Vintage Airplane - Mar 2008

8/20/2019 Vintage Airplane - Mar 2008

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GEOFF RO ISON

PRESIDENT VINTAGE AIRCRAFT ASSOCIATON

Getting ready

for

the flying season

I

t's March, and spring is now right

around the corner.

For

those of us

who live in the colder areas of the

country, it's about

time again

to

perform

that

all-important annual pre

flying season/preflight inspection of our

flying machines. I forever think of

that

unfortunate soul I once read about who

was on his initial

springtime

shake

down

flight with his vintage aircraft.

Just

as

he was rotating on his takeoff

run, a live squirrel jumped

in

his lap

from under the instrument panel

Thankfully, the story ends with

the

pilot

shooing the

squirrel off his lap,

after which

he

was able to successfully

maintain control

of

the aircraft and

return to

the

airport to dispose of the

unwelcome hitchhiking critter. I have

often wondered about such a predica

ment. Would I have been able to react

as

well

to an incident of

this nature?

Consider for a moment that nanosec

ond

of time when you have no idea at

all what that sensation is of something

crawling around on

your

lap as

you

have a hand full of airplane you're at

tempting to operate. I suspect I would

be so startled by such an event that I re-

more involved

than

kicking the tires

and checking the oil. We need to per

form the very best of initial preflights

each and every spring to be certain

that

the aircraft is as ready as we are to hit

the wild blue yonder.

f

you

read the EAA Hotline col

umn in

the January issue

of

EAA Sport

Aviation you learned a

lot about

the

many successes we as EAA

members

benefited from in 2007

thanks

to

the

strong efforts of our government rela

tions

department

at EAA.

Even with

these

many successes behind us, we

continue to wait out the

dilemma in

the

House

and

Senate

in determining

what impact,

if

any, user

fees

may have

on general aviation operations. They

have now been back from

the

holiday

recess for weeks, but they seem to still

be struggling to figure out how to ap

pease

the

airline lobby

and

still prop

erly fund our air traffic control system.

To

me, this issue

is

particularly perplex

ing

, and it's also yet another fine ex

ample of our legislators

attempting

to

fix something that's not yet broken.

f

they keep fiddling with this, it's likely

to me that they will yet again come up

of user

fees to fund the Federal Aviation

Administration (FAA).

The

EAA government

services de

partment,

in

coordination with the

VAA, vintage type club representatives,

Warbirds of America,

and

a

number

of

other individuals representing the lead

ership of

EAA

met again this past Janu

ary

with

the

FAA to

discuss many

of

the relevant regulatory issues facing our

membership.

This annual summit

between

the

EAA and the FAA is a

one-of-a-kind

meeting outside the beltway, where the

FAA

offers a truly unique opportunity to

discuss many of the critical issues facing

an organization such

as

ours. I am very

pleased

to

report

to

our

membership

that

this was yet again a highly produc

tive session that will likely lead to

any

number of significant improvements to

the rules regulating

our

aircraft types.

Be

sure to watch the VAA News section

of

Vintage Airplane

magaZine,

and the

EAA/V

AA websites for news of these de

veloping issues. If you're a regular user

of the Internet and e-mail,

consider

receiving the twice-weekly e-Hotline

which will keep you apprised of the lat



N E

M R C H

VOL.

36,

NO.3

2 8

CONTENTS

I Fe Straight & Level

Ge

ttin

g ready for th e flying season

by Geoff Robison

2

News

6

Aeromail

8 Pemberton s Boeing 40C Restoration Flies

After 80 years . . .

by H.G.

Fra

utsc hy

and

Addison

Pemb

erton

12 First,

You

Finish the Instrument Panel

Duane Ooster

hui

s Lu sco

mb

e

by Budd Davisson

8

Waco Winterfest

in

Wisconsin

The 2001 Brodhead Skiplane Fly-In

was the se tting for a Waco wonderland

by Larry Harmacinski

22

Greater Kansas City Area Vintage Fly-In

Hosted by

VAA

C

hapt

er 16

2 6

Shuttleworth Air Displays

Vintage aviation in the U

nit

ed Kingdom

by David Macready

an

d H.G . Fraut schy

28

National Waco Club Celebrates 50

Years

by Andy Heins

3 VAA 2008 Friends of

the

Red Barn Campaign

The

VAA

annual fund rais

in

g campaign

fu

els VAA action

by H.G. Fra

ut

schy

32 The Vintage Instructor

Kick the tires, Part II

by Doug Stewart

ST FF

E Publisher Tom Poberezny

Director of E Publications

David Hipschman

Executive Director/Editor H.G.

Frautschy



Report on the 2 8 EAAlFAA Recreational Aviation Summit

EAA speaks on behalf

of

those who enjoy personal flight

Field

Approvals Top Discussion

Between VAA, FAA

Ongoing concerns regarding the process of obtaining

FAA

Form 337

and

STC field approvals, and ways to improve

that

process, were major points of

emphasis in discussions between senior FAA officials and Vintage Aircraft

Association

(VAA)

officials at

the

summit.

In addition to delays in Form 337 processing, part of

that

issue

is

the con

fusion on

the

part of some owner/operators regarding the actual process of

obtaining a 337 approval.

Kim Smith, director of FAA s Small Airplane Directorate,

and

Jackie Black,

manager of FAA s Repair Station Branch, both agreed their offices would work

in cooperation

with the

VAA

staff

to

prepare web-

and

print-based educa

tional media to educate members in

the

process within

the

first half of 2008.

VAA Executive Director H.G. Frautschy and VAA board member Steve

Krog

represented

the

organization during

the

session.

The summit was

both

interesting

and

informative, said Krog,

who

also

leads Piper Cub, Taylorcraft,

and

Luscombe type clubs. Being able

to

ask

candid questions of

the

top

FAA

officials

and

having

them

directly respond

with detailed explanations certainly allows a

layman

to

better understand

the

'whys

and

hows' of

FAA

actions.

Among

the

other

VAA

topics discussed:

•

FAA and EAA/VAA

agreed

to

look

at

various

options

to streamline

the

approval process of

the

engineering data needed for approval of Form 337.

•

VAA

expressed concerns regarding

FAA s

draft policy for

the

manage

ment of revoked, suspended, surrendered, type certificates

AirVenture

RideShare

Board

Available

EAA s

RideShare Board

is

a free on

line service

that

pairs people

in

need

of

transportation to

EAA AirVenture

with those who may have

a

spare

seat. RideShare is now up and

run-

ning at www.AirVenture.org/rideshare/

default.asp.

The service allows you

to

post your

own information

so

that

others

may

seek you, or

to

message someone else

who

has posted

information so

that

they can

contact you directly.

NOTE:

The RideShare

list

is moder

ated by EAA Membership Services. t

is

only a

venue for interested

individuals

to

locate potential ride-share or

flight-share

contacts.

EAA does

ot screen those

using the forum and it neither

recom

mends any individual nor

represents

that

any individual pilot

driver,

their vehicle,

or equipment is qualified competent

safe, or insured.)

Midwest

Airlines Offers

Fare

Discounts to

AirVenture

Visitors

Midwest

Airlines is the first car

rier this year to offer airfare discounts

to

those attending

EAA AirVenture

2008. The Milwaukee-based

carrier

has offered discounts to AirVenture

attendees for

many

years.

Discounts available, valid for travel

July IS-August IS, 2008, to any city in

Wisconsin, Minnesota or Michigan

served by Midwest Airlines, include:

• A 12-percent discount for tickets

http://www.airventure.org/rideshare

http://www.airventure.org/rideshare



• Visit

www MidwestAirlines com

and enter promo code CMZ160S.

• Call 800-452-2022 and provide

promo code CMZ160S to the agent.

• Purchase a ticket through a travel

agent and

mention

promo code

CMZ160S.

Other discount

airfares

may

also

be available, so

contact

the

airline

or your

travel

agent

for

the best

savings . And also

look

for the

EAA

AirVenture

listing on

the Midwest

Express website.

Alcor Inc.

Hopes

to Restart

Distribution of Tep Fuel

Treatment

in

April

Alcor Incorporated,

manufacturer

of TCP Fuel Treatment used to prevent

lead buildup on spark plugs and valves,

halted distribution of

the

product in

January because a

packaging

defect

could cause leakage during shipping.

Rick Sonnen, sales and product sup

port at Alcor Inc., said a couple of inci

dents occurred where TCP leaked due

to loose or broken caps.

TCP is a flammable substance, and

the rules and regulations of the Depart

ment of Transportation have made it

very difficult to distribute the prod

uct, he said. Until these packaging

issues get resolved, we have no plans

of manufacturing or distributing the

product. Alcor hopes to have the issue

resolved

no

later than April 2008.

Pilots

and

aircraft owners

who

wish

to

avoid the high lead content

of 100LL aviation fuel have alterna

tives, including:

• Use unleaded

automotive

fuel

by applying for the auto fuel supple

mental type

certificate

(STC) avail

able from EAA.

Many

lightplanes and

their engines are covered by

the

STC.

• Mix

auto

fuel

with

100LL. Us

ing

a

mixture

of the two will signifi

cantly reduce

the

lead contact , says

Earl Lawrence, EAA vice president of

industry

and regulatory

affairs. A

three-fourths autogas and one-fourth

100LL

mix

will result in a gasoline

containing the maximum lead con

tent that is allowed

in

80/87 aviation

gasoline, which the engines needing

the TCP additive were originally cer

tificated to use.

There s

an

EAA SportAir

Workshop for

You

No matter what

kind of

airplane

you want to build, EAA SportAir

Workshops can teach you how. Work

shops are conducted across

the coun

try throughout the year, with

more

added all the time.

We provide the expert instructors

to

teach you what you need

to

know

to

achieve your

dream

of personal

flight, said EAA's Mark Forss.

SportAir courses

run

the

gamut-

from the introductory

What's In-

Got Your

AirVenture Housing

Yet?

Many housing options are available at AirVenture,

but

for many, camping under

the

wing in

the

North 40

is the

only way to

fly

in Oshkosh.

Among the first things

on

an AirVenture to-do list

is

se-

curing a place to stay while in Oshkosh. Over time, EAA has

built a widespread housing network, with nearly every type

and price range of housing available. That network ranges

from low-cost options like camping adjacent to the Air-

Venture flightline to local college dormitories and private

rooms, up to elegant hotel accommodations and impres

needed, and it's just $20 per night.

sive private-home rentals in a variety of area locations.

