Vintage Airplane - Dec 2008

8/20/2019 Vintage Airplane - Dec 2008

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I


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DECE

VOL.

36, No. 12

2008

CONTENTS

2 News

6

VAA

Volunteers

make it

happen at

EAA

AirVentur

e 2008

by H.G. Fra uts

chy

14 The Thunderbird

by James

E. Dunavent

18 Dennis Trone's Thunderbird

by H.G. Frautschy

22 Light Plane Heritage

The Messerschmitt M.

I?

by Jack McRae

24

The Vintage Mechanic

Precover Inspections

by Robert

G.

Lock

30 The Vintage Instructor

Sometimes you've got

to

push

. . .

by Doug Stewart

ST FF

EAA Publisher

To

m

Pob

e

re

zny

3 2 Mystery Plane

Direct

or of EAA Public

ations

Mary

Jon es

by H.G. Frautschy

Executive

Director /

Editor

H.G. Frautschy

Production

/

Sp

e

cia

l

Project

Kat

hleen Witman

3 6

Calendar

News Editor Ric Reynolds

Photography

Jim Koepnick

Bonnie

Kratz

37

Classified Ads

Advertising

Coordinator

Sue Anderson

Classified Ad Coordinator

Lesley

Poberezn

y

Copy

Editor

Colleen Walsh


4/44

EAAers Urged to Respond

to

TSA's Ominous Proposal

As reported last

month,

the U.S.

Transportation Security Adminis-

tration (TSA) has proposed sweep-

ing security rules for the operation

of

aircraft

that

weigh

more than

12 500 pounds. The proposed reg-

ulation , titled the Large Aircraft

Security Program,

would require

owners of

those

aircraft

to

obtain

permission

from TSA

to operate

their

own

personal

aircraft every

time they carry passengers. Addi-

tionally, all flight crews would be

required to undergo fingerprinting

and

a background

check

, all pas-

sengers

would have

to

be

vetted

against

the

government's terrorist

watch lists,

and

numerous security

requirements would be imposed on

airports serving

these

large air-

craft. EAA

adamantly

opposes this

regulation

and

urges all members

to respond to TSA.

In early November,

TSA

did ex-

tend the comment period

on

the

proposal, as EAA and other aviation

groups had requested. Instead of

the

original

comment

deadline of

December

29 2008

TSA

extended

the comment period until February

27 2009.

EAA had asked for a

90-

day extension,

but

was nonetheless

pleased with TSA s prompt action.

We thank

the

TSA for agreeing

with

the many industry group and

EAA

members

requests for an ex-

tension, providing an additional

VAA Volunteers of the Year

Each year the

V

honors a pair of volunteers who have shown exceptional

dedication to the division

and its membership through their service related to

the annual convention. This year

we

have three honorees:

Dave

and Wanda

Clark

and

Wheeler North.

Our

congratulations

and

thanks to them

and

to the

more than

500

volunteers who dedicate a week or more of their lives each

year to the

V and

their fellow members.

For

more

on

the volunteers

who

make it happen see our article start ing

on page

6.

Wheeler

North of Carlsbad,

California, was selected as the

Art Morgan Flightline Volunteer

of the Year for his dedicated

service to the members who

fly

in

and park their airplanes

in

the Vintage area.

Wheeler,

a lifelong resident of the San

Diego area, has been a regular

volunteer for more than two de

cades. His enthusiasm for avi

r E ~ · ~ ~ ~ < ~ ~

field, Indiana, the "peanut butter

and jelly" couple you always see

them together ) of the Vintage

Aircraft Association, are a multi

talented pair. They were chosen

as the

2008

Behind the Scenes

Volunteers of the Year.

Dave and Wanda are here work-

ing for

EAA

and

VAA in

Oshkosh

almost as soon as the ice

is

out

of

the lake, and they're here help-

ing close out the convention site

when the leaves are falling from

http:///reader/full/rE~%E7%BE%BE--.4Lhttp:///reader/full/rE~%E7%BE%BE--.4L


5/44

many of

the

same concerns

air

craft owners have

about

this pro

posed regulation.

How to

Submit a

Comment

o

comment-refer

to

Docket

No. TSA-2008-0021, Large Aircraft

Security Program, Other Aircraft

Operator Security Program, and

Air-

port Operator Security Program.

By

Mail In Person or Fax to

the Docket

Management

Facility,

U.S

. Dept. of Transportation, 1200

New Jersey Ave SE, West Building

Ground Floor, Room

W12-140

Washington

DC 20590-0001. Fax

202-493-2251.

o comment

electronically

access the Federal eRulemaking por

tal at www Regulations gov Follow

the online instructions for submit

ting comments.

You can

review all

the public

comments to

the TSA

security pro

posal

at

the

docket site on www

Regulations gov

nother Chance to

Sound Off

on 5

Percent

Rule Policy Changes

Those of you who did

not

submit

comments to the Federal Aviation

Administration's

(FAA s)

proposed

changes to

interpretation and

en

forcement

of the 51 percent

rule

have another opportunity to do so

from now until December

IS,

2008.

According to

the FAA,

reference

materials

were

inadvertently

re

moved for several days during a pre

vious comment period, so the

FAA

decided

in

late October

to

accept

further comments until

Decem

ber

15

. The reference materials

and

fuel-related issues. The

EPA is

pro

As

part of this effort, the EPA will

posing a broad-sweeping program direct state governments to exam

of air-quality testing

and

monitor ine whether general-aviation activ

ing to enforce newly adopted,

and

ity at certain airports contributes to

considerably more stringent, stan unacceptable levels of lead

in

the

dards for allowable levels of lead.

air. The new standards lower the al-

The final rule was

not

yet published lowable

amount

of lead to 1/10 of

in the

Federal Register

as

this issue

previously accepted levels.

went to press.

We're

encountering

increased

Member

Suggestions Drive lrVenture Site

Enhancement Program

The comprehensive, multiyear program

to

expand

and

enhance

the

EAA

AirVenture Oshkosh

convention

grounds

is

well underway,

and

many

of the changes are a result of feedback provided by EAA members

at last summer's convention.

We've extensively polled, surveyed,

and

listened to members since

the

site-planning process began, said EAA Executive Vice President

Brian Wierzbinski, a

member

of

the

AirVenture Site Task Force. The

feedback was very supportive and provided some valuable

and

construc

tive suggestions. Our members recognized the need for improvements

and the

benefits of

modernizing and

upgrading

while

retaining

the

event's unique culture

and

heritage.

As

a result of

the

members' input,

the

implementation schedule in

cludes even more attention to improving site transportation

and

creat

ing more shade

and

rest areas for members. Other priorities specifically

driven by members' comments include:

http:///reader/full/www.Regulations.govhttp:///reader/full/www.Regulations.gov


6/44

pressure on the availability of fuel

for piston-powered aircraft on two

fronts,

said Earl Lawrence,

EAA

vice president of industry

and

reg

ulatory affairs. "For those

whose

aircraft

may operate

on

unleaded

autogas,

we've had

to fight

on a

state-by-state

basis

to

try

to

pre

serve a supply that does not con

tain ethanol

or

other

additives not

approved for

aviation

use. Now,

with this EPA announcement, we're

also seeing the potential for restric

tions on aircraft

running

on leaded

fuel

in

a given area."

The

EPA

indicates that

testing

and

monitoring

must

first reveal

whether any

such restrictions will

become

necessary. In cases

where

monitoring confirms

that

an

air

port

region's air exceeds allowable

lead limits,

the

respective state gov

ernment

will be required to resolve

the issue ... which

could mean

re

strictions on aircraft operations us

ing 100LL avgas.

"There

isn't enough data

to pre

dict whether aircraft burninglOOLL

in any airport

region

will

cause

lead levels

to

exceed

the

new

lim

its there. That's

why the EPA must

do

all this

testing and monitoring

first," Lawrence said.

Meanwhile, EAA continues its

work not only to address immediate

fuel concerns, such as promoting the

availability of usable unleaded fuel

and advocating against undue restric

tions

on

leaded fuel,

but

also to help

develop alternatives for the future.

"Innovative spirit, creativity, and

industriousness are hallmarks of the

EAA community.

