Vintage Airplane - Oct 2009

8/20/2019 Vintage Airplane - Oct 2009

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G OFF

RO ISON

PRES ID ENT VINTAGE AIRCRAFT ASSOCIATION

Where

did my

summer

go?

F

ll has arrived in

the

Midwest,

and

our

summer

has slipped

away from us.

Where

did it

go? t seems as though it was

only a few short weeks ago I

was all excited

about what

I

thought

would be a spring

and summer

full of

travel, new

opportunities,

and

more

aviation in my life. Then, the blunt

ness of my "real" life and its responsi

bilities ran me over like a truck

For

an abundance

of reasons, I

don t ever get everything on my

bucket list crossed off during each sea

son of flying. How about you? Even

after

what

I believe to be careful plan

ning and

a real

attempt

to engage my

self in the activities or

events

I plan

to

attend,

I

always

seem to come

up short. Oh

well,

2010 may prove

to be a new beginning for my avia

tion

dreams. This

is

not to

say

that

I

had a lousy summer-I did finally get

that ever-elusive P-S1

Mustang ride

I always promised

to

treat myself to.

Thanks, Jimmy, it was a real hoot

So

far this year, I

spent about

five

cently shocked and deeply saddened

to hear

of

the loss

of my

contem

porary

from the In ternational Aero

batic

Club (lAC). Vicki Cruse was a

good

friend

and a strong leader for

the

lAC. She was

an

extremely effec

tive president of

the

l

AC, and

her loss

will affect

not

on ly

the

aerobatic

com

munity,

but

also EAA and all of its

divisions. She was a

wonderful

lady

and

an

awesome competitor, and

my heart

goes out

to

her many close

friends

and

family members

who

will

certainly miss her. Most

of

all, I wi ll

miss her wonderful smile.

Your Vintage Aircraft Association

board o f directors will be meeting

again in Oshkosh in mid-October.

We

are already deep

into the

planning of

EAA

AjrVenture Oshkosh 2010. In

the

aftermath of a wildly successful 2009

event, we are working

hard to

make

the 2010 event the best yet. Be as

sured we

ha

ve already received com

mitments

to host a

number

of special

arrivals

next

year. It's going to be an

other great one Along

with

the suc

With regard to

our

finances, your

Vintage Aircraft Association is cur

rently on firm ground.

Like

everyone,

we are experiencing increasing

op

erational costs, and we are

reacting

to these relatively new challenges.

During the

2009

convention, the

volunteer

leadership created

a

new

sub-committee that has launched a

renewed effort to improve

our

finan

cial outlook to better manage

these

increases as

they

develop. I

am

happy

to report that excellent progress has

alr

eady been made to develop new

income streams in the area of non

dues revenue. Like

most

associations,

dues typically make up only a small

percentage of

the

revenue needed

to

operate.

This development

com

mittee is working

primarily

on con

cepts that will attract new members

as well as develop new

member

ben

efits to strengthen

our

renewal rates. I

will keep you posted on our progress

throughout

the current fiscal year.

As

always, please do us all

the

fa

vor

of

inviting

a

friend to join

the



OCT 0 B -E R

VOL.

37, No. 10

2009

ONT

T

I

Fe

Straight &

Le

vel

Where did

my summer

go?

by Geoff Robison

2

News

4 AeroMail

6 Sparky's Notebook: Hello, Oshkosh!

Some of the high

li

ghts of the VAA area during EAA

AirVenture Oshkosh 2009

by Sparky Barnes Sargent

8

My Favorite Ride

A great treat, neighbor to neighbor

by Lorraine Morris

2

Light P

lan

e Heritage

Dwight Hun

tington

and the

H l Lig

htplane

by Jack McRae

24

Stearman Flight

The inaugural EA.s.T. certified

Stearman Formation Clinic flies over St.

Lo

uis

by Don Parsons

28 The Vi

nta

ge Mechanic

ST FF

Materials & Processes, Part I

EAA Publisher Tom Poberezny

by Robert G. Lock

Director of

EAA

Publications

Mary

Jones

Executive Director/Editor

H,G . Frautschy

32

T

he

Vintage Instructor

Production/Special

Project

Kathleen W itman

Risk management

Photography Jim Koepnick

by Doug Stewart

Bonnie

Kratz

Advertising Coordinator Sue Anderson

Classified

Ad

Coordinator Lesley Poberezny

by H.G. Frautschy

34

Mystery Plane

Copy

Editor

Colleen

Walsh



Preserving th Vintage Fleet

Vintage ER application process

checklist

now

available

Interested in becoming ap

pOinted

as a vintage designated

engineering

represen

ta

ti ve

(VDER)

to

help with the

unique

challenge

of preserving

the

vin

tage fleet? A new checklist cre

ated by EAA and the

FAA

will help

with

the application process,

and

it's now available through

the Vintage Aircraft Association

(VAA) website at www Vintage

Aircraft.org. Since the

VDER

des

ignation

was

announced

by

the

FAA during this year's EAA AirVen

ture Oshkosh, a number

of

mem

bers have expressed a desire to ap

ply for appointment as a VDER.

Some of

those members have

asked

what the next

step

is in

the

process to become a VDER;

the

checklist

outlines the

pro

cess, and all of it is overseen by

the FAA. The most important as

pect

of the

application

process

is to read FAA Order 8IOO.8C.

lt's rather dry, but

the

applica

tion process is actually

contained

in that document (see Chapter

4). Also, as

stated in the open

ing paragraphs of

Chapter

4, you

should

contact the

FAA,

stating

your

interest

in the program . In

the

case of the VDER program,

you should contact David Swartz

cated here : www. VintageAircraft.

org/der/der_checklist.pdf

Keep in mind

that this pro

gram is run

entirely

by the FAA,

and

all matters

related

to ap

pointments as VDERs are at

the

FAA s discretion. The VDER des

ignation

is

simply an

addition

to an already existing program

within the FAA, and all proce

dures

and

policies in place for

the DER program will also apply

to VDERs.

We're pleased to see so much

interest

in

the

program, and

we

appreciate the

willingness of

the

FAA

to

add

this designation

to the

DER

program.

We

look

forward

to hearing back

from

the

FAA when its first

group

of

VDERs is

appointed.

Changes Proposed for Pilot

Flight Instructor Rules

The FAA has issued a notice of

proposed rulemaking (NPRM) for

changes

to

rules governing certi

fication of

pilots,

flight instruc

tors, and

pilot schools.

Accord

ing to

the

FAA,

the reasons for

these

revisions

include

changing

aviation technologies,

recent

re

search

findings, and a

rededi

cated focus on ensuring that pi

lots have

adequate training and

qualifications

to

operate safely in

place with Canada) .

The FAA is also proposing that

pilot

schools

can

use Internet

based training

programs

with

out requiring a

physical

ground

training facility. The FAA is also

proposing to

allow

pilot schools

and provisional pilot schools

to

apply

for a combined private pi

lot certificate and instrument rat

ing course. In addition, the

FAA

proposes revisions

to

the defini

tion of complex airplane.

Public

comments must be

submitted to

the

FAA

on

or be

fore

November

30, 2009. In

structions on submitting a com

ment are contained within the

NPRM. To access the NPRM

and

the

link,

visit www EAA org/

news/2009/2009 09 03_nprm.asp.

VAA Election Results

During

the annual

member

ship meeting of

the

Vintage

Aircraft Association, President

Geoff

Robison reported a total

of 89 ballots

were

received and

counted

by

Secretary Steve Nesse

and himself. (The officers not

up

for election are asked

to

total the

vote

tally.)

The following

offi

cers and directors were elected to

two-year terms:

OFFI ERS

Vice President: George Daub

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V Hall of ame Induction

The Experi

mental Air

craft

Asso-

ciation

will

recognize the

contributions

of six

aviators

on October 16 as

it

inducts them

into the

EAA

Hall

of

Fame

during

a

banquet at the EAA

Aviation Center.

The

six aviators

represent the spec-

trum of aviation

wi

th in

th

EAA

membership

and

have

achieved no-

table successes

within their par-

ticular realm of

f l ight . Among

them

will be keynote speaker Bob

Hoover,

the

2009 International

Aerobatic Club inductee, who is

one

of today's

most notable

avia

tors with

accomplishments in the

military, as a test pilot, and as a

legendary air

show

performer.