• Co

ll

ege

dormitories:There are more than 3,000 dorm

The Oshkosh Convention and Visitors Bureau also gives

rooms available within 25 miles of the AirVenture grounds,

AirVenture guests many options. The bureau's EAA Hous

and nearly

all

of them have shuttle-bus service that arrives

ing Hotline maintains information on housing availability

right at AirVenture's front gate throughout the day. These

http://slidepdf.com/reader/full/www.MidwestAirlines.com

http://slidepdf.com/reader/full/www.MidwestAirlines.com



volved in Kitbuilding and Intro

to Aircraft Building to advanced

courses on TIG welding, electrical

systems

and

avionics, RV assembly,

becoming an FAA-certificated E LSA

repairman, and more.

Visit www.SportAir.com for the com

plete workshop schedule.

EAA

mem

bers receive a discount

on

tuition,

as do family members and returning

SportAir students. Call 800-967-5746

for more information.

E Unveils

New

Interactive Calendar

When

asked

during

EAA AirVen

ture

Oshkosh 2007

how

EAA

could

support

its chapters

and members

better, one answer was resoundingly

clear: create a

means

for EAAers

to

find any aviation event anywhere.

To that end, EAA

has

created a

new, interactive Calendar of Events,

allowing users to

quickly find

avia

tion events in their

local area,

or any

where in

the coun

try,

and

according

and ultralights, then you would se

lect all three tags. Event tags are not

necessary,

but

they will help users

find specific events easily.

When the information is complete,

click "Preview Your Submission" and

your event notice will be displayed.

After verifying the information is cor

rect, click "Post My Event " and the

information will be loaded into the

calendar queue. If you need

to

make

changes,

click Make Changes

to

edit your submission.

Your event will not

show

up im

mediately. EAA staff reviews submis

sions twice each weekday to eliminate

bogus submissions.

Once an

event

is posted,

you

are not able

to make

changes. However, if your event does

change or

is canceled, please send a

message, including the hyperlink for

the event,

to

[email protected]

and

we will update the information.

G o o d - - . . . . , O f I f M ~

I W S , I \ _ O N t t d

~ l f y _ c : I I e I d i r f l l f V t n t l O u r

to their area of in

fUr cllon

..............._ ........... t N t 1 C I c I o ' 9

n e Q

t . v . ~ I o r - O O U *

terest. It's simple to

use

and

navigate.

......

____ .r.ls jm . . .

3

We'll use it to create

M

_

~ I O I

the printed Calen

dar of

Events

here

in Vintage Airplane

but

to

see

the

latest

on events of inter

est to

VAA

mem

bers, log in to

the

new website.

Eagles events in June in Arizona.

The goal of

this

project is

to

pro

mote aviation by

compiling

a com

prehensive online aviation calendar.

Add aviation events of interest and

encourage other aviation groups

to

add their events to the calendar.

If you have any further questions,

comments, or wish

to

report a prob

lem, please e-mail [email protected].

Clipper Book Notes

In last month's Book

and

Video

Reviews, I mentioned the

publica

tion

of

James Trautman's Pan Amer-

ican Clippers

I

really

enjoyed the

book, and like

many of

you, I wish

I'd been

able

to

see those great air

planes in

person.

In the last chap

ter

of the

book,

mention

is

made of

the San

Francisco Treasure Island

Museum,

housed

in

the

former Pan

American Administration/Passenger

Terminal (Building 1). The

island,

located east of Alcatraz Island in San

Francisco Bay,

was built up

using

landfill, with the intention of using

it as San Francisco's first airport af

ter

its

initial

use as

the

grounds

for

the

1939 Golden Gate International

Exposition. Instead, during World

War I I

it

was impressed

into

use as

a Navy base. After the war,

the

Navy

kept

the

island base, trading land lo

cated further south in the bay with

the city for what would

become

San

Francisco

International

Airport.

The text in the book might

lead

you to

believe

the

museum

within

Building I is still open,

which, sadly, is not the case. Af

ter

the

Navy base

shut

down

and

http://slidepdf.com/reader/full/www.SportAir.com

mailto:[email protected]


http://slidepdf.com/reader/full/www.SportAir.com





1 ;

I :

..

,

,

c

Clark Y Blue

USA 35B: Red

Cub

irfoil

In last month 's Vintage Airplane , in the article

Timeless

and Triumphant

The Taylorcraft Twosome, we published:

The BC12-0 had a NACA 23012 semi-symmetrical airfoil , as opposed to

the flat-bottomed Clark Y

airfoil

used on many Pipers.

Our resident Piper

enthusiast

, Joe Norris, dropped us a note

to correct

that error:

Th is perpetuates the of t-

repeated

(and always incorrect) myth that the

Piper Cub series has a Clark Y

airfoil.

This is one

of

my

hot buttons,

because

I see

it

in print too often. The fact is, the Piper Cub series (from the E-2 all

the

way to the PA-18 and even the Apache, Pawnee and Aztec)

uses

a

USA

35B (modified) airfoil (very similar to, but not exactly the same as a Clark

V).

To my knowledge Piper never used a Clark Y on anything. Aeronca used the

Clark Y on many of their pre-war models, and of course Waco used the Clark

Yon

quite

a few

models (including

my

UPF

-7) ,

but not

Piper. The good old

USA -35B was Piper's bread and butter

.

To help show the difference, we '

re superimposed

the two airfoil profiles

(as shown when

their coordinates

are plotted) . The nose

of

the airfoils is

slightly different, and

the

35B has a

slight

undercamber. We 've been told

the

modified

35B

is just slightly thinner at its deepest point,

but

is otherwise

unchanged from

the

standard

35B.

camaraderie, the excitement, inno

vations,

education, entertainment,

thrills

. .

. all elements come

together

at only one place and for only one

Upcoming

Major Ay-Ins

Sun n Fun Fly-In

Lakeland Linder Regional Airport

LAL),

Lakeland, Florida

April 8-13, 2008

www

.Sun-N-Fun.org

Golden West Regional Fly-In

Yuba

County Airport (Myv),

Marysville, California

June 6-8, 2008

www.GoldenWestFlyln.org

Virginia Regional Fly-In

Suffolk Executive Airport SFQ),

Suffolk, Virginia

June 14-15, 2008

www. VAEAA.org

Rocky Mountain Regional Fly-In

Front

Range Airport FTG),

Watkins, Colorado

June 27-29, 2008

www.RMRFI.org

Arlington Northwest Fly-In

Arlington Municipal Airport AWO),

Arlington , Washington

July 9-13,2008

www.NWEAA.org

EAA AirVenture Oshkosh

Wittman

Regional

Airport OSH) ,

Oshkosh, Wisconsin

July 28-August

3,

2008

www.AirVenture.org

Mid-Eastern Regional Fly-

In

Mansfield Lahm Regional Airport MFO),

Mansfield, Ohio

TSO

www.MERFI.info

Southeast Regional Fly-In

Middleton Field Airport GZH),

Evergreen , Alabama

TSO

www

.SERFI.org

Copperstate Regional Fly-In

Casa

Grande Municipal Airport CGZ) ,

http://slidepdf.com/reader/full/www.Sun-N-Fun.org





http://slidepdf.com/reader/full/www.GoldenWestFlyln.org



http://slidepdf.com/reader/full/VAEAA.org

http://slidepdf.com/reader/full/www.RMRFI.org



http://slidepdf.com/reader/full/www.NWEAA.org

http://slidepdf.com/reader/full/www.AirVenture.org

http://www.merfi.info/

http://slidepdf.com/reader/full/www.SERFI.org







http://slidepdf.com/reader/full/VAEAA.org


http://slidepdf.com/reader/full/www.NWEAA.org

http://slidepdf.com/reader/full/www.AirVenture.org

http://www.merfi.info/




SEND YOUR COMMENTS AND QUESTIONS TO:

,

LETTERS TO THE EDITOR

P.O. Box 3086

OSHKOSH ,

W

54903-3086

OR

YOU

CAN E-MAIL TH

M

TO:

vintageair

cr

a ft eaa

.or

g

On

Tail wheel

Bolts

The December 200? issue

of

Vintage Airplane contained a very

useful

article

entitled

Bolt Break

which

dealt with

the

failure

of

an

Aeronca

Sedan tail-wheel attach

ment

fastener. I found this espe

cially interesting since

a

similar

failure

occurred

on my Champ

about eight years ago.

The design

of the

tail-wheel as

sembly bracket where it attaches to

the tail-wheel

strut

(see exploded

view in article)

is

such that

a

pry

ing action exists which produces a

bending and tensile loading on

the

bolt. In

addition,

this load is of an

alternating nature

due

to

landings,

bumps

encountered during taxiing,

etc. Hence,

the

bolt

is

subjected

to

alternating

tensile

stresses, which,

if sufficiently large, can produce a

fatigue crack. Then,

after

enough

loading

cycles, a

crack

will

propa

gate across

the

bolt causing failure,

of the

correct

materials, as

the

ar

ticle

points

out. This includes the

washers,

which should

be at least

as

strong

as

the

bolt to avoid em

bedment

(localized yielding

under

bolt-head or nut

faces), which

can

result in reduction of initial

bolt

pre-load.

A

trick to

consider is

over

torquing the fastener by ap

proximately 10 percent,

partially

loosening the joint

and

re-torqu

ing

to

the

recommended value.

This

can produce

localized

yielding

of the metal in the joint compo

nents ,

which

will serve to mini

mize

further

deformation,

and

reduction

of

pre-load,

in

service.

Also, i f using an elastic stop nut,

add the

drag

torque of

the

nut

to

the

specified

torque

to get

the

cor

rect value.

I

hope that some of this

will be

useful.

Roger Johnson,

aircraft

tail-wheel spring or bracket

be designed with a pair

o

bolt holes,

which would negate the prying action

o

the bracket

should

the pre-load on

the single

bolt

design be lost. I don 't

disagree with the concept, but in this

case such a redesign would prove

im

practical

for

type certificated aircraft.