As

pressure on the

Stocking Stutter

Give the Gift

of

Oshkosh This ear

EAA is again offering advance ticket purchasing for EAA AirVenture

Oshkosh 2009-and just in time for the holiday season. EAA mem

bers

and

non-members may prepurchase daily and weekly AirVenture

admission tickets via a secure website

and

get a $2 daily or

S

weekly

discount. This system was created by ClicknPrint Tickets and is made

possible through support from Jeppesen.

"The response to the availability

of onl ine advance tickets for Osh

kosh 2008 was overwhelming," said

Rick Larsen, EAA's vice president

of marketing. "It was an easy deci

sion to bring back

that

system for

Oshkosh 2009, and we're focused

on

making the admissions process

even more convenient so you can

get to the fun even faster "

To access the advance ticketing,

visit

www AirVenture org

and click

on

"Buy Tickets Online Now." Full

instructions

and

answers

to

frequently asked questions are available at

that

site.

Advance EAA AirVenture tickets also make great Christmas and holi

day gifts

and

allow recipients to enjoy

many

months of anticipation

prior to thei r own Oshkosh experience. "We wanted the advance ticket

option

to be available prior to the holidays to satisfy the many requests

we received

to

make AirVenture admissions

an

easy-to-give holiday

gift," Larsen said.

Steps

to

simplify

the

admission structure will also be enacted for

next year's event. Youth and student admissions have been merged into

a single admission category, while children S years old

and

younger

continue

to be welcomed to

the

event free of charge. In addition, EAA

members are encouraged to bring guests, with a guest weekly admission

now including a one-year EAA membership.

for

demolition

this

fall,

but

Witt

man

Regional Airport Director Pe-

ter Moll

recently

said an

actual

demolition date was never estab

lished. The best guess right now

is

that

i t won't

happen

until late

save

any

"souvenirs"

that

could be

made available to the public.

The

old tower

will

definitely

be

torn

down well before EAA AirVenture

Oshkosh 2009.

http:///reader/full/www.AirVenture.orghttp:///reader/full/www.AirVenture.org


7/44

@EAA org

New Pho

to Gall er i

es

View

several new photo

ga ll

eri

es

recently

posted

to

t

he EAA

web

si

te, including:

•

U2

at Ai r

Ven

ture

• Copperstate 2008

• Ai

rVentur

e Mu

se

um

25 th anniversary

•

SE

R

FI

2008

•

EAA Ha ll

of Fame ceremon

ies

Vis it www.EAA org/photos to see

a

ll

these ga lleri

es

and more.

the EAA

website. The brief how-to

hints demonstrate helpful, timesav

ing tips for aircraft homebuilders

and

res

torers.

More

than

325,000 video down

loads have occurred since the Hints

debuted in March 2008, and EAA re-

cently added

the

50

th

installment

.

We

could

n't

be more pleased with

how our members have embraced

this

ser

i

es, sa

id Charlie

Becker, EAA's

director of member programs. "Hints

for

Homebuilders captures what

EAA

is all about: members he lping each

other, passing along their knowled

ge

and

skills

to others; inventing better,

simpler, and less expensive ways to

do things; and sharing with anyone

who wants to learn."

EAA

welcomes your ideas for fu

ture Hints for Homebuilders.

I f

you

wish to contribute an idea, send an

Visitors next year

can expect

a

visit from WhiteKnightTwo, the

ca r-

rier ship for the new SpaceShipTwo

space tourism vehicle; a reunion of

participants from

the

five visits of

Br

itish Airways' Concorde to Osh

kosh in the 1980s and 1990s; special

recognition of aviation's humanitar

ian role around the world;

and

pro

grams saluting international aviation

anniversaries and homebuilt aircraft.

In

addition, comedian/ven

triloq

u

ist

Jeff

Dun

h

am, one of

the

nation's

hottest comedy

con

cert draws

and

an

expe

ri

ence

d

helicopter builder and

pilot,

has

confirmed his return

for

an ap

pearance on

Saturday, August

I,

presented once again

by Ro

torWay

International.

Du

nham's

appear

ance at

Oshkosh in

2008 drew an

estimated 10,000 people.

Upcoming

Major Fly-Ins

U.S. Sport Aviation Expo

Sebring

Reg

ional Airport (

SEF)

Sebring, Florida

January 22-25, 2009

www.Sport Aviation Expo .

com

Aero Frledrlchshafen

Messe Friedrichshafen, Friedrichshafen,

Germany

April 2·5 , 2009

www.Aero Friedrichshafen.com

/ html/

en

Sun n

Fun

Ay-In

at

Lakeland

Lakeland Linder Regional Ai rport (LAL )

Lakeland, Florida

April 21-26 , 2009

www.Sun N Fun.org

Golden West Regional Ay-In

Yuba

County Airport MYV)

Marysville , California

June 12-

14

,

2009

www.GoldenWestFlyln .org

Virginia Regional Festival of Alght

Suffolk Executive Airport (SFQ )

Suffolk, Virginia

May 30-31, 2009

www

. VirginiaFlyln.org

Rocky Mountain Regional Ay-In

Front Range Airport

FTG)

Watkins, Colorado

TBD

www.RMRFI

.org

Arlington Ay-In

Arlington Municipal Airport AWO )

Arlington , Washington

July 8-12, 2009

www.NWEM .org

EAA

AlrVenture Oshkosh

Wittman Regional Airport OSH )

Oshkosh, Wisconsin

July 27-August 2 ,

2009

www.AirVenture .org

MId-Eastern Regional Ay-In

Grimes Field 174 )

Urbana, Ohio

mailto:[email protected]:///reader/full/www.Sport-Aviation-Expo.comhttp:///reader/full/www.Sport-Aviation-Expo.comhttp:///reader/full/www.Sport-Aviation-Expo.comhttp:///reader/full/www.Aero-Friedrichshafen.comhttp:///reader/full/www.Sun-N-Fun.orghttp:///reader/full/www.Sun-N-Fun.orghttp:///reader/full/www.Sun-N-Fun.orghttp:///reader/full/www.Sun-N-Fun.orghttp:///reader/full/www.Sun-N-Fun.orghttp:///reader/full/www.GoldenWestFlyln.orghttp:///reader/full/www.GoldenWestFlyln.orghttp:///reader/full/www.GoldenWestFlyln.orghttp:///reader/full/VirginiaFlyln.orghttp:///reader/full/VirginiaFlyln.orghttp:///reader/full/www.RMRFI.orghttp:///reader/full/www.RMRFI.orghttp:///reader/full/www.RMRFI.orghttp:///reader/full/www.NWEM.orghttp:///reader/full/www.NWEM.orghttp:///reader/full/www.NWEM.orghttp:///reader/full/www.NWEM.orghttp:///reader/full/www.NWEM.orghttp:///reader/full/www.AirVenture.orghttp:///reader/full/www.AirVenture.orghttp:///reader/full/www.AirVenture.orgmailto:[email protected]:///reader/full/www.Sport-Aviation-Expo.comhttp:///reader/full/www.Aero-Friedrichshafen.comhttp:///reader/full/www.Sun-N-Fun.orghttp:///reader/full/www.GoldenWestFlyln.orghttp:///reader/full/VirginiaFlyln.orghttp:///reader/full/www.RMRFI.orghttp:///reader/full/www.NWEM.orghttp:///reader/full/www.AirVenture.org


8/44

The Volunteer Appreciation Party, sponsored by AUA Inc., Is held on Friday night during the

convention. Pizza Is served to all, and then the skits and silliness from our talented volunteers

Is presented as the evening's entertainment.

In addition to the skits, many volunteers earn certificates of distinction. At times the

recipient wishes that the action that precipitated the certif icate had not been noticed or so

honored, but few procedures escape the watchful eyes of their fellow volunteers, who are only


9/44

Stili other volunteers are highlighted for their contributions, Including these folks who were presented with M

Shared y Talent certificates.


10/44

Denny Grulzenga gets a good laugh from the

shenanigans going on during the Volunteer

Michael Kosta, one o our resident thespians, struts his

Appreciation Party.

(her?) stuff as Michelle, one of

the

Judges for the

Vintage Idol

talent

contest. Michael, also known In our

area as Denver, Is chairman of

V

fllghtllne safety.