Other

inductees include Lance

Neibauer (Homebuilders); the late

Stephen

Pitcairn

Vintage Air

craft

Association); George Baker

(Warbirds of America); Roy Pinner

(Ultralights); and Paul Sanderson

(NAFI-Flight Instruction).

This year's six inductees join oth

ers

who

have

made

a remarkable

contribution

to the aviation com

CALL FOR VAA

HALL

OF

FAME

NOMINATIONS

Nominate your favorite aviator for the

EAA

Vintage Aircraft Association Hall

of

Fame.

A huge honor could

be

bestowed

upon that

man

or woman working next to

you on your airplane, Sitting next

to

you

in the chapter meeting, or walking next

to you at EAA AirVenture Oshkosh. Think

about the people

in

your circle

of

aviation

friends: the mechanic, photographer, or

pilot

who has

shared innumerable tips

with you and with many others. They

could

be

the next

VAA

Hall

of

Fame

in

ductees-but

only

if

they

are

nominated.

The person you nominate can be a

citizen of any country and may be living

or deceased, and

his

or her involvement

in vintage aviation must have occurred

between 1950 and the present day. His

or her contribution could

be

in the

areas

of flying, design, mechanical or aerody

namic developments administration

writing

some

other

vital and relevant

field, or any

combination

of fields

that

support aviation. The person you nomi

nate must

be

or have been a member of

the Vintage Aircraft Association, and pref

erence

is

given

to

those whose actions

have contributed to the VAA in some way,

perhaps

as

a volunteer, a restorer

who

shares

his

expertise with others, a writer,

a photograph

er,

or a pilot sharing stories,

preserving aviation history, and encour

is a good candidate for induction.

Mail

the

form to:

VAA

Hall

of

Fame

Charles

W.

Harris, Chairman

7215 East 46

th

St

.

Tu

l

sa, OK

74147

Remember, your "contemporary"

may

be a candidate; nominate someone today

Find

the

nomination

form

at

www

VintageAircraft.org call the

VAA

office for

a copy (920-426-6110), or on your own

sheet

of paper,

simply include the follow

ing information:

•Date

submitted.

•Name of

person

nominated .

• Address and phone number of

nominee.

•

Date

of birth of nominee. If deceased, date

of

death.

• Name and relationship of nominee s clos

est

living

relative.

•

Address and phone of

nominee s closest

living

relative.

• E-mail address of nominee.

•

Time span

(dates)

of the

nominee s con

tributions

to aviation. (Must be between

1950 to present day .)

• VAA and EAA

number,

if known. (Nominee

must

have

been

or

is a

VAA

member.)

•

Area(s) of

contributions to aviation .

• Describe the event(s) or nature of activi

ties the nominee has

undertaken in

avia

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SEND YOUR COMMENTS AND QUESTIONS TO:

VAA,

LETTERS TO THE EDITOR

P.O. Box 3086

OSHKOSH ,

WI 54903-3086

OR

YOU

C N E-MAIL THEM TO:

vintagea [email protected]

OOLL

Iss

u

es

Robert Lock's article in the Au

gust 2009 Vintage Airplane (liMy

Thoughts on

Radial

Engines )

was interesting. I have

been

flying

Cessna 195s for 30 years

with

the

Jacobs

engine

and can appreciate

the

technology

improvements the

Jacobs had over the older radials

and the improvements that are still

being made to

the

Jacobs engine.

The reason he is

having

trouble

with 100LL is that the lead pres

ent

in 100LL

is

four

times

higher

than in 80/87, which has only 0.5

grams

per

gallon.

100LL was an

outgrowth of the old 100/130 that

usually had 3 grams per gallon. By

refining changes, limiting

the

lead

to

2 grams per gallon, and adding

toluene,

the

new 100LL meets the

100/130 fuel specification.

It

can be

used in engines designed for 80/87

but often not without lead fouling

problems. So the chemical deposits

Robert

is

seeing in the combustion

chambers of his engines are sub

duced my exhaust valve problems.

Recently, steel exhaust valve seats

were approved and

have became

available on the Jacobs engines, re

placing the aluminum bronze seats

which

seemed

to

be

more

suscep

tible

to lead

deposits sticking

to

them. I had the conversion installed

on all my cylinders after only 200

SMOH

because of extensive exhaust

valve and guide problems.

So

far, af-

ter 140 hours, the results look good,

but time will tell i f this solves

our

valve problems.

Keep

them

flying

David Cole

Willis, Texas

Design heck for a

Major Alteration

I was greatly interested in Robert

Lock's article

in the

May 2009

Vin-

tage Airplane "S

ome Thoughts on

Restoration and Airworthiness."

It

made me wish that an article like this

by an experienced

master

like Bob

had been published 30 or 40 years

proved 210-hp

engine in

weight

and horsepower, the

authorities

in my country easily approved

the

engine substitution as typically

allowed in

the

FAA 337 forms for

similar aircraft.

Not so when in

the

1990s I

launched on

a similar, but

maybe

slightly more daunting project, a

1929 Fokker Super Universal.

At

the outset I figured the engine swap

from the original P&W R1340 Wasp

C

to

the later and more

reliable

R1340 Wasp S3H1 would be a sim

ple 20-minute field approval. Al-

though

the

engine specs indicated

the horsepower would be upped

from 420 to 550, by controlling

the rpm

with an authentic

fixed

pitch,

ground-adjustable prop, I

could keep the power down

to

450,

which had been okayed in field ap

proval paperwork from the 1930s.

With the airplane 99 percent com

plete, the engine running, and only

the paperwork to finish, I was advised

by the authorities that this wouldn't

do. I

was

reqUired to provide a design

check

on

the front fuselage frame

for

the increased weight, torque , and

thrust of the later engine

for

the lim

iting horsepower of 450. Yuck

I chose to get some advice from

my local DER (deSignated engineer

ing representative). We decided to

use the design criteria established in

an

earlier

document

as

being

most

appropriate-we

chose

U.S.

Depart

ment of Commerce Bulletin 7A, as

published in 1934. (You can down

load copies of it at

www.Airweb.FAA.

gov look under

Aeronautical Bul

mailto:[email protected]











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GRAVITY LOADS APPLIED

TO FRONT FRAME

Loads to be

multiplied

by N=4 2 for

analysis

MEMBER NOTATIONS

able

book

was nalysis and Design

o Flight Vehicle Structures by E F

Bruhn. Both texts are probably part

of a

DER

s library.

The complex tubing structure

was

plotted and

entered into the

computer

analysis

using

software

called Multiframe 3D.

The

very

hard part of the analysis labori

ously done so many years ago with

pencil and slide rule had

been

the

resolution of forces along the many

paths and directions of the tubular

structure. This was resolved in sec-

onds by computer. I include com-

puter diagrams showing the mem-

bers for one

of the loading

cases.

After the loading cases for weight,

thrust, and torque were spit

out

by

the computer, these were

entered

in a spreadsheet containing

the 21

members with their lengths, sizes,

and capacities as compression col-

umns or tension members.

Wonderful-the engineering cal-

culations showed the fuselage was

capable of carrying the new engine.

Without

getting into the

com

plexities of the computer and paper-

work analysis, I would say

that

this

approach is much easier, safer,

and

more appropriate than the static

load test which Bob agonized over

for his reported four

and

one-half

years. I admit, I agonized and fussed

over my situation for nine months

before being granted approval. The

procedures are not dead easy and

require the help of an engineer, and

preferably a DER familiar with air-

craft design requirements.

Lwould caution

that the landing

loads

in

K PS

when done by hand. Some check

analysis was done by

hand

(non

will come up. Hopefully

the

com-

puter age can be employed to make





Captions and photos by Sparky Barnes Sargent

Photos by H.G. Frautschy are noted



J

rry Langley and Ed

Kale

(VAA

member)

of

Mat

thews, North Carolina,

were all smiles on a rain

soaked Wisconsin day, and for

good

reason. They were proudly

standing under the protective

wing of

their

1941

Aeronca 65

CA

Super Chief, which they fin

ished restoring earlier this year.