Since the d

es

ign and the resulting

aircraft

mounting

has been Civil Aero

nautics Authority/Federal

Aviation

Administration

(CAA/FAA) approved

for type des ign for decades, and it

has generally proven to be acceptable

across a wide variety

o tail-wheel

equipped aircraft, it seems that the

proper course

o

action, as mentioned

in the article, is to ensure the proper

hardware (or

an

FAA-acceptable sub

stitute

is

installed and

properly

torqued.

t

would seem to be prudent

to regularly check the torque on that

particular bolt. In

my

case, since the

aircraft is flown offgrass and paved

surfaces, in addition to the check dur















Havilland

DH.60

in

process

as a result of his

good

advice.

Page 13 of

the

December issue has

the

article

Champ Door

Lock.

I

don't see

how this

works

as

shown in

photo 1. t

appears that the bracket

(detailed

in photo 5

would

pivot around the lock

and off of the handle. Maybe the bracket should

be

mounted

reversed so

that the U-shaped section

would retain

the door handle, or

maybe

I

just

don't

understand the

situation.

Regardless,

thanks

for a

great

magaZine.

Jim

Brannan

Torrance,

California

Dear Jim and a few others

who sent

us

similar

questions),

Thanks for your note regarding the door lock article

in the December issue of Vintage Airplane. After I read

your note, I wondered what I was missing in the photos,

so I checked

with

Bill Pancake, the man who built the

lock.

As I suspected, the photo does

not

show all that we

want to know about the handle portion

of

the lock. On

the far right end of the lock, it s not clear that the very

end of it

is

actually a loop

that

slips over the tip of the

door handle. t looks as thought it s flU shaped and it

just slides over the handle,

but

that s not the case. The

far end of the handle portion of the lock loops around the

handle.

You

could fold one leg over the other

and

then

weld the

end

of the outside leg, or fold to a

butt

joint

that

would be joined with a welded seam down the mid-

dle of the back side

of

the square loop. Here s a drawing

I made to better illustrate the construction of it:

Type lub

Issues

In an effort to address the concerns of the type clubs in

a more efficient manner than the group meeting previously

held during EAA AirVenture Oshkosh allowed, we have cho

sen to change the way in which concerns from the type clubs

are brought forward to the agency.

The Small Airplane Directorate responds to the public 's

concerns throughout the year and in as timely a way as pos

sible, notes John Colomy, Manager of the Small Airplane

Directorate's Standards Office. Although some type clubs

contact the Directorate whenever they have issues,

in

the

past they may have waited to discuss their concerns at the

annual meeting of all type clubs held during previous years

at EAA AirVenture. In order to improve communications, the

EAA

and

the FAA have agreed to t ry a different approach.

We ask that

any

issues the type clubs may h a v ~ with the

FAA be sent to

VAA headquarters by

April

30.

During the

month

of

May

we

will compile the issues

in

a list and for

ward them to

Kim

Smith, the manager

of

the

FAA

's Small

Air-

plane Directorate

in

Kansas City.

Kim

and her staff will then

contact the clubs, working to address the issues during the

first part of the summer and, if need be, meeting with the in-

dividual clubs during AirVenture. After AirVenture, the Small

Airplane Directorate will report back to EAA regarding the is-

sues brought forward and their disposition.

This process will replace the large room meeting previ

ously held during the convention.

In that

way EAA can more

proactively facilitate the resolution of issues than we've

been able to in the past, and the FAA and EAA can give all

type clubs

an

equal opportunity for their concerns to be ad-



Pemberton's Boeing

40C Restoration Flies

After 80 years .. .

Y H.G. FRAUTSCHY AND

ADDISON

PEMBERTON



the

mountains near Canyonville

Oregon, in October of 1928.

February has been an eventful

month for the Pembertons

and

their

Boeing. Earlier, its first

engine start

was done. In an e-mail

to

friends

and

family

who have been kept

posted

on the

progress of

the

resto-

ration, Addison wrote:

[With] my

son

Ryan in

the

lofty

cockpit, we engaged the inertia starter

on the

Boeing

40C for the first time

in

80

years, ran

it

though

six

blades,

and

hit the

mags. The 1340 Pratt lit

off strong and

smooth

before he could

even get to the booster coil on the first

try We ran the airplane for 20 min

utes, which included an impressive full

power run

that

rattled every

window

in town."

Waiting for calm, clear

weather

Addison flew

the

40C at Felts Field

in Spokane

Washington

earlier

this week.

Here s

part

of what

he

wrote con-

cerning

the

flight:

lIThe test flight this weekend went

perfect with my sons Jay and Ryan fly

ing

chase in

our

C-185

(Spot) load

ed

with video

and

camera . I was able

to fly the airplane hands-free

within

a

few

minutes

of flight In all flight

configurations I never used more than

1-1/2

degrees of trim change includ

ing slow flight at

55

mph. Cruise was

dead center with

the 29

percent MAC

CG The airplane is very controlla

ble and pleasant with excellent ground

handling, good elevator,

and

very good

rudder control and heavy

but

effec

tive ailerons

with

a disproportionate

amount of rudder needed for more than

Newleyweds yan and

Taryn

Pemberton after yan presided over the first post-res

toration

start of

the Boeing

s

Pratt Whitney Hornet engine.

plane flies tail high, even

at low

power settings in

cruise.

I

had the feeling that

I could have crawled out

of

the cockpit and walked

around

the wings for a

while I

had

wanted to,

then return to the cockpit

when it was time to land

Land in g

is

a very

pleasant

final at

80, 70

over

the

fence, and

hold

3 degrees nose-high

and

the big 36-inch diameter

yan and Taryn share a few moments with Addison

wheels and soft

11-inch

after the first engine start.

travel

oleo

gear

make

a

transport touchdown

in

the 50s almost imperceptible.

A few facts on

the

restoration

from Addison:



Detail shots of the Boeing's large cockpit, and the interior cabin

with seating for four passengers. he cabin-to-cockpit telephone

you

see hanging

on

the wall is fully operational

Cub).

t

should cruise at

115

mph at

28 gph

and 120 mph

at 32

gph. t carries

120 gallons o ffuel in

three

tanks.

5) We used 350 2-inch brushes, six gal/ons of West

Sys-

tem

epoxy,

and

181 rolls

of

paper

towels.

6)

There

were

a total

of

62 volunteers who worked

on

th e project to som e degree 21 volunteers

who

did a signifi

cant amount

of work

and nine that

worked

continually

over

many years .

Addison closed out one of his recent e-mails with the

following message:

Thank

you

all

for the

interest

in

this

dream

, and I will

en-

joy

flying the airplane

and sharing it with all

of

you. Look

for

the Boeing 4 to

come

to an airport near

you

We

will take

the

ai/plane

to

Oshkosh,

Blakesburg,

Brodhead,

and then

to

New

York,

and then

to

San

Francisco on

the original transconti

nental airmail

route

this summer.

For video of the events leading up to and including

the Boeing's first flight in nearly 80 years, please visit

this website:

www.HangarBuddy.com/addisonpemb erton.

aspx.

For more photos of the restoration,

s

well

s

details

concerning

other aircraft in the Flying Pembertons' sta

ble, visit

www.PembertonAndSons.com.

We'll

have more

on

this restoration later

in the

year

in

the pages of

Vintage Airplan

e.

Stay tuned

http://www.hangarbuddy.com/addisonpemberton



http://slidepdf.com/reader/full/www.PembertonAndSons.com


http://slidepdf.com/reader/full/www.PembertonAndSons.com



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•

Military

spec, rugged body

• ANL (Auto Noise Limiter), reduces noise components





uane Oosterhuis

. we should work on

wh t

we 'need' to do

to

keep the project

moving,

not

wh t

Q:



These two views

of

the cockpit show the care

that

went into the fit and finish

of

the entire project.

he

seats are

em-

perfoam covered in Connelly leather. Duane says he started with the instrument panel s layout and rebuild, and then re-

stored the Luscombe around it.

When he says farming he means I asked

my

doctor what I could do, he chinery

but

ke

pt the

land

and

leased



bought everything he had; there was

an incredible mess of parts there.

On

the first inspection, I counted seven

wings

and

two fuselages

and

so

much

other stuff I couldn't begin

to

catalog

it until I got it all home.

When I inventoried everything,

I was surprised

to

see so

many new

old

stock [NOS]

parts

. It, for

in

stance,

looked as i

someone

had

just

gone through

a

hardware

cata

log and

bought

a

number of

every

thing listed . I had several dozen of

every kind of screw, bolt, and washer

a Luscombe ever used. I

had

a cou

ple of new landing gear legs

and

two

brand

new

windshields.

There

was,

however,

only one engine,

so I fig

ure I had about

1.

7 Luscombes. Some

one

had intended on restoring the

airplanes, but they didn't get much

past ordering parts."

The Luscombe is certainly

one

of

the most popular garage-type restora

tion

projects

not only

because proj

ects are often priced right, but also

because

their

size makes

them

good

for one-man operations and small

work spaces.

"I have a great

workshop

and for

some reason seem to do my best work

when

I'm alone. The Luscombe was

perfect

for

that. Nothing on it

is

heavy,

and

if

I needed to move something like

a wing, Mary could easily

handle

th e

other

end. That said, I got great help

from a friend,

Ray Petre-hot

rod builder

and machinist-with some of the inte

rior and metal work,"

says

Duane.

The first order of business was to

sort through the

pile

of

Luscombe

debris and decide which fuselage to

ence, before

I

started on the one

I

was going to keep . I was

glad

I did

that, because it takes time to get in

the rhythm

of a project like

this

. My

project education included the study

of lots of parts and assembly manu

als plus

many phone conversations

with a very

helpful Brandon

at

the

Luscombe History Foundation.

By

the time I started

on

what was to be

my airplane, I had learned a lot.

I

coughed

almost

continuously and

was clearly

in

a tailspin

healthwise.

When

I asked

my doctor what I

could do,

he

said,

'That depends

on

how

long you

want

to

live.'"

"Incidentally,

when

I sold

the

first

airplane as a project that was off to a

good, clean start, the buyer commented

that I had under-represented it and he

was happy to have found it. We stayed

in touch and I was happy to learn that

vertical

fin

had been crunched.

I was concerned about corrosion,

so I took the bottom

wing

skins off

and

was pleased to see

the

wings were

fairly clean,

but

I put inspection pan

els in them anyway so I

could

keep

an

eye

on

things.

