposed the
where he studied engi­ notion. In any case, the RB-1 (built by
neering for three years. the Remington-Burnelli Aircraft Corp.
"Radical" is, per­ at Amityville, Long Island, New York)
haps, the best word was powered by two 420-hp Liberty
that describes the 1921 V-12s buried inside the fuselage. The
Remington-Burnelli biplane wings spanned 74 feet, and
RB-1 (T. T. Remington the 14-foot wide (at the front) fuse­
was Burnelli 's partner). lage, when added to the elevator and
Thoroughly described propellers, gave the RB-1 an overall
in the pages of Aerial length of 41 feet 2 inches. The airfoil
Age Weekly and Flight, cross section of the fuselage is only

T
he September Mystery Plane the RB-1 was, like the Lawson C-2, a described as "special," while the wing
was of such an unusual pro­ giant for its day. In an obvious depar­ used an M-2 airfoil. A maximum
file I wasn't surprised that ture from conventional design prac­ height of 18 feet and loaded weight of
many of you experienced tice, the "lifting fuselage" feature of 14,637 pounds made the RB-1 truly a
"vintage airplaners" spotted it right the RB-1 was, to say the least, unique. "large" airplane. Life of the RB-1 was
away. Here's Wes Smith's answer: How Burnelli came to the conclusion relatively brief. It was destroyed in a
Vincent Justus Burnelli (spelled that the fuselage could be aerody­ storm on Staten Island in 1923. In­
"Buranelli" in early aeronautical lit­ namically useful (the lift generated by terestingly, the engines of the RB-1
erature) was born at Temple, Texas, the fuselage was said to be about 40 ended up in the Sikorsky S-29A, ac­
on 22 November 1895. He attended percent of the total) is unclear. He was cording to an interview conducted
school at Temple and at Monterrey, certainly an original thinker, although with Burnelli by Harvey Lippincott.
34 DECEMBER 2009
(Harvey was the official historian for
United Aircra{t/United Technologies for
many years.-Ed.)
Burnelli did not quit with the
destruction of the RB-l, although
Remington had enough by 1924
and pulled out of their partnership
early in the construction of the RB­
2. Burnelli's second "lifting body,"
the RB-2 (the September 2009 Mys­
tery Plane), was an incremental im­
provement over Burnelli's original
design. The fuselage, now covered
with corrugated duralumin, had a
volumetric capacity of 14 feet by 15
feet by 6 feet 6 inches. The rectan­
gular construction of the Burnelli
fuselage was also considered to be
an advantage in case of a crash, due
to the added structural strength.
Relocating to Hartford, Connecti­
cut, Burnelli now joined forces with
Thomas Garvan, of the Garvan Pa­
per Company. Designed as a cargo
aircraft, and dubbed The Flying Show­
room by flying with a Ford Model T,
the RB-2, now a product of the Gar­
van-Burnelli Aircraft Corp., was even l-~~~~~~~~~~~~~~~~~~~~~~~~~~~~~­
larger than the RB-l. With a span
of 80 feet, a length of 46 feet, and a
height of 19 feet 6 inches, the RB-2
weighed 9,800 pounds empty and
16,500 pounds loaded. Powered by
two British Galloway Engineering
Atlantic engines of 500 hp, the RB-2
had a VMAX of 102 mph. A subsidiary
of Beardmore, the Galloway Atlantic
was a V-12 based on BHP cylinders
and a twin Puma block. It first ran in
October of 1917 and was built in the
dozens for the de Havilland D.H . 15
and Handley Page V/1500. In fact,
it was the most powerful British en­
gine at the end of the Great War. The
four-wheel undercarriage of the RB-l
was also refined, being replaced with
twin wheels.
Only detail parts of the RB-2 were
built at the Garvan-Burnelli Aircraft
Corp., located at 1840 Broad St., in
Hartford. The aircraft was actually as­
sembled in a hangar at Curtiss Field
on Long Island and was initially test­
flown there before being flown to
Brainard Field near Hartford, where
it was based. Flown by Lt. George
Pond, U.S. Navy, the RB-2 soon en­
countered trouble over Rhode Is­ lin took up where Burnelli left off,
land when it ran out of fuel and complete with conspiracy theories
crash-landed in a swamp. The wicker on who was trying to kill Burnelli's
cha irs, mounted only temporar­ work. In more recent years, aI/12th
ily, created havoc during the "land­ scale flying model of the RB-2 has
ing" when passengers where tossed been successfully flown, and plans
about the cabin. Luckily, they only for a radio-controlled model of the
suffered minor injuries. After repair RB-2 are being offered for around
at the Broad Street location, the air­ $25. Perhaps not the bonanza Bur­
craft was returned to Brainard Field. nelli had hoped for, but still an inter­
Photos taken of the interior appear esting model airplane.
to show that at least one Ford auto Regards,
was carried by the RB-2. Another Wesley R. Smith
source states that the aircraft toured Springfield, Illinois
the United States carrying an Essex
coupe and eight passengers. In 1964,
Other correct answers were re­
the sign of the Garvan-Burnelli Air­
ceived from Toby Gursanscky, Syd­
ney, Australia; Glenn Robinson,
craft Corp. was found on the prop­
Lagro, Indiana; Wayne Muxlow,
erty. Unfortunately, the fate of the
RB-2 is unknown to this author.
Minneapolis, Minnesota; Alan Bu­
chner, Pine Mountain Lake, Cali­
After the RB-2, Burnelli continued
to refine his concept and built sev­
fornia; Joe Stamm, Chagrin Falls,
Ohio; Russ Brown, Lyndhurst, Ohio;
era l more "lifting fuselage" designs
Wayne
through the end of World War II. Van Valkenburgh, Jasper,
Georgia;
Burnelli died on 22 June 1964 at theTom Lymburn, Princeton,
Minnesota; and Ev Cassagneres,
age of 69, on Long Island, New York.
Cheshire, Connecticut.
For many years Chalmers H. Good­ ....
Well, for fabric-covered
airplanes, anyway... we
got the idea from Ponce.
It's called rejuvenation, and it works great with real
dope finishes. Spray our rejuvenator over aged dope;
it soaks in and restores flexibility for years of added
life. It can even hide hairline cracks. And no finish
has the foot-deep luster of
authentic polished dope.
Roll back the calendar on
your plane's finish!
800-362-3490
RandolphAircraft.com
VINTAGE AIRPLANE 3S