11/44

From north to south along the fllghtllne, the

V

covers the parking area from four point buildings.

Here are some of the folks who volunteered on the flightline on Wednesday, July 30.


12/44

"You put how much hot sauce In the chili?" Sue

Eichman and Lorraine Eberle take care of feeding

hundreds

of

volunteers each day In

the

VAA

volunteer

kitchen, using EAA Operation Thirst-supplied food

supplemented by donations from various volunteer

functions, such as the corn boll , plus a touch of their

own culinary talents.

H G

FRAUTSCHY


13/44

The Classic airplane Judges.

The Antique airplane Judges.


14/44

- - I t y

of

h a w a n o W I e c o M I n ~ S n north

of

OshkOsh

boats the

Shawano FIy Out. Juat for btl ...

; their

vintage airplanes to the annual event, pi lots

are given a free breakfast. jeannie

HOI

coordinates the

fIy-out with

the Oshkosh tower and the pilots, many of

whom are shown here prior

to

their early-momlng departure.

The f1lghtllne safety crew

at

Classic Point picks

up Jerry Wenger's Waco YPF as

it

is taxied in by


15/44

long

ago

n a

tUtu .

iaaue f

WntsgeAkpIane

Anna Osborn and her

husband John have

served the division with

decades of service to their

fellow volunteers.


16/44

lthough

this

disclosure

may shake the Ford Motor

Company to its corporate

roots,

it

was

not

the first

to produce

Thunderbirds

...

an

air

craft of

that

name was being turned

out

in respectable

numbers

as far

back

as

1926 by

the

W.

F.

W.

Air

plane Company

of Glendale, Cal

ifornia. However, it may be some

small consolation to the Ford boys

to know that the California article

was just

as

dashing and advanced,

stylewise , as their more widely

BY

J AMES E. D UNAVENT

California during the late 20s

and

early 30s;

many an

old, bold pilot,

who learned

the stick-and-rudder

trade

in

the

Los

Angeles area at

that

time, remembers

the

T birds oper

ated by

the

Warren School of Aero

nautics from Burdette Field, which

was located on Western Avenue just

south of Imperial Highway . . almost

completely open country then

and

ideal for flying operations. Today,

the same area is completely over

grown by sprawling suburbia.

Commercial aircraft construc-

at Clover Field, Santa Monica, for

construction

of

the

famed Army

World Cruisers

and the

first Navy

DT

torpedo planes. A

number of

interesting

civil

craft

had

been

built

as

early

as

1919 by individu

als

and by

small

companies

, but

none

reached

any

self-sustaining

status. These

shoestring

ventures

inevitably folded after a few short

months , as

the

market was

then

saturated with surplus aircraft that

could be purchased for a few cents

on the original dollar value. By the


17/44

In this photo from the E Archives

the Hisso-powered version of the Thun

derbird soars over the Los Angeles area

during the late 192 s.

E

RCIj IVES

powered Eaglerocks and Swallows

were beginning to be flown in over

the mountains,

soon convinced

the

flying

fraternity that their

slow-climbing,

lumbering

surplus

aircraft were definitely

outmoded,

even for casual passenger work.

Some operators in Southern

California

had

successfully

mod

ified

Standard SJ-I

s

to carry two

or more passengers in

addition to

the pilot,

by

fitting more powerful

engines

and

widening

the

original

fuselage .

Although this increased

for engineering, to design high-lift

wings

and

a new fuselage structure

for one of

these

Standards. Once

the

work

had

been started, it soon

became

apparent

that an

entirely

new aircraft would be more feasi

ble for

proposed operations-one

with increased speed, range, and

ceiling to get over

the

mountains.

The problem of financing

the

development of

an

entirely new

craft was solved

when

Paul Whit

tier, a

young man of independent

means who was being taught to fly

on Sunday

,

July II

, Frye took it

aloft

on

a 45-minute test flight .

After first making a few taxi runs

to

get

the

feel

of the ship

, Frye

lifted it from

the

hard-packed dirt

strip

in

less

than

100 feet after the

throttle was opened. The Thunder

bird gained 2,000 feet of sky in less

than

three minutes, and during the

ensuing half-hour

Frye

cavorted

all over the sky, giving the ship a

prime wringing out to show its

aerobatic and handling character

istics. Once

the

initial show was


18/44

gine. Although

the

airframe was

stressed to take

powerplants

of up

to

22S hp, a used, overhauled OX-S

was installed in the prototype from

the standpoint of economy and

to

demonstrate the

performance

that

could

be obtained with the lower

powered engine. The

engine

could

be detached from the

main

airframe

by

removing

four

retaining

pins,

and

a new

engine

of

the

same

or

different type could be mounted in

less than one-half hour. Later

Thun

derbirds were fitted with a

variety

of the engines then available-

the lS0-hp Hisso A vee-type

liquid-cooled powerplant and

the forward spar; the

remainder

of

the ribs were conventional

wooden

webs. A five-piece laminated

spar

structure

was also

incorporated

in

place

of

the solid

beams that

had

previously been used. Both up

per

wing

panels were joined

at

the

centerline and

formed

a

continu

ous

spar. Lower wing panels were

hinged to a

fuselage

stub

wing),

which was an

integral

part of the

fuselage framing.

The

tail assembly was welded

steel tube, and the

pilot could

ad-

arly Thunderbirds

low-powered

OX-S

engine . a 9S

mph high

speed was guaranteed

(this was given in cruising aircraft

performance

tables

published

in

1928

by some aeronautical

maga

zines). Also, as irrefutable proof,

the

company test pilot,

Clint

Burrows,

flew a

three-year-old

stock Thun

derbird to

an

average 119.4 mph

pace

over four

timed speed

runs,

upward

and downward,

at

the Na

tional

Guard

Field in Los Angeles

on November

21, 1927. The same

ship

had previously won a trophy

in

the event for light commer

cial aircraft under 100

hp

at

the 1927

Santa

Ana air

meet

,

some less well-known

types,

where it averaged 114 mph

such

as the

12S-hp

Bailey

incorporated

welded

over a triangular course.

Bull's-Eye or the

140-hp

Floco

With its

12-to-1

factor of

air-cooled or

the

9S-hp Day-

steel tube fuselages

safety, the T'bird could per

ton Bear

taken

from a

defunct

form

the

most violent aerobat

prop-driven

iceboat

in one of

ics then known, being limited

the northern

states. The first

braced

with

steel wire

only by the inability of an

OX-S

Bailey-powered ship was test

flown by Earl Chubb at Bur

ndcable trusses

dette Field in September 1927.

When Department of Commerce li

censing became

mandatory in

early

1927,

the

Thunderbird

received

ATC approval under DC Memo No.

2-141,

covering

all current engine

installations other than the one

with

the

Dayton Bear, which was

reportedly flown only a few times

on

an

unlicensed, bootleg basis be

fore it ground-looped into a thresh

ing combine

in

Montana

and

was

wrecked beyond repair.

Early Thunderbirds incorporated

welded steel tube fuselages braced

with steel wire and cable trusses;

this

was

changed

in later ships

to

just the stabilizer in flight to com

pensate for trim

with

various loads.

The

radiator

was

built into the

leading edge of the upper center

section and faired into the upper

wing curve. The main landing gear

and

tailskid were sprung by

shock

cord, and brakes

were

not fitted.

These, plus

an

improved oildrau

lic shock system, were planned as

standard and optional

equipment

respectively on subsequent produc

tion aircraft,

but

it is doubtful if any

such

equipment was

actually

in

stalled except as owner-made mod

ifications during later years. The

to

run

satisfactorily under neg

ative G or inverted conditions.

The 43-gallon fuel tank gave it

a nominal range of 440 miles at an

average 10-gallon-per-hour (gph)

fuel consumption. Gross weight was

2,248 pounds; of this, 81S pounds

was disposable load

including

a

340-pound

payload. Empty weight

was 1,433 pounds . Climbing abil

ity

was listed as 700 feet per min

ute (fpm) for the first S OOO feet; the

service ceiling was lS OOO feet. It re

quired 20 minutes to get the ship to

its rated absolute ceiling-approxi

mately 17,000 feet.