"Both of the wingtips, which

are

dead

soft aluminum,

had

seen better days,

but they were repairable. So, I made up

wooden bucks

and

slowly ironed

out

the dents.

My

goal was to use

no

body

filler on them, and I didn't. "

One

of the first

things

you notice

when

walking

up to

Duane's airplane

is

how

straight all the sheet metal

is,

and the first assumption is that the

skins

on the

control surfaces have been

replaced, because

the

corrugations are

all arrow-straight

and

perfect.

"I didn't replace any of the skins.

Instead, I spent a lot of time carefully

working out each little

dent and

kink.

I know I

spent

a lot of time doing

that, but

it was a satisfying thing

to

do. The same thing was

done on the

nosebowl

and

cowling.

The original cowl was all there

but

had

its share of

what

was mostly

handling damage from being moved

from place to place after it was stored.

The

aluminum

is

fairly soft and easy

to dent, but it's also fairly easy to ease

back

into its

original

shape as long

as you go slow and keep after it . Just

like

the

wingtips, I was determined

to

keep

the

original parts, so I just slowly

moved through each part, straighten

ing

as

I went.

"Actually,

before

I

did anything

on the fuselage, I Scotch-Brited and

cleaned up everything. Then I totally



As part of his project philos

ophy, Duane says it's important

to employ some discipline.

One of the

problems with

any

project, airplane or oth

erwise,

he

says, is

that

some

things are naturally

more

fun

to do than others.

I f

we yield to

that

temptation,

however, we

wind up hopping around the

project

and

not doing every

thing in the

proper sequence. It

is hard,

but

we should work on

what

we

'need'

to do

to

keep

the

project

moving,

not

what we 'want' to do.

One of

the

challenges of the fuse

lage was that

although

it included a

number of factory-new items, like

the

firewall dishpan and

new

gear legs,

they

didn't have

the

holes drilled for

mounting,

so he

had

to use some in

genuity

and

ask questions.

The dishpan was

not an

intui

tive assembly: I

didn't know

exactly

how it fit,

but

it

had to

fit perfectly or

other components wouldn't fit right

either. I called the Luscombe Founda

tion, and a nice

lady

on the phone

gave me a series of dimensions, and

I blindly followed them as exactly

as

I could . It was a real act of faith

that

I drilled, finished, and painted

the

pieces without ever fitting them on

the airplane, and I was almost afraid

to try putting them in place. When

I finally assembled everything, they

fit

together

very

nicely. That

was

just one of many places where

the

Luscombe Foundation helped me.

Duane

bought an engine, an

0-200, from a gentleman who said he

knew someone who could overhaul it

side of the motor I could see used

bolts

and

multiple washers. So,

what

did the inside look like?

Rather than

taking

the engine

home, I drove it right down to Monty

Barrett's

shop in Tulsa. They only

had to do

a

little scoping to

verify

that what

I felt was true . The engine

oil tank was full of crud , and many

of the parts were

out

of

tolerances.

There were even loose pieces floating

around

in the crankcase. It was junk.

Expensive junk. The FAA impounded

and

disassembled

the engine . They

said it wouldn't have made it

around

the

pattern,

and the builder is now

serving time in a federal penitentiary.

The engine was then totally rebuilt

by Barret Precision Engines.

The engine installation on Duane's

airplane is interesting not only be

cause it is so clean, but also because

there are some interesting features.

I love making patterns, so I made

all the baffles myself, tightening up

the tolerances so the airflow was bet

ter. Then I got a 337

to

install the

oil filter jacket and blast tube off a

Tomahawk. That takes cool air from

the front of the engine

and

flows it

tion . I wanted us

to

be able

to

sit in there for any number of

hours and be comfortable for all

of it. And that 's exactly the way

it worked

ou t

.

Parts were

prepped and

primed with DuPont Variprime

by Duane

in

his shop at home.

Then Ozark Body Works, which

J: is owned by a friend, Mark

'i Walansky, finished painting the

Cl. parts

in

a piecemeal fashion as

they became

available

. Duane de

signed the overall paint scheme

and

helped them lay it out

prior to

ap

plication

of

the PPG Deltron

2000

DBC

paint.

The project

was started

in

2000,

and

i t flew for

the

first time

in

Decem

ber of 2005. Normally, that would be

five years,

but

the airplane sat nearly

complete for an entire year before the

wings were finally attached.

When I got it ready to

fly,

I felt like

it was time to step back and catch up

on

life . I had neglected a few things

around

the

place, plus my daughter

was

planning

a wedding

on our

front

lawn. In fact, we had the reception in

my workshop, with the Luscombe fu-

selage as part of

the

decorations.

When

Duane did get

the

airplane

flying, he flew it and flew it and then

flew it some more. There hasn't been

a fly-in within reasonable flying

distance that

he hasn't

taken it to ,

and where the airplane was judged,

it always did well. His trophies and

plaques range from the Grand Cham

pion Neo Classic at the AAA Fly-In at

Blakesburg '07

to

Outstanding Cus

tom Classic (81-150 hp) at

EAA

Air





Waco Winterfest

in

Wisconsin

The 2001 Brodhead Skiplane Fly-In was

the setting for a Waco wonderland

BY L

ARRY

H

ARMACINSK

I

CHA.NGE

I

LET.

I

I

BY

l

.

1 1

1 1

7'0

r

I

T

II"

- .L

~ I

~ ~ ~ ;



hen

we had the inaugural Waco Win

terfest back in 2001, it was a resound

ing success, held in conjunction with

the Brodhead , Wisconsin, Skiplane

Chili

Fly-In

on

February 10 of that

year. Heavy rains earlier in the week dampened spirits

only briefly,

as

a fortuitous snowfall on Friday delivered a

powdery coating to the aerodrome, affording quite decent

ski conditions, albeit a bit icy

in

spots. The weather was

responsible for rather low attendance from club members,

with one Waco present. Nearly 15 skiplanes arrived and an

I,.......

Wint('r

What the well-dressed winter Waco pilot and passenger wear

on a bright winter's day Larry Harmacinski and his wife , lise,

learned long ago that keeping warm is the key to having fun



February

944

,

Laconia, New Hampshire , airport



sent some colorful aviation history in their own right. In

Concord, New Hampshire, Caleb Marston began building

skis in

the

late 1920s. Success was immediate and pro

fuse. Possessing mastery over all things mechanical, Caleb

gained early recognition

as

New Hampshire's first licensed

aviation mechanic. On July 24, 1927, i t was Caleb who

was

on

hand to service

the

famous silver ship named The

Spirit St Louis when Lindbergh was in

the

early

portion

of his Goodwill Tour during a stop in Concord . Unable

to contain his energy and talent, Caleb also designed and

built three biplanes, of two-place design

at

least one of

which still survives.

The subject skis were manufactured in December 1931

skis were simply operated on the bare oak bottoms, with

battle scars and gouges as hard-won evidence of duty in

the field. The

high-density

plastic not only helps pre

serve the skis, but provides relief from freezing

to

the

ground with minimal sticking tendency, as well as de

creased resistance

on

takeoff.

The

tail ski was

obtained

from Hiram Wells of Alaska and

had

in years past been

on his Cabin Waco.

Ski flying offers

many

rewards

to

offset the small nu

ances one encounters. The smooth air rivals a summer

flight at dawn. The visibility

is

generally excellent, devoid

of the omnipresent thick summer haze. The performance

is remarkable in the cold dense air,

and

the Wright Whirl

wind pulls

the

Waco

into the

air with incredible ease.

Here's hoping

that the

shots you see

on

these pages will

embolden

the

members into enjoying

the

subtle pleasures

of flying their Wacos year-round



Greater Kansas City

Area Vintage Fly-In

Hosted

by

V Chapter 16

Just about 20 miles southwest of

the greater Kansas City metro area lies

Karl Heinz s Fairchild PT-19.

rural,

small town atmosphere

that

makes it so special for those

who

love

in the

mid

1920s. t

one

time, its air-

way beacon came alive every evening



Gene Linder s unusual Piper HE 1 Air Ambulance.

John

Swander s 1932 Waco UEC that was the Grand Champion Antique at

EM

Air-

Venture Oshkosh

in

2000.

Nan

Funkhouser s 90-hp Globe Swift is

serial number 8; it s the oldest flying

original Swift.

that

it continue

to

be used

as an

air

port. Today,

it

sits

just

outside

the

Kansas City Mode C veil and

is

a vi

brant example of a

small town

air

port. More

than

100 mostly classic

and

an tiq ue airplanes are perma-

nently

based at

the airport,

and a

sunny

Saturday

morning

will

find

many planes

making use of

the

two

beautiful grass runways

and

newly

resurfaced paved runway.

Every June,

on the fourth

Satur

day of

the month, VAA Chapter

16

hosts the Greater

Kansas

City

Vin

tage Fly-In. June 23, 2007, found the

chapter

faced

with

low ceilings

and

some fog early, but by mid morning,

this was burning off and surround-

ing

areas were

starting

to

open

up.

Rag-wing pilots from all over the area

were

enjoying the

pancake breakfast

and later

the hot

dogs and burgers

provided by

the

local youth chapter

of

the

Lions

Club.

By

noon

a

good

crowd was beginning to gather, and

the

parking areas were filling

up

and

the flying events were starting with a

beanbag drop and spot landing con



Rick Case s beautiful Cessna 195

Kevin Pratt s Beech

D178

8taggerwing.

The flightline of the Greater

Kan

sas City Vintage Fly In at Ga rdner,

Kansas, hosted by VAA Chapter

16

1941 Interstate Cadet prototype (se

rial number 0004-the oldest flying

Interstate),

and

Bill Bradford's clip

wing Luscombe SA

On top

of these

special airplanes, there was a good

assortment

of

other

Stinsons

and

Aeroncas and Taylorcrafts and Pip

ers, as well as a Yak-52, several RVs ,

Larry Haas' Oshkosh-winning Midget

Mustang, several WWI replica fight

ers, and a full-scale WWII-era Fieseler

Storch replica. Considering the total

number

of

planes at

the fly-in, the

quality

and

rarity was extraordinary.

