Paul Poberezny Officiates at Historic Ceremony

By ANN Correspondent RC Jones

On a cold evening a little over a week ago, in the Eagle hanger of the EAA Museum (right), the 390 seats were filled to listen to the founder of EAA, Paul Poberezny (shown, top, in 1953), talk of the P-51 Mustang and derivitives flown by him in the last 65+ years. Many of the former and present EAA personnel, docents, EAA members, friends and family were on hand for the presentation.

Scotland's Adam Smith (the museum's director for the past two years), first commented on the the usual Wisconsin winter (the cold and snow), and then noted Paul has flown all models of the P-51 (including the experimental version) during WWII, and before and after Korea. He then introduced Tom Poberezny.

Fifty years ago, EAA's first meeting was in the Gran Aire hanger at Timmerman field in the northwest quadrant of the Milwaukee, Wisconsin area. That part of the hanger was the 'dope and fabric' room, now used for flight training. Tom introduced his mother, Audrey, sister, Bonnie, and the guest of honor: his father, Paul.

The younger Poberezny commented on the fact he had introduced his father twice in the last six weeks, most-recently for the presentation of the Wright Memorial trophy (given out only once a year, in the last fifty-five years, to respected aviation notables). Paul was presented the trophy for Recreational Aviation last December 13. Family, friends, and local EAA-ers were in the audience. Past recipients of the Wright Trophy include Charles Lindburgh, Donald Douglas, Jimmy Doolittle, Igor Sikorsky, Kelly Johnson, Olive Beech, and Charles Kaman, among others. The award is to be placed in the lobby of EAA's museum next to the statue of Paul Poberezny, to be shared by all aviation enthusiasts.

Kick-starting a legend:

Paul Poberezny (last year, right), the founder and first president of EAA, started by saying he was a poor student in his early years but had a keen interest in building model aircraft. In high school, one teacher saw Paul was interested in airplanes more than the usual subjects. Knowing this, the teacher gave Paul a wrecked glider and $67 to fix it up.

Young Paul did a lot of reading then -- flying magazines and how-to books gave Paul the basics of how to repair the glider. Paul learned, practiced, and applied skills in welding and fabricating tubing structures; and later he tackled dope and fabric -- and not the EPA/OSHA-approved type of "dope" common today, just the 'sweet smelling' kind. After the repairs on the glider were complete, Paul learned to fly. By using the glider in his dad's garage for studying aileron, elevator, and rudder movement, Paul had a neighbor tow him in an old Whippet (car) until he got 100 feet off the ground; then he cut loose the tow rope, and flew for a while until the "hard landing," which meant KEEP THE NOSE DOWN. If all goes well, Paul's glider, again rebuilt, will be flown during the 2003 AirVenture.

Paul's first homebuilt, Little Poop Deck, was built in his father's garage in 1952, and was flown locally around the Milwaukee area. Paul met lots of local farmers due to forced landings in that pioneer machine. Once, he flew into Brownie's airport north of Milwaukee and was told to "get out of here or you will be arrested" by the airport manager. (Homebuilts were simply not allowed at the airport, much the way many of today's airports are closed to anything that looks like an ultralight.) Paul fixed a trim condition and took off, but had to land in nearby West Bend (WI), and ultimately had to hitchhike home. His parents were worried that he was gone for such a long time. He remembered his wardrobe: a pair of Khakies, $1.98 for pants and shirt. (The better ones went for $2.98.)

How to Start EAA:

Paul Poberezny had been thinking of starting a club in which homebuilders could come together. He sent post cards of invitation to local flyers, and 30 showed up on January 26, 1953. One of the questions was, "What are the dues?" Paul answered, "Five dollars," not two dollars as suggested, to 'maintain stability' in the new club.

Not too long after that, Paul's exploits were featured in Mechanix Illustrated magazine (right). That article, on building an airplane, brought so much mail to his house, the postman had no room left in the mailbox; the Pobereznys had to open the door to accommodate the overflow.

Some things don't change, and that's good.

Paul Poberezny, a self-described 'pack rat,' still has his original typewriter and desk from the first meetings in Hales Corners (WI).

The first fly-in was in 1953 at Timmerman field, where the "fly-in" was held until 1955. In 1956, the growing event moved to Rockford (IL). Having outgrown Rockford, the move was made to Oshkosh for the 1970 fly-in, and it's been there ever since.