The Hisso-powered W-14-H was

somewhat heavier,

and

all perfor

mance figures were slightly better. ..


19/44

fields

in

Southern

California and

on

the

West

Coast. Principal

dis

tributors in California were

Cliff

and

Phil Henderson, a dealer

in

Or

egon handled

sales

in the

Pacific

Northwest region,

and Lee

Schlens

was

named

the

southwestern

dis

tributor, covering Arizona, Nevada,

and

contiguous

states

other

than

Southern California. Mr. Woolsey

recalled

that

several

Thunderbirds

were sold

in

Canada

and

states east

of

the

Rockies,

and one

or two were

exported

to

the Philippine Islands,

reportedly being

flown there

un

til

the

Japanese invasion. Several of

the

small flying schools in the Los

Angeles area, located at Dycer, Rog

ers,

and the

old Angeles Mesa Field

later taken over

by

Western Air Ex

press, operated

Thunderbirds

at

one

time or another,

and

according

to Mr. Woolsey, two

were sold

to

a gentleman who intended

to

use

them for

filming an

unidentified

World War I air epic. Roscoe Turner

had a stock

Thunderbird

modified

at

the factory

to incorporate

a 50

foot

diameter parachute

packed in

a center-section

compartment

and

later he used

the aircraft

which

was given license

number

NX-9830

due to

the

experimental

nature of

the

modifications, for his

attempts

at parachuting

the

entire

aircraft

safely to

the

ground.

During 1926 Jack

Frye,

Walter

Hamilton Paul Richter Monte

Edwards,

and Theodore

Woolsey

formed the

Aero

Corporation

of

California

and moved to

a

field

at

106th

and

Western

just north

of Burdette

Field.

This operation

North

Allen St.

in

Glendale.

In

reorganizing the

company

Woolsey

had

brought

in new

cap

ital and

taken

in

several partners

to

handle

the

business end while

he

was

concerned with

the

techni

cal

and

manufacturing

side

of

the

business. Several sizable orders

had

been received

including

one

for

S

aircraft from

Lee

Schlens

the

southwestern

distributor. While

he

was engrossed

with production and

with

obtaining

a valid approved

type certification

for

the Thun

derbird, two of the partners made

a

power play

to

take over the

op

eration through

a forced sale.

As

things

were

by

that time in

a le

gal tangle, Woolsey obtained

new

backing

from

Maj. C.C. Moseley,

William

Henry of the

Los Angeles

Times,

and

E.C. LeMunyon of Rocky

Mountain

Steel Products,

and

when

the assets of

Thunderbird

Inc. were

put on sale, successfully

outbid

his

previous

associates. A

new corpo

ration was to have

been formed

which

would be

known as

Moseley

Aircraft, and one of the first

items

of business

was

to design

a

mili

tary

trainer version of

the

Thunder

bird

for

submittal

to the

Army Air

Corps. However,

by that time

the

1929 business slump was

beginning

to

have disastrous consequences

in

the

aircraft

industry

so

t

was de

cided

to

shelve

the

project,

and no

further aircraft were

built

under the

Moseley

trademark.

Woolsey,

who

had

built-his first

airplane-a

Cur

...

tiss-type pusher-at

the

age

of IS

barnstormed

Jennys

while barely

out of high

school,

and

raised

the

r a ~ ~ W h i ~ n e y .Jacob5,

Lycoming, I : o n ~ i n e n ~ a l ,

M-14 Hou5ia and more.

-r

.

~

.

-

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~ ) - ,'

II

r

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http:///reader/full/N/N.aircraftexhaU5~.nehttp:///reader/full/N/N.aircraftexhaU5~.ne


20/44

Dennis

Trone's

Thunderbird

About a year ago I

spent

a

very

en

joyable

Sunday afternoon

hang

ing

out with

Dennis Trone at

the

Brodhead, Wisconsin,

airport.

Denny

was airing

out

a couple of

his

old biplanes, including one

I didn t

know

much

about,

the

Thunderbird

W-14.

The

biplane

was talC and a

little

intimidat

ing. I got

to

be the prop-flipper

each time

Denny

needed a re-

BY H.G.

FRAUTSCHY

start after doing

a

bit

of

engine

maintenance

that early-fall day.

Propping

a

little

Sensenich on a

Continental bolted

to

the front

of a Cub is one thing, but that

big propeller

on

the front of

that

OX-S was something else I need

not

have

worried;

Denny

was

an

old hand

at

expertly getting it

ready

to

go so that all I had

to

do

was take a short walk while

A view of

the

Thunderbird n action at Brodhead ,

Wisconsin, on a beautiful early fall day

n 2007

pulling the

prop down,

and as

I let go,

Denny would have the

engine controls set just

so

and

the

Curtiss V 8 would rumble to

life .

Denny

loved the really old

stuff and

was

an

expert at creat

ing

ways that made

it

easier and

safer

to

operate

many

of

the

old

engines he loved. Unfortunately,

Denny

passed away

earlier this

year, before we could fill

in

some


21/44

I

I

~

5

'

0

<

10

i

,.

".

IJ

co

a-

if

'

.

"

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B

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b

j20

)

:; .

"

c:

::>

.,

16

0

"

O

n w

»

.

z "

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(J)

..

,

01

,

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- "

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ft .,

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o.

8

0

iil

:0;

33'- o· - - -

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=

-

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22/44

The late Denny Trone antique-airplane man.

enny was

airing

out

a

couple

of

his

old biplanes,

including one

I didn t know

much

about,

the

Thunderbird

W 14.

of

the

blanks

on the

history of

his

Thunderbird .

In a wonderful

coincidence,

t is

summer

I

was

thumb

ing through

a

collection

of old

model-airplane

newsletters from

the early 1970s, published by the

North American

Aviation

Flight

masters

scale model-airplane

club,

and

1

and

behold, there

was a

three-view

of the Thunder

bird.

I realized that the

artist

who

created

the

artwork

was none

other than

Jim

Dunavent, now

deceased, whose Stinson artwork

had

been

a part of

our

coverage

ofJohn

Seibold s Stinson SM-l in

the November

2007

issue.

Jim s artwork was done in con

junction

with

an article he wrote

on the history of the Thunder

bird, published in the August

1964

issue of Model irplane News

(MAN). Thanks to the generos


23/44

ppy

Fordloter

ComPl1J1

Drive away in

new

Ford Lincoln Mercury Mazda or Volvo vehicle this holiday season

and save

enough

money from the Ford Partner

Recognition

program to spend more on

your

family

.:

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. ,

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-

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EM Members

who are

considering

the purchase or

lease

of a

new Ford

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ompany

vehicle

should

be

sure to

take

advantage

of

the Ford Partner

Recognition Program. Your membership benefits qualify you for X Plan pricing.


24/44

Light Plane Heritage

OR IGINALLY PUBLISHED IN

E xperimenter

JULY 993

The Messerschmitt

M.l?

I

t may come as a surprise to

learn that Willy Messerschmitt,

builder of the famous Bf 109,

Bf 110

and

other German

military airplanes of World War II,

got his start in aviation by building

gliders and light airplanes that were

very similar to modem ultralights.

As

a teenager, before World War

Y JACK McRAE

and in 1923 started his own glider

design and construction business

with a much refined design. This

was the S.14, which featured an en

closed streamlined fuselage and a

high aspect ratio wing.

In 1922 some of the restrictions of

the Treaty of Versailles had been re-

moved, and low-powered airplanes

lightplane contest, which showed

that the motorcycle engines were

not very dependable, Messerschmitt

next decided to design and build a

two-seater along the same general

lines but using an engine intended

for aircraft use. This was the M.1?,

and

it was a high-wing cantilever

monoplane of all wood construc


25/44

The M 17 restored) hangs in Deutsches Museum,

Munich, Germany.

in, an arrangement

that

apparently

did

not

allow

much

forward visibil

ity.

Access

to

the

front cockpit was

through

a door on the

right-hand

side, while the rear cockpit

had

a

hinged cover over the passenger's

head. The tail surfaces were of all

wood construction, the elevator be

ing attached to the horizontal trail

ing edge of the fuselage.

to

reach an altitude of

more

than

4,400 feet

and

a speed range of from 40

to

87

mph.