Just before dinner, we married off

chapter member Randy Klemp to his

new bride, Angel. The two exchanged

their

vows

in

front of

their

airplane

and

departed

on

a brief honeymoon

flight

in

their Cessna 140, while the

remainder of us dispatched for a fabu

lous barbecue

dinner

in

the

shelter

house, hosted by

our

local chef Dick

Hartzler. As the sun began setting

on

the

Gardner airport

,

those of

us

who remained enjoyed airplane mov

ies

projected

on the wall

of

a han

gar known as the Blazer Bijou while

munching on

popcorn

and sampling

a variety of beverages.

Mark your calendar for

June

2S,

200S, when

we will be holding our

next

fly-in.

We d love

to see you

there. We have some on-field activ

ities for early arrivals on the Friday

night

before,

and there

are motel

rooms nearby or

camping

available

on the

field.

If

you

happen

to

be

in

the area any other time, Gardner air

port would be a good stop. Gardner

airport Where the old airplanes go

to party



In contrast to today's highly impersonal business environment,

I find AUA, Inc. courteous, prompt and efficient. I look forward

to many years of continued service by AUA.

-

Susan Dusenbury

Susan

Dusenbury

Walnut Cove

,

NC

_

irline captain flying

night cargo

for

a

maior

carrier

_ 22,000 flight

hours

_

ATP,

CFIA,

CFII, CFIME,

A P

AI

_ Antique airplane restoration

enthusiast

_ Airplanes owned: 1940

Culver

Cadet 1953 Cessna 180, 1936

Stinson SR-6 in restoration)



Shuttleworth

ir

Displays

Vintage aviation in the United Kingdom

by

David Macready

and

H.G. Frautschy

Photos

by

David Macready

David Macready, one of our most

States, some of these aircraft are liter a regular basis in the pages of

Vintage

active members in

the United

King

ally foreign

to

us. With the exception

Airplane

and we encourage members

dom

, has kindly been sending us giga of the Rearwin Cloudster, Idon t know

in other foreign lands to share high

bytes of

CDs

all full of nicely captured

of

a single example

in the United

quality digital images of their

unique

photographs of

the

beautiful vintage

States of

any

of the airplanes you see aircraft with us as well. If you d like

aircraft flown in the United Kingdom.

on

these pages. We hope that you en submission guidelines, please drop us

For

those

of us based

in

the

United

joy this feature, which will appear

on

an e-mail at vintageaircra{t@eaa org

Nick Parkhouse owns and flies this stunning

1939

Tipsy Trainer 1

G-A

FWT serial number 13 Also see our back cover for a

beautiful shot

of

this chocolate brown and tan two-place side-by-side training aircraft from WW-II.

mailto:vintageaircra%[email protected]

mailto:vintageaircra%[email protected]



AERO

CLASSIC

COLLECTOR SERIES

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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

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

Above left and above:

Can you

think of a prettier example

of a red and silver color scheme than this 1935 Miles

M.2W Hawk Trainer, G-ADWT? It 's serial number 215 , and

it 's owned by B. Morris and R. Earl.

The

display pilot was

Andy Sephton.

Rare even

in the United States,

he

re s a 1939 Rearwin 8125

Cloudster, the only one registered outside

of

the United

States. Own ed by Mr. Melvyn

C.

Hiscock and registered as

G-EVLE,

it is a

1939

model, serial number 803.



The year 2008 marks a significant period in the history

of the National Waco Club. We are celebrating our 50th

anniversary

as

a type club this year This historic milestone

has been reached through the dedication of Waco owners

and enthusiasts around the world who have felt a need to

promote Waco aircraft and keep them flying. The National

Waco Club has grown from a small group of owners who

decided to form a club at the 1958

AAA

Fly-In to support

their hobby to a worldwide organization

that

provides in

formation and help to anyone with

an

interest in Waco air

craft. The year 2009 will mark the 50th National Waco Club

Reunion Fly-In, and we expect well upwards of 50 Wacos to

attend this six-day event making this the greatest gathering

of Wacos ever The dates will be June 23-28, 2009.

With

more

than 400 currant members worldwide

the

National Waco Club has such resources as the largest

collection

of

Waco photographs available

in the

world

and a complete listing

of

every Waco ever made with

vertisements, brochures, vintage advertisements, mem

bers' projects, interior and panel shots, plus much more.

In conjunction with the NWC website

is

the NWC mem

bers-only forum. Any member can join the forum by

simply being a member of the club. This forum currently

has more

than

125 members

who

are restoring or flying

Wacos and

is

the best source of quick, knowledgeable

answers on any issue a Waco

owner

may have finding,

building, or restoring Waco parts.

The National Waco Club also plays host to a fly-in

reunion each year in the small community

of

Mt. Ver

non Ohio, at a wonderful grass strip perfect for antique

biplanes

called Wynkoop Airport (6G4), owned and

managed by Brian Wynkoop. This four-day event always

takes place the last full weekend

in

June with this year"s

event scheduled for

June

26-29, 2008. We invite all Waco

owners and

enthusiasts

to attend this great grass-roots

reunion where flying Wacos is expected, 'swapping old



TH

ALL NEW

VOLVO [3

•

2.5L 5-cyllnder

turbocharied enalne

•

Front-wheel drive

•

227

hp

and

236 Ib-ft of torque

• 6

speed

manual

transmission

•

DSTC Anti-skid System

•

Side-Impact Protection

System

(SIPS)

•

Whiplash Protection System

(WHIPS)

•

Blind

Spot

Information

System

BUS)

•

Bucket

seats

for all

4

passeniers

ENJOY THE

PRIVILEGE OF

PARTN

EAA

Members who are

considering

the

purchase or

lease

of anew Ford Motor

Company

vehicle should

be sure to take

advantage

of

the Ford Partner

Recognition Program.

Your

membership benefits qualify

you for

X-Plan pricing, which could save you as much as $1059

on a

2008

Volvo

C30



The VAA annual fund raising

campaign fuels VAA action

H.G.

FR UTSCHY

Each

year at

EAA

AirVenture Oshkosh the

largest single space for the display

of

enthu

siasts aircraft is the Vintage Aircraft park

ing and camping area . For

more than three

decades

it

's been a picturesque scene of

the finest restored airplanes seen in this

country, and a gathering place for aviation

people and their

magnificent machines to

share knowledge

and

friendship.

Each

day duri

ng

the convention, we've all

been able to see the widest variety possible

of

airplanes, including a few one-of-a-kind

aircraft. Don't forget the special Type Club

parking area, where we

host

many exam

ples

of

a particular manufacturer's airplane .

From replica race planes to the American

Barnstormers Tour, the amazing colors and

outlines

of

the golden age

of

aviation are

on display

for

all to see each year. All

of

this

is possible through the

efforts of

the

nearly

500

VAA volunteers, the volunteer

VAA board

of

directors, and the

VAA

staff.

Their passion is what makes it a great

place to

be

throughout the week

of

AirVen

ture, and why so many visitors and aviation

enthusiasts

come back year

after

year to

work, relax , and enjoy

aviation s premier

event.

It

' s a place

to

rekindle old friend

ships and make new ones. A time to relax

and enjoy aviation, learn something new,

and rub elbows with our fellow aviators .

As

dows

that

need caulking, doors that need

to be replaced, and roofs

that

need

to

be

repaired. To

be

certain, almost all

of

the la-

bor involved is performed

by

our dedicated

and talented volunteers, but what about the

cost of supplies and hardware?

That's where our Friends

of

the

Red

Barn

campaign comes in i t provides all

of

us,

who wish, the opportunity to assist

in

the

vi-

tal financial support

of

the

VAA s

activities.

We're

most appreciative of the

contri

butions

made

by

hundreds

of

VAAers who

see the tangible benefits

of

supporting their

fellow

VAA

members in

this

manner.

As

a

critical part of the VAA budget

,

the fund

pays for such diverse items as

VAA

awards

presented

during

the

annual

EAA aircraft

awards program, special recognition for our

many volunteers, and expenses associated

with our special displays, forums, and edu

cational areas such as the VAA Workshop

tent and the Type Club tent.

Your annual

contr

i

bution

made in

the

first half of 2008

will directly

benefit this

year s

convention

activities

and VAA pro

grams throughout the year. New

this

year

for the top two gift levels is the opportunity

to sit in a special

VIP

area for the afternoon

air show, and for the Diamond Plus level ,

there s

adults-only access to the

EAA

VIP

hospitality area.

Many

services are provided to

vintage

aircraft enthusiasts at

EAA AirVenture

Oshkosh. From parking airplanes to feed

ing people at the Tall Pines

Cafe

and Red

Barn,

more than 400 volunteers

do it

all.

Some may ask, If

volunteers

are

provid

ing the services, where

is

the expense?"

Glad

you

asked.

The scooters

for the

flightline

crew

need

repair and

batteries,

and

the

Red

Bam needs paint,

new

win

dowsills, updated wiring,

and

other sun

dry repairs, plus

we love to

care for our

volunteers with special

recognition

caps

and a pizza

party. The

list

really

could

go on and on,

but

no

matter

how many

expenses

we

can point

out, the

need

re

mains

constant. The

Friends

of

the

Red

Bam fund

helps

pay

for

the

VAA

expenses

at

EAA

AirVenture, and

is

a

crucial

part of

the Vintage

Aircraft Association

budget.

Please

help the VAA

and our 4OO-plus

dedicated

volunteers make

this an un

forgettable experience for our many EAA

AirVenture guests. We've made it even

more fun

to

give

this

year, with more giv

ing levels

to

it each person's budget, and

more

interesting activities

for donors to

e a

part of.

Your

contribution now really

does

make

a difference.

There

are

seven levels

of gifts and

gi t recognition.

Thank you

for

whatever

you can do.

Here are

some

of the

many

activi

ties the

Friends of

the Red Barn

fund

underwrites:

•Red

Bam

Information Desk Supplies

•

Participant Plaques

and

Supplies

•Toni's Red

Carpet

Express Repairs and



Please

help

the

VAA

make

EAA

AirVenture an

unforgettable

experience

for

our

many guests.