The restoration

took them eight

years, on and

of f

.The first year or

so,

they concentrated on build

ing new ribs and spars. But then

they took a hiatus for a couple

of

years, according

to Ed,

and

then worked especially hard

for the past two years. "Jerry

made the first

flight

in the plane

this March;'

says Kale.

As

far

as

climb-out, that thing went like a

scalded rabbit.

We

were in a

Cessna

172 chase plane, and we couldn' t

get

as

high

as

he did,

as

fast

as

he

did:

'

When asked

why

they were inspired

to

acquire

the

Super Chief, Langley quickly responds

with

a hearty laugh, "Well,

it's our age! Actually it 's a little

bit

younger. We were looking for a younger girl, so we found one:' Langley and Kale had

each helped restore

an

airplane before tackling the Super Chief as their own project. They also fly

with

the Civil Air

Pa

trol and have been coming

to

Oshkosh for

about

15 years.

As

for

the

Super Chief's future, Kale smiles broadly

as

he pro

claims, "We're going

to

fly the wheels

off of

it! She's

not

a hangar queen:'

J

hn Hupe

of

Wamego,

Kansas, has been

coming

to

Oshkosh

in N2123V, his 1948

Cessna 120, since 1975. He

first soloed in a Cessna 150 in

1968 while he was in naviga

tor

school in

the

Air

Force-

the aero club at McClellan Air

Force

Base

rented

the

plane

for $3.50 an hour, wet. Hupe

says

it

's the people

who

keep

him coming

to

AirVenture.



B

others Ryan and Cory Johnson of Dodgeville, Wisconsin, are only in thei r 20s,

but

they've already

been coming

to

Oshkosh for 25 years. They are the th ird generation of aviators in their family, and

they'

ve

been helping their father restore several airplanes throughout the years. Ryan just earned

his airframe and powerplant certificate; Cory is currently work ing on his flight instructor certificate

and nurturing a dream

to

become a competitive aerobatic air show

pilot

.The brothers are obviously hooked

on aviation, and with good-natured laughter, they explain that they've "had the conversation at times about

what our lives would be like

without

aviation-and we can't imagine it! It's all we do, is work on airplanes.

That 's the center of our lives:'

So it

isn

't surprising that they are bubbl ing over with enthusiasm when they explain their attraction to Air

Venture: "We just

can

't wait to come back. It ... it just builds every year from winter into spring, and you talk to

people about the projects they're working on and if they will be here this year. It's the anticipation of who's

going

to

be here, and who's going

to

be flying what:'This year, they were at

the

fly-in

with

N4469H, a gleam

ing 1948 Piper

PA-15

Vagabond that they restored, from the ground up, for owner Donal Halloran

of

Marsh

field, Wisconsin. It won the Reserve Grand Champion - Silver Lindy (Classic - September 1945-1955).

S

eve Rusinowski

of Royal

Oak, Michigan, started fly

ing hang gliders in 1978.

And when he isn 't fly

ing N1772K-a 1946 Luscombe



good friend and experienced pilot Brian Van Wagnen

to

help him meet that challenge.

J

rry and

Fern

Lugten (Vin

tage members)

of

Leslie,

Michigan, have owned

N66294, a 1943 Howard

DGA-15P,

since October 2007.

"We're enjoying

it

immensely:'

shares Jerry."I've been a Howard

fan

for

many years, and we finally

had an

opportunity

to get one

ourselves.

AI

Lund had a couple

of

his Howards here one day,

and I was talking with him about

buying one-I l l never forget

what

he said: 'Just

go out

and

get

one; you will

not

be sorry ' And

we did:' Jerry knew

that

flying his

1939 Luscombe had

not

given

him enough experience to safely

transition

to

the Pratt & Whitney

powered Howard,

so

he asked

Jerry started coming

to

Oshkosh in his Luscombe in 1974 and hasn't missed a year yet. The last

two

years,

he s

flown

his Howard instead.

His

wife, Fern, smiles when she

says

, "I'm just a passenger,

but

a very happy one. I

do

enjoy being

here; it's a very relaxing week for me. Sometimes I wander around with Jerry, and sometimes I just sit under the wing

with

my book. And now, we have a lot

of

family and friends

who

stay

with us,

and that's fun:'



G

enn Hake

of

Byron,

Illinois,

has

been at

tending the fly-in since

1971. This year, even

under rainy

skies

he just couldn't

hide his enthusiasm for N7695B,

his 1958 Bellanca 14-19-2 Cruise

master. "I've had

it

for

20

years,

and I

think

I'll keep

it

for a while

I was interested in a four-place

taildragger, and I was looking

at Stinsons and

170s but

this

caught my eye and

it

was a great

value for the same

price or

ac

tually

less and

a heck

of

a

lot

more airplane. I cruise

about

175

mph with a fuel burn

of

about

13

gph,

or with

fuel prices the way

they are

now

, I

can

cruise at 150

mph

and burn

about 10

.5

gph

. It's

got

a useful load

of

900 pounds,

so

it

's

got

600 pounds, after you fill

it

up with gas.

So it

was the perfect airplane for me, my wife, and son, and our bags. I've logged around 1,000 hours on

it

so far:' His

Cruisemaster

has

a fuel capacity

of

50

gallons and

is

powered by a

23

-hp Continental

0 470

engine. When Hake isn't fly

ing his Bellanca, you'll probably find him working on his Hatz project or volunteer ing at Ogle County Airport,

an

award

winning grassroots airport southwest

of

Rockford, Illinois.

everallong-nosed Fairchild 24R-46s were nestled side-by-side in

the

Vintage area. In

the

foreground

is

N81326,

manufactured in 1946 and registered to Ted Camp

of

Beverly Hills, Michigan. Ninety-five

of

these models are

currently on the

FAA

registry.



I

s

always interesting to see look-alike airplanes on the

field they

're a good test for one's powers of observation. At

first glance, the similarities are striking between these 1950

Cessnas

-

but if

you look closely, you'

ll

note several

di f

ferences between them. In the foreground is N9436A, a Model 140A, which is registered

to

David Pyeatt

of

North

ridge, California. N5625C

is

a Model 140 and

is

registered

to

Lindy and Allison Whittlesey

of

Coto de

Caza,

California.



A

handful

of

lovely Beech Staggerwings graced the grassy fields this year. N51121 was manufactured in 1945 and

is registered

to

Kurt Bromschwig

of

Naples, Florida.

S

xty

years after

AI

Mooney de

signed the retractable-gear

Culver Cadet, the tiny airplanes

are still charming pilots.This

pair

of bright

blue and yellow Cadets

grabbed much attention from folks

meandering through the vintage field.

N34895, a

1941

Model LFA was origi

nally powered by a Franklin engine

but now flies with a C-

85

. lt is owned

by

Ken

and Lorraine Morris

of

Poplar

Grove

Illinois, and bears the factory

deluxe paint scheme. Its look-alike,

N34791,

is

a

1941

Model

LCA

(Conti

nental engine), owned by Gene Morris

of

Westlake,

Texas.

Cadets can cruise at 128

mph

and have a landing speed

of 55

mph .We'll have a feature story on the Cadets in an upcoming issue.



T

he Short Wing Piper Club

is

celebrating its 30th anniversary this year

as

a

type

club, and short-

wing

Pipers were

in abundance th is year. This perky Piper

PA

-16 Clipper sports a paint scheme sunny enough

to

brighten even a

rainy day during AirVenture. N5669H

is

registered

to

Beech Club Aviation

LT

of

Delaware and was manufac

tured in 1949.

T

his 1943 Stinson

V77 was a hand

some addit ion

to

the vintage flight

line. N9178H is registered

to

Larry Boehme

of

Jack

sonville, North Carolina.

There were several Stin

sons in the field this year.



A

pair of 1946 Fleet 80 Canucks was a special treat

on

the flightline this year. Note its clean lines and how the fu-

selage tapers

to

meet

the

tail. The Canuck had its genesis as Robert Noury s

own homebuilt

design. Fleet pur-

chased

the

rights to

the

design in order to facilitate the switch from World War mili tary production to a postwar

civilian market in Canada. All told, 225 Canucks were built, and the airplane was popular as a trainer. According to

the Canada registration mark database,

C FEOH is

registered

to

Peter

Moodie

of

Winnipeg, Manitoba.