From

those

two races

a

total prize

money of 10,000 Deutsch

marks was won. In 1925 a

flight across the

Alps

from

Bamberg Germany

to

Rome was made

by

Wer

Specifications of

the

M.17

~ ~ ~

ft.

Waight Empty ................... .................................

::

..................396 Iba.

Ueeful Load .........................

.................

......

::

.....:

...................

..4181ba.

Gross Waighl .............................. ... ... ...................... ............8141bs.


26/44

BY ROBERT GLOCK

Precover

Inspections

e

objective of

this

month's column is

to give

some

tips

on

preparing

the

aircraft structure for covering.

With

modern covering mate

rials it is possible for the fabric

to

last 30 years or more. There

fore, it is necessary

to

prepare

the structure

to

last that long.

Keep

this

in mind during res

toration.

First, the aircraft

should

have been assembled

and rigged

at

least

once

prior

to

covering. Figure 1 shows

my Command-Aire assembled

for a

preliminary

weight-and

balance check.

Numerous

pre

cover checks were

made

be

Figure 1

fore covering.

Some of

my

restorations require

partial assembly at least twice, fol

lowed

by

a

complete

assembly.

When I restored my Command-Aire


27/44

worth

the

effort

Before covering, assemble all

the paperwork that will

be

need

ed for filling out Federal Aviation

Administration

FAA) Form 337,

weight-and-balance data, and the

logbooks. This is also a

good time

to

check the moment arm mea

surements

of required,

optional

and special equipment that may

have

been

installed in the aircraft.

This

data

will be used when com

Figure

clamped/tied-no

chafing. Pow

er on system

function

check.

- Instrument system lines clamped

no chafing. Airspeed indica

tor

works properly (blow gently

into pitot line). Inst rument range

markings are installed. Placarding

(if any) is properly displayed.

- Brakes

properly

installed; lines

clamped

. No

chafing

of lines.

- Fuel

system

tank secure; fuel

lines clamped-no chafing. Se-

moves

with rudder movement

(steerable only).

-All

wood

parts secured for per

manent installation.

A difficult task

during

restora

tion is

to

think

ahead

so problems

with assembly do not rear their

ugly heads later. One such prob

lem

on

my

Command-Aire

was

the

previously

mentioned bat

tery location. Because the

ship

was

never

designed to have a bat


28/44

All bolts

and

nuts

tight

and

safetied.

- Control cable/push-pull tubes

installed. No chafing on struc

ture. Check for

the

location of

rib lacing cord

around internal

control components

Check

problem lacing areas.

-All nail/rivet heads covered

with tape. Sharp areas that

could chafe fabric are covered

with cloth tape,

the

same ma

terial used to tape athlete s an

kles, etc.

- Inter rib bracing installed cor

rectly if used); all ribs straight.

-Navigation light assembly

and

wiring properly installed, wires

secured to structure, and

no

chafe points.

All glue joints secure; structure

well sealed with varnish, par

ticularly spar ends.

- Wing or center-section fuel tank

for proper installation, lines

clamped, and no chafing. f pos

sible conduct a leakage test of

all lines and fittings from up

per wing tanks to fuel strainer.

Wings can

present

a unique

Figure 4

problem in

that

they must

not only


29/44


30/44

This stunning photograph by Gilles Auliard was taken during the 2 6 American Barnstormers Tour

It

shows the finished product

in

flight over Wisconsin. That's me

in

the rear seat, and my brother Steve

in the front cockpit. What a great flying airplane

bolt together but the

trailing

edg

es must match along with root

ribs and

leading

edges.

In

Figure 4

you

can see

that

I constructed one

wing

completely

with no

leading

edge skin

installed

.

Then I assembled the

second

wing

and

bolted

it to the

complet

ed wing. The wing was trammeled

Failing to do

this

step might result

in a

warped

wing which

wo

uld

cause the

ship

to exhibit

poor

fly

ing qualities .

EMPENNAGE

- If not already comp leted

check

the fit of all componen ts to the

fuselage.

-Bellcranks and

push-pull

tubes

move

in

proper

direction.

-For cables Single-wrap safe

ty

is approved but

double

wrap is preferred . Always use

.041-inch-diameter safety wire .

Either brass or stainless steel is

approved.

sketch

the

opening location in


31/44

After a careful precover inspection , the covering can be installed. Here

I

am

at long last applying the first coat of Poly-Brush on the right upper

ommand-Aire wing panel.

M

ay

989 . Fi

nal

assembly in the maintenance hangar at Sun n Fun Fly-

In at Lakeland, Florida. The engine installation still was not complete ,

but the plane was getting close to test-flight t ime when this photo was

snapped.

the

fabric covering for rudder,

aileron,

and

elevator cables; trim

cables;

and

tail wheel

steering

cables, etc. Mark where the ai-

leron

push-pull

tubes

penetrate

the

fuselage

fabric

in

line with

the aileron torque tube control.

And don't

forget the pitot/static

lines

that penetrate the fuselage

covering from the lower wing.

Be

sure

to mark the

locations.

FINAL INSPECTION

The structure's inspection

should be

made

by

the

super-

vising airframe and powerplant

(A&P) mechanic who

holds an

inspection authorization . Ap-

proval for cover should be

given

and recorded on

F

Form 337.

The inspecting

mechanic

may

make

an

entry,

Inspecting

left

and right

upper

and

lower wings

this

date.

Okay to cover," or the

entire aircraft

may

be

approved

for cover.

This is only a suggested guide

for precover inspection of a typi-

cal aircraft. Inspection points may

vary based

on

the

specific

type

of

aircraft, equipment installed, etc.

But the bottom

line

is to prepare

the structure for

long-term

ser-

vice and make sure

that noth

ing in the airplane rubs together

during the vibrations caused by

flight. Correcting this later can be

a real

pain.

CONCLUSION

I say again, the aircraft struc-

ture must be prepared for at least


32/44

BY

DOUG

ST WART

Sometimes you've

got

to push ...

"Switch off?/I I called out.

"Switch off " was his reply.

"Brakes on?"

"Brakes on /I

II

Okay, give i t a couple of shots

of prime, and I'll pull it through

four blades./I

I was standing

at the

front

end

of

a 1943 Aeronca

L-3

that a client of

mine had

recently purchased . His

insurance mandated that he get 10

hours of

training

in

the

airplane

prior to soloing it, and the Federal

Aviation Administration mandated

that he receive a tailwheel endorse

ment

prior to acting as

the

pilot in

command of the airplane. This was

to be our first flight .

As

I pulled through the prop of

the

75-hp

Continental

engine, I

made a mental note of the fact that

the propeller seemed to give less re

sistance than I had expected. I ra

tionalized

that

the

engine was cold

and

of low horsepower, and that I

wasn t pulling through a big Pratt

Whitney radial. Nonetheless ..

"Okay, switch on?/I I asked.

the back seat of this World War

II

observation plane. Once I secured

my seat belt, and put

on

the headset

that was connected to a portable in

tercom (at least I wouldn't have to be

shouting at the top of my lungs, and

I have long ago given

up

the con

cept of

smacking

my

client upside

the head wi th a rolled-up sectional),

I

told my

client we could start to

taxi to the end of the runway.

The airport we were operating

out of is a small, privately owned/

public use airport, with a 2,300-foot

runway. The runway is composed

mostly of grass,

but

the

underlying

surface is shale and gravel. Although

fairly wide at the

north

and south

ends, it narrows to about 45 feet in

the

north third

of the runway as

i t dips down into a hollow that

is

about 25 feet lower than the rest of

the runway.

The winds

that

day indicated we

would need to take off to the south,

so we taxied to the north end of the

field. As we came up

out

of the hol

low it took quite a bit of power to

moving in a nice flow from the right

side of the cockpit to the left.

Every

thing was set.

Prior to walking out

to

the air

plane my client and I had discussed

the

lesson plan for the day. In

the

previous lesson we had spent a fair

amount

of time taxiing the airplane,

including several high-speed taxis

to gain the sight picture and feel of

when to pick the tail up, and then

as we cut the power, how to com

pensate for the loss of flight control

effectiveness as we decelerated, still

keeping everything headed straight

down the runway. In this lesson we

would be taking to the air, and thus

all the important flight speeds had

been briefed.