Become a Friend

of

the

Red Barn

EAA

VIP

Center

VIP Airshow Seating

Close Auto

Parking

Two Tickets to

VAA

Picnic

Tri

Motor Certificate

Breakfast at Tall Pines Cafe

Special FORB Cap

Two Passes

to

VAA Volunteer Party

Special FORB Badge

Access to Volunteeer Center

Donor Appreciation Certificate

Name Listed:

Vintage

Airplane

Magazine

Website and Sign

at

Red Bam

1

Person/Full Wk

Diamond

Plus

1250

2

people/Full Week

2

peoplel Days

Full

Week

Full

Week

lickets lickets lickets

2

People/Full

Wk 2

People/Full

Wk 2

People/Full Wk

VAA

Friends

of

the

Red

Barn

Name

_______________________________________________________

EAA#________ VAA#________

Address_______________________________________________________________________________________

City/State/Zip_______________________________________________________________________

Phone_________________________________________ E-Mail_____________________________________



In last month's article on preflight

inspections, I

wrote

about a pilot I

knew who missed

the fact that the

fuel

cap

on his Cessna 195 was

not

securely fastened. It ended up with

the

beautiful airplane being destroyed

in

a forced landing,

and

the lucky pi

lot

and his passenger

escaping

with

nothing more than minor injuries.

In that article I also alluded

to

other

losses

one might

incur in such a situ

ation,

although

the

only

thing

to

get

damaged

might

be the ego.

In

the

book

F Rs

Explained

by Kent

Jackson, he relates a

situation

where

a pilot lost his private pilot privileges

for

15

days after being found in viola

tion of FAR 91.13, Careless or Reckless

Operation. In the case

of

the Admin

istrator v. Stimble EA-4177 (1994),

the pilot failed to

discover

an

improperly installed fuel cap dur-

ing preflight inspection. Now I am

sure there

wasn't an FAA

inspector

just hanging

out

on a

ramp watch-

ing

pilots

conduct preflight

inspec

Y DOUG STEW RT

Kick the

tires

Part II

Placard

Requirements; 91.205, Powered

Civil Aircraft .

. .

Instrument and

Equip-

ment Requirements; and 91.213,

Inop-

erative Instruments and Equipment.

Let's take a look at

all of

them;

here's

where

we will find

an

aircraft

that might be

totally

safe to fly and

yet still be

unairworthy

in the eyes

of the FAA. (Which could

lead to

a

disaster

of

another type, one usually

settled by lawyers.) It is here that we

can find what

instruments

and equip

ment we must have in an operable

condition, and

also

how

we

should

proceed i f we find anything amiss

during our

preflight inspection .

Starting with FAR 91.7,

we

find

that: (a) No person may operate a

civil aircraft unless it

is

in an airwor

thy condition. And (b) The pilot

in command of a civil aircraft is re

sponsible for determining whether

that aircraft is in condition for safe

flight

Well, how does one define

airworthy ?

Reading the airworthi

ness certificate (you did ensure it was

c

of an

aircraft. These are (1) that

the

aircraft conforms

to

a type design ap

proved

under

a type certificate or sup

plemental type

certificate STC) and

to

applicable airworthiness directives

AD);

and

2)

that the

aircraft

must

be

in condition

for safe operation.

What this

is

saying, in essence, is

that we not only

need to

determine

that

the airplane is safe to fly,

but

that the airplane complies with its

type

certificate

data

sheet (TCDS) as

well as any applicable STCs and/or

ADs

to

be considered airworthy. For

those of

us flying antique

or

Vintage

airplanes, it means

that we might

have

to

become sleuths of the

FAA

website to find the TCDS for our air

plane. It takes some patience and per

severance, but by searching through

the http://RGL.FAA.gov website,

one

can find a

TCDS

for the vast majority

of the airplanes we fly. The website

is

much

easier to use than the

older

printed versions, since you can search

by model

number rather than

having

http://slidepdf.com/reader/full/http://RGL.FAA.gov

http://slidepdf.com/reader/full/http://RGL.FAA.gov



One example

goes back to the fuel

cap issue. I heard of a fuel starvation

situation where fuel would not feed

due to a

venting

problem

with

caps

replaced

with an

improperly

vented

cap, which

had

been addressed in an

AD issued way back in 1952.

Sometimes ensuring that all the ADs

have been complied with can be almost

impossible for our older airplanes. As

an

example, a sharp-eyed

mechanic

discovered that an AD that had been

is-

sued for my Super Cruiser back in 1948

(one year after

my

PA-12

had

been

built) had never been complied with.

This was in 2004, 56 years after the AD

had been issued. Needless to

say,

my

Super Cruiser is now in compliance.

Continuing our look at the regula

tions, we move on to FAR 91.9, which

says that we must comply with the op

erating limitations specified in the ap

proved Airplane Flight Manual. . ..

Well , most of our older airplanes

(those certified to CAM 4 and earlier)

don't

have an AFM,

but

don't despair,

in part b) of 91.9 it says: No person

may operate a US registered civil air

craft . (2) For

which

an Airplane

Flight Manual

is

not

required by 21.5

of this chapter, unless there

is

avail

able in the aircraft a current approved

Flight Manual, approved manual ma

terial, markings and placards, or any

combination thereof.

FAR

21.5 allows aircraft manufac

tured before March, 1, 1979, to be

operated with a manual containing

operating limitations and information

required

to

be

furnished

in

an AFM

or manual material, markings, and

placards by the applicable regulations

ments and

equipment

that

must

be

installed

and

in operable condition

for visual flight rules flight, both day

and

night, as

well

as

for instrument

flight

rules flight,

depending upon

what

type of

flying

we will be

do

ing. Operable

condition

means that

the instruments and

equipment

are

operating

as intended

by

the manu

facturer. We must be sure that even

though we might comply with

the

list provided

in 91.205, there

isn't

additional required equipment that

might be found in an aircraft equip

ment list, a

flight manual, or

per

haps an AD.

I f we find inoperable

instruments

we

will

find

an

aircraft that might

be

totally safe

to

fly and yet still be

unairworthy

in

the eyes of

the

FAA

and/or

equipment

during

our

pre

flight inspection, then FAR 91.213

gives

guidance

on how to proceed.

It

states that if a master minimum

equipment

list

MMEL)

for

that

type

aircraft exists, upon which an MEL

has been developed for your partic

ular airplane,

then that

is the docu

ment that

governs whether or not

the aircraft may be flown. But since

C airspace).

However if we

do choose to

fly,

it

then goes on to say that the inopera

tive instruments and equipment must

either

be (a)

removed

from the air

craft,

the

cockpit

control

placarded,

and

the

maintenance

recorded

..

. or

(b) Deactivated

and

placarded inop

erative .... I f

you find yourself

with

inoperable instruments or equipment,

referring to Advisory Circular 91-67

Minimum Equipment Requirements

for

General

Aviation Operations

Under FAR

Part

91 will give guidance

on

how to

go

about

removing, deactivating,

and

placarding those items.

So

we can see, after reviewing all

the applicable regulations, that it

might

be possible to have

an

aircraft

that is

completely

safe and flyable;

however, that

same aircraft

might

also be unairworthy.

I f

we fail

to

de

tect

this

in

our

preflight inspection,

it

is

quite possible that we might end

up in

an enforcement action

by the

FAA,

and find

ourselves

with

a sus

pended

pilot certificate for a period

of time.

More

importantly,

as I stated in

last

month's

article,

i f

we are dis

tracted , in a hurry, or

complacent

in our

inspection,

the

possibility

of

missing

something that

would make

the airplane unsafe for flight becomes

more likely. The potential of finding

ourselves

in

a much more serious sit

uation than

that of an enforcement

action becomes much more

prob

able. Please be sure,

as

you preflight

your airplane,

that

you

are careful,

methodical, systematic, and meticu

lous. Thus you will be not only legal,



BY H.G FRAUTSCHY

T IS MONTH S MYSTERY PLANE COMES

TO

US

ROM

THE

E

ARCHIVES ,

ROM WITHIN THE NEWLY ACQUIRED CEDRIC GALLOWAY COLLECTION.

Send your answer to

EAA,

Vintage irplane

P.O. Box 3086, Oshkosh

WI 54903-3086 . Your

answer needs to be in

no later

than April 15

for

inclusion

in the June

2008

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,

city,

and

state

in

the

body

of your note , and put

I

(Month) Mystery Plane

in

the subject line.

DECEMBER S

MYSTERY ANSWE R

December's Mys

tery Plane photo

came to us from the

EAA archives, from

the Cedric Galloway

ton, with engineering and stress analy





sis by William Ostoff. t was built in

1936 by Earl Reed and Walter Bury in

Raytown, Missouri.

l t was a nice flying airplane with ex

cellent visibility. Tipton formed

an air

craft company

to

possibly manufacture

it, but the project didn't pan out. Only

one airplane was built.

Two-place side-by-side,

welded tubing

fuselage,

fabric-covered with wood

spars

and

ribs.

Model

was designated W-7200X and

registered as

X-16468,

serial

number 100.

They said it could keep up with the

90-hp Monocoupe, but

there

I have no

evidence to

prove

it.

Present

whereabouts

are

unknown.

From Jack Erickson, State College,

Pennsylvania, we have:

The following information comes

from

Juptner's

T-Hangar Tales 0

and

Aerofiles.com

(Ae). The

information is

basically the same

in

both with a

few

differences,

which

will be

noted.

The December 2 7 Mystery

Plane

is

the Tipton Model W-7200X.

The aircraft was designed by George

W

Billy Tipton

A e)

or

B.G. Tip

ton

0

with engineering analysis (in

cluding stress) by William Ostoff. t

was built by Earl

C.

Reed and Wal

ter Bury at Reed's shop in Raytown,

Missouri, in

1932 A e or 1936 (])

as

sin 100. The

1936

date fits better

with the identification X

16468.