C EAU

is

registered

to Fleet Aero Leasing Ltd. of Abbotsford, British Columbia. We ll have a feature story on

the

Fleet in an upcoming issue.



T

his sharp-looking Spirit of the Lone Eagle

is

a Porterfield LP-65 Collegiate, and it's powered

by

a 65-hp Lycom

ing 0 -145-B2 . Manufactured by t he Porterfield Aircraft Company of Kansas City, Missouri, N32417 made its first

flight

in December 1940.

It

's currently registered

to

Tailwheel Ltd.

of

O'Fallon, Missouri.



his cheerfully painted Ercoupe succinctly sums

up

the salutation of the week: Hello, Oshkosh:'These

two

small

words brim over with a meaning for those who eagerly anticipate and participate in the world's largest airs how

and fly-in.



ding the title, you may

think

I

am

talking about

my

favorite

airplane

to

fly.

In fact, it is the most

emorable ride I ever

gave in an airplane.

We have all given someone a ride

that we remember for some reason,

whether it is because of the amazed

and wondrous reaction of the pas

senger or the smoothness of our

landing with a first-time flier. This

ride stands out in

my

memory be

BY

LORRAINE

MORRIS

we call them "kiwi lots") contain a

mixture of pilots and non-pilots.

As

I was coming home one day, I

noticed a large moving van in front of

one of the condos, and I stopped and

introduced myself to Bill Moses, the

newest airpark resident. Bill is not a

pilot, but he was lured to the airpark

by a mutual friend who lives and

flies here. Bill is wheelchair-bound,

and

over the next few months he

joined in many of the airpark events

and even joined EAA Chapter 1414.

fuselage and wings and was based

closely on the 1930 Curtiss-Wright

Junior.

It

was popular in

the

west,

as many farmers used it for spotting

their stock as

well

as coyote hunting.

With the pilot out in front, there are

no struts or engine parts to block the

view or the shot.

Our Woody Pusher was bui lt in

1976 by a man named Bond, and

he gave it the serial number 007. He

constructed the wings and spars out

of wood,

but

used steel tubing for



warm clothes and took it around the

patch, just so he could say he

had

flown it, too.

We

then

put

it in the hangar

and

started

to

look at it closely. I t

had

been built in

1976,

but

soon

af

ter that it

had

been dismantled and

stored. After a series of owners, it was

put

back

together and

flown for a

few years before we came

into the

picture.

At

some point in time some

one had painted over the fabric with

enamel paint, and it was starting to

crack and peel

off.

After talking about

it for a few minutes, we decided that

it might be a good idea to re-cover

the wings and tail feathers. Since it

was winter and only a fool would fly

it in the winter (what did that make

me?), now was the time.

It

turned out to be a good idea, be

cause when we got the old fabric

off,

we found that the glue used 30 years

ago was drying out and small parts

were starting to fall off inside. We

re-glued the entire

thing and

did a

general cleanup on the wings. We re-

m<jved the electrical system because

we

had no plans

on

flying it at night

and re-covered the wings and tail

feathers. Since the plane was for fun,

we chose a whimsical paint scheme

and painted it bright orange and yel

low with Poly-Tone paint.

Now

that

we had the ideal air

plane for Bill's ride, the next problem

was how to get

Bill

into the airplane.

Most engine hoists couldn t go up

high enough, so we decided to use

our hangar door. We have used

t

in the past

to

lift items that the en

didn t

have

the

style

and

class

of

a

Stearman or a Waco, but it was just as

open as could be With only 90 little

ponies pulling it along, it didn't have

was going to split he

was smiling so

much, we did a pass down the run

way so he could appreciate the blind

ing speed of the Woody (not ), then



Light Plane Heritage

PUBLISHED IN E

Experimenter

OCTOBER

988

Sc

..

t. of

f ~ t t

12 -15 " O I 1 5 t O O W ~ 1 l .

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ON

MO NO PL

A N

ES

U l£)11 1n'lI:.AlJ LUIIO LoAJII O

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¥ OR.K

DWIGHT

HUNT INGTON

AND

THE H 12

L IGHTPLANE

BY J CKMc

R E

Shortly after World War

I,

homebuilt airplanes

that

were

similar to what are now classified as ultralights began to ap

pear in this country. Pilots and engineers such as Jack Irwin

in California,

Ed

Heath in Chicago, and Harvey Mummert

and Dwight Huntington in

the

New York area apparently

felt

that

the large war-surplus

Jennys

and Standards, al

though

cheap, were

not the

answer

to the

private pilot's

needs. One of the earliest of these ultralights was the Hun

tington

H-12, which was probably also the first to be de

signed to professional engineering standards. The H-12 was

a small mid-wing monoplane of wood construction, cov

ered with unbleached muslin and powered with a Harley

Davidson V-twin motorcycle engine.

Huntington

Motorcycle Engined

Monoplane that

in

cluded a three-view drawing, speCifications, and details of

construction. The cost of building the airplane was esti

mated to be

not

more than $80, excluding engine and pro

peller. A V-twin motorcycle engine of from 12 hp to

15

hp

was recommended, and this was said to give a maximum

speed of 60

mph

and a rate of climb of 240 feet/minute.

While visiting George Hardie Jr. during

EAA

Oshkosh

1986, George showed me some beautifully drawn one-fourth

scale detailed construction plans of a motorcycle engine

powered airplane called the Dixie

No.

I , with the title block

labeled C.E. Lay Aeroplanes, Blue Ash , Ohio. The external

dimensions of this airplane seemed to agree exactly with



Creek Road Cincinnati, Ohio. What the connection

was

be

tween C.E. Lay and Huntington remains a mystery.

Not very much is known about Dwight Huntington since

he doesn't appear in any of the h o ~ Who in Aviation books

that

we

have seen. In 1928 he was an engineer on the Vulcan

American Moth airplane

and

became chief engineer

when

Harvey and Wilson Doyle left to form the Doyle Aero Corpo

ration. He continued as chief engineer when Vulcan became

the Davis Aircraft Corporation in 1929. During

the

Depres

sion years of the 1930s he worked for several aircraft com

panies and wrote a number of articles on lightplane design

that appeared in

ero

Digest in 1930

and

1931,

and

articles

describing the new airplanes at the aircraft shows. Hunting

ton's last known place of employment was Skylark Aircraft

Mfg.

Co. of Venice, California, which he left at about the

end of World War II. The company was a reorganization of

the Pasped Company tha t built the Skylark during the 1930s.

While there Huntington was engineer on a pusher airplane

project called

the

Skycraft 447, which was intended for

the

postwar market. One airplane of this design was built in

1947. Sometime after leaving the Skylark company, Hunting

ton is reported to have died of Parkinson's disease.

Thanks to

John

Underwood for information

on

Hunting

ton's career. Huntington was a real pioneer in lightplane de

sign, and the H-12 with a more reliable engine would have

probably made a very practical sport plane for its time.

The

following

is excerpted from Ae

ri l

Age January

3 1921:

The

Huntington Motorcycle

ngined Monoplane

The real problem in efficiency, as

far as

aeronautical en

gineering

is

concerned,

is

to design a machine that will fly

well with low power, or, in other words, a machine having

a heavy loading per horsepower. This, the biggest problem,

is

within

the reach

of

the

amateur

builder

or

student

of

moderate means.

In order to design a successful machine around a motor

of low power,

it

is necessary to make accurate calculations

and

work out all details very carefully so that all exposed

parts will have a minimum resistance and that

the

weight

will be kept as low as possible consistent with safety.

can be made lighter owing to

the

fact

that

fewer parts are

required, which makes this type ship inexpensive, easier to

construct, and economical to operate.

There are numerous advantages in building your own

ship aside from the pleasure of owning your own plane. The

builder gains an accurate knowledge of practical aeronautics,

he knows just what the machine can stand in flight, and can

make his own repairs and keep his ship in perfect trim.

liThe cost of building the monoplane described, pro

viding

the

work is done by

the

builder, should not exceed

$80. This figure, of course, does not include either engine

or propeller.