Rotation would be at 45 mph in

dicated airspeed (lAS). With some

trees blocking our path

another

thousand feet beyond the

end

of

the runway, we would

then

look for

60 mph lAS as our best climb speed.

We briefed what we would do in the

case of an engine failure, dependent

upon when and where it might fail.

able. The flight controls came alive,

climbing in a manner that would Pilot series in AOPA Pilot magazine,


33/44

and my client fed in forward stick

and picked up the tail. Our airspeed

indicator came alive; we

had

static

power indicated on the tachometer

and oil pressure. Now all we needed

was rotation speed.

But we were now at the bottom

of the hollow, and climbing up the

other side diminished our accel

eration. However,

by

the time we

reached the top of the hollow we

had

also reached rotation speed.

With a gentle pull on the stick, my

client lifted us off

and

we acceler

ated in ground effect up to 50 mph

lAS. Yet now

with the trees loom

ing out there beyond the end

of

the runway, my client started to ap

ply some more back-pressure to the

stick. Doing so lifted us up out of

ground effect, but then our climb

stopped. The airspeed indicator was

still indicating 50 mph.

With an ever-increasing sense of

urgency, my client added some more

back-pressure

to

the stick. (Mind

you, this wasn't a hard pull

on the

stick, just an almost unconscious ad

dition of back-pressure.)

To

his con

sternation, rather

than

climbing we

remained at

an

indicated speed of

S

and started a slight descent.

My

client was

not

the

only one

starting to experience a pucker fac

tor,

although

I am sure

mine

was

nowhere near

as

intense

as

his, as

I understood

what

was

happening

and had the

solution to

our

prob

lem. Luckily we

had the portable

intercom and headsets,

as

I hate to

shout,

and as

we

had

neglected

to

bring along

a sectional, I

hate to

definitely clear the trees.

The back side of

the

power

curve almost sounds like some Star

Wars fantasy, yet every pilot has at

some

time

flown on the back side

of the power curve. In fact, there

is

no way anyone could obtain even

the most basic of pilot certificates

without demonstrating to an exam

iner the ability to fly in slow flight

while maintaining altitude.

As

one

learns the techniques, the realiza-

With

an

ever

increasing

sense of

urgency my client

added some

more

back-pressure

to the stick.

tion should dawn

that

if our power

is

reduced to a minimum to sustain

altitude at high angles of attack, any

increase in angle of attack will ei

ther yield a stall if you are truly at

minimum

controllable airspeed) or

if

not

a stall, then a descent . This

is

the back side of the power curve,

a realm of flight also known

as the

"region of reverse

command.

It's

a place where the houses do indeed

get bigger, rather than get smaller,

when back-pressure

is

applied to the

stick or yoke.

For many

pilots, visiting this

area of

flight

occurs

only

during

the

training for

their initial pilot

certificate,

and they

rarely, if ever,

March 1998.

Suffice it to say that it is an excess

of power that really makes an airplane

climb. If the engine of your airplane is

of low power to begin with, and then

if

it

is

not making the rated horsepower

that is advertised on its data plate, you

might very well find yourself in a situ

ation where weight, density altitude,

runway alignment, surface, and/or

slope might

all,

or in part, conspire to

prevent a

safe

takeoff.

Or, you might find yourself in a

situation

as

we were in. Unless

we

pushed the nose down a little and

accelerated to best climb speed, we

were bound to

mush

along right

into the trees that stood in our path.

For those pilots who fly small vin

tage airplanes with engines of lim

ited horsepower, remember that it

is

quite possible that the engine might

not be making all of the horsepower

it

was rated

for.

In the situation I just

described, I would

not

be surprised

if, for a variety of reasons, the maxi

mum horsepower the

engine

was

capable of sustaining was more than

70

percent of the 75 hp for which

i t

was rated, or

in

other words, about

52 hp. The causes can include some

very old and worn-out spark plugs

and low compression, which were

found on

an

inspection I mandated

subsequent to the flight.

So don't

forge .

sometimes

you've got to push,

i f

you want to

climb.

Yes,

it

is

counterintuitive,

and that's what

can get a pilot

in

trouble. There might also be times

when you are going to need to push,

but doing

so

will get you caught

be


34/44

BY

H

G

FRAUTSCHY

THIS MONTH'S MYSTERY PLANE COMES

TO

US

FROM

THE FILES OF

TE

BUSINGER'S COLLECTION.

Send your

answer to

EAA

Vintage Airplane P.O

.

Box 3086, Oshkosh, WI

54903-3086.

Your

answer

needs

to

be in no

later than January

15 for inclusion

in

the

March 2009 issue of

Vintage Airplane.

You

can

also

send

your response via e-mail.

Send your

answer to [email protected]. Be

sure

to

include your

name

plus your city

and

state in

the body of your note and

put (Month)

Mystery

Plane in the sub ject line.

SEPTEMBER s

MYSTERY

ANSWER

We received

a

number of

notes concerning

our September

Mystery

Plane.

I t

was

from an

they went to the Kinner

K5

This was

the prototype

for the Fairchild

KR

In

the Virginia photo, the

engine

also is quite compact (like a Scarab)

had fallen to 4,125 by late 1930.

About 45 KR-21As are said

to

have

mailto:[email protected]:[email protected]


35/44

21A.

Mike Butler

Oshkosh, Wisconsin

It is

the

1928-1929 Kreider-Reisner

Model C-6 (Fairchild

KR-21).

The real mystery is

which

KR-211

KR-21A it is. Looking

at

the engine

it appears to be the 110-hp Warner

Scarab-powered

prototype of

the

Model

C-6

(KR-21). However, a

few

things

don t

quite

add up. The

paint scheme does not match that

of X576E.

(As

it was originally

,

the registrat ion number was

254X, incidentally.) The tires are

the larger

24x4-inch type

fitted to

production aircraft, and the brace

wires from the horizontal stabilizer

to the vertical

stabilizer

consist

of two

wires

that

meet

at

an

apex

on the

rear

spar

of the horizontal

stabilizer.

A

photo of

X5 76E

in

volume 3 of Joseph Juptner s U S .

Civil Aircraft:

ATC

2 1 to 3 (the

KR-21/KR-21A is described on

pp

47-49)

shows

that there were

two

separate wires

on the

prototype.

and appears to have the crankcase

fairing,

and propeller , of the

prototype.

As

you know, production

machines (Model C-6-Bs, aka

KR

21As) were powered by

100-hp

Kinner

K5s, which

had much

taller

cylinders

and

a fairing on the front

side of each cylinder.

The Fairchild KR-21A (Kreider

Reisner

of

Hagerstown,

Maryland

,

built them for Fairchild), fitted with

Kinner

K5

engines, had a

length of

22 feet 1

inch,

a height

of

8 feet 6

inches,

an

upper span of 27 feet,

and

a lower span of 24 feet 6 inches. The

wing chord was 57 inches at the root

and 41 inches at

the

tip, and the total

wing

area was 193 square feet. The

USA 45 airfoil was used, and

empty

weight was 1,068 pounds. With a

useful load of 535 pounds and 23

gallons

of

fuel and three gallons of oil,

the

gross weight was 1,604 pounds.

The

V

MAX

was

110

mph,

with aV

e

of 95

mph

and a landing velocity

of

45 mph. Initial climb rate was 776

fpm,

and the

ceiling was 12,400 feet.

The original price was 4,685, which

been

built, and the type certificate

number

8-26-29 was assigned (later,

ATC No. 215). The Fairchild KR-21As

were superseded by the KR-21B

ATC

No. 363).

Wesley Smith

Springfield, Illinois

The September 2008 Mystery

Plane seems to be

one of

the Kreider

Reisner

Challenger C-6 or C-6A

prototypes for the production

Kreider-Reisner (later Fairchild)

KR-21A ATC

No. 215)

with

a five

cylinder

Kinner K 5

100-hp

radial

and KR-21B (ATC No.

363)

with

a five-cylinder Kinner B-5

125-hp

radial. The C-6

and

C-6A prototypes

had seven-cylinder Warner Scarab

110-hp radial engines as

shown in

your

photo.