The

aircraft

was

also known

as

the Tipton

90-2 (Ae) and the Tipton Sport 0 . The

engine was a five-cylinder 90-hp War

ner R-300 Scarab Junior. Accommoda

tions for two are confused as tandem

GET TH

SKILLS

TO

GET IT

BUILT

AT

EAA SPORTAIR

WORKSHOPS

GET

YOUR

HOMEBUILDING PROJECT OFF

THE

GROUND

BY SIGNING UP FOR EAA'S SPORTAIR

WORKSHOPS

BEGINS DURATION COURSE DESCRIPTION

LOCATION

March 7-9

2\7 days Repairman

ELSA)

Inspection-Airplane

Oshkosh

,

WI

March

14-16

2

\7 days Repairman (ElSA) Inspection-Airplane

W. Palm

Beach,

FL

March 15-16

2

days

Composite

Construction Watsonville CA

March 15-16

2

days Electrical Systems Avionics Watsonville, CA

March 15-16

2

days Fabric

Covering

Watsonville CA

March 15-16

2

days

Basic Sheet

Metal

Watsonville CA

March 15

Evening

What s Involved

in

Kit Building

Watsonville CA

March 28-30 2\7 days Repairman

ELSA)

Inspection-Airplane

Riverside,

CA

April 5-6

2

days

Composite Construction

Detroit

MI

April 5-6

2

days

Electrical Systems Avionics

Detroit

MI

http://slidepdf.com/reader/full/Aerofiles.com

http://slidepdf.com/reader/full/Aerofiles.com



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Or

send to: EAA Mail

Orders



This VAA Ca lendar of Events is a fraction of t hose posted on the new

est

page on the

EAA website. To submit

an

event, or to view the most up to date list, ple ase visit t

he

EM

website at www.eaa.org/calendar. During 2008, we'll publish this calendar as

we

t

ra

nsition

to an all-web based calendar for 2009. This list does not cons t itute approval, sponsorship,

involvement, con t rol or direction of any fly-in, seminar, fly market or other event.

April 19 -

Lake Jackson,

TX

- LBX Spring Fly-In. Brazoria County

Airport (LBX).

LBX

Spring Fly-In, April

19,

Flying

Contests/

Activities, Aircraft Judging, Raffle, Great Food and Fun

for

Everyone . Check

www.airportl.com

for more

details

. Start Time :

09:00

End Time:

15:00,

Phone: 979-849-5755

April 19 - Mayville,

NY

- Spring

Fly-

In.

Dart

Airport (D79). Join

us for the season opener Start Time: 9 am End Time: 8 pm

Contact: Greg or Bob Dart, Phone:

716-753-2160,

Email:

coolplanes2001@yahoo com

April 25-27 - Pinevi lle , LA - EM Chapter 614 Spring Fly-In

&

Campout. Pineville Municipal Airport (2LO). Largest

Fly-

In in

the state - held on beautiful Lake Beulow. Amphibs and float

planes can use the lake. Large camping area with facilities.

Come

join

the fun. Start Time: Noon End Time: Noon Contact:

Nick Nicewarner, Phone:

(318)

452-0919, Email: nicewarnere@

bel/south net

April 27 - Half Moon Bay, CA - Half Moon Bay Airport 18th Annual

Pacific Coast Dream Machines Show lOam -

4pm

More than

2,000

antique, vintage,

classic, custom

and exotic displays.

Helicopter, bi-plane and B-17 rides will be available for 50

425. For info 650-726-2328 or www miramarevents com

May 2 4

- Burlington, NC - Alamance County Airport (KBUY) VM

Chapter 3 Spring Fly-In. All Classes Welcome BBQ on field Fri

Eve.

EM

judging all classes Sat. Awards Dinner Sat night. Info:

Jim Wilson ,

843-753-7138 or

eiwilson@homexpressway net

May 3

-

Farmville,

NC

- EM Chapter

960 5th

Annual Spring Fly-In.

Flanagan Field (N08). EM Chapter

960's 5th

Annual Spring

Fly-in. Lunch

is

served

at 11:30

noon. Come

see us

Start

Time:

10:00

AM End Time:

02:00

PM Contact: Rick Jones, Phone:

252

758-4884, Em

ail: rrjones@embarqmail com

May 3

-

Midland , MI - Barstow Spring

Fly

-In

Pancake Breakfast. Midland Barstow

Airport

(3BS). Enjoy pancakes, ham , sausage,

eggs, awesome homemade donuts. 7-11AM

at

the Barstow Aviation Education Center,

rain or shine. Sponsored by EM Chapter

1093. Start

Time:

7:00 AM

End Time:

11:00 AM Contact: Dave Schmelzer, Phone:

989-274-1683,

Email: schmelzerdavid@

sbcglobal net

Ma

y 3

- Pineville , LA - EM Chapter 614

Pancake Breakfast. Pineville Municipal

Airport (2

LO).

Best breakfast around. All

you can eat - pancakes , sausage , biscuits,

gravy, eggs, hash browns, coffee, milk or

"Bu

••

ds bounce righ' oft

the Po.y-'iber

... see?"

W

e here at Poly-fiber are mighty proud to

he

lp

heroes like

Captain

Eddie defeat the dreaded Hun

in

the skies over f rance by covering

his

ship

with

the toughest. easies

t-to

repair fabric known to man. It's easy to

May

16 18 -

Kewanee, IL - 6th

Annual

Midwest Aeronca Festival.

Kewanee

Municipal Airport (Ell). Seminars , flying contests, food, camping

and

music. Showers on field. Bring your tail draggers. All aircraft welcome.

Lot's of grass to land on

and

to park

/ca

mp Start Time: 8:00am End

Time

: 10:00am Contact:

Jody

Wittmeyer,

Phone:

309-854-2393,

Email:

jodydeb@earthlink net

May 17 - BelOit, WI - Spring

Fling

Pancake Breakfast

and

Fly-In. Beloit Airport

(44C).

This

is Chapter

60

's annual fund raiser for chapter projects,

scholarships, etc. that includes a full pancakes

and

eggs breakfast, fly-in,

classic auto show and other fun activities for the whole family. Start

Time

:

0700

End

Time:

1100

Contact: Ken Brooks,

Phone:

815-985-0717 ,

Email:

kenbrooks@charter net

May 17

- Delaware -

EM

Vintage 27 Fly-in Breakfast. Delaware Municipal

Airport

DLZ)

. Fly In breakfast Start Time: 08 :

00

End Time: 10:00 Contact:

Woody Mcintire,

Phone:

6145652887, Email : wjmcintire@cs com

May 18 - Brodhead, WI - EM Chapter 431 Community

Pancake

Breakfast.

Brodhead Airport C37). Brodhead Airport EM Chapter 431 annual

Community

Pancake

Breakfast. Serving from 7:00 am to noon. Homebuilt

and

antique aircraft

on

display. Start Time: 7:

00

am

E

nd

Time:

12:00

noon Contact: Mike Weeden , Email:

blueleader@wekz net

May

23 25 - Watsonville,

CA

- 44th Annual Watsonville Fly-In & Airshow.

Watsonville Airport WVI). Friday May 23 Noon to 8

PM

. Saturday & Sunday

May 23 & 24 9 AM to 5

PM.

Vintage and Homebuilt aircraft display &

judging. Aerobatic airshow. Vintage and current military warbird display and

airshow. Food and camping available on field. EM Chapter 119 Pancake

Breakfast Sat. &

Sun.

Start Time: 9

AM End

Time: 5

PM

Contact:

Dave

Brockmann,

Phone

: 831-763-5600,

Email

: watsonvilleflyin@hotmail com

Calendar continued

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Someth ing to buy ,

sel l or t rade?

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 an d white only, and no

frequency discounts.

Advertising Closing Dates: 10th of second

month pr

ior to

d

esire

d

issue

date

(i.e

. ,

January 10 is the closing date for the March

issue). VAA reserves the right to reject any

advertising

in

conflict

wi

th its policies. Rates

cover one insertion per issue. Classified ads

are not accepted via phone. Payment must

accom pany order. Word ads

may

be sent via

fax (920-426-4828) or e-mail

(classads@

eaa.org) using credit card payment (all cards

accepted). Include name

on

card, complete

address, type of card, card number, and

expiration date. Make checks payable to

EM. Address advertising correspondence to

EM Publications Classified Ad

Manager,

P

O.

Box 3086, Oshkosh, WI 54903-3086.

MISCELLANEOUS

Airplane T-Shirts

150 Different Airplanes Available

WE PROBABLY

HAV

E

YOUR AIRPLAN

E!

ww w.

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Flying

wires

available. 1994 pricing. Vi

si

t

www flyingwires com

or call 800

517-9278.

Aircraft Construction

and

Restoration,

Russ Lasse

tt

er,

Cleveland, GA.

706

348-7514

BABBIlT BEARING

SERVICE

- rod bearings,

main bearings, bushings, master rods,

valves, pi ston ri ngs . Call us Toll Free

May 24 - Newton, IA - First Annual Ray Hill Memorial Flight Breakfast. Newton Municipal

Airport (TNU). The newly created

EM

Chapters

of

Central Iowa invite you to the First

Annual

Ray

Hill Memorial Flight Breakfast. Ames Chapter

1452,

Marshalltown Chapter

675, Des Moines Chapter

135

and Newton Chapter

456

. Breakfast - adults $6, kids

under

12

$3,

PIC

free . Start Time:

0700

End

Time:

1100

Contact:

Jim

Jones, Phone:

641.792

.9764, Email: [email protected]

May 24 - St . Louis/Sauget, IL - Midwest Regional Fly-in. St. Louis Downtown Airport

(CPS). Fl

y-in

sponsored

by

the Greater St . Louis Air & Space Museum and

EAA

Chapter

64.

Something for everyone!

Start

Time:

0800

End Time: 1600 Contact: Bob

McDaniel, Phone:

618-337-6060,

Email :

[email protected]

May 30-June 1 - Poplar Grove Airport,

IL

- (C77) - Army Wings and Wheels 2008 Vintage

Wings and Wheels Museum L-bird fly-in and living history re-enactment. Flying events,

pancake breakfast, awards. See website at www.ArmyWingsAndWheels.com or call

Museum at 815-547-3115 for further details.

June 5-7 - Bartlesville, OK - 22nd Annual Biplane Expo . (BVO). Biplanes at Their Best

-Grand Champion Biplane Exhibits-Biplane Center Museum Complex Open to Public

"Type Club Gatherings" -Forums

&

Seminars-Ai rcraft Judging

by

Vote of

Attendees

Major Aviation Notab les-Bip lane Rides Available for the Public See website for more

info., Phone:

918-622-8400

June

7-8 - Troy, OH -

WACO

Field

(lWF)

VM Chapter 36 Wings and Wheels Strawberry

Festival Fly-In. 9am - 6pm Airplane rides, Aviation Safety Team Seminar,

Military

reenactments, cash prizes.