The resistance of an aeroplane which determines the

horsepower required for propulSion, increases as the square

of velocity, or in other words, the resistance of a ship trav

eling at 100 mph

is

nearly four times the resistance of

the

same ship

when

traveling at 50 mph. For this reason it

is

difficult

to

obtain high speed without a powerful engine.

But in order

to

fly

at

a comparatively low normal speed,

ei-

ther a large wing area is required, necessitating a bigger and

usually heavier plane, or else a wing section of very high

lift must be employed. The U.S.A. No. 4 section was chosen

because it not only gives a good lift at

the

angle of best

LID

(that is 4 degrees), but also because it makes possible a ship

of ample strength and small size.

The ordinates of this wing for a 54-inch chord are given

in the table below.

With a view of simplicity and ease of construction, with

a

minimum

expense, parts difficult to make, such as metal

fittings, have been eliminated wherever

pOSSible

and but

few small parts, such as turnbuckles, clevis pins, shackles,

etc., are called for in the design.

As

an example of

the

small stresses imposed upon a ship

of this size, let us consider

the

conditions of

the

rear struts.

The center of pressure of

the

U.S.A. No.4 section at 2 de

grees incidence is 67 percent of the chord from the leading

edge, equivalent

to

about 36 inches for

the

54-inch chord.

The front spar is located 8-3/4 inches from the leading edge,

and the rear spar 28-3/4 inches behind the front spar. At 2

degrees incidence, therefore, the rear spar will carry approxi

mately 95 percent of the total load. Each wing, of course,

carries one-half the total weight, or 200 pounds. From this



General Dimensions

Wingspan:

20 feet

Length overall:

14

feet 6 nches

Height overall: 5 feet

10

inches

Wing

chord:

54

inches

Wing section

:

U.s.A.

4

Angle of ncidence: 4

degrees

Dihedral: 1

degree

Areas

Wing area including ailerons : 80 square feet

Ailerons: square

feet

Stabilizer

: 5.6

square feet

Elevators:

6 square feet

Rudder:

4 square feet

Weights

Machine empty:

220pounds

Fuel

and

oil: 30 pounds

Pilot:

150

pounds

Useful load:

180 pounds

Total weight: 400 pounds

Percent of

useful

load: 45 percent

Wing loading

: 5

pounds

per

square

foot

Power loading:

30

pounds

per hp

Performance

High speed near sea level: OOmph

Cruising

speed : 52mph

Landing

speed: 32 mph

Range at cruising

speed:

5

hours,

250

miles

Initial climb:

240

feet per minute

Ceiling: 7,500 feet

Factor of safety:

8

Powerplant

Type:

V-type motorcycle engine

Cylinders

: 2,

air-cooled

Power:

12 hp 15 hp

Weight with magneto and carburetor: 85 pounds

1. Wing drag: 25 pounds

2.

Fuselage: 12 pounds

3. Engine cylinders: 3 pounds

4. Pilot's head: 2 pounds

5.

Lift

struts and wires: 2 pounds

6. Chassis: 4 pounds

7. Empennage: 2 pounds

Total resistance =50 pounds

Then, horsepower required =R (resistance) x V (veloc

li he

wings are covered with unbleached muslin 1 yard

wide, sewn to the ribs and given three coats of dope. The ai

lerons are built up and covered similar to the wings; they are

hinged to

the

rear wing spars by eyebolts.

li he four lift struts are identical and interchangeable.

They are of solid spruce with a Navy No.1 section as de

scribed in

erial ge

issue of December 29 1919. These struts

have a safety factor of 12 so that an engine of 20-30 hp may

be installed in the machine if better performance is desired.

They are 1-1/4-inch thick by 3-3/4-inch wide and about 6 feet

in length. Pin joints are provided at each end where the struts

join the wing and fuselage. Fittings are of cold rolled steel.

For both the wing and undercarriage braCing, 3/32-inch

cable is used in conjunction with No. 325 turnbuckles.

Fuselage

li he fuselage has a length of 12 feet 5 inches, a maxi

mum depth of 33 inches, and is 20 inches wide at the pilot's

cockpit. The longerons

and

struts are of spruce, the former

3/4-inch square section. Diagonal bracing is of veneer strips

1/8 inch by 1 inch of greater width at the ends where they

are attached to

the

longerons

and

struts by wood screws.

This method of bracing has been used successfully on other

machines; it possesses

the

advantage of light weight

and

low cost since it does away

with

a considerable number of

small parts such as fittings, turnbuckles, clevis pins, shack

les wires, ferrules, bolts, etc.

Standard stick

and

foot bar controls are installed,

the

foot bar actuating the rudder. For aileron and rudder, steel

tube or ash may be used, for control stick,

the

former be

ing preferable.

li he seat

is

constructed of veneer, well lightened, placed

low in the fuselage, 10 inches above the lower longerons. In

this position the pilot's shoulders come below the upper lon

gerons and consequently a fuselage of less width

is

required.

Undercarriage

An undercarriage of convent ional form

is

fitted to two

well-streamlined spruce Vee struts and fastened by fittings

of 16 gauge cold rolled steel. The Vees are spaced by an axle

streamlined in a lifting wing section, built

up

of spruce

and

veneer, a groove running the length of the wing, providing



•

CR NKSH FT

GRINDING

•

CR NKSH FT

B L NCING

• C MSH FT GRINDING

•

M GN FLUXING

•

CONNECTING RODS

•

ST RTER D PTERS

•

ROCKER RMS

• ULTR SONIC INSPECTIONS

•

T PPET

BODIES

•

CUSTOM

M CHINING

•

COUNTERWEIGHTS

•

PL TING

Every p rt is the tightest Original Equipment Manufacturers specifications.

Our quality control continually tests repairs

nd

certifies new repairs to keep the



The inaugural EA.S.T. certified

Stearman Formation Clinic flies over St Louis

Number 3,

knock

i t offl came

the

calm

but s tern command

from

flight

leader

Tonya Hodson.

The four former primary trainers

rolled out in

unison

from their

BY D ON P RSONS



Formation practice starts on

th

ground after a thorough preflight briefing session.

hancing safety and

proficiency

Stearman PT

series of

biplanes . see formation training.

Seven-

in

Stearman

formation

flying.

t

There

are 16 different organiza- teen pilots signed up to improve

is the

only

F.A.S.T. Formation tions that make up the group in

their

skills and gain knowledge

and

Safety Team

certified

orga-

volved

in F A .S.T.; the organiza- in formation flying

with

eight ei

nization

specializing

in

flying

the

tion

is

tasked by

the

FAA

to

over

-

ther earning

or

upgrading their



Ralph

Lutes,

Mike Neubig and

Carey

Hardin discuss the day s flying during

their debrief.

F.A.S.T.

card.

The clinic,

held

at St Louis's

Creve Coeur Airport (aka, Dauster

Field), which has Stearman

friendly grass runways,

ran from

May 28 to 31. They have another

clinic

scheduled there October

1 through 4,

along with

a

clinic

at Hollister Municipal Airport in

Hollister, California. David Bur-

roughs,

one of the

Stearman flight

instructors

and

one of the group's

two F.A.S.T. representatives, says,

More training was done in Stear-

mans during World War II than

anything else .

Historically,

the

airplane

is

important.

There

are

thousands still flying.

There

is an

extremely strong core group of

people.

We

wanted

to be a large

and

active Signatory [to F.A.S.T.].

Stearman Flight conducts four-

day clinics. The first day, a Thurs-

day

evening, is a ground school

and briefing for the next day, when

flying begins. Friday starts

with

a

morning review of the briefing,

answering

of

questions, and fa-

miliarization of the flight area . By

afternoon, the instructors are get-

ting serious with the training. You

have to be a good Stearman pilot to

begin with, says Burroughs. You

almost have to be able to control

the airplane almost unconsciously

to maintain formation.

Friday

starts

out

reasonably

early

and runs until

dark.

Sat

urday

starts

at

sunrise

as the in

structors try to

get

people quali

fied. Each flight takes about

two

hours,

counting the

briefing and

debriefing

time. There

are five

phases of

formation

flying, says

Burroughs. Number one is the

briefing

.