Jack Erickson

State College, Pennsylvania

Other correct answers were

received by Bruce Renner of Fall City,

Washington, and

Wayne

Muxlow

of

Minneapolis, Minnesota.


36/44

VAA

Entertaining

Cobalt Blue Wine glass

Wine or water, serve a

beverage in this beautiful

glass to guest and family.

V12513

$6.95

Cobalt

Blue

Cup

Keeping beverages warm.

Stainless Steel Thermos

V08217

$21.95

Stainless Steel Travel Mug

V12512

$1

Hot cider never tasted so

good

Gold

logo

is

NOT metall ic, so the

cup

can

go

in

the

microwave,

and

is

dishwasher

safe.

V12512 $5.95

rder nline: www vintageaircraft org

Telephone Orders:

800·843·3612 From US and Canada

(All Others

Call 920·426·5912)

Or send to:

EAA

Mail Orders, PO. Box 3086,

Oshkosh,

WI

54903-3086

Limited supplies available .

·Shipping

and

handling NOT included. Major credit cards accepted.

WI

residents

add

5

sales tax.

T A i L W ~ L S

These individually hand

painted ornaments will look

great on your tree, and they

make a wonderful gift ! A

variety of designs to delight.

V12518 Round

Ornament

V12519 Heart-shaped

Any three assorted

shapes

for $27.95

$16.95

Keep

a journal of your

meetings,

appointments,

flying, or just keep a run

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37/44

...

......

....

...

~

I

~ a n k ~ e n b ~ n s

I I

,

Woodstock

t A

•

Has

een flying

since he

was

18

"Daddy has always said to

get

the best for his girls. That s why

he

has been with AUA going on eight years. He says that AUA

has

always been easy to work with and very competitive in

pricing, Plus they are down to earth and love airplanes

too "

- TiffanyOltjenbruns

• First airplane

was a

essna 150; now

owns

a Bonanza

T ~ f j 4ZI-4

GET TH SKILLS


38/44

TO G T

IT BUILT

GET YOUR HOMEBUILDING

PROJECT

OFF THE GROUND

BY

SIGNING UP FOR EAA'S SPORTAIR WORKSHOPS

BEGINS DURATION COURSE

DESCRIPTION

LOCATION

December

5-7

2l-l days Repairman

(ElSA) Inspection-

Airplane

Lantana

,

FL

January

1

0-11

2

days Composite Construction,

Electrical

Systems

&Avionics, Fabric Covering,

Basic Sheet Metal, &What's Involved

in Kitbuilding

Presco , AI.

January

16-18

2l-l days Repairman ELSA) Inspection-

Airplane

Frederick,

MD

January

17-18

2days

Composite

Construction, Electrical Systems

&Avionics,

Fabric

Covering, Gas

Welding

,

Discover Aircrah Building,

Basic

Sheet

Metal, Test Flying Your Project,

&

What's

Involved in Kitbuilding

Oshkosh, WI

January

31

February 1

2

days

Von's RV

Assembly

Watsonville, CA

EAA's online Calendar of

Events has

become

the go-to spot on the web to list and

find

aviation eyents In

your

area. The user-friendly,

searchable

format

makes H

the

perfect

web·based

tool

for planning your local

trips

to

a fly-

In

.

It's always

been

difficult to list every Item

sent to

us

In the limited

amount

of pages In

Vintage Airplane, and

now,

wHh

so

many

events

nationwide that make up our online calendar, It

would simply

be Impossible

to equHably sort out

and then prtnt them

all.

Starting wHh the January

Issue, the

calendar will no longer be printed In

the

pages of

Vintage

Airplane.

In

EAA's

online Calendar

of

Events, you

can

search

for

eyents at any

glYen time

within

a certain radius of any airport by

enter

i

ng

the

Identifier or a ZIP

code,

and

you

can further

define your

search

to

look

for

Just

the

types

of

events you'd like to attend.

We Invite you to

access the EAA

online

Calendar

of Events

at http:// .8aa.oll/

calel lal

December 7 - SANTA PAULA, CA2

(SZP).

First Sunday Open House. Aviation

Museum Of Santa Paula Fly

in;

display

your aircraft, come to gi

ft

booth for sign

off. Museum and private hangars open

to amaze you with collections inside.

You

never know what you might see at SZPl

Restaurant on field. 10am--3pm Contact

Judy, Phone: 805-525-1109, Email:

[email protected]

December 17 - Oshkosh,

WI.

Wright

Brothers Memorial Banquet, featuring

Former Astronaut Frank Borman.

EAA

Airventure Museum. Aviation and space

legend Frank Borman (EAA 300174) will

be the keynote speaker at this year's

EAA

Wright Brothers Memorial Banquet.

EAA

's annual commemoration

of

Orville

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39/44

Someth ing to buy,

se l l or t r ade?

Classified Word

Ads:

5.50 per 10 words,

180

words maximum, with boldface lead·in

on first line.

Classified Display Ads: One column wide

(2.167 inches) by 1 , 2, or 3 inches high at

20

per inch. Black and white only, and no

frequency discounts.

Advertising Closing Dates: 10th

of

second

month

prior to

desired issue date (i.e.,

January

10

is the closing date for the March

issue). VAA reserves the right to reject any

advertising

in

conflict with its policies. Rates

cover one insertion per issue. Classified ads

are not accepted via phone.

Paym

ent must

accompany order.

Word

ads may

be

sent via

fax (920-426·6845) or e·mail

classads@

eaa or{fJ

using credit card payment (all cards

accepted). Include name on card, complete

address,

type

of

card , card number, and

expiration date. Make checks payable to

EAA

.

Address advertising correspondencae to EM

Publications Classified Ad Manager, P.O. Box

3086, Oshkosh,

WI

54903-3086.

MISCELLANEOUS

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pricing. Visit

www.flyingwires.com

or call 800-517

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calendar on

your plane's finish!

800-362-3490

RandolphAircraft.com

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40/44

Flight

Stay warm in this black or sage flight jacket.

Beautifully lined in orange. Sporting

the VAA

logo and

it

has plenty

of

pockets

Black Sage

Vl1894

MD

Vl1782

LG

Mens'Sweater

This stylish Men's sweater w ll keep

you looking great

with it

's zipper

and stripe. State

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when

ordering.

Vl1719 Oak

(assorted

sizes}

Vl1718 Black (dark h

(assorted

sizes)

Vl1734 Chestnut

(assorted

sizes)

is fitted denim shirt

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To

see more great VAA merchandise,

go to

our website listed below.

continued from page 5


41/44

(TC)

to

allow U.S.-registered

general-aviation

(GA) air

craft

in compliance with

U.S.

emergency

locator trans

mitter

(ELT)

regula tions (121.5 MHz)

to

fly

north of the

border

without

new 406

MHz

units

after

new Canadian

regulations go

into

effect

on

February

I,

2009.

On that

date Canada will adopt

the

International Civil

Aviation Organization (ICAO)

standard

requiring digital

406 MHz

(ELTs) in

all aircraft during international flights.

However, here

in the

United States,

the

FAA

is not

plan

ning to make

any

changes to FAR 91.207 (the regulation

requiring

ELTs in most

airplanes) for domestic flights, so

many

U.

S.

GA

aircraft will remain compliant to

U.S.

regu

lations and forgo

the

upgrade from

the

existing 121.5

ELTs

to

the

more costly 406 MHz

ELTs.

EAA's

recommendation

would apply

to all small U.S.

registered aircraft-12,500

pounds

gross

weight or

less

with a

maximum

five seats--claiming an equivalent level

of safety under

the U.S.

ELT regulatory requirements.

"Requiring these

U.S

aircraft to install 406 MHz

ELTs

could have

an

adverse

economic impact

on

general avia

tion industry

and

tourism between the U.S. and Canada,"

said Randy Hansen,

EAA

government relations director.

If the recommendation

is not

accepted by TC, EAA of

fered an alternative that would allow U.S . pilots to comply

by using a less expensive 406 MHz personal locator beacon

~

-

(PLB ) instead

of

an installed 406 ELT. EAA also asks that

pilots

who

fly common/direct flight routes over Canada

between the Northeastern

U.S.

area

and

Michigan with

no

intention

of

landing at a

Canadian

airport be allowed to

continue doing so.