A Hunger for the Sky
By Sparky Barnes Sargent
A Hunger for the Sky recounts the
paths of nine women from age 28 to
98 who, through desire and passion,
found their own unique way into the
world of aviation. Each story begins
at childhood and finishes with what
the women aviators are doing today.
Sparky Barnes Sargent takes you on a
journey through their trials and tri­
umphs to reaching their goals. You'll
find yourself connecting with and
rooting for each woman.
This book explores the different
aviation careers each woman chose,
the path she took, and in some
cases, the path she paved . Some
found aviation early on, but oth­
ers discovered it late in life. You'll
get to know Evelyn Bryan Johnson,
who learned to fly when World War
II was coming to an end and has
logged more than 57,635 hours of
flight time; Sandy Mercandetti, a
single mother who started flying in
her mid-30s and went on to be an
airline pilot; Suzanne Asbury-Oliver,
the only professional female sky­
writer in the nation; and six other
amazing women in aviation.
A Hunger for the Sky should be on
the must-read list for every woman
today, especially young women. It
not only covers career options, but
also teaches life lessons that stretch
36 DECEMBER 2009
beyond aviation. These women have
been there, they've done it, and you
get to "hear" it in their own words.
One lesson that rings loud and
clear throughout this book is that
with hard work, determination, and
commitment, you can do anything
you set your sights on.-Kristy Hemp
(Editor's Note: I enjoyed reading
Sparky's book as well, as [ do all her
articles, but one biography really got
my attention. The story of Vi Blowers
was delightful. She is a la, _/ from Ohio
whom [ first met over a decade ago at
Oshkosh when she displayed the KR-21
she owned with her friend Brown Dil­
lard. It was as fun to read as it is to sit
and chat with Vi in personf-HGF)
Harold F. Pitcairn-
Aviator, Inventor, and
Developer of the Autogiro
by Carl R. Gunther
I realize it's a cliche to say that
a book represents "a lifetime of
work," but in this case it fits the
project perfectly. Carl Gunther's
father, Ariel C. Gunther, learned
to fly at Pitcairn Aviation in 1925,
and Carl can't remember a time
when he wasn't interested in avi­
ation. The story of Pitcairn was
meant to be preserved by him, for
Carl knew both Harold Pitcairn
and his son, Stephen. Thanks to
his dedication to the history of
early American aviation on the
East Coast of the United States,
and to the story of Pitcairn in
particular, he was asked by the
Pitcairn family to thoroughly re­
search the records of Pitcairn's avi­
ation companies, beginning with
the fixed base operator founded
by Harold, all the way through
the arduous patent litigation that
finally ended years after Harold
Pitcairn's untimely passing.
The book, comprised of 729
pages, is an in-depth review of the
correspondence by Harold and his
contemporaries in the industry,
both as an operator of a pioneer­
ing airmail line and as he founded
the Autogiro business in the United
States. In reading the correspon­
dence it's clear that Harold Pitcairn
was a man dedicated to the prom­
ise of safety the Autogiro seemed to
possess, and that despite financial
and legal hurdles that often would
have stopped others cold, he kept
at it until his end.
Harold F. Pitcairn-Aviator, Inven­
tor, and Developer of the Autogiro isn't
a "quick read," and it isn't intended
to be so; it's a deep historical refer­
ence that is quite readable thanks to
Gunther's smooth transitional text
and the conversational style of Pit­
cairn's letter writing, with a gener­
ous sprinkling of sharp photographs
from the Pitcairn files and the au­
thor's collection. The combination
makes it quite enjoyable, and gives
insight to a time when the ability to
express oneself well via a letter was
considered not only a necessity, but
an art.-H.G. Frautschy
Published by the Bryn Athyn
College Press; distributed by the
Sweden borg Scientific Association.
Order by calling 215-914-2986 or
online at www.newphilosophyonline.
org. Available in both cloth and
softcover editions.
ISBN: 978-0-910557-75-7 ........
 Drive one.

