Vintage Airplane - Mar 2009

8/20/2019 Vintage Airplane - Mar 2009

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GEOFF RO ISON

PRESIDENT VINTAGE AIRCRAFT ASSOCIATION

Challenges

and

rewards

It's

March

now, and

we re

get

ting closer and closer to enjoying a

little warmer weather

around

here.

Oh, how I long to open the hangar

doors and let the sunshine in Unfor

tunately, that worthless rodent out in

Pennsylvania saw his shadow again

this year,

so

we

are allegedly going to

experience another

six

weeks of win

ter weather around here. Yikes And I

was hoping for just six more days . . .

I

am

greatly encouraged by the

ongoing developments in our 2009

EAA AirVenture Oshkosh planning.

We're still a number of months away

from the event (148 days from March

1), and we'll continue to refine our

planning for the many offerings for

the membership

and

visitors to our

end of th e field. I

think

you'll share

my amazement when you see all the

changes that will benefit all of us

who enjoy the annual EAA conven

tion

and

fly-in,

both

in

the

Vintage

Aircraft Association area and the en

tire convention grounds.

It

continues

to amaze

me

that

given

the many economic chal

lenges we all face on a daily basis,

first 72 hours practically drooling all

over the front of their shirt and in a

constant

state of overwhelming ex

citement . It just doesn't get any bet

ter than

that

I have two (soon to be

three) young grandsons, and I can

not wait until they're old

enough

to

start at tending AirVenture. That will

be a very specia l time for me.

If you

haven t

visited the EAA

website recently, I would highly en

courage you

to

do so. The staff at

EAA continues to improve the qual

ity

and content

of this site. There are

volumes of information about your

organization

as

well

as

the latest

and

greatest aviation news. It

is

timely

as well as

interesting.

Be sure not

to

miss Steve Taylor's blog, http:

airventuresiteupdate.blogspot.com/

which details all of the convention

site improvements currently in

the

works at Oshkosh. I believe you will

find it to

be

useful

as

well

as

infor

mative. Be sure to

check

t out at

www.EAA.org and at www.AirVenture.

org. My congratulations to everyone

at EAA who

maintains

this website

on a daily basis. t continues to im

ning

an

aviation event that s

open

to the public, this

is

a great site to

post your event on.

As

previously announced, work

on

the new Vintage Hangar

is

con

tinuing to develop. The concrete

footers for the new

structure

have

now been completed, and

by

the

time you read this column the struc

ture itself should be well on its way

to coming out of the ground. Be sure

to also visit the VAA website,

www.

VintageAircraft.org to watch for con

tinual

updates

on

this

new hangar

facility that will house the various

type club operations

and

the Vintage

workshop, which will continue to

demonstrate

metalworking

and a

number of other demonstrations of

aircraft restoration skills. This facil

ity will also house our

VAA

Volun

teer Refreshment Center, the Vintage

Computer

Operations Shop, VAA

Convention

Operations Office,

and

a hospitality reception/conference

room. Be assured

that

we will be for-

ever mindful of the fact that you, the

membership, made this new facility

possible. Your

continual monetary

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M RCH

E

VOL.

37,

NO.3

2 9

CONTENTS

I Fe

Straight Level

Challenges and rewards

by Geoff Robison

2 News

6 The Indubitably Delightful Dart

Big plane class with small-plane cost

by Sparky Barnes Sargent

2

"Left Turn Only!"

Bill Brennand on the amazing racing career of

Steve Wittman's hief

Oshkosh

and

Buster

by

Bill

Brennand,

as

told to

and

written by James

P

Busha

2 Light Plane Heritage

The Tipsy S.2

by John Underwood

24

The Vintage Mechanic

Repairs, alterations, maintenance,

preventive maintenance

by Robert G. Lock

28 Trading Avgas for Clams

A different kind of $100 Hamburger

by Irven

F

Palmer J

.

32

Dolph Overton's Ford Tri-Motor

The outstanding restoration is headed to

a new owner in Arizona

by Sparky Barnes Sargent

36

Mystery Plane

by H.G. Frautschy

ST FF

EAA

Publisher Tom Poberezny

Director of

EAA

Publications

Mary Jones

Executive

Director/Editor

H.G.

Frautschy

Production/Special

Project

Kathleen Witman

Photography

Jim Koepnick

Bonnie Kratz

Advertising Coordinator Sue Anderson

Classified Ad

Coordinator

Lesley

Poberezny



VAA s

2 9

Friends

of

the

Red

Barn Campaign

Next

mon

th each of you will be re

ceiving a letter concerning the VAA

Friends of the

Red

Barn

(FORB)

cam

paign

.

The

Vintage Aircraft Asso

ciation has,

by

necessity, elected

to

underwrite a portion of its yearlong

activities with funds outside of

the

regular membership dues. The pro

ceeds from this fund pay for all sorts

of volunteer activities

and

improve

ments to the VAA area, as well as sup

porting VAA advocacy efforts and

educational endeavors. The addition

of

the

FORB funds to our annual op

erating budget allows the

VAA

to keep

our dues

as

low

as

possible. Your an

nua

l contribution made in the first

half of 2009 will directly benefit this

year's convention activities and

VAA

programs throughout the year.

We ask that you consider actively

participating in the 2009 VAA Friends

of

the

Red Barn campaign. Your do

nation may be tax-deductible to

the

extent a

ll

owed by law,

and

you

can

enhance

your

part

icipation

if

you

work for a

matching

-gift company.

You

can do so by copying, filling out,

and then sending in the form in

cluded on these pages; by filling

out

and sending in the form included

in

the mailing that arrived in your mail

box; or by donating online at

VintageA rcra t.org/programs re

dbam.

html If you desire more information

concerning

the

VAA's Friends of

the

as timely a way as possible,

J

notes

John

Colomy, manager of

the

Small

Airplane

Directorate s Standa rds

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

try a dif

ferent approach. J

We ask that any issues

the

type

clubs may have with the

FAA

be sent

to

VAA

headquarters by April 30. Dur

ing the month of May we will com

pile the issues

in

a list

and

forward

them to Kim Smith,

the

manager of

the

FAA

's Small Airplane Directorate

in Kansas City.

Kim

and

her staff will

then

di

rectly contact

the

clubs, working to

address

the

issues

during the

first

part of the summer and, if need be,

meeting with

the

individual

clubs

during AirVenture.

After AirVenture, the Small Air

plane Directorate will report back to

EM

regarding the issues brought

for-

Replica Golden Age

Racer Makes First

Flight

Another incredible replica

of

a golden age racer has taken to the skies at

Fla

bob Airport in Riverside,

Cal

ifornia . Thanks to the vision and resources

of

EM

President's Council member

Tom

Wathen and the talents of Mark Lightsey and

his colleagues at Aerocraftsman Inc., an Avions Caudron C.460 flew for the f irst

time on January 28. Among those who helped build the replica are recent gradu

ates of the Wathen Aviation

High

School.

The airplane gained fame

at

the

1936

National Air Races in Los Angeles,

when it shocked

its

American counterparts by sweeping both the Greve and

Thompson trophies. The replica is faithful in size and design in every respect

except for the engine a

Fa

irchild Ranger is under the cowl , doing excellent

stand-in work for the original six-cylinder Renault Bengali

),

and the C.460 is f in



ward and their disposition.

This process will replace the large

room

meeting previously held dur

ing the convention. In that

way,

EM

can help

facilitate

how

issues

can

be addressed more proactively 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 addressed.

We

ask that

only the head of each type club send

a letter; if you're a member of a type

club and you feel the club should ad

dress a specific problem, please con

tact the club directly and ask

that

the

issue be added to the club's list of con

cerns. Club presidents or

their

des

ignated representatives should send

their letter to:

Vintage Aircraft Assodation

Attn: Type Club Issues

P.

O. Box

3086

Oshkosh, WI 54903-3086

Or you

can

e-mail

your

letter

to

vintageaircra [email protected].

Only those

is

sues brought forth

in

writing will be

added

to the

list,

and

again, please

ensure your message

is

submitted by

April 30, 2009.

New International

ELY Regulations

in

Effect

Outside U S

The Search and Rescue satellite

system officially stopped monitoring

121.5

MHz

emergency locator trans

mitters (

ELTs) on

February

I,

2009,

and now only monitors the newer 406

MHz units. The

International

Civil

Aviation Organization adopted 406

MHz as

the international standard for

ELTs

,

abandoning

121.5 because of

the high false-positive signal rate.

be more difficult.

ments of the regulation.

This

may

be

reason enough

for Several other countries require, or

some

airplane

owners

to upgrade

are in

the

process of adopting, 406

their

ELT.

A less-expensive but poten MHz units

tially effective option for

U.S.

aircraft

•

Canada

-Transport

Canada is

owners would be to consider a manu adopting a policy requiring a 406

MHz

ally activated 406 MHz personal

10

ELT

installed

in all aircraft, imple

cator beacon

PLB),

which sends

out

mented during a two-year conversion

a distress signal

on

406 MHz,

or

a period. (Details

not

yet finalized.)

SPOT

tracking device. Either could be

•

Me

x

ico

-Aircraft

with

a 121.5

a great supplement to the current

ELT

MHz

ELT

installed are okay for op

installed in the airplane. But neither a erations in

Mexico until

July I,

SPOT

nor

a

PLB

meets the regulatory 2009,

or until the next mandatory

requirement of 91.207 and cannot be

ELT battery replacement, which

considered as

meeting the

require-

ever comes first. A 406 MHz

ELT is

EAA 8·17 Tour Set for Takeoff in April

luminum

Overcast,

EAA's restored B-17

bomber, returns to the

sky

on

Friday, April 3,

in

Chino,

California,

the

first stop of nearly

60 planned for

the

2009 Salute to Veterans

national tour.