Denis Browne, chairman of EAA's Canadian Council,

concurs

with

EAA's recommendation and also submitted

comments recommending

that

Canadian-registered GA

aircraft also be allowed to fly with a 406 MHz PLB in lieu

an installed 406 MHz

ELT.

Aviation Imponderables

Every so often we get a question here at EAA headquar

ters that leaves us scratching our heads and thinking, "Gee, I

have no idea, but I'd like to know, too." Member David Wil

were, and in the 40's and 50's, these tires were perfectly

in

tune to the exciting times in aviation.

Not only do these tires set your vintage plane apart from

the rest, but also look exceptional on all General Aviation

aircraft. Deep 8/32nd tread depth offers above average

AERO

CLASSIC

COLLECTOR

SERIES

Vintage Tires

New USA Production

Show off your pride and joy with a

fresh set of Vintage Rubber. These

newly minted tires are FAA-TSO'd

and speed rated to 120 MPH. Some

things

are

better left the way they

VINTAGE

Membershi:R Services Directory


42/44

AIRCRAFT

ENJOY THE MANY BENEFITS OF

EAA

AND

EAA's

VINTAGE AIRCRAFT ASSOCIATION

SSOCIATION

OFFICERS

President Vice-President

Geoff Robison George Daubn er

1521 E. MacGregor Dr. 2448 Lough Lane

New Haven, IN

46774

Hartford, W I 53027

260-493-4724

262-673-5885

ci1ie([email protected]

gdaubner@eaa org

Secretary

Treasurer

Steve

Nesse Charles W. Harris

2009

Highland

Ave. 7215

East 46th

5t.

Albert Lea, MN 56007 Tul

sa,

OK 74147

507-373-1674 918-622-8400

[email protected]

[email protected]

DIRECTORS

Steve Bender Dale A. Gus tafson

85 Brush Hill Road

7724 Shady Hills Dr.

Sherborn, MA 01770 Indianapolis, IN 46278

508-653-7557 317-293-4430

[email protected] daie([email protected]

David Bennett

Jeannie

Hill

375 Killdeer

Ct

P.O. Box 328

Uncoln , CA 95648 Harvard, IL 60033-0328

916-645-8370 815·943-7205

Qntiquer@illreacl1 com

dinglJao@owc net

John Berendt Esp ie

"Butch"

Joyce

7645 Echo Point

Rd.

704 N. Regional

Rd.

Cannon

Falls, MN 55009 Greensboro,

NC

27409

507-263-2414

336-668-3650

[email protected] windsock@aol com

Jerry Brown

Dan Knutson

460S Hickory Wood Row

106 Tena Marie Circle

Greenwood,

IN

46143

Lodi, WI 53555

317-422-9366 608-592-7224

Ibrown4906@aoi com lodicub@cIIarter net

Dave Clark

Steve

Krog

63S

Vestal Lane 1002 Heather Ln.

Plainfield,

IN

46168

Hartford,

WI 53027

317 -839-4500 262-966-7627

[email protected]

sskrog@aol

com

John

S.

Copeland

Robert D.

"Bob" Lumley

1A Deacon Street 1265 South 124th St.

Northborough,

MA 01532 Brookfield, W I 53005

508-393-4775 262-782-2633

copeland @jullo com

[email protected]

Phil Coulson S.H. "Wes"

Schmid

28415 Springbrook Dr. 2359 Lefeber Avenue

Lawton,

MI 49065 Wauwatosa, WI 53213

269-624-6490 414-771-154S

rcou so1,516@>cs.com

shschmid@gmail com

EAA Aviation Center, PO Box 3086, Oshkosh WI 54903-3086

Phone

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

Web Sites:

www.vintageaircraft

.arg,

www.airventure.arg, www.eaa.arg/memberbenefits

E-Mail: vintage

aircra t@

eaa.arg

EAA and Division Membership Services

800-843-3612 ..

FAX

920-426-6761

(8:00 AM-7:00

PM

Monday-Friday CSn

-New/renew memberships: EAA, Divisions

(Vintage Aircraft Association,

lAC,

Warbirds),

National Association of Flight Instructors

(NAFI)

-Address changes

-Merchandise sales

-Gift memberships

Programs and Activities

Auto Fuel STCs 920-426-4843

Build/restore infonnation 920-426-4821

Chapters: locating/organizing 920-426-4876

Education

888-322-3229

-

EAA

Air Academy

- EAA Scholarships

Flight Instructor information 920-426-6801

Library Services/Research . . 920-426-4848

Medical Questions 920-426-6112

Technical Counselors 920-426-6864

Young Eagles 877-806-8902

Benefits

AVA Vintage Insurance Plan 800-727-3823

EAA Aircraft Insurance Plan . .

..

.866-647-4322

Term Life and Accidental

..

800-241-6103

Death Insurance (Harvey Watt

&

Compan

y)

.. .

1-800-JOIN-EAA

EAA

Platinum VISA Card

..

800-853-5576 ext. 8884

EAA Aircraft Financing Plan .. .. 866-808-6040

EAA Enterprise Rent-A-Car Program

877-GA1-ERAC

Editorial 920-426-4825

VAA

Office

. .

FAX 920-426-6579

MEMBERSHIP INFORMATION

EAA

lAC

Membership in the Experimental Aircraft

Current

EAA members may join the

Association, Inc. is $40 for one year, includ

International Aerobatic Club, Inc.

Divi-

ing 12 issues of

SPORT

AVIATION. Family sion and

receive SPORT AEROBATICS

membership is

an

additional

$10

annually.

magazine for an additional $45 per year.

Junior

Membership

(under 19 years of age)

EAA Membership, SPORT

AEROBAT-

is available

at

$23 annually.

All

major credit

ICS

magazine and one

year membership

cards accepted for membership. (Add $16 far

in the

lAC

Division is available for $55

Fareign Pastage.)

per year (SPORT AVIATION magaZine

not

included)

.

Add $18

for Foreign

EAA SPORT PILOT

Postage.)

Current EAA members may add EAA

SPORT PILOT magazine for an additional

WARBIRDS

$20 per

year.

Current

EAA

members

may join the EAA

EAA Membership and

EAA SPORT

Warbirds of America Division and receive

PILOT

magaZine

is

available for $40 per

WARBIRDS

magazine

for

an additional

$45

year (SPORT

AVIATION magazine

not

in -

per

year.

cluded). Add

$16

for Foreign Postage.)

EAA Membership, WARBIRDS

maga-

zine and

one

year

membership

in the

VINTAGE

AIRCRAFf ASSOCIATION

Warbirds Division

is

available

for

$55

per

Current EAA members

may

join the

year (SPORT AVIATION

magaZine

not in-

Vintage

Aircraft Association

and

receive

cluded). Add $7 for Foreign Postage.)

DIRECTORS

EMERITUS

Robert C. Brauer E.E.

"Buck" Hilbert

9345 S. Hoyne 8102 Leech

Rd.

Chicago, IL 60643

Union,

IL 60180

805-782-9713 81S-923-4591

pllOlopiiot@aol com

buck7ac@gmail com

Gene

Chase

Gene Morris

2159 Carlton Rd. 5936 Steve Court

Oshkosh, WI 54904

Roanoke, TX 76262

mailto:ci1ie([email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:daie([email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/rcou!so1,516@%3Ecs.commailto:[email protected]://www.vintageaircraft.arg/http://www.vintageaircraft.arg/http://www.vintageaircraft.arg/http://www.airventure.arg/http://www.airventure.arg/http://www.airventure.arg/http://www.airventure.arg/http://www.airventure.arg/http://www.airventure.arg/http://www.airventure.arg/http://www.eaa.arg/memberbenefitsmailto:vintageaircra([email protected]:vintageaircra([email protected]:vintageaircra([email protected]:vintageaircra([email protected]:vintageaircra([email protected]:vintageaircra([email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:ci1ie([email protected]:[email protected]:[email protected]:[email protected]:daie([email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:[email protected]:///reader/full/rcou!so1,516@%3Ecs.commail

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