"WE SPEAK CAR.

And People Like What We're Saying."

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"America's most fuel efficient mid-size sedan"
"The four-cylinder Ford Fusion S is certified at 34 mpg
highway and 23 mpg in the city, topping the Toyota Camry and
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"The Fusion 1-4 joins the all-new 41 mpg Ford Fusion Hybrid,
already at the top of the mpg tables."

"The 2010 Ford Fusion Sis powered by a new 2.5-liter Duratec

mated to a fuel-efficient six-speed automatic transmission."

"The Ford Fusion is the only AWD V6 sedan in its class."

Peach State EM calendar of Aviation Events Is Now Online
continued from page 17 EAA's online Calendar of Events is the "go-to"
spot on the Web to list and find aviation events
the Easter Bunny, various air­ in your area, The user·friendly, searchable format
plane gatherings (Aeronca, Cub, makes it the perfect web-based tool for planning
70 mph fly-in), and a Veterans your local trips to afly·in.
Day fly-in. Alexander himself is a In EAA's online Calendar of Events, you can
search for events at any given time within acertain
Vietnam veteran who received the radius of any airport by entering the identifier or a
Distinguished Flying Cross for a ZIP code, and you can further define your search to
resupply mission he flew for Spe­ look for just the types of events you'd like to attend.
cial Forces. "SO that's a real pas­ We invite you to access the EAA online Calendar
of Events at http:// www.eaa.org/calendar/
sion for me," he emphasized. lilt's
real important that the veterans Upcoming Major Fly-Ins
be recognized from World War II
U.S. Sport Aviation Expo

on up. That's the main event we Sebring Regional Airport (SEF)

have here, as far as I'm concerned. Sebring, Florida

And we get a big response from January 21-24, 2010

www.Sport-Aviation·Expo.com
locals with that, and that's what
we're looking for. We're here for AERO Frledrlchshafen

, ~. Messe Friedrichshafen

everybody, and that's the crux of

Friedrichshafen, Germany

it-we are not exclusive to avia­ April 8-11, 2010

tion people." . _.. .

www.AERO-Friedrichshafen.com/htmf/en
Captivated by the intrigue of a
Sun 'n Fun Fly-In

bygone era, visitors both young Lakeland Linder Regional Airport (LAL)

and young-in-spirit find themselves Lakeland, Rorida

drawn to Peach State Aerodrome, April 13-18, 2010

www,Sun-N-Fun.org
home of Candler Field Museum.
Once there, they each contribute To start receiving e-Hotllne thiS week,

Virginia Regional Festival of Flight

VISit www.EAA.org/newsletters
Suffolk Executive Airport (SFQ)

their own richly textured threads

Suffolk, Virginia

to this tangible tapestry of time­ May 22-23, 2010

whether their interests are antique www.VirginiaFfyfn.org

wings or wheels or just old-time
Golden West Regional Fly"n and Air Show

family fun. Rides are available Yuba County Airport (MYV)