The

first

tour

seg

ment

includes 16 stops

in

five states between April 3

and

June

3.

The tour continues with

the

air

plane back horne for AirVenture July 27-August 2, then back on

tour

through December.

The national B-17 tours have taken place each spring and

fall

since 1994.

Since then, tens of thousands of people have experienced this unique air

plane through its flights and aircraft ground tours.

For

more information regarding flights and ground tours, visit

www.B17.

org

or contact EM's

B-17

Tour Office at 800-359-6217. Special pre-book rates

on

flights are available for

EAA

members

and

non-members,

and

group

ground-tour rates are available for schools or other large groups.

Frst

Leg

2 9

E 8 7 luminum Overcast

Salute to

Veterans Tour

April 3-5 , Chino, California (Host:

EM

Warbird Squadron 16)

April 7-8, San Diego, California (EM Chapter 14)

mailto:vintageaircra([email protected]

mailto:vintageaircra([email protected]



required after that date.

Bahamas All

general-aviation

aircraft are allowed to use 12l.5 MHz

ELTs

until February I, 201l.

If

you have

any

questions, please

contact

EAA

Aviation Services at

info@

EAA.org

or call 888-322-4636.

Pietenpo

l Air

Camper

Turns 8

Group flight

to

Oshkosh special

activities planned for AirVenture

In

the

late 1920s, Bernard Pieten

pol,

of Cherry

Grove,

Minnesota,

dreamed of designing

an

inexpen

sive homebuilt airplane using com

monly

available materials, powered

by an auto engine. Eighty years

later, his

creation-the

Pietenpol

Air

Camper-endures

as

a popular home

built design built, loved, and flown by

thousands of aviation enthusiasts the

world over.

EAA

will

honor Pietenpol's

de

sign-a

two-place

open-cockpit

airplane of wood construction pow

ered by a four-cylinder Ford Model

A

automobile engine-at

AirVen

ture Oshkosh 2009.

Bill

Rewey

(EAA

42474)

of

Verona,

Wisconsin,

is

helping organize a gathering of

Air

Camper builders, pilots, and planes to

partidpate in the celebration.

"Right now we're talking about

fly-

during

AirVenture .

Instead

of

my

traditional discussion of the airplane,

we'll have individual builders attend

and spend a few moments each talk

ing about their airplanes/' he said.

Also

being planned during AirVen-

ture

is

a special reception for build

ers and Air

Camper

pilots at

EAA's

Pietenpol Hangar

on

Pioneer Airport.

On display there

is

Bernard's

own

N12937, which was built

in

1933

and

is

considered

the

oldest Air Camper

in existence.

EAA further honors the

Air

Camper

this

year by

depicting

the airplane

on

the

"I

Flew My Homebuilt" patch

given to all homebuilders registering

at Homebuilders Headquarters.

Look for more

information

as

events

and activities are confirmed

at

www.AirVenture.org.

Pietenpol

owners wishing to

participate

at

Oshkosh should visit the Brodhead

Pietenpol Assodation website, www

Pietenpols.org.

First Flight of the Silver Dart

Canada s First Flight to

e

Com

memorated at Oshkosh

Thousands of

Canadian

aviation

enthusiasts annually trek to Oshkosh

to participate at

EAA

AirVenture be

cause of their passion for flight. This

year they'll have

another

reason

to

be here,

as EAA

commemorates

the

letter for

EAA

members in Canada.

If

you're

one

of those Canadians

who

dreamed of one day making it to Osh

kosh, this

is

the year to do it

We

can

show our proud colours at AirVenture

during our flight centennial year with

the entire world of flight."

Among Canadian aircraft

and

pi

lots

scheduled

to take

part

are

the

Snowbirds aerobatic team; the world's

only flying Lancaster bomber in Royal

Canadian

Air Force markings;

and

dozens of unique homebuilt, vintage,

and other aircraft.

Specific programs and activities

will be announced as

they

are fi

nalized. As those activities are con

firmed,

complete information

will

be available

at

www.AirVenture.org,

which

also includes valuable infor

mation

regarding flying

to

Oshkosh

from Canada,

as

well as admissions

and housing information.

Subscribe to

Bits and

Pieces at www

.

EAA .org/bitsandpieces/subscribe.asp.

AirVenture Grounds Update:

Steve s

Blog

In

the midst

of

one

of

Wis

consin's worst-ever winters, you

wouldn't think much could

be ac

complished

on the

AirVenture con

vention

site's redesign project. But a

lot

is happening and

you

can

keep

up to speed

through

Steve s Blog,

an online update

by

EAA facilities

manager Steve Taylor.

The

blog

includes information

about redesigned transportation

routes; several new building locations;

reconfigured exhibit areas;

the

new

Vintage Hangar, which will host type

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The Indubitilblg

Delightful Dilrt

Big plane class with small plane cost

ARTICLE AND PHOTOS

Y

SPARKY BARNES SARGENT

Kurt Grasso

enjoys

buying

an

tique airplanes and fixing them

up i f they need

it, flying

them

for

nice to have an airplane so ador

able and so loved,

you

don't have

to

pay for

hangar

space "

do

basic maneuvers and aerobatics

by [the

pilot] just

thinking

about

i t and that

is

the

lovely

thing



··Thilt is

the

thing

thilt

illot of

people don"t

fathom

nowil ilgs-

being one with the

ilirplilne ilnd ·weilring it_"

Now thilt

is Hging

-Kurt Grasso

little airplane, let's take a brief look

back

into the

mid-1930s. While Al

Mooney

was

working

for Lambert

Aircraft Corporation , he designed

the

radial-powered,

low-wing

air

plane

called the

Monosport

Model

G. In

1937, Mooney and

Knight

Culver formed Dart Manufacturing

Corporation in Columbus,

Ohio.

Dart bought

the

prototype, design,

and

production

rights-as well as

tooling

and

parts- to

build three

Monosports,

which were powered

by the

90-hp,

five-cylinder

Lam

bert

R-266.

According

to

the Culver

Club's

Culver s Going

Places

newslet

ter (Issue

No.5),

lithe first

totally

Dart-built airplanes ... [had] two ad

ditional

engine choices

available

the

Ken-Royce

[sin

prefix

GK]

or

the

Warner

Scarab Junior

[sin

pre

fix GW], both of

which

were 90-hp,



J

'

2 9 6

Kurt Grasso

Continental

100-hp, 6-cyl

inder horizontally opposed

engine

[sin

prefix GC] /J All

told, around 60

Darts were

produced;

today,

there

are

about

30 Darts (Models

G,

GK,

GW, and GC)

listed on

the FAA

Registry.

Dart proudly

marketed

its Model G as "a low-wing,

full-cantilever

monoplane

of

exceptional

design;

new in

beauty,

in

operating ease

and

safety every factor of its

practical, sensible design

inspires

confidence

and assures

long

life

and satisfaction.

Two-place seat

ing, powered

with

a

90-hp

Lam

bert engine, type

R266,

providing

a

top

speed of 130

mph and

cruis

ing speed of 110

mph.

Priced

in the

medium

area./J

And

aviators of the day would

likely

have

vouched

for

the

fea

tures

touted

by that advertisement,

since the spirited Dart possessed

I

art GW t hree v iew from the

Aircraft Yearbook for

939

Leonard

R. Peterson, and

amazed

spectators by

its

maneuverability

and

inverted flight characteris

tics. The facilities

and

factory floor

space were enlarged three times

during the year

to

accommodate

increasing business .

J

Dart

Construction

The Dart Model GK measures 18

feet 7 inches from nose

to

tail, stands

6 feet tall,

and

has a wingspan of 29

Ken-Royce, it weighed 950

pounds

empty, had

a

useful load of 590

pounds, and

a maximum

payload

of 250 pounds with

25

gallons of

gas

and

2.5 gallons of oil.

It

burned

just a

tad

more

than

5 gph

and

gave

its

pilot

a

high

speed of 135

mph

and

a steady cruise

at

118

mph,

with

a

range of more than 500 miles.

When it

was

time

for landing,

it

wanted

its

pilot to

slow it

down to

40

mph

before

touching

terra firma



Kurt Grasso taxis the 1939 Dart into the vintage aircraft area

at Sun

n

Fun

should

be reinforced.

If no

defects

were

found,

a

25-hour

inspection

was deemed necessary.

According

to

Kurt Grasso,

there

are a few

details

about the

Dart's

landing

gear that

have been mod

ified through the years-such as

replacing the

shock struts

with a

Cessna spring steel gear, but when

you

see this

thing

fly

[with its

neatly streamlined,

tripod

gear], it

looks like a 1930s racer-the gear

legs

drop

way down when it takes

off. And

this

one has the

original

3-inch Dart hubs and mechani

Side view of N4HM, a

1946

Applegate-Weyant Dart, powered

by

cal brakes,

which work

very

well.

a 1

-

hp

Continental.

Sometimes

they

used

a Goodyear

[18x8x3]

airwheel

:tire with those

Engine Company's 90-hp LeBlond an

engine

change. The Warner was

30-inch wheels,

but

they became 5-F and had a Flottorp fixed-pitch

removed, and a 125-hp

0-290-D

unobtainable. Somewhere along

wood

propeller. By

May

1940, Lycoming was

installed,

with a

the line, somebody made an STC

NC20930

had

already

been

air

Sensenich propeller. Of course,



testimony

to

this Dart's early

life,

when it

was

powered by the Ken-Royce radial.