Number two

is

getting

airborne

and getting into forma-

tion. Number three

is spent fly-

ing

next

to

each

other.

Number

four is rearranging the formation.

And number

five is the

debrief

ing. All are done

in

a

standard

ized way.

That's

what these clin

ics are

about.

Lunch is grabbed

on

the run .

During the May class, one of the

local residents went and grabbed

pizza

for

everyone. Sub sand

wiches were brought the next day.

Where else

can

you

get

guys

with this

kind of

experience?

says

Norm

Beachum.

I've only

been

flying (Stearmans)

for

two

years;

th

y

can

teach

you

a

lot.

After thrt.e flights, I

can

say it's a

real leandng experience. It's an

excellent experience here,

but

it's

a little bit

overwhelming

but en

joyable for a newbie.

Tonya Hodson,

from

Marion,

Kansas, was attending

her

fourth

clinic. She had been a Stearman

owner and pilot

for

almost

10

years. It 's so challenging, she



Scott

Kirby

Brooks GA

•

ir traff

ic

controller

and

commercial

pilot

• Pilot

since

1982

•

Currently owns

a

94

Rearwin

Skyranger

The

94

Rearwin Skyranger that I currently own is the third

antique aircraft that I have had the privilege to care for .

The

great service and affordable rates provided

by U

have

helped to keep my hobby safe and affordable.

- Scoff

irby



BY ROB ERT G LOCK

aterials Processes

Part

I

In this issue, we will discuss

an

airframe

and

pow

• Malleable

meaning capable of being extended by

erplant

technician

general-knowledge subject that I

hammering

or rolling;

once

taught

at

Reedley College:

materials and

pro

•

Hardness

meaning

ability to resist distortion;

cesses.

Materials meaning

struc-

• Brittlen

ess meaning allows

tural and nonstructural elements little bending

without

breaking;

of the airplane; and

Processes

o t I t b d k •

Elasticity

meaning

able to re-

meaning how

to form

and

fabri

on e any 0 yma e turn to

original shape after being

cate components. Older aircraft deformed;

were

limited

in

their material

welded repairs

to

a

•

Fusibility meaning ability to

makeup. This was before the in become liquid with application

vention

of

high-tech

aluminum,

heat-treated

engine

of heat;

and

so we find the earliest of materi

• Expansion and

contraction

als used. My discussion will focus

meaning

reaction to heating or

mount or landing

on some of these early

aluminum

cooling.

types, identification,

and

fabrica

gear unless

it

is

tion techniques. So,

material

that

has been

First,

let s

understand

that

hardened

exhibits

brittleness

there are two types of aluminum

re-heat-treated,

and hardness, while a material

used

in

manufacture: heat-treated

that

is

soft exhibits ductility

and

and non-heat-treated. One ma

which can

be difficult

malleability.

terial gains its

strength

by being

In

order to

gain

strength

ad

subjected to an elevated

tem

vantage, pure

aluminum

is mixed

to do unless one

has

perature for a specified period of

with

other

elements to

increase



The old designation was replaced

sometime in

the

19S0s

and

became 17S-T (2017-T3), 24S-T (2024-T3) ,

and

A17S-T

(2117-T4). 2024-T3 is

the

most

commonly

used

high-strength

alloy for light,

general-aviation

type airplanes.

It

is

possible

to obtain any

of

the aluminum

alloys

in the softest state, which is annealed-designated

with an 0 in the code. Thus there can be 2024-0,

which can be

hand-

or machine-shaped

into

complex

parts,

then

hardened by heat-treating.

Before we look at

the

strain-harde

ned

alloys, let

me

give a quick

discussion

of hardening by heat

treat

ment

. The pure

aluminum

has been alloyed primarily

with copper (and a few

other

trace elements). The ma

terial is

heated

in a

controlled

fashion in an oven

to

920-970°

F

then

immediately

removed

and quenched

in water. This is called solution heat

treatment

(SHT).

The SHT process is similar to adding a catalyst to

an

epoxy resin, to cross-link molecules and

harden

the

material. The copper diffuses

throughout the

material

and

is cross-linked in

the

grain structure causing it

to

be very hard

and

strong.

Aluminum

alloy 2024

that

has

been heat-treated

,

naturally aged,

and

then rolled is deSignated 2024-T3.

This alloy

is

primarily used in structural applications

and

must

be riveted

with

2117-T4

rivets

(dimpled

head). This rivet will be coded as

AD

(AN470AD4-4).

This aluminum alloy, 2024-T3, can be bent or rolled,

but it cannot be shaped

by

hammering or stretching. It

is

not

weldable.

The alloys that

gain strength by

cold-working are

the old

2S,

3S

,

and

S2S . New designations are

1100

(2S) , 3003

(3S), and

SOS2 (S2S). Alumi

num

designated as SOS2

is

alloyed with

magnesium. I f

the

material is in its soft

est state, the designation is followed

with

an 0, as

in

SOS2-0. If these ma

terials are

strain-hardened

(by

cold

rolling), an H will be displayed, as in

SOS2-H.

Then, two additional

numbers

will be added to show

the

type of strain

hardening

(the

first number) and the

ENDING

on

its head; the

AN

(Army/Navy) code will show an A

(AN470A4-4).

I have fabricated fuel

and

oil tanks from SOS2-H34

aluminum (strain-hardened,

stabilized

, and in the

1/2 hard

condition). My fuel lines are fabricated from

SOS2-0

tubing in the

annealed condition. This tubing

can be bent and flared easily.

Finally, I should brief you

on

a few addit ional terms

we use

in

aircraft structures.

tress

means

the

load act

ing

on a material.

Strain means

the

deformation

of a

material

by

an applied load. tren

g

th is defined as (1)

tensile, which means to resist forces

tending

to stretch

or

lengthen

material, (2) yield, which means load

that

causes initial

indication

of

permanent displacement

and (3)

ultimate,

which means load applied beyond

which

the

material will fail.

There are five stresses that the aircraft will encoun

ter in flight or while

static

on the ground. Figure 1

identifies the five stresses the aircraft will

encounter

in operation.

These stresses are

bending which

actu

ally causes two types of stress to a member. The part of

the

me

mber on the

outside

of

the bend

is

under

ten

sion

, and

the part

on

the

inside of

the bend is under

compression.

Torsion is

a twisting force.

Tension

tends

to

pull

apart or stretches

the member. Compression

presses

together or

tends

to

crush a

component.

h

e

ar

is most commonly

developed

when

two

components

are bolted or riveted together.

When

a force is applied

such

that

the two plates tend

to

slip, shear force

is

ap

plied

to the

bolt.

If

the

force becomes greater

than the

shear strength of

the

bolt, it will be cut

as

if with a pair

of shears.

FIXED ND

REE END

TO

RSION



called

elasticity When

a material

is

stressed beyond its

elastic limit, it becomes permanently deformed. The

point at which permanent deformation begins to take

place

is

called the

yield point f

the stress

is

increased

beyond the

yield point,

the ultim te strength

of the

material will eventually be reached and,

at

this

point

,

the material will rupture or break. Figure 2 shows the

stress/strain curve related to yield point and ultimate

strength of a material.

OMPRESSION

igure

When

discussing

the ultimate strength of an

alumi

num

material, it is easy to see

the

difference between

structural (carries in-flight

and

landing loads)

and

nonstructural material. The ultimate strength of

5052-H18 (strain hardened to full hard) is 29,000 psi.

The ultimate strength of 2024-T3

heat-treated

alumi

num is 68,000 psi. The ultimate strength of 6061

T6

heat-treated

aluminum is 42,000 psi. One can

easily

see

the

difference

between

strain-hardened

and heat-treated aluminum.

Other nonferrous materials used in aircraft

con

struction are magnesium (the lightest

metal

and

most corrosive), copper

(tubing),

brass (screws/

nated 1010 will

not

gain strength

by heat-treating.

On the other hand, 4130 that is used for most com

ponents comes in the

condition

N (normalized).

Normalizing is the heating of alloy 4130 to

l,600-1,700°F

and

allowing the material

to air

cool.