June 6-8 - Columbia, CA - Bellanca-Champion Club West Coast Fly-In. Columbia Airport

(022). The biggest and best gathering

of

Bellancas - Cruisair, Cruisemaster, Viking,

Citabria, Decathlon, Scout, Champion. Technica l seminars, owner roundtables, food

service and a great time in a superb location . On-site camping

w/showers,

short

walk into town. Contact: Robert Szego, Phone :

518-731-6800,

Email :

staff@bellanca-

championclub.com

June

7 - Troy,

OH

- VAA Chapter 36 Wings and Wheels Strawberry Festival Fly-In. (lWF).

Airplane rides, Aviation Safety Team Seminar,

Military

reenactments, cash prizes

Start Time:

9am

End Time: 6pmSunday, June 8 - Jackson, MI. EAA Chapter

304

40th Annual Fly

In

Cruse

In

Pancake Breakfast. Jackson County/Reynolds Field

(JXN). Dash plaques to

first

100 aircraft and cars. Start Time: 7AM End Time: 12PM

Contact : John Eiler, Phone:

517-474-4878,

Email: chucknlinda@sbcglobal net

June 12-15 - Middletown, OH - Hook Municipal Airport (MWO). 14th National Aeronca

Association Convention. See more Aeroncas in one place than you'll see anywhere in

the world . Tours, forums

and

lots

of

fellowship, fun

and

fl

ying will make this a weekend

event

you

won't want to miss. For more information: www.aeroncapilots.com, email

[email protected]

or

call 216-337-5643.

June 12-15 - Stauning, Denmark - 41st International KZ-rally and fly-in. Stauning Airport

(EKVD) . 41st annual international KZ-rally. Fly-in and annual meeting of EM 655 started

41

years ago and is the oldest aviati

on

event

in

Denmark, and the

ONLY

civilian annual

event here (others are bi-annual or air force) Contact: Erik Gj0rup Kristensen, Phone:

+45

304911 72, Email:

[email protected]

T i L W ~ £ £ L S

(llte

8

to

tlJ. o tlte 1929-1949 d/ation.aL cfli t t:ft.p.cu

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The entertaining, narrated documentary film accurately captures this exciting,

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Over 2 hours long, the DVD is filled with

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Join legends like Jimmy Doolittle, Amelia Earhart

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Call

toll-free: 888-

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the feature

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this website

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distance from

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cal

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"Very outstanding book."

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Yeager. Brig.

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AIRCRAFT

ASSOCIATION

OFF I E

RS

President

Vice· President

Geoff Robison

George

Daubner

1521 E. MacGregor Dr.

2448 Lough

Lane

New Haven,

IN

46774

Hartford,

WI 53027

260-493-4724 262-673-5885

c11ie{7025@aoi com griaubller@eaa org

Secretary Treasurer

Steve Nesse Charles W. Harris

2009 Highland Ave.

7215 East 46th St .

Albert

Lea,

MN

56007

Tulsa,

OK

741 47

507-373-1674 918-622-8400

stnes@deskmedia com

[email protected]

DIRECTORS

Steve Bender

85

Brush

Hill Road

Sherborn,

MA

01770

508-653-7557

sst [email protected]

David Bennett

375 Killdeer

Ct

Lincoln, CA 95648

916-645-8370

antiquer@imeac11 com

John

Berendt

7645 Echo

Point

Rd.

Cannon Falls,

MN

55009

507-263-2414

[email protected]

Jerry Brown

4605 Hickory Wood Row

Greenwood, IN 46143

317 -535-8882

[email protected]

Dave Clark

635 Vestal Lane

Plainfield, IN 46168

317 -839-4500

[email protected]

john S. Copeland

lA Deacon Street

Northborough,

MA 01532

508-393-4775

opeland @jllllO com

Phil Coulson

284 15

Springbrook

Dr.

Lawton,

MI

49065

269-624-6490

rcou/son516@cs com

Dale A. Gustafson

7724 Shady

Hills

Dr.

Indianapolis,

IN

46278

317-293-4430

dalefaye@msll,roHl

Jeannie Hill

P.O.

Box 328

Harvard, IL 60033-0328

815 -943-7205

dillghao@owc llet

Espie

"Butch" joyce

704 N. Regional Rd.

Greensboro, NC 27409

336-668-3650

windsock@aoi com

Dan Knutson

106 Tena Marie Circle

Lodi,

WI 53555

608-593-7224

fodicub@charter net

Steve Krog

1002 Heather Ln.

Hartford,

WI

53027

262-966-7627

sskrog@aoi com

Robert D. "Bob" Lumley

1265 South 124th St.

Brookfield,

WI

53005

262-782-2633

iUll1per@execpc coI11

Dean Richardson

1429 Kings Lynn Rd

Stoughton, WI 53589

608-877-8485

dar@aprilaire com

S.H. "Wes"

Schmid

2359 Lefeber Avenue

Wauwatosa, WI

53213

4 14-771-1545

shsc/znlid@miiwpc com

DIRECTORS

EMERITUS

Robert

C.

Brauer

E.E.

IIBuck"

Hilbert

9345 S. Hoyne

8102 Leech Rd.

ENJOY THE MANY BENEFITS OF EAA AND

AA 's V INTAGE A IRCRAFT ASSOCIATION

EAA

Aviat

io

n

Cen

ter, PO

Box 3086,

Oshkosh

WI 54903-3086

Phone (920) 426-4800 Fax (920) 426-48 73

Web Sites: www.vintagea ircra ft.o rg, www.airventure_org, www_eaa.orglmemberbenefits

E-Mail: [email protected]

EAA and

Division Me

mb

e

rship

Services

800-843-3612 .

. .

. . .

FAX

920-426-6761

(8:00 AM-7:oo

PM

Mo nday-Friday

CST)

-New/renew memberships: EAA, Divisions

(Vi

ntage Aircra

ft Assoc

ia

ti

on, l

AC,

Warbirds),

Na

ti

onal Association of

Flight

Inst

ru

ctors

(NAFI)

-Address changes

-Merchandi se sa les

-

Gi ft

memberships

Programs and Activities

EAA AirVenture

Fax

-On-Demand Directory

.

732-885-67

11

Au

to Fuel STCs .920-426-4843

Bu ild/res tore information 920-426-4821

Chapters: locating/o rga n izing 920-426-48 76

Education 888-32

2-

3229

-

EAA

Air

Aca

demy

-

EAA

Scholarships

Flig

ht

Advisors information .

..

.

..

920-426-6864

F

li

g

ht

Instructor information . .920-426-6801

Flyi

ng Start Program . .

920-426-6847

Library Services/Research .

920-426-4848

Me d

ica

l Questions . 920-426-6112

Tec

hnica l Counselors 920-426-6864

You

ng

Eagles

. . 877-806-8902

Benefits

AUA Vintage Insurance Plan

.. ..

.800-727-3823

EAA Aircraft Insurance Plan 866-647-4322

Term

Life

and Accidental 800-241-6103

Death Insurance (Harvey Watt & Company)

fAA Pl

atinum VI

SA

Card

..

800-853-5576 ext. 8884

EAA Aircraft Financing Plan . .

..

866-808-6040

EAA Enterprise Ren t

-A

-Car Program

. . . .

..

.

877-GAI-ERAC

Editorial .. . 920-426-4825

VAA

Office . .

..

.

..

FAX 920-426-6865

EAA Aviation

Foundation

Artifact Donations 920-426-4877

Financial Support 800-236-1025

MEMBERSHIP INFORMATION

EAA

Membershi p in

th

e Experim ental Aircraft

Association, Inc. is $40 for o ne year, includ

in g 12 iss ues of SPORT AVIATION. Fa mil y

memb ership is a n a

dd

ition al $10

an

nu all

y.

Junior Me

mb

ersh ip (

un d

er 19 years

of

age)

is available a t $23 a

nn u

a

ll

y. A

ll

major credit

cards accepted for members

hip

. Add

$16

for

Foreign Postage.)

EAA SPORT PILOT

C

ur r

ent E

AA

me

mb

ers m

ay

a

dd EAA

SPORT

PILOT ma gaZin e fo r

an

addition al

$20 per year.

EAA Me mb e rship and EAA SPORT

PILOT

mag az

in

e is availabl e fo r $

40

per

ye ar

SPORT

AVIATION

ma

gaz

in

e n ot in

cluded). Add $16 for Foreign Postage.)

VINTAGE AIRCRAFT ASSOCIATION

mb

lAC

C u

rr e

nt EAA m e

mb

ers may jo in the

In t

e

rn

a t

io

n a l

Aero

ba ti c C

lu b

,

In

c.

Divi

sio n and r

eceive SPORT

AEROBATICS

m

agazin

e fo r an a

dd

iti o na l $45

per

year.

EAA

Me

mb

ershi p ,

SPORT

AEROBAT-

ICS

ma

gazin e a

nd

on e yea r me m

be

rsh

ip

in th e lAC Divisio n is av a ilab le for $55

p er

ye

a r SPORT

AVIATION

m

agaz in

e

n o t includ ed

).

Add $18

for

Forei

g n

Pos tage.)

WA

RBIRDS

Current EAA membe rs may join the EAA

Warbirds

of

Am

er

ica Division a

nd receive

WARBIRDS m agaZin e for

an ad

d it

ional

$45

per yea r.

EAA Me m bersh ip, WARBIRDS maga

z

in

e a

nd

o n e

ye a

r m

embers

h

ip in the

Wa rbirds Div ision is

ava

ilable fo r

$55

per

mailto:c11ie%[email protected]












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mailto:c11ie%[email protected]










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ENJOY THE PRIVILEGE

OF PARTNERSHIP

OearEAA

I found the EAA Ford Partner Recognition

Program

to

be not

only

easy

to

use but well

received byour local dealership

when

purchasing a new 2007

Lincoln

MKl. I am

secretary

of our

local f Chapter,

and

the

Zen

ith

Zod

iac

601

XL pictured

wa

sa

two-year

Chapter

project, completed this

April.

The

resulting savings from the

program

will

help

pay

for a

return

trip

to

Oshkosh.

RichardW.

Williamsburg, V

EAAMember

THE 2 8 LINCOLN

MKZ

• Best Interior Ward s

• Best

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Ward s

• Top Quality

Power and Associates

•

3.5l24V

DOHC V

engine

• 263 hp at 6250 RPM

• Available Sync Integrated Voice

Technology



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