Modern Appointments

Today, this 69-year-oltl Dart has a

total time

of

only

950 hours. Cov

smooth lines. And it's fu lly instru

ment flight rules

equipped,

with a

NARCO MK-12B nav/comm

with

course deviation indicator, King

KT

76A

transponder with encoder,

and

Apollo

GPS,

and it has a four-posi

tion

cylinder

exhaust

gas tempera

Dart advertisement in the April

1939 issue of Western Flying

magazine.

A Iow.wi.,,, lWl..c:Lllw_ monop1acw of :-

o r p c i o n J l ~ p ; _ i G t - . . Y . i D o p « 1 I t i n i

_ and

tal ,

. ..

'fry

larnu

of

i

ll

pnc.

tia.

I, ~ b J e daip

impira [ 1 ) f 1 6 d ~

.Dd

b sli(t

and a tWaction.

T I I I O - ~

M'atioa.

powued i ~ h

90

h.p.

Lanlbm tIIglnt.

Iype Rl66, ptovidu • top

p N d of no m..p.h. snd cruit:i08 peed of 110

rn.p.h. Priced in 1M

medi

um

.f t

•.

Inquirifs IOl

kilH

from

pbM

owner.,. potead.1

' - d ) ' ( t ) ~ and distributort.

THE

URT MAUFACTl

R

I

CORP.

POn c,oI.u 'us

COLU ,vs. OHIO

ered in

Ceconite

and

finished

in

cream

with

green trim, it's a stand

out on

the

flightline-and on

the

taxiway, where the author spotted it

taxiing

in

to Sun

'n

Fun this spring.

rts 125-hp Lycoming

is

neatly con

cealed by a cowling

that

facilitates

the retention of the Dart's

ture gauge.

The exceptional thing

about

this airplane, shares Kurt, is

that

not only is it an antique airplane,

but

it has a full panel,

is

fully uphol

stered

in

leather,

with

heat,

cabin

air,

dome lights, and

intercom-

and

it

is

a lovely cross-country air-

- - - ; - - - - ; ~ - : - l

, ~ ~ ~ p ~ l a ~ n : e . ~ I

~ d ~ i d ~ n ~ o ~ t ~ r e ~ s ~ t ~ o ~ r e ~

u : p g r a d i n g

it .

• Tit. Dart coati

ratlolt where• •r ~ : ~ : t. ' a ' . .riqcll

.d

. .

Oft

th

'

olrpoN,

of tit 'I-a. wit. It reu,

U•• • , It. quality of • COII,, ry. Its

· '.Ukerry

Above: Dart advertisement reprinted

in Culver s Going Places,

the

Culver

Club's newsletter.

this airplane-an

older fellow did,

and he

put

his

heart

into

tastefully

Darting About

Kurt revels

in

flying NC20930

and

describes its

handling

char

acteristics

much the

way a

proud



UJ

opposed to cables,

and

its

trim

5

put

. "I

can

just

slightly move the

stick,

and

even

at

cruise, it just re

sponds

like a favorite

horse

. That

is

the thing that

a

lot of people

don't fathom

nowadays-being

one

with

the

airplane

and

'wear

ing it.' Now

th t is

flying The Dart

tells

you

what it wants,

you do

it,

and

it likes it "

The Dart's

flight controls

are

activated

by push-pull tubes, as

system uses a

bungee

device. Kurt

explains the latter this way: It

has a spring-tension

influencer,

which is

like a 'manual servo,' and

when

you

set the trim lever

for

ward or back, it pulls

or pushes on

two different springs

that

are

con

nected to

the

elevator controls.

The only time it's

trim-sensitive

is

when

you've got a full lo d -

when you start

rolling, it wants

to

run on all three wheels for

a

little bit,

but

when

you get up to

about 30 mph,

you

just bump the

stick forward a little,

and

that tail

comes up. After

that,

it flies

with

no real trim adjustment.

One

glance

at the

Dart

eas

ily reveals

how short-coupled it

is,

and some pilots might think

that it would be

a

bit squirrelly

during takeoffs

and

landings.

Yet

Kurt

proclaims that it

isn't

that

way

at

all.

It

is

the

most gentle

tailwheel airplane-when

a

lot of

new pilots,

and

a

lot of pilots in

general

aviation, switch over to

flying tailwheel aircraft,

they have

a

lot of problems with them.

But

this airplane

is

one of

the most

z

-

o

L

Predecessor of the Dart

he

first Monosport Model

G

your maneuvers

to keep

it run

ning.

You

have

to

induce

false

gravity

by centrifugal

force and

keep

the

oil and fuel where it be

longs.

That's like

Younkin in the

Beech 18, or

anybody

that does a

routine in a

T-6

or Uohn Mohr] in

the

220-hp

stock Stearman-those

aerobatics are an art."

Historically,

at least a cou

ple of well-known pilots, such

as

Rodney Jocelyn and Leonard

Pe

terson, selected the Dart

as

their

aerobatic

steed. Jocelyn

(who

was

inducted

into EAA's International

Aerobatic

Hall

of Fame in 1998)

flew a

clipped-wing

Dart

that

was

powered

by a

220-hp Continental

radial. Decades ago, Peterson's per

formances in

the

Dart were

well-

received at

the

Rancho

Boyeros,

Havana, air show;

the

National Air

260

feet and

with

not more

than

105 miles an hour

at

the bottom of

the loop. Therefore, for

exhibition

purposes, I figure twice 260 feet, or

520

feet, as

the point

at which to

start the loop

"

While the Dart excels

in

aerobatic

maneuvers,

it

isn't a fast airplane,

but it is just the

most

enjoyable air

plane

in

the world to fly," explains

Kurt. "And it'll land just like a Cub,

except for

one thing-with

all this

wing,

it

floats.

So on

a

short

strip,

you can

land

it perfectly, but you've

got to

learn

how to bring

it

in

flat

and

slow.

If

you

put the

nose down

at

all,

any

little

speed

up

will just

make it float all

the

way

down the

runway

Other than

that, Darts are

known

for

not spinning

easily, if

spinning at

all.

Another

nice

thing

about

them is that not

only

do

you



Left

Turn Only!"

ll Brennand

on

the amazing racing career

of

Steve Wittman's

Chief shkosh

and

Buster

BY

BILL

BRENNAND, 1947 1949 GOODYEAR

TROPHY RACE WINNER,

s TOLD TO AND WRITTEN BY J AMES P. B USHA



'old time'

friends

and

colleagues,

would

be

out practicing for

fu

ture

races

in

either

hief Oshkosh

or

Bonzo t

that time [1935]

Bonzo

was probably

one

of

the

three fast

est airplanes

in the

United States.

It

was faster than

the

current military

aircraft, but

not quite

as speedy as

the

Howard Hughes racer. How

ever, Witt was able

to obtain

these

breakneck speeds utilizing

half

the

horsepower compared to his round

engined brethren

"As I grew, so

did

my

desire

to

become a pilot. Being the

son

of a

farmer

did

not

provide

the

finan

cial

opportunity

I needed to

obtain

this goal. With war clouds growing,

I attempted to join the Air Corps to

obtain

my dream, only

to

be 'shot

down'

and occupationally deferred

to

the

farm during

the

war.

My

brother was already in the service,

and

that

was

enough

for

my

dad. I

really hated

the

farm because

when

you weighed only 100 pounds and

had hay fever, you didn't

make

a

very good farmer

Fate

soon showered

me

with

a

wonderful opportunity.

In

the

frigid

Wisconsin winter months,

not

much

was

happening on the

farm,

and being an airport bum,

I

soon found myself working

for

Steve

Wittman,

unofficially. Tech

n-ically, I

couldn't work anyplace

else

with my deferment,

and

Witt

couldn't hire

anybody.

Witt came

up

with

a barter

system, keeping

track

of

my

time and giving me

credits toward

my

ratings: private,

commercial,

and

flight instructor.

1938 Chief shkosh

after the crash

in

a swamp during the races

in

a

kland, California.

Steve Wittman along with

uster

and many of the trophies won with the

racer during its racing career.

uster is

now enshrined

in

the Smithso-

nian National Air and Space Museum s Golden Age of Flight gallery

on

the National Mall

in

Washington, D.C.



ponreturning to the Oshkosh airport after winning the

947

Goodyear trophy race during the

National Air Races in Cleveland Bill B

re

nnand

is

greeted by a lineboy.

wing surface of at least 66 square feet

and

donate prize money for

the

the little 'popcorn popper' Conti

along

with

visibility

requirements winners. With this new devel nental

85 hp. Because

of the

size

and

fuel-carrying capabilities were

opment and

announcement by difference

in

engines,

the

cockpit

only

some

of

the

very strict rules Goodyear, especially the poten was moved forward one bay.

The

placed on this new class.

n

empha tial of winning the lion's share of basic tail group and landing gear

sis

was also placed

on

the racecourse

the

$25,000 purse, Witt and I

both

remained the same

as

when it flew

and its dimensions. The entire race agreed

that

the hief would easily as

ChiefOshkosh

Wheel brakes and

of these midgets would be flown in fit into this new midget category,

instrumentation

was also added

front of

the 'paying crowd,' rock- and with

no

minimum pilot weight

per the

race

rule requirements

.

eting around

pylons

and thrilling requirement, Witt selected me

to

The aircraft was painted overall red

the spectators all while flying inches fly his

plane in the

first Goodyear with a

bright

yellow race number

away from

one another

barely 20

trophy

race. (20)

and

N number. The

'phoenix

'

feet off the ground. Rebuilding

the

fabric-covered airplane

that

lay dormant for 10

In

early January of 1947, the

steel-tube

fuselage began in ear- years was given a new name

that

Goodyear Corporation announced

nest

as a new set

of larger wings

air-racing fans would soon remem

that for the next three years, Good- was also added.