When

this

is

done,

the

4130

will

come

out

at

a

tensile

strength of

90,000

psi. When you

pur

chase chromoly

tubing or

sheet stock, the

identi

fier code will indicate 4130 - Cond N. I f a part is

to be heat-treated, alloy 4140

welding rod will be

used,

because

mild

steel welding rod will not take

a heat-treat.

Heat-treating

4130-alloy

steel happens by heat

ing

it

in

an

oven

to

l,575-1,625°F,

allowing

it

to

soak at

that

temperature, then removing it from

the oven and

immediately quenching it

in oil. The

tensile strength

will be

around

225,000 psi; it be

comes very

hard

and brittle. The metal is usually

tempered by heating

it to

a specified temperature

and allowing it to cool in still air. For

instance,

i f

the

part were to be heat-treated to 125,000 pSi

the

material would

be

heated

again

to

l,050°F

and

al

lowed to

cool.

All structure

that

was originally fabricated with

1025 steel

can

be repaired or replaced

by

using 4130

chromoly.

In

fact, alloy 1025 is quite

hard to

find

in

quantity

in specific dimensions. I tried to locate

1025 in sheet form and could not find a source. I

did find alloy 1020

in quantity, but no

1025. So, I

fabricated wing

fittings for

the

New

Standard

D-25

from 4130, a much

better

choice anyway.

For chromoly structure,

the most common

fabri

cation

method

is welding. Brazing and riveting are

rarely used,

but

bolting is sometimes

an option.

One last

comment on

steel alloys

that

were

heat

treated by the factory; once a part is heat-treated,

it

cannot be repaired unless

it

is subject

to

exactly

the

same

type of

heat treatment. Don't

let

any

body make welded repairs to a heat-treated engine

mount or landing gear

unless

it is

re-heat-treated,

which can

be difficult

to

do unless one

has the

spe

cific instructions for original heat-treat.



designated in size by

AN3

(3/16) to AN8 (8/16). The

3/16-inch to

lIZ-inch diameter

bolts are most com

mon

in older aircraft.

They are made from 2330 nickel-steel

and

are

heat-treated for strength (0 .30 percent carbon ),

then

plated

with cadmium

for

corrosion protec

tion.

Their threads

are

rolled;

therefore,

never

use a thread cutter to re-cut

the

threads . A thread

chaser may be used on occasion , but that re

moves

the

cad plating.

ever lengthen the

threads

of any fastener by

using

a thread cutter.

ever heat

a bolt for any reason if

it

is to be reused . And if

you

send bolts

out

for cadmium plating, make sure

the

plating

process

meets

military

specifications (MIL

SPEC standards and that the parts are

baked

to re

move

hydrogen

embrittlement.

Type 1 plating

is

silver in color, while Type 2 plat

ing is gold in color.

All

early aircraft used the AN310

castle nut safetied with a

cotter

pin. That is because

lock nuts had not been

invented

yet. Both castle

and lock

nuts

are tension fasteners, so observe

the

torque

chart

in

AC43.13-1B

and

don't

over-torque

these fasteners, particularly on

wood

structure. Per

haps

I

could

devote a

column

to

the

proper use of

fasteners in a future issue of the magazine .

That's it for now. Hopefully

you

all

have

a slightly

better understanding

of

structural

and nonstruc

tural application of

aluminum and

steel used for

fabrication and repair of our aircraft. When repair

ing

or fabricating

components

,

factory drawings

are a must . The drawings will show type of material

originally used, whether the parts were or were not

heat-treated for increased

strength.

When drawings

are

not

available

is

when

things

get more difficult.

I/

jULT IM TE

STRENGTH

I/

markings

were

simpl

y an X stamped into the

head. I remo ved some of

these

bolts from

the

wings during the restoration

of

my 1929 Com

mand-Aire SC3.

I'm still hopeful that someday we'll see some of

these

factory drawings

that

have

been

stored

away

for all these years by

the

FAA. These first-copy ATC

drawings have

been

and continue to be inaccessible.

AN STANDARD

AN STANDARD

AN STANOARO

STEEL BOLT

STEEL BOLT

STEE l BOLT

AN STANDARD

AN STANDARD

AN S A l . U A ~ D

STEEL

BOLT

STEEL BOLT

STEEL

BOLT

Figure

4

V

Backpacks



YDOUG STEW RT

Risk

Management

think we are all

in

agreement

that

flying

is

an inherently

dangerous

endeavor.

The

risks

we face as we operate our air-

craft

are

numerous,

and

the

only

thing

that

really makes

flying

safe

is

the

way

that

we

manage

these many risks. There are

many

tools

that

we

can

use

to aid

in

this management.

For some pilots

risk manage

ment

seems

to

come naturally.

Whether

this

comes about as a re-

sult of one's DNA

or

is

the

prod

uct of

the

way

one

is

raised by

one's parents

and early teach

ers, I am

not

really

sure.

But for

whatever

reason,

some folks

are

just naturally

cautious.

For other

people, however, the tendency to-

ward a

more

reckless attitude does

indeed

exist.

Charles Lindbergh

once

said:

What kind of

man

would live

where

there is no

daring?

I don't

believe in taking foolish chances,

but

nothing can

be

accomplished

is cast for

how

we will

manage

the

many risks of flying for the rest of

our flying careers.

To this

day,

I still remember

my

first flight lesson. My

instruc

tor, since he was paid only

for

time

when the

Hobbs

meter

was

running, hurried through the pre-

flight inspection and

quick

ly

got

me insta

lled in the left

seat

as he

was

starting the

engine.

Now

that

the engine was running,

he

started

to

take a

little

more

time,

but we

all know what a horrible classroom

the

cockpit is,

and

that,

combined

with my excitement to

get

in the

air, left

most

of

what he had to

tell

me

lost

to

my awareness.

However, I do recall what he

said as we taxied

onto the

runway

and started our takeoff roll. Push

the

throttle all

the way in, and

steer

wit

h

your

feet. Keep

looking

out the window, and when it feels

right,

pu

ll back on the yoke.

Not

a word was

sa

id about checking to

establish that we were making full

learned first were the things that

stuck. To this

day, I

have to con

sciously check

the

gauges before ro-

tation. It is not something that I

do

naturally,

and

I attribute

that to the

rule of primacy.

But I

have digressed from

dis-

cussing

the

numerous tools that we

have available to aid us in manag-

ing

the risks of aviation. I would

like

to share with you

some

of the

tools that I use. The list

is not

all-

inclusive but includes those things

that I

have

found most

important

in

keeping

me

from being

my own

worst enemy.

Heading

the

list of tools, for me,

is the

concept of slowing down

and

not being in a hurry. I f we rush

through

the many

different tasks

that we face

as

a pilot,

the

possibil-

ity of missing, or overlooking, just

one sma

ll

thing

could

lead

to our

demise.

So at

the

top

of

my

list are

the words SLOW OW

Establishing personal

minimums

and, more importantly, adhering to

once established. They should be

you brief your passengers . I f you

us tools that can definitely aid us in



dynamic

and

change as necessary

to reflect your currency

and

profi

ciency, or lack thereof.

Closely related

to establishing

personal

minimums

is

learning to

recognize the "hazardous attitudes"

that we might have residing within

our

being. Regardless of whether

they are anti-authority, macho, in

vulnerability, impulsivity, or resig

nation, everyone of these attitudes

could kill us. However, recognizing

them

is

onl

y the first step. More im

portantly is developing "antidotes"

to these attitudes

that

will work to

counteract them.

With a set

of

realistic personal

minimums, as well as a "bag" of an

tidotes for our hazardous attitudes,

we will now be much less suscep

tible

to

the

man

y

operational

er

rors" that could remove us from a

long life of flying.

Next on my list is

the

use of

checklists. Even if

the

airplane we

are flying

is

as simple as a J-3 Cub,

the use of checklists can help us in

ensuring that we have not missed

anything

in

the

safe

operation

of

our aircraft. Mind you, I am

not

ad

voca ting these checklists as do

lists, but there have certainly been

times in my flying

when

a distrac

tion

of some form has allowed me

to miss performing some action. So

I put

the

use of checklists, to assist

me in making sure I haven' t forgot

ten to do something as a result of a

distraction, high

on

my list of tools.