(by prior arrangement) in a Waco Marysville, California

YMF-5 on the weekends from June June 11-13, 2010

www,GofdenWestRyfn.org
through September, and for those
who crave just a bit more time in Arlington Fly-In

the air, Tim Preston offers on-site Arlington Municipal Airport (AWO)

Arlington, Washington

tailwheel instruction in his J-3 Cub July 7-11, 2010

and Stearman. All are welcome to www,ArfingtonFfyfn,org

visit and fly through the Georgia
EAA AlrVenture Oshkosh

skies, or simply relax and let the Wittman Regional Airport (OSH)

southern breezes caress their coun­ Oshkosh, Wisconsin

tenances as they trade at least a few July 26-August 1, 2010

www,AirVenture,org
moments of today for a few mo­
ments of yesteryear. Colorado Sport International Air Show and Rocky

For more information, visit www. Mountain Regional Fly-In

Rocky Mountain Metropolitan Airport (BJC)

PeachStateAero.com or contact Ron Denver, Colorado

Alexander by phone at 770-467­ August 28-29 2010

9490 or e-mail at ronalexander@ www.COSportAviation,org

mindspring.com. The aerodrome Copoerstate Fly-In

(GA2) is located just inside Atlanta's Casa Grande Municipal Airport (CGZ)

30-nm veil in Williamson, Georgia, Casa Grande, Arizona

October 21-23, 2010

and has a 2,400-foot by 100-foot www,COPPERSTATE.org

grass runway, with a field elevation
For details on hund reds of upco mi ng aviation
of 950 feet mean sea level. Avgas is happenings, incl uding EAA chapter fly-ins, Young Eagles
available (pilots are advised to ver­ ra ll ies, and oth er local aviation events, visit the EAA
ify fuel availability). ....... Calendar of Events located at www.eaa.org/caiendar,

38 DECEMBER 2009
 AERO CLASSIC
" COLLECTOR S ERI ES"

Vintage Tires
Something to buy, New USA Production
sell, or trade? Show off your pride and joy with a
fresh set of Vintage Rubber. These
Cl assified Word Ads : $5.50 pe r 10 words , 180 words newly minted tires are FAA-TSO'd
maximum , with boldface lead-in on first line.
and speed rated to 120 MPH. Some
things are better left the way they
Classified Display Ads: One column wide (2.167 inches) by 1, were, and in the 40's and 50's, these tires were perfectly in
2, or 3 inches high at $20 per inch . Black and white only, and no tune to the exciting times in aviation.
frequency discounts.
Not only do these tires set your vintage plane apart from
Adve rt ising Closing Dates: 10th of second month prior to the rest, but also look exceptional on all General Aviation
desired issue date (i. e., January 10 is the closing date for the aircraft. Deep 8/32nd tread depth offers above average
March issue). VAA reserves the right to reject any advertising tread life and UV treated rubber resists aging.
in conflict with its policies. Rates cover one insertion per issue . First impressions last a lifetime, so put these
Classified ads are not accepted via phone . Payment must bring back the good times .....
accompany order. Word ads may be sent via fax (920-426-6845) New Gener al Aviation Sizes Available:
or e-mail (c/assads@eaa.org) using credit card payment (all cards 500 x 5, 600 x 6, 700 x 8
accepted ). Include name on card , complete address , type of
card, card number, and expiration date . Make checks payable Desser has the largest stock and
to EAA. Address advertising correspondence to EAA Publications selection of Vintage and Warbird
Classified Ad Manager, P.O. Box 3086, Oshkosh , WI 54903-3086 .
tires in the world. Contact us
MISCELLANEOUS
with

~
Telephone: 800-247-8473 or
Flying wires available. 1994 pricing. Visit ffi 323-721-4900 FAX: 323-721 -7888

www.flyingwires.com or call 800-517-9278. DESSER

TIRE &: RUBBER COMPANY
,

6900 Acco St. , Montebello, CA 90640

3400 Chelsea Ave, Memphis, TN 38106
www.desser.com
www.aerolist.org, Aviations' Leading Of Aviallon Since 1920....

Marketplace
AIRPLANE T-SHIRTS 150 different airplanes
available. WE PROBABLY HAVE YOUR
AIRPLANE! www.airplanetshirts.com or
call 1-800-645-7739. We also do Custom
T-shirts and Caps for Clubs.
REAL ESTATE

Southern Utah # 1 Airpark in Southwest.