During 1970, chapters were formed, highlighting respect for others; cleanliness and courtesy were stressed. Thoughts of a museum was planned during those early years, with the first one at Hales Corners. Later, in Oshkosh, a perfect site, 4½ acres, was for sale. Checking into the acreage, Paul met with John Mark who owned the site, and explained what he wanted to do with the project. The price was very reasonable, and John Mark gave EAA an additional 3½ acres. EAA chapters were asked to donate funds for the museum, which was completed in 1983. EAA's headquarters was then moved to Oshkosh.

Paul didn't forsee the giant scope of what EAA would eventually come to be, and over the years met with many pilots, astronauts, and the varied people at the conventions, treasuring the moments andtalking to the personalities over the years. The museum, and the Wright Memorial Trophy belongs to the people involved with EAA.

Overload of cool machinery...

During his time in the Army Air Corps, Paul flew an A model, a B model of the P-51, and a P-47 "Jug" in one day. He got into some other neat machines, as well, like an A-24 SBD Dauntless divebomber. Another time, he had the "ultimate dead-head" -- he picked up a P-51, built on property that is now LAX, and flew it to New Jersey for shipment overseas. They weren't all just joyrides, though: the A36 version of the P-51 was a dive bomber with dive brakes and a "stick" 3 inches longer for the leverage on pullouts. Some of the early version had the wings come off which neccessitated a healthy mod. For the Korean war, Paul changed to the Air Force from the Army Air Corps.

How to wrangle a prototype Mustang...

The XP-51, serial number 4 (right) is in the museum now, with its Allison engine, two guns in the nose under the prop, and six guns in the wings. It was found at the Smithsonian's "junkyard" at Silver Hill (MD). At the time, EAA had two Northrup "Alphas" on hand, and the EAA managed a trade for the XP-51 which turned out to be a wonderful find. (It was complete down to the clock.) Restoration was undertaken, and the XP-51 was flown at many of the early conventions. Last flown on August 2, 1982, the highly valued plane was religated to museum duty after an engine problem, and noting that the gear needed 28 seconds to come down, Paul nursed her around the pattern at 25 inches of manifold pressure instead of the usual 55 inches.

Paul flew the B and C models which had the Merlin engine and a turtle deck behind the cockpit. (He also flew the popular the D model, with bubble canopy.) The rare P-51H, a lightened version, was the last of the breed that Paul flew.

The Mustang was charmed, but not from the start.

The original design of P-51s took 117 days, from drawing on a napkin to finished aircraft. After all that, an additional wait of six weeks was needed for the (Allison) engine to arrive, as the bulk of those were going into P-40s (right) and P-38s. One P-51 came out of production every 66 minutes. Over a million hours were flown by P-51s. They were the first American plane over Germany, and the first over Germany as a bomber escort, although they didn't become the deadly useful tools we see today, until the Brits, tired of waiting for Allison engines and disappointed in their naturally-aspirated configuration, wrenched the supercharged Rolls-Royce Merlin into the nose. We're told that about 90% of Luftwaffe air-to-air losses were due to P-51s. After WWII many P-51s were bought for around $1,500, and turned into air racers. Many were restored today as air racers and as original warbirds, with dozens more converted into the two-seat training version. Of the 140 or so left, there are about 70 flying. (A decent, used P-51D can usually be had for a million dollars today. Set aside another million for the restoration, to make it perfect.)

At one of the early conventions, Paul drove his "Red One" VW Beetle past a man who was looking at the XP-51. Stopping, he explained to the man what it was, how it flies, the engine, and its use during the War. The gent stated "I tink it is ze most beautiful plane effer constructed." Paul, noticing the gent's German accent, asked who he was. "I am Ed Schmued," said the designer of the aircraft! You never know whom you might meet at an EAA AirVenture!

At the end of the evening, Paul committed the P-51 bearing his name (below) to the EAA Museum. It won't be flown again.

Early in the presentaion, a short film of the XP-51 and the P-64 was shown. The P-64 in the museum is the last of only 12 built. North American also designed the T-6, bought by the Army Air Corps en masse; the family resemblance is clear. The 11 P-64s left were scrapped, and so Paul and EAA got the only one in the world.

Paul has flown the P-64 (right) with an acro group of Mustangs in the background -- painted white with a red stripe. The P-51D "Paul 1" flew at some of the early conventions, sometimes carrying a passenger. One of the shots we saw that night has about a dozen P-51s lined up in a row at an angle, so only turning props and hubs can be seen.

Been there, done that, got the video!

Hungry for more P-51 Mustang flying footage? EAA will have a link at EAA.org to where you can purchase a tape of the night's proceedings. Pricing hasn't been set as yet, but don't despair -- they'll come up with something! Oh -- when you watch the tape, make sure to hook your TV to your HI-FI set so you can hear "the greatest sound in the air!"

FMI: www.EAA.org