Cockpit

organization

is an im

portant

tool

in risk management .

brief your passengers on

the

con-

cepts of a "sterile cockpit," particu

larly for ground operations as well

as flight operations

within

the vi

cinity of an airport

,

your

risk fac

tors will

definitely

decrease. ll it

takes is one small distraction, cre

ated by a loquacious passenger,

to

lead

to

disaster.

Be sure to also brief your pas

sengers on other ways that

they

can

assist in the management of

the

risks

of

the

flight. This

will

Even if the

airplane

we are

flying

is

as

simple as J-3 Cub

the

use

of checklists

can help us in

ensuring th t

we

have

not missed

anything in

the

safe

operation

of

our aircraft.

our risk management. In particular

I am referring

to

some of the hand

held equipment that offers us the

ability

to

obtain data-link weather

information.

Save

for

the

local

flight, it is rare that I will fly with

out my handheld

GPS

giving me

weather information at the push of

a button.Just remember

one

impor

tant tip relative to the use of these

tools. The information that you get

on them is history.

It

is

at least five

minutes

old

when

you first receive

it. The tool is fantastic for devel

oping strategic

plans

for weather

avoidance, but it should never, ever

be used as a tactical tool

Rounding

out

this

short list of

tools that

we can use

to help

us

manage

our

risks is the help

that

can

be

gotten

from air traffic con

trol and flight

service stations.

More

than

once, as I was reaching

my wits' end in trying to resolve an

in-flight problem (usually weather

related), a

controller

has come to

my assistance. So many of us were

taught, back in the "

dark

ages, "

that

one should

never

declare

an

emergency.

If

you do, you'll have

to file a report, and you know what

that

means "

What

hogwash Controllers hate

paperwork

as much

as

pilots, and

they would

much

rather just help

you resolve what

you, the

pilot

in command,

determine to

be

an

emergency. So don 't be shy in solic

iting help. Good risk management

means

that

we will use any

and

all

tools available.



Y H G FRAUTSCHY

T IS MONTH S MYSTERY PLANE COMES TO US IN PART FROM A SUGGESTION Y

CUZO ORTIZ. IT S A PHOTO FROM THE

E

LIBRARY ARCHIVES.

Send your

answer to EAA,

Vintage Airplane, P.O . Box 3086,

Oshkosh , WI 54903-3086.

Your answer needs

t o

be

in no

later than November 15 for

inclusion in t

he January 2010

issue of Vintage Airplane.

You

can

also

send your

re

sponse via

e-mai l. Send

your

answer t o mysterypl ne e .org.

Be sure

to include your name

plus

your

city and state in

the

body

of

your note and put

(Month) Mystery

Plane in the

subject line.

JULY'S

MYSTE

RY

ANSWER

Wes Smi th of

Springf ield,

Illinois

, supplied us with

the

July

Mystery

Plane.

Jack

Erickson

in American Airman Volume 4, No.

12

for

December 1961. In

this

latter

reference, H.

Hugh Wynne

movie

requirements for biplanes.

The aircraft used Wright R-790 0-4 ,

Continental

R-670 , and

other









Theodore

states

that LF stood

for

Lincoln

Fighter and not

Lincoln Flagg as i t states on

Aerofiles . He also goes

into

great

detail

on

Garland Lincoln and his

aviation career, which included a

tie to

the

Kreutzer Air Coach, a

fact which

was

unknown to me

until

I

acquired Hamady's

book a

couple of weeks ago.

The LF-1 was originally fitted

with

a

160-hp

Gnome

and

Nieuport

28 cowling

. The LF-2

and

LF-3 had a Wright J-4 and

J-4B respectively. Somewhat later

the

LF-1

cowl

was

modified to

have

an opening

at

the bottom

of the cowl and a fairing. The

original three Nieuport

28s also

had modified Thomas-Morse

S-4 cowls, clipped wings, and

modified

interplane

struts. At

first,

I

was thinking that

the

photo

might be

one

of Lincoln's

received from John W.

Taylor,

Buffalo Grove,

Illinois; Tom

Ramsey, Mount Juliet, Tennessee

(who

recalled

that

either

this

airp lane

or another example

of i t starred

in

a February 1960

Twilight Zone episode t i t led

The Last light

about

a

Royal

Air Force pilot caught in a

time

warp); David Staken, Tempe,

Arizona;

Ed Folz, Cupertino,

California;

William

D.

Barger,

Del

Rio, Texas;

Alexander

Fasolilli,

Herkimer, New

York;

and Dave Dent,

Camden,

New

South Wales, Australia.

It's called rejuvenation and t

works

great

with re l

dope

finishes. Spray our rejuvenator over

ged dope;

it soaks

and restores flexibility for years

of added

Well for fabrlc-covered

airplanes anyway .. we

got

the idea from Ponce.



OISE

RCH

Mens'Sweater

This stylish Men's sweater will keep

you looking great with it's zipper

and stripe. State size

when ordering.

Vl1719 Oak (off white)

(assorted

sizes}

Vl1734 Chestnut

(assorted sizes)

Vl1718 Black (dark

(assorted sizes)

To see

more great VAA merchandise,

go

to our website listed below.

Flight Jackets 42.95 Cobalt Blue Wine Glass

Stay warm in this black, sage or navy flight jacket.

Wine or water, serve a beverage in

Beautifully lined in orange. Sporting

the

VAA

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and it has plenty of pockets.

and family. V12513 6.95

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Cobalt Blue Cup

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Vl1895 LG Vl1783 XL

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the

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embroidered with a silver

VAA logo looks smart

with the front slimming

seams.

V12757 MD

V12758

LG

EM alendar

of Aviation

Events

Is

Now Online



EM 'sonine Calendar of Events

is th

e"go-to"

spot on

h

e Web

o

li

st

and find a

vi

ation events

iny

our

area . The user·friendly, searchable format

makes

it

the perfect web-based tool f

or

plann ing

your loca

tri

ps to a fly·in.

In EM's onine

Calendar

of Events, y

ou

can

search

f

or

ev

ents at

an

y

given

time within

a

ce

r

tain

radius of any

ai

rport byentering the

identifier

or

a

ZIP ode, and you can further define y

our

search to

l

oo

k for ju

st

the types of events you 'd ike

to

attend.

We invite y

ou

to access the

EM

online Calendar

of Events at http j .eaa.orgfcalendarj

Upcoming

ajor

Fly Ins

Copperstate Regional Fly-In

Casa

Grande

Mun

i

cipal

Airport

CGZ),

Casa

Grande

,

AZ

October

22-24

, 2009

www.Copperstate.org

Southeast Regional Fly-In

Middleton

Field Airport GZH)

,

Evergreen

,

Al

October 23

-

25,2009

www.5ERFl.org

U.S. Sport Aviat ion Expo

Sebring Regional

Airport

SEF

l.

Sebr

i

ng,

Fl

January

21

-24, 2010

www.5port Aviation Expo.com

AERO Friedrichshafen

Messe

Friedrichshafen

,

Friedrichshafen, Germany

April

8-11,

2010

www.Aero Friedrichshafen.coml htmllen

Sun 'n Fun Fly-In

lakeland

linder Regional Airport (lAl), lakeland,

Fl

April

13 -18, 2010

www.Sun N Fun.org

Virginia Regional Festival of Flight

Suffolk

Executive

Airport

SFQ), Suffolk, VA

May 22 -23 , 2010

www.VirginiaFlyin.org

Golden West Regional Fly-In & Air Show

Yuba County Airport (MYVl. Marysville,

CA

June 11 -

13

, 2010

www.GoldenWestFlyln.org

rlington

Fly-In

Arlington

Municipal Airport AWO), Arlington, WA

July

7-11,

2010

HARRY HOUDINI

LEn

NOTHING TO CHANCE.

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

http://slidepdf.com/reader/full/www.5ERFl.org

http://slidepdf.com/reader/full/www.5port-Aviation-Expo.com





http://www.aero-friedrichshafen.coml/




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

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

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continued from page 3

Amelia Earhart Biopic

Set for Release