Grassy Meadows Sky Ranch UT 47. Rare
Find: Mega home with 7,000 sq ft Hangar,
runway access, on 2.6 Acres. Nice selection
of Hangar/Homes & Lots on 1 to 2.5 Acres
for Sale. www.s/cyranchairport.com or Call
Nick Berg 435-668-3800.
SERVICES
burn photos to a CD , or if you're on a high-speed Internet
Always Flying Aircraft Restoration, LLC:
Annual Inspections, Airframe recovering,
fabric repairs and complete restorations.
Wayne A. Forshey A&P & I.A. 740-472­
1481 Ohio and bordering states
WHAT OUR MEMBERS ARE RESTORING
Are you nearing completion of a restoration? Or is it done
and you ' re busy flying and showing it off? If so, we'd like to
hear from you . Send us a 4-by-6-inch print from a commercial
source (no home printers, please-those prints just don 't
scan well) or a 4-by-6-inch, 300-dpi digital photo. A JPG from
your 2.5-megapixel (or higher) digital camera is fine. You can
connection, you can e-mail them along with a text-only or
Word document describing your airplane. (If your e-mail
program asks if you 'd like to make the photos smaller, say
no.) For more tips on creating photos we can publish, visit
VAA's website at www.vintageaircraft.org. Check the News
page for a hyperlink to Want To Send Us A Photograph?
For more Information, you can also e-mail us at vlntagealrcraft@
eaa.org or call us at 920-426-4825.

VINTAGE AIRPLANE 39
 VINTAGE
Membershi~ Services Directory

~
AIRCRAFT
ENJOY THE MANY BENEFITS OF EAA AND
EAA's VINTAGE AIRCRAFT ASSOCIATION '-c::::...~1I~ ~ TM
ASSOCIATION
EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086

Phone (920) 426-4800 Fax (920) 426-4873

OFFICERS Web Sites: www.vintngeaircraf/.org, www.ain'enture.org, www.eaa.org/memberbenefits E-Mail: vintageaircra{t@eaa.org

Preside nt Vice· Preside nt

EAA and Division Membership Services (8:00 AM-7:00 PM Monday-Friday CST)
Geo ff Robiso n George Daubner

152 1E. MacG regor Dr. N5 7W3483 7 Pondview Ln

80()'564·6322 FAX 920-42&4873 www.eaa.orglmemberbenefits membership@eaa.org
New Haven , IN 46774 Oconomowoc, W I 53066
•New/ renew memberships •Address changes • Merchandise sales ' Gift memberships
260-493·4724 262·560- 1949

chie{7025@aul.(ot11 gciaub" er@eaa.org EM AirVenture Oshkosh 888-3224636 www.airventure.or,{ airventure@eaa.org

sec retary
Treasurer
Sport Pilot/Light-Sport Aircraft Hotline 877-359-1232 www.sportpilot.o'i sportpilot@eaa.org
Steve Nesse
C ha rles W. Harris

2009 Highl and Ave.

72 15 East 46th SI.
Programs and Activities
Albert Lea, MN 56007
Tulsa, OK 74147

507·373·1 674
918·622·8400
Auto Fuel STCs 920-42&4843 dwalker@eaa.or
stl,es2009@live.cu1n cwh@hv5u. com

Education/ Aeroscholars 920-426-6570 mrobbins@eaa.org

• EM Air Academy 920-426-6880 www.airacademy.or,{ airacademy@eaa.org
DIRECTORS
• EM Scholarships 920-426-6823 scholarships@eaa.org
Steve Be nder
Jean nie Hill

85 Brush Hill Road

1'.0. Box 328
Right Instructor information 920-426-6801 www.eaa.oJ:&L!1afi tdeimer@eaa,org
SIJerborn, MA 01 770
Harvard, IL60033-0328

508·653·7557
815-943-7205
Library Services/Research 920-42&4848 slurvey@eaa.org
ss t 1O@COIncas l .lIet
Benefits
David Be nn ett
Espi e "But ch " Joyce
AUA Vintai!e Insurance Plan 80()'727·3823 www.auaonline.com
375 Killdeer Ct
704 N. Regional Rd .