The

large 250-hp ber,

Buster

year would sponsor this new class Menasco engine was replaced with With the rebuild nearing com



ill

Brennand perches

on

the edge of the tur tledeck of

u t rbe

fore

his

qualifying run.

In

this shot

you

can

see the scimitar-shaped race propeller that was dest

roye

d

duri

ng the qualifying attempt. With a stock propel

ler Brennand would go

on

to

win the

8

500

first-place prize money and the inaugural Goodyear trophy race .

Cleveland and the Goodyear race,

I was finally able to test-fly my new

mount. I

can honestly

say that

without a doubt,

Buster

was the best

flying

airplane

I ever flew. I had

flown enough in different aircraft

to realize that sometimes these

planes had abrupt characteristics.

Buster

was unlike

anything

I had

ever flown. The stall configuration

was very docile with full aileron

control and little buffeting. That

in

itself was a real advantage in racing

because you

didn't

have to spend

your time 'flying' the airplane, giv

ing me more time

to

see the

next

pylon and other aircraft. My entire

"After

landing

at Cleveland, I

taxied over to the ramp across from

the big military hangar. A wave of

people

started to cross the tarmac

and move toward me . I started to

think

something was wrong. Was

I

leaking

gas? Did I park in some

one's

spot? The

mob

of

people

turned

out to be all the compet-

itors

and their

crews. Everyone

wanted to see Wittman's entry be

cause every

challenger knew

that

if you were going to win this race,

you had to beat Wittman's ma-

chine. I slowly backed away, ana-

lyzing my competition . Boy, was I

out

of my league

itive

racing

diSCiples as my confi

dence level began to spiral. They

glanced

at

me,

knowing Buster

was

going to be tough to beat, but with

a highly inexperienced pilot at the

controls, they thought they had a

'helluva' good chance of winning

"I left

Buster

to the curious and

wandered over to

the

technical

committee to announce my arrival.

The committee acted as judge and

jury to make

sure all

the

require

ments were met. In fact, to obtain

the minimum weight (500 pounds),

ballast was added to Buster I smiled

to

myself, realizing that I was the

lightest

pilot flying the lightest



Tucked under the nose of a United Airlines Mainliner

DC

-3 are four Good

year

tr

ophy racers. From left

to

right , they are Steve

Wittman s

Buster

Art Ch ester's Swee Pea Fish Salmon's Cosmic Wind Minnow and

Charlie Bing s

Flightways Special.

One of the guiding forces behind the first Goodyear trophy race, Benny How

ard (center) is flanked by his wife, Maxine (everyone called her

Mike

),

and Ed Allenbaugh, owner and builder of race number 95 , Californian.

Art Chester's

Swee Pea

flown by

Paul Penrose, is just outside of

Charles Bing's

Rightways Special

(right) as they round one of the

Goodyear pylons during the 1947

National Air Races. The Goodyear

trophy race was set

on

a rectangu

lar course

in

front of the grandstand

at

the Cleveland, Ohio , airport.

strapped

myself in.

'

That s

pretty

tough

to

pull 9 G's without black-

ing out , ' I

said

. Witt just smiled

and laughed and said, Just

make

a

slight

turn,

pull

back a

little

on

the stick, and rap

your

knuckle on

the bottom of the

instrument.

I

climbed

to 4,000 feet,

made

the

turn, and

whacked

the accelerom-

eter. I t pegged at 12 G's I reset it



Flashing a winning smile is Bill Brennand after taxiing

in

with his racing

mount,

Bu

st

The crash helmet used

by

Brennand was borrowed from

a friend who used it to race boats.

On

the front in hastily applied paint is

ill s nickname at the time, Willie.

Ion

and turn

around it. I am still

in

one piece.

As

I

round

the

second,

all heck breaks loose,

as

time slows

way

down.

Traveling close to 200

miles per

hour

and

3000

rpm at

50

feet above

the ground,

the

engine

is

vibrating

so severely that I feel

it may 'blow. ' Instinctively pulling

power and climbing almost

verti

cally, on my way

up

I roll

the

wing

down to see my options; I have

only one, taking

me

over the

'sa

cred

ground'

called

the

grandstand.

I see a st rip o f grass

in

front of

the

bleachers. Pushing

the

nose

down

as

I come over

the

grandstand con

taining

4,000 onlookers, I

think to

myself, 'We'll argue about it tomor

row,' as I

turn into the

wind. The

wheels

touch

as I slow effortlessly

in front of

the

cheering crowd.

As

the

shaking in

my body

be

gins

to

subside, I

climb

out

of

the

cockpit

and gaze

in

horror at

the

front

end

of

Buster

The beautifully

curved wooden racing propeller

Witt was able

to obtain these

breakneck speeds

utilizing half

the horsepower

compared

to

his

"round-engined"

brethren!

racer. I

am able to qualify Buster

and

make it

around

all four pylons

without any

pieces

falling

off I

then

advance

to the heat

races

and

am

placed

in

between two legends.

'

Somebody

on the

race com-

mittee

must have really messed

as the

throttle

is

jammed

forward,

awaiting the drop of

the

green flag

In one harmonious

second

the

green flag is lowered

and my

crew

releases me

as

I propel forward. The

lightweight configuration of

Buster

and

pilot works

to

our

favor. I keep

it

on the

runway

as

long

as

possible

to gain speed. As I trade altitude for

acceleration,

the

overinflated tires

rotate faster

until

I

am

airborne. A

quick glance

to either side, and I

find myself

out in

front. I feel my

self

beginning to 'gray

-

out'

as I

round the

first

pylon.

I

am having

a lot

of

difficulty

finding

the sec

ond

pylon as I swing

out

wide. Fish

Salmon

flashes

by me

and

around

pylon number

2. I

latch onto

his

tail

and

acclimate myself

with

the

entire course. Round and round

we go,

and with

each lap my confi

dence builds. I retake the lead,

and

in

a few

short

laps I

am

gi

ven the



Some of the Goodyear racers taxi by the stands before the start of the

1947

Goodyear

race. Bill Brennand and

Buster

lead the parade, followed by Art

Chester's

Swee Pea Fish

Salmon

s Cos

mi

c

Wind Minnow Tony

LeVier 's

Cosmic Wind

Uttle

Toni

the

Loose rac

er

flown

by

Warren Siem,

and

the

Brown

8-1, now modified with a Continental C-85 and

dubbed

Suzie

Jayne

uberantly

. The takeoff is a sight

to behold as these midgets, like a

swarm of bees, accelerate forward

to takeoff.

"To conserve weight, Buster car

ries 5 gallons of fuel in its IS-gallon

tank. Turning

over 3000 rpm, this

litt

le engine

gu

lps gasoline. The

grandstands are full of race enthusi

asts. Over 175,000 paying custom

ers are

here

with

another

175,

000

outside the fence to become a part

of air-racing history.

Just like

the heat

races

,

the

midgets stay low, close to one an

other. I begin

to

lose track of

the

laps.

Was that number seven or

eight?

Glancing

at the billowing

pieces of tape, I'll just rely on the

checkered flag. Oil pressure's good

and

cylinder temps are normal as

I cruise

around

the pylons,

being

closely followed by Paul Penrose in

Art Chester's

Swee Pea

. Fish Salmon

and

Tony LeVier are in a battle for

third place in

their

look-alike Cos

mic Wind racers.

"As I

round the

fourth

pylon

I

see a 'crazy man' up

ahead

on the

ground waiving a black and

white

checkered flag at me. I still have

pieces of tape

to

peel off. Was

that

15 laps?

Then

i t hits me . I have

just won the inaugural Goodyear

trophy race . Not too

bad

for a boy

right off the farm "

uster

and Bill Brennand raced for

the next three years,

winning the

Goodyear trophy again in 1949.

Buster completed a robust 23 years

of air racing and earned a place of

honor in the Smithsonian National

me, rubbing his hand vigorously

over his jaw. 'Good job, Bill,' fol

lowed by a pat

on

the back is all I

needed to realize 'I done good.'

ment panel: one for

each

lap . My

plan is to remove a piece after each

circuit. That way I will know when

to pour the coal on. As the oil be



793

Bonflams



Light Plane Heritage

ORIGINALLY PUBLISHED

IN E

Experimenter JULY 199

The Tipsy S.2

BY

JOHN

UNDERWOOD

own

through

the

years

there have been

many attempts to build an ultralight single

ons Fairey aircraft firm. The prototype S.,

powered

by a

36.6-cubic-inch

18-hp Douglas opposed

twin



ably

be

described

as

an aerobatic

machine. s

for

the

flying charac

teristics, all three controls were ex

tremely light

and

most effective.

Flying

the

Tipsy has been described

as pure delight-the little

ship

was

completely

without

vices.

The fuselage, constructed

in

two

units, consisted of four spruce lon

gerons

with

spruce frames covered

entirely with a birch plywood skin,

an unusual

feature

being

the inte

gral construction of

the

forward fu

selage

section

and the wing. Most

S.2s had

open

cockpits; however,

later Belgian

production machines

had closed cockpits.

The wings were of all-wood con

struction and

consisted

of main

I spar and an auxiliary

longeron

.

Between

the spars a rigid diagonal

TipI)

S Z

c:::r

r



Specifications

of

the Tipsy S.2

Span

24

ft

. 7 i

n

Length

18

ft

. 8 in.

Height

4 ft. 8

in.

Landing gear tread

6 ft. 6 in.

Wing

area

100 sq

.

ft

.

Wing

loading

5.5Ibs

/

sq. ft.

Power

loading

22.4lbs

/

hp

Empty weight

281bs.

Useful

load

264

1

bs

.

Gross weight

5501bs

.

Maximum speed

95 mph

Cruising

speed

80 mph

Landing

speed 37

/ 40 mph

Initial

rate

of

climb 400 ft /

min.

Service cei ling

10 000

ft.

Range

470

miles

Fuel

consumption at cruising

1.3 ga

l/

hr

speed

of

low-pressure tires

held in

forks

fitted with coil-spring shock

ab

sorbers.

The

gear

was

attached

at

three points to

the main

spar.

A variety

of

different

engine

in

stallations

were

employed on the

prototype

Tipsy S

and production

S.2s. These

included both the

30

and 33-cubic-inch Aubier-Dunne

two-cycle inverted in-line two-

and

three-cylinder engines of French

manufacture. The former developed

20

hp

at

1600 rpm,

the

latter 27

hp

at 1600 rpm.

The

Belgian Sarolea

Albatros, a 67-cubic-inch opposed

twin developed to attain

30

hp at

GET THE SKILLS

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BY

ROBERT G. LOCK

Repairs, alterations, maintenance,

preventive

maintenance

W

begin

this

issue

with

a

discussion about

main

tenance,

repairs, and al

terations for

the antique

airplane. Let's proceed

from

the

owner's

standpoint and

talk briefly

about preventive

maintenance

. Fed

eral Aviation Regulations

(FAR)

Part

43, Appendix A(c)

describes pre

ventive

maintenance

as that main

tenance

that

can

be

accomplished

by

the

owner, provided it does

not

involve

complex

assembly opera

tions.

We will

cover just

a few; i f

you're interested, consult FAR 43.

First,

the

owner

can

make minor

fabric repairs consisting of

bonding

a fabric patch to small holes. It d o es

not allow patching large

holes

or

doing any

kind

of rib lacing. Also

included is

making

sheet metal re

pairs

to

secondary structures, such

as cowling, fairings, and the like.

I t does not authorize repairs to the

oil; inspect oil

and

fuel screens; re

place, clean, and

gap

spark plugs;

and replace hoses in

fuel

and oil

systems

(excluding hydraulic

sys

tems). Please

note

that this

is only

a

partial listing.

Originally,

these

conversions

were

completed with a

"field approval"

tt:9m-tfle

CAA.

Try

doing

a

com

plete

engine change

without

any type of

tions. An A&P

mechanic cannot

approve major repairs, major altera

tions

and annual inspections.

An

A P

holding an inspection autho

rization (A P-IA) can approve the

above; however, the

only

major al

terations that can

be

approved by

the

A P-IA are

those

listed in

FAA

Advisory Circular

43-13-2A and

some

supplemental

type certificate

(STC) installations. But

this major

alteration issue is good for

another

column

devoted

to

this

one

subject

at a future date.

A simple definition of a major re

pair is a repair

to

the aircraft struc

ture

that

returns

the

airplane to

conformity with

its approved type

certificate (ATC), or

in

rare cases its

Group 2 approval.

Similarly, a major alteration is

something done to the structure

that moves the airplane outside of

its ATC or Group 2 approval.



-

allyapprovedforGradeAcotton

fabric.Again,therearemany more

tolist.But, somemajoralterations

canbeapprovedbyan A P-IA.

Other major alterations can

not

beapprovedby

the

A P-IA.

A

few

ofthesealterationsareengine

and/or prop

changes,changes

in

wheels and brakes, changes in

tailwheelinstallations,

changes

in

fuel

system

(addition or

sub

traction of

fuel tanks), installa

tionof

an

entireelectricalsystem

including battery and charging

system, and

alteration of wing

and/or

controlsurfaceshape.

So

what happens (with the

FAA) when

apersonbuysan air

planethat

had been

converted

to a crop

duster/sprayer

and

wants to

return it

to

stock

configuration? That's

always

a good

one

to analyze. The

A P-IA canremove

the

modi

fications

to the structure

and

-

replace

components

originally

used in

the airplane-and can

re

turn

ittoservice.

However, when all work has

been completed,

the

FAA

must do

aconformity inspection to deter

mine

if

the

airplaneconforms

to

its

originaltypecertificate,

and

issuea

newstandardairworthinesscertifi

cate.Theoldairworthinesscertifi

catewas

in

the restrictedcategory,

and

it is no longervalid.Thepoint

hereis that the

mechanic

is modi

fyingan existingstructureback

to

standard,not the opposite.

Thusfar, in my careerasan air

craft

mechanic,

I'vebeen

through

DEPARTMENTOF COMMER

CE

AERONAUl ICS BRANCH

AERONAuncs

-

UI lEnN No A

-

IRWORTHINESS

R Q

UIREMENT

S

OF

IR CO

MM

E

R E

RE

GU

LA

TIO

NS

-

.'

Figure

cult

to

obtain.Drawingsareneeded

when

the

owner

findsitnecessary

to

replaceaprimarystructuralcom

ponent,

such

as

wings, controlsur

faces, fuselage,

landing

gear, etc.

How were

drawings originally

submittedtothe AeronauticsBranch

of

the

u.S .Department of Com

merce,orlaterthe CivilAeronautics

Administration (CAA)? Theanswer

lies in AeronauticsBulletinNo. 7-A

datedJuly1929. (See figure1.)

Within the C Ns bulletin,Para

graph

4-PROCEDUREreads: The

ther hard copyor microfiche,

1 whilesomearestill

in

storage.

Andmany drawingswerede

stroyed.Suchwas

the

casefor

the

Command-Aire.

Where

were(are)

the

draw

ings stored?

Originally they

were stored

in

Washington,

I D.C.,

in

the

department's

files.

As the

drawing

files grewand

more

aircraftreceived

the

cov

eted approved type

certificate,

the

drawingfileswererelocated

to the

oldtorpedofactorybuild

ing

at

Alexandria,

Virginia. As

the

filescontinued

to

grow, the

newlyformed

FAA

relocatedthe

drawings

to the district

office

(DO)nearest

to

where

the

airplane

was

manufactured. Some

draw

ingswerelostduringtransfer,

and

some

were

destroyed at

the

DO.

Butmany drawingsarestillstored

,atthe FederalRecordsStorageCen

ter in Suitland, Maryland.

I

have

perusedboxes

and

boxesoforiginal

blueprint

drawingsstoredtherefor

years! It'sabsolutelyamazing

what

is there.Butno one knowsexactly

what

is

in

eachof

the

boxes.Ihave

a

brief

transcript of

what

Isaw

in

1982,but it'sadrop in the bucket

of

what

is

actually there.

Perhaps

this could

be another

column in

the future.

Sodrawings areamost impor

tant

item

when itcomes

to

repair

ing a

structure

or fabricatingnew.

What i f you want to make anew

wing structure and there are no

draWingsavailable?Aha!Thewall

hasbeensetand itis almostimpos



what

type of heat-treatment did it

receive? The same is true with steel

tube structures. Was it originally

SAE

1020, SAE 1025, or

SAE

4130?

What type

of filler rod was origi

nally used? Was

the

structure

not

heat-treated, or if heat-treatment

was used, what specifications were

followed and

what was

the final

tensile strength of the material?

My

point here again is that draw

ings are most valuable

when

repro

ducing parts. Without them it can

be very difficult. And these needed

drawings are sometimes impossible

to obtain or have been destroyed. If

the drawings are not available and

the owner needs to fabricate a pri

mary

structural

part

for his or

her

own airplane, then my question is,

where is the middle ground? And

how can

we keep this airplane air

worthy?

FAR

Part 21.303(a) allows

the owner to reproduce parts for his

or her own aircraft, bu t not to sell

an

exact duplicate

to

others . Still,

the owner

is responsible for over

seeing the construction

of

such

parts to make sure they conform to

original specifications.

Alterations are often necessary to

make an aircraft safe; one doesn t

want to

build problems that

came

with the airplane in

1929

back

into a restoration completed today.

What are some common alterations

that

one

finds

when dealing with

older aircraft? The first

that

jumps

out at me is an engine change. Say

from

an OX-5

or

Wright J-5

to

a

Continental W-670 or

Lycoming

R-680, as is commonly found in

prevailed and have a one-time

STC

substantiating evidence that the in

approval

for NC997E only. I can

stallation

might

be field

approved

not do another installation,

but

I

again. The use of previously ap

can use my original Form 337 as

proved Form 337s can be another

Albert Vollmecke, chief engineer and

designer for Command-Aire, and your

humble author search for Albert s draw

ings

in

the Federal Records Storage Cen

ter. These boxes contain the first copy of

the original

ATC

drawings.

No

Command

Aire drawings were found, but other im

portant data did turn up .

Where re the

Young

ABcPs

I'd like to briefly discuss the cert ification

of

Airframe & Powerplant

me

chanics and why there is a shortage of qualified people. When I began in

structing in the A P program at Reedley College in 967 , the local

FAA

mandated that

we

teach students how to make a five-tuck woven-cable

splice, splice a

wood

wing spar, and weld a cluster out of steel tubing. Their

reasoning was that many modified Stearman agricultural aircraft were lo

cated in the valley

and

that all mechanics should have these skills.

Eventu-

ally these skills became

even

more outdated and were dropped in the level

of

importance.

Skill levels are determined

by

the

FAA

and appear in FAR Part 147. There

are now

44

subject areas to which all students for the A P certificate must

be

exposed, and there are three levels of exposure. Level 1 means to

be

lectured, look at pictures, and maybe touch the item. Level 2 means to have

some knowledge that can be repeated. And Level 3 means that an exten

sive knowledge of the subject must

be

taught.

Wood,

fabric coveri

ng

, gas

welding, the radial engine , and many other subjects that relate directly to

older aircraft are

now

relegated to the bottom

of

the knowledge rung,

Level

1. Therefore, most entry-level mechanics with little experience do not

have

the skills necessary to inspect, maintain, and repair older aircraft. Owners

either have an experienced mechanic/inspector who supervises their work

and

signs off on such work in logbooks, or they have an expe rienced person

who

actually can do the work. These experienced wood, fabric , steel-tube



topic for the column

at

a future

and if

the

problem involves a mag

never seen a tail wheel like this, so I

date. Perhaps

when the

waters are

neto, he knows how

to time

it

to

said,

You

jack up the tail, I'll disas

a little less muddy. There are many

the

engine. [Since this column was

semble the wheel, you

fix

the tube,

changes occurring

within

the FAA

published in the T R newsletter in

and I'll reassemble the wheel and re-

at

this

time, and

field

approvals

2002, Rob has earned his Airframe

install it." I did most of the work; it

happen to be one.

So

we'll just have

and

Powerplant certificate

and now

cost about $45

as

I recall, but he

was

to wait and see what happens.

has

the

authority of returning to

happy and I was

on

my

way.

Supplemental

type certificates

service maintenance and minor re

Constant

maintenance by a me

are just

what the

term indicates, a

pairs to his aircraft.] It's kind of like

chanic, coupled with

preventive

major alteration of the original type

when

I ferried his Fairchild PT-26

maintenance by the owner, will

certificate. Obtaining

an

STC from

from Kentucky to California; the tail

keep our

old

airplanes airworthy.

the FAA takes time, money, and the

wheel went flat out on

the

plains

Let's fix

them

before they break

. .

.

know-how to get it through the sys-

of Nebraska. The young A&P

had

and be safe

tem.

~ h n

I was

working

on

my

one-time STC

for

the

Command

Aire, there were FAA folks who did

not have a clue about

the

existence

of a

Command-Airel They knew

what

a

McDonnell-Douglas

DC

10 was

or

a Boeing 727. In

other

words,

these engineers primarily

were assigned major modifications

to very large transport category air

craft. That 's

part of the

problem

I finally

had to hire

a deSignated

airworthiness representative (DAR)

~ h c l p g ~ i l i e ~ ~ ~ i ~ t i O n O f f ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~

ead-center.

All

I

can

say is

that

it

was a nightmare But

I,

with

the

help

of

my

DAR,

finally prevailed,

and

the Command

-

Aire

was certificated

in the Standard category

(NC)

in

1989. It has been flying ever since.

Lastly, I'd like to say a few words

about maintenance. I know I am

preaching to the choir, but con

tinual maintenance will keep the

older airplane in airworthy condi

tion. Many owners are not certifi

cated mechanics, but it is extremely

It's

called

rejuvenado

t

and itworks great with re l

important to be able to diagnose a

dope

finishes. Spray our rejuvenator

over

aged dope;

problem or be able to thoroughly

got

th

idea from Ponce



Many pilots have

gone

to their favorite 100

hamburger site

enough times

that

going

again

and looking

at the same

scenery

would

be boring. Irven

Palmer shares

with

us a unique

off

airport

excurSIon.

Where else would

you

go?



John

F

Fred)

Huppertz

Snellville GA

• ly six to

eight

missions per year

for

Angel li

ght Southeast

• Member of

EAA

690

at

Gw i

nnett

Airport lyYoung Eagles

•

Own

a 1964

BE 35S

Bonanza

• Career offi

cer

in the

U S

Air

Force:

1953 to

1978

•

Flight

instructor: 1978 to 1985

/II

have had my Bonanza insured with

U

since

March

2001 .

They have provided me excellent policy service during that time.

They have always responded promptly and positively to every

request. I would happily recommend them to any aircraft owner

who

seeks

the best rate and good service./I

- Fred

Huppertz

TTENDEES



We

pilots know that the govern

ment's Airport/Facility Directory

re

gional manuals list all sorts of airports

from Class B major hub airports

to

little dirt strips way out in the boon

docks. The

Northwest

U S directory,

covering the area where I live in Wash

ington

state, lists

one unique

land

ing area that is situated 54 nautical

miles west of where I keep my Cessna

tied down at the

Olympia Airport. It

is named Copalis State. Runway 14

32

is

4,500 feet long and 150-plus feet

wide. It's actually the ocean

beach

sand Razor clams love sand.

Tlte LOClitiOH

The Seattle Sectional

Chart

shows

the Copalis State

beach

sand air

strip

to

be 12 nautical miles

north

of the

entrance

to

Grays

Harbor

at

N47

07.45',

W124 11.08' ,

with

GPS

coordinates of S16.

It is

about a

two-hour drive west from Washing

SUmI

fSS

(SEA)

TF 1-800-WX-BRIEF

. NOTAM ALE SEA.

.

.

. .

.

. . . . .

.

. .

.

• • • •

IlEUPM .

: H40X40

(CONC)

COP LIS ST TE (S16) 2

NW '

UTC-8(-7DT)

N47 o7.49' W124 11.08·

1

.14-42: 4 IOOX1 50 (SAND)

. 140

Rock.

Rat

fe.

__

. d

AIM IIT

--=

Unattended. Vehicles.

pedellrlan.

8IId animal. on . . . In ¥IcInIty 01,. .

lIIter

IWJ en th

.

Streem

CfOIaina

1500'

from the end 01 Rwy 14. CtI: W-'"n&\OII ANIIon

360-651-6300

or

1-8OG-552-0e86 for

11ICI111)I11IfonMIlon

prior

10

11M

Rwy

'-'-l1li w

weld

for

debris; land on demp a.1d;

city a.1d IS

exllemeiy

10ft.

~ m F

sunu

fSS

(SEA)

TF

l-8OG-WX-BRIEF. NOTAM ALE

SEA.

Copalis State beach location displayed on

the

Seattle Sectional Chart

and the description of the sand airstrip in the U.S. government's

ir-

port Facility

Directory

for

the

Northwest United States.

the fogged-in Chehalis River Valley

toward

the

ocean.

Bucking a little

head

wind,

I arrived in

the Ocean

Shores area

in about

an hour. I flew

north

along

the

beach

and noted

that, sure enough,

the

tide was way

out, and I saw several

automobiles

and four-wheelers down there with a

few folks digging clams.

Arriving over the

Copalis

State

sandy beach

and

airport, I made sev

eral low passes looking for any ob

structions, logs, debris, posts, ropes,

deep ripples in the sand, or soft spots

usually

indicated

by

a

darker

wet

appearing surface. The

sand

looked

smooth

and

hard. From

years

of

landing

on

beaches

and

gravel bars

in Alaska I know

that

the

safest place

to land

is on

the

damp

sand. Not

re-

ally wet

sand-that

can be slurpy or

1/quick -or

dry powdery

sand-that

is

a recipe for getting really mired or

stuck. The

damp

sand

is

just above

the

obvious wet

sand

on an

outgo

rolled the airplane onto those veneer

panels to stop

any

sinking. Another

procedure I learned from flying in the

Alaskan bush for more

than

35 years.

TlteDlgglHg

Next I got

out the hip

boots,

clam

shovel,

and

pail

and

walked

down the beach toward the ocean.

It

was a beautiful sunny morning,

and the beach

had only

a few folks

nearby.

It

was just

Charlie

and

me

and

all

those waiting

clams, Soon

I saw

the

telltale dimples

that

razor

clams make

as the

water recedes.

The Washington state 2007 sport

fishing rules state

that the

limit

is 15

razor clams. In just

about

30

min

utes of searching

and

digging I

had

15 clams

in my

bucket. I washed

the

sand off

them in

a pool of seawater

and

headed back to

the

plane.



My wife,

Marie, cleaned the clams,

and I weighed them. The clean meat

weighed 2.1 pounds. The next day I

refueled the airplane, noting

that

it

took 16.1 gallons of 100 low-lead av

gas. The price that summer was 5.53

a gallon plus tax, for a total of 89.

So

that was comparative to the cost

of one of those special nights out for

dinner with your spouse or special

friend I mentioned earlier. And when

cooked, those razor clams were deli

cious, not to mention the excitement

of my shoreline airport experience.

For

the

record, 2.1

pounds

of ra

zor clams figures

out to

be 42.38

per pound when compared to the

price of avgas it took to get them.

Iflf0Jl

( 0

The wide expanse of ocean often

brings

windy conditions,

so dress

accordingly by taking a windbreaker

that

can

be removed. Take along

some hip boots because you will find

yourself down on your knees digging

land

and

take off there. Parking on

wet, slurpy sand could be a problem

with

planes

equipped with

wheel

pants if the tires settle a little into

the sand. After landing

and

com-

ing to a stop, get

out

and watch the

tires for a while

to

ensure

the

sand

is

hard-packed.

Tile PlJclflc 1 lJzor

C/IJIII

iliqua

p tui

is

a bivalve mollusk

and can be found from California to

Alaska, anywhere

the

ocean beach

is

sandy. The razor clam conceals its

briny excellent meat in an olive brown

shell with a varnish-like glossy outer

surface. The long, narrow shell can

ex-

ceed 6 inches in length, and the edges

of the shell are razor sharp

if broken-

hence the name. Some people say the

name comes from the shape of the

shell, which resembles the handle of

an old straight razor. The shell's inte

rior is white or purplish.

re

aded

Clams

n

a

an

Brown three cloves of garliC in but

ter

in

a heavy

pan

with a lid. Bread

clams

in

a batter

and

brown in an

other

pan

. Remove garliC from but

ter and place brown clams in garlic

butter. Cover and cook a

few

minutes

until tender.

C

lamburg

ers or

atti

es

1 cup drained razor clams

1 egg

1/3 cup chopped celery

1/3 cup chopped onion

Blend in blender until well mixed.

Flatten into patties or burger.

Using

a large spoon, drop them into a pan

of

hot

butter.

Fry

a couple of minutes

and serve plain or

on

a bun.

So, all

you taildragger owners,

even if it has come down a bit in re-

cent months, I know the price of

av-

gas has gone through the roof, and

while it has come down a bit, you

and I know that just the hint of

some international crisis can cause it



An outstanding restoration is

headed

to

new owner

in Arizona

D

olph Overton s interest

in

aviat ion began

when

he was a young

boy in South

Carolina.

He soloed the ubiquitous Piper

Y

SP RKY B RNES S RGENT

encompassed more

than

90 vintage

aircraft

and an

enormous collection

of aviation

documents and books.

Those materials are

now

housed in

the

Carolinas

Aviation

Museum s

and

efficiency of

air

transport.

A

1927

Ford Motor Company ad

featuring

the

Tri-Motor (which

appeared

in

The aturday vening

Post ,

eloquently proclaimed: "Now



there are

only

four Ford

4 AT E

Tri

Motors on the

FAA

Registry, along

with eight

other Ford

Tri -Motor

models . Only

half of

the exist ing

Ford Tri-Motors are

tho

ugh t to be

The meticulously restored interior of the ord features lightweight

plywood paneling with inlaid decorations and seating th t recalls the

days when everyone got a window seat



Ford 4-AT-E

Tri

-Motor

NC96 2

, serial number 55 , now completely restored in the markings of Transcontinental

Ai r Transport TAT) , the predecessor to Trans World Airlines. Purchased by noted aviation collector Dolph

Overton in 969 and part of his Wings and Wheels collection in North Carolina, the Ford s recent restoration

was supervised by Bob Wood s of Woods Aviation in Greensboro, North Carolina, with the massive wings

restored by Maurice Hovious of Hov-Aire, an expert Ford Tri-Motor restorer of near Kalamazoo, Michigan.

Tri-Motor

was

painted

with

the

Transcontinental

Air

Transport

(TAT)

Inc. logo

in recognition of

TAT s

first air-rail

passenger

route

across

the nation in

1929. NC9612

then went on to

fulfill other roles

as

an

agricultural sprayer

in

Idaho

and an air tanker to fight forest

fires. In October 1957 it was sold

to

Johnson

Flying Service in Missoula

Montana

where

i t

continued

its

firefighting

role

by transporting



continued from page 4

AirVenture.orgjride

shar

e), sign up, and discover the most eco

nomical way to the World's Greatest Aviation Celebration.

Need a Place

to

Stay?

While you're online, secure your Oshkosh accommo

dations via the AirVenture website www.AirVenture .org/

planningj

where

_

to

_stay.htmf . There are links to all avail

able lodging options, including on-site camping. I f you

prefer private housing, call

the

Oshkosh Convention

&

Visitors Bureau's

EAA

Housing Hotline at 920-235-3007.

GA

Organizations

Ask

TSA

for

Rulemaking

Committee

Faced with the imposition of the potentially disastrous

Large Aircraft Security Program,

the leading

general

aviation organizations requested

in

February that

the

Transportation Security Administration

(TSA)

establish a

rulemaking committee to allow public and private stake

holders to work toward a more workable solution.

In a letter signed by organization presidents Tom Po

berezny,

EAA;

Craig Fuller, AOPA;

Ed

Bolen, NBAA;

and

Pete Bunce,

GAMA

, they assert

that

"creation

of

a dedi

cated work group would allow industry

and

the

TSA to

work together on requirements that would simultane

ously

enhance

security

and

facilitate GA operations"

and "provide a secure forum for stakeholder informa

tion sharing

and the

development of sensible

and

im

plementable measures."

For the latest developments on

the LASP

issue, visit

www

.

EAA.or

g.

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BY

H

G

FRAUTSCHY

THIS MONTH S MYSTERY PLANE COMES TO US FROM A COLLECTION OF PHOTOS FROM

THE L TE GEORGE ISHKANIAN OF HELlOPOLlS, EGYPT. GEORGE AND HIS FAMILY

DONATED A COLLECTION OF PERSONAL PHOTOS TO THE

E

ARCHIVES.

Send

your answer to

EAA

Vintage Airplane

P.O. Box

3086,

Oshkosh,

WI 54903-

3086. Your an swer needs

to

be in

no

lat

er than

April 15

for inclusion in the June 2009

issue of

Vintage Airplane .

You

can also send your re

spon

se

via e-mail. Send your

answer to

mysteryplane@eaa

.

org. Be sure to include your

name plus your city and state

in the body of your note and

pu (Month) Mystery Plane

in

t

he

sub ject line.

DECEMBER'S

MYSTERY

ANSWER

Here's an answer to the December Mystery Plane

from our friend Bob Taylor, the president of the An

tique Airplane Association in Ottumwa, Iowa.

In the December issue of Vintage AirpLane the

neat little

machine

is one of several aircraft built by

Kenneth Montee of the

famous

Montee

family

of

Santa Monica, California. He built several airplanes,

two that flew in the On-To-New York Race. We have

read

that

this was either in 1925 or 1926, and Ken

Montee

won

first place

with the

aircraft

pictured

in

Vintage Airplane plus second place also being won by

his small OX-5-powered biplane flown

by

E.L. Reslin.

Reslin was also invo lved

in

building the monoplane

that was powered

with

a Curtiss K 6 engine.

pany

being

the

major

activity on the

field

with

Power

Curtiss

OX 5 90 hp



Douglas B-18s in

production and

delivery.

We have found that

the

early 1920s are a source

of much still-untold aviation h istory

with numer

ous mystery airplanes being built utilizing

the OX S

engine.

Robert

L.

Taylor

President, AAA

Ottumwa, Iowa

According to the

1926

edition ofJane's All the

World's Aircraft,

the

r ce

that was won was the 1925

edition held in conjunction with the

1925

Air Races.

The

1927

edition

o

the book states that Kenneth Mon

tee died after contracting a fever during a December

1926 aerial mapping flight.-HGF)

And a letter from

Wes

Smith:

The December 2008 Mystery Plane is the 1922

Sport or Racer

monoplane

constructed by Mr. Ken

neth Montee.

Mentioned in The Ace: The Aviation Magazine o

the West

(September 1922,

pp

12-13, IS),

the

aircraft

was

built

by

Kenneth

Montee. Interestingly,

the

cap

tion

of

the photos which

appears

on

pp

12-13 states:

'Ken Montee,

and

his

sport

monoplane taking

off

in

the

street in front of

the

Beverly Hills

Hotel.

Ken

neth

Monte

designer,

builder and pilot

of

the ship

.'

Span

20 feet

Length

14 feet

Chord

5 feet

Total wing area

89 square feet

Area of ailerons

10.5

square feet each

Area of elevator

10.5 square feet

Area of rudder

6 square feet

Weight light

675 pounds

Weight loaded

975 pounds

Useful load

275 pounds

Loading pounds per square foot

11.6

Loading pounds per horsepower

10.5

Angle of incidence

0.0

little

machine

are listed in

the

table above.

In unofficial trials this little

machine

is said

to

have

obtained

a

maximum

speed of

around

140 miles

per

hour with

a

landing

speed

of

55 miles

per

hour

and

a climb of

around

500 feet per

minute.

It

is

unfortunate that

I

can

find

no other

details

Like many old

photos,

the monoplane

is

shown tak-

ing

off,

and there

is

an

inset

photo

of Ken

Montee in

the upper

left

corner

of

the main photo.

Perhaps it

is

best

to

let

the contemporary

descrip

tion of

the monoplane that

appeared

in The Ace

speak

for

the

record (Shogran, Ivar

L The Ace. September

1922. Technical

Comment,

pIS):

The

accompanying cut is one

of

the

latest South

ern

California

productions.

This little

racing

mono

plane

was designed

and built by Kenneth Montee,

a

well

known

pilot

in

this locality,

and

is

probably

one

of

the

smallest of its kind ever built.

The wing

is built

up

with

the conventional box

spars

and plywood

ribs, but differs from

most

semi

braced

monoplane wings in that it

is

in

one piece,

Your One STOP

Quality

Shop

• eronca

•

ir

Tractor

• yres

• Beechcraft

• Boeing

• Canadair

• Cessna

• Culver

• Dehavilland

about this

attractive

,

interesting,

ors are not we

ll

documented, which



and diminutive monoplane . Nev

ertheless, there is something of a

res

emblance

to

the earlier

Lo en

in g M-8-0 (yes, this is the correct

de

signation according

to con-

temporary

records

monoplane

of First World War

vintage

, or

the slightly newer PW-2 (pursuit,

water-c

ool

ed

, two

built

in

1921.

(

Th

ere was also a PW-2A,

four

of

which were built in 1922, and one

PW-2B, which was allegedly

con-

vert

ed

from

one

of

the

PW-2As).

The shape of the PW-2 vertical rud

der and the airplane 's overall con

figura

tion

is very much like that of

th e 1922 Montee Sport .

is a pi ty. One can only imagine an

aircraft taking off from the streets of

Beverly Hills in

the

early 1920s. The

ce only ran from about 1919-1925.

One of my favorite photos from this

magazine (Volume

3,

number

2,

No

vember 1921) shows a German shep

herd, front paws astride the cockpit

of a

biplane,

and wearing an

Iron

Cross attached to his collar

l Ken W. Montee also modified

a IN-4 (Canada)

around

1927. He

used a Fokker C.lV wing a

nd

a Cur

ti ss C-6 engine. A photo appears

on

p 232

of Canadian A ircraft Since

1909

Wesley R. Smith

"

Monte

e's aeronautical end eav-

Springfield, Illinois

TAiLWt l66LS

M

Calendar of viation

[vents

Is No

w

Online

EM s on line Calendar

of Eve

ns is

he

go to '

spot

on

the

Web

to i

st

and find

av

ation events

in

your

area .

The

use r·friendly

searchable for

mat

makes

it

the perfect

web based

too

l

for

planning

your local trips to afly·in .

In

EM's online Ca lendar

of

Ev

ents

,

you

can

search for

events

at any given

ti

mew

th

in acer

ta

in

r

adius of an

yairport by

enter

ing the

dentifi

erora

ZIP ode ,

and you can

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urthe

r

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evens you 'd

i

ke

to a

t

end.

We

invite you to access theEM onl ine Calendar

of

Events

at http: www

eaa o

rglcalendar

Upcoming Major Fly Ins

Aero Fr

iedrichshafen

Messe Friedrichshafen, Friedrichshafen, Germany

April 2-5,

2009

www.Aero Friedrichshafen.comlhtml/en

Sun

n

Fun

Fly In

Lakeland

Under Regional

Airport

(LAL),

Lakeland,

FL

April 21-26,

2009

www.Sun N Fun.org

Virginia

Regional Festival of Flight

Suffolk

Executive

Airport (SFQ),

Suffolk,

VA

May 30-31 , 2009

www.VirginiaFly ln.org

Golden West Regional Fly In

Yuba

County Airport (Myv),

Marysville, CA

June

12-14,

2009

wwwGoldenWestFlyIn.org

Arlington Fly-

In

Ar lington Municipal Airport (AWO),

Arlington, WA

July 8- 12, 2009

www.NWEAA.org

EAA AirVenture Oshkosh

Wittman Regional Airport (OSH), Oshkosh,

WI

July 27

-August

2,

2009

www.AiNenture.org

Colorado Sport International Air

Show

and

Rocky Mountain Regional Fly In

Rocky

Mountain

Metropolitan Airport

(BJC), Denver, CO

August

22-23,

2009

to ClJ. e 1929

1949

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Someth ing

to

buy,

se l 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 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. Payment must

accompany order.

Word

ads may be sent via

fax 920-426-6845) or e-mail

c/assads@

eaa.org using credit card payment (ali 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 EAA

Publications Classified Ad Manager,

P.O

. Box

3086, Oshkosh, WI 54903-3086.

MISCELLANEOUS

Flying wires available. 1994 pricing. Visit

www.flyingwires.com

or call 800

517-9278.

PLANS/KITS

Kinner parts list for the R-5-1,

R5

Series 2

R-53

and

R-55 - $75.00. Instructions for

operation and

maintenance of the Kinner

R-52 or R-5 series 2 R-55 and R-53 -

$55.00. Service instructions for 8endix

Aircraft Magnetos types 58 and 584,

5

and 6 cylinder series - $55.00. $7.00

postage

each

manual.

SERVICES

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BU Y Y OU R W A R B ON DS A T TH IS C I N EMA. [email protected] Ai r c r a f t Co a t i n g

VINTAGE

e m b e r s h i ~

Services

Directory



AIRCRAFT

ASSOCIATION

OFFICERS

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

cllie{[email protected]

gdullbllerCd eaa.org

Secretary

Treasurer

Steve Nesse Charles W. Harris

2009

Highland Ave. 7115 East 46th Sl.

Albert Lea, MN 56007

Tulsa,

OK 74147

507-373-1674

918-622-8400

[email protected]

DIRECTORS

Steve Bender

85 Brush Hill Road

Sherborn, MA

01770

508-653-7557

ss O@cu mmst.flet

David Benn e

tt

375 Klld

eer

Ct

Lincoln,

CA 95648

916-645-8370

a tiqller

@nreach.coltl

John

Berendt

7645

Ec

ho Point Rd.

Cannon FaJis,

MN 55009

507·263-2414

fchld@bev omm.llet

Jerry Brown

4605 Hickory Wood Row

Greenwood,

IN46143

317

-422-9366

[email protected]

Dave Clark

635 V

esta

l Lane

Plainfield,

IN46168

317-839-4500

[email protected]

John S. Copeland

IA Deacon Street

Northborough,

MA 01532

508-393·4775

copeland @j IlIlO, (O I11

Phil Coulson

28415 Sprin

gbrook

Dr.

Lawton, MI 49065

269-624-6490

r

eO

Ii/SOII5

J

[email protected]

Dale

A.

Gustafson

7724 Shady Hills Dr.

Indianapolis, IN

46278

317 -293 ·4430

[email protected]

Jeannie

Hill

P.O. Box 328

Harvard, II.

60033-0328

815-943-7205

Espie

"Butch" Joyce

704

N. R

eg

ional Rd.

Greensboro,

NC

27409

336-668-3650

wil1dsoc k@ao i.colfl

Dan Knutson

106 Tena Marie Circle

Lodi,

WI 53555

608-592-7224

/odimb

1 .

harter.net

Steve Krog

1002 Heather Ln.

Hartford,

WI 53027

262-966-7627

[email protected]

Robert D. "Bob" Lumley

1265 South 124th St.

Brookfield, WI 53005

262-782-2633

[email protected]

ll1

S.H. "Wes"

Schmid

2359 Lefeber Avenue

Wauwa

tosa, WI 532 13

414-771-1545

sflschmid@g

mai/.

eom

DIRECTORS

EMERITUS

Robert C. Braue r E.E. "Buck"

Hilbert

9345

S.

Hoyne

8\02 Leech Rd.

Chicago,

IL

60643

Union, IL 60180

805-782-9713 815-923-4591

photopi/ot@ao/.cOln

[email protected]

ENJOY THE MANY BENEFITS OF EAA AND

EAA's

VINTAGE AIRCRAFT ASSOCIATION

AA Aviation Center, PO Box 3086, Oshkosh

WI 54903-3086

Phone

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

Web Sites: www.vintageaircra/t.org, www.airvent!lre.org,

www.eaa.org/memberbene(its

E-Mail: vintageairaa([email protected]

EAA and Div

ision

Membership Services

(8:00

AM-7:00 PM

Monday-Friday

CST)

80()'564·6322

F X 92().426-4873

www.eaa.orgjmemberbenefits

[email protected]

•

New/renew

memberships

•

Address changes

•

Merchandise

sales 'G

ift

memberships

[email protected]£

ww.airventure.org

88-3224636

M AirVenture Oshkosh

877-359-1232

www.sportpilot.org

[email protected]£

port

Pilot/Light-Sport Aircraft

Hotline

Programs and

Activities

Auto Fuel STCs

[email protected]

2().426-4843

[email protected]

2().426-B570

ducation

/

Aeroscholars

[email protected]

EM Air Academy 92().426-B880 www.airacademY.or£

[email protected]

2()'426-B823

EM

Scholarships

[email protected]

2().426-B801 www.eaa.orJljnafi

ight Instructor information

[email protected]

Benefits

AUA Vintage

Insurance

Plan

92()'426-4848

ibrary Services

/Research

80()'727-3823 www.auaonline.com

www.eaa.orfi/memberbenefits [email protected]

M Aircraft Insurance

Plan

866-6474322

80().853-5576

ext. 8884

EM Hertz Rent-A·Car Program

EM VISA

Card

[email protected]

0().654-2200

www.eaa.org/hertz

[email protected]

M Enterprise Rent·A-Car

Program

877421-3722 www.eaa.orgjenterprise

92().426-4825 www.vintageaircraft.org [email protected]

ditorial

F X 92().426-B579 [email protected]

M Office

EAA

Members Information Une

888-EAA-INFO

(322-4636)

Use this

toll-free

number for: information about

AirVenture Oshkosh

;

aeromedical

and technical aviation

questions;

chapters; and Young Eagles. Please have your membership

number

ready when calling.

Office hours

are

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

MEMBERSHIP INFORMATION

EAA

Membership in the Experimental Aircraft

Association, Inc.

is $40

for

one

year,

inelud

ing 12 issues

of SPORT AVIATION.

Family

membership is

an

additional

$10 annually.

Junior Membership (under 19

years

of

age)

i5 available at $23 annually. All major

credit

cards accepted for membership.

Add $16 for

Foreign Postage.)

EAA SPORT PILOT

Current

EAA

members may add EAA

SPORT PILOT

magazine

for

an

additional

$20 per year.

EAA

Membership and EAA

SPORT

PILOT

magazine

is

available for $40 per

year

SPO

RT AVIATION

magaZine

not

in -

eluded). Add $16

for Foreign Postage.)

lAC

Current

EAA members may join the

International

Aerobatic Club, In c

.

Divi

sion and receive SPORT AEROBATICS

magaZine for an

additional $45 per year.

EAA

Membership,

SPORT

AEROBAT-

ICS magazine and one year

membership

in the lAC Division

is

available for $55

per year SPORT AVIATION

magazine

o t

included).

Add $18 for Foreign

Postage.)

WARBIRDS

Current EAA

members

may join the

EAA

Warbirds of America Division

and receive

WARBIRDS magazine

for

an additional $45

per year.

EAA Membership, WARBIRDS

maga

zine and one

year

membership

in

the

mailto:cllie%[email protected]

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