Lincoln, CA 95648
Greensboro, NC 27409
EM Aircraft Insurance Plan 866-6474322 www.eaa.o!SL.memberbenefits membership@eaa.org
916·645-8370
336·668·3650

Qntiquer@inreacll .co1ll winrisock@aol.com EM VISA Card 80Q.853-5576 ext. 8884

Jerry Brow n
4605 Hickory Wood Row
Greenwood, IN46 143
317-422·9366
IbrowIl4906@aoJ.(om
Dave Cla rk
Steve Krog
635 Vesta l La ne
1002 Hea ther Ln .
Dan Knutso n
EAA Hertz Rent·A-Car Program 80().654­ 2200 www.eaa.orglhertz membership@eaa.org
106 Te na Ma rie Circle EM Enterprise Rent-A-Car Program 877421-3722 www.eaa.orglenterprise membership@eaa.orJ!.
Lodi, WI 53555
608-592-7224 Editorial 920-42&4825 www.vintageaircraft.org vintage@eaa.org
/odicu/)(.tilclwrter.llet
VAA Office FAX 920-426-6579 tbooks@eaa.org
EAA Members Information Line 888-EAA-INFO (3224636)

Plainfield, IN46168
Hartford, WI 53027 Use this toll·free number for: information about AirVenture Oshkosh; aeromedical and technical aviation questions;

317·839·4500
262-966-7627 chapters; and Young Eagles. Please have your membership number ready when calling.

do vecpd@a tt .lI £'l sskrog@aoi .com

Office hours are 8:15 a.m .. 5:00 p.m. (Monday· Friday, CST)

John S. Copel. nd Robert D. "Hob" Lumley

1265 South 124th SI.
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Northborough, MA 01532
508-393-4775
Brookfield, WI 53005
262-782-2633
MEMBERSHIP INFORMATION

copela nd l @jw lO.com
Ph il Coul so n
S. H. "Wes" Schmid
284 15 Springbrook Dr.
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269·624-6490
414-77 1-1 545
rCDu/son S I 6@cs.com
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7724 Shady Hills Dr.
Indianapo li s, IN 46278
317-293-4430
tia le(a)'t'€Pm s" .com
DIRECTORS
EMERITUS
Robert C. Brauer
9345 S. Hoyne
Chicago, IL 60643
773-779-2 105
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Gen e C hase
2159 Carlton Rd.
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VINTAGE AIRCRAFf ASSOCIATION
Current EAA members may joi n t h e
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EAA lAC
Membership in the Experimental Aircraft Current EAA members may join the
AssociatiDn, Inc. is $40 for one year, inelud­ International Aerobatic Club, Inc. Divi­
ing 12 issues of SPORT AVIATION. Family sion and receive SP OR T AER OBATICS
sIJscf/mid@smail. com membership is an additiona l $10 ann uall y. magaZine fo r an additional $45 per year.
Junior Membership (under 19 years of age) EAA Membership, SPOR T AER OBAT­
is available at $23 annually, All major credit I CS magazine and one year membership
cards accepted for membership. (A dd $16 for in t he lAC Division is availab le for $55
Foreign Postage,) per year (SPOR T AVIATION magazine
not incl u ded) . (A dd $18 f or Fore ign
EAA SPORT PILOT Postage.)
Current EAA members may add EAA
SPOR T PILO T magazine for an add itiona l WARBIRDS
$20 per year. Current EAA members may join the EAA
E.E. "Buck" Hilbert EAA Membership and EAA SPOR T Warbirds of America Division and receive
8102 Leech Rd. PIL OT magazine is availab le for $40 per WARBIRDS magazine for an additional $45
Union, IL 60180
815-923-459 1 year (SPORT AVIATION magazine not in- per year.
buck 7ac@g m aii.com eluded). (A dd $16 for Foreign Postage.) EAA Membe rship, WA RBIRDS maga­
Gen e M o rris
zine and o n e year membersh i p in the
5936 Steve Court
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Roanoke, TX 76262
year (SPORT AVIATION magaZine not in-
81 7-491-9 110

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VINTAGE AIRPLANE magazine for an ad­
Ro nald C. Fritz

15401 Spart a Ave.

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~
per year (SPORT AVIATION magaZine nDt in- requ ired Foreign Postage amount for each

eluded). (A dd $7 fo r Foreign Postage.) membership.

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VINTAGE AIRPlANE (USPS 062-750; ISSN 0091-6943) is published and owned exclusively by the EM Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EM

Aviation Center, 3000 Poberezny Rd., PO Box 3086, Oshkosh, Wisconsin 54903-3086, e-mail: vintageaircraft@eaa.org. Membership to Vintage Aircraft Association, which includes 12 issues of Vintage Airplane
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to Vintage Airplane, PO Box 3086, Oshkosh, WI 54903-3086. PM 40063731 Return undeliverable Canadian addresses to Pitney Bowes IMS, Station A, PO Box 54, Windsor, ON N9A 6J5. FOREIGN AND APO
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40 D ECEM B E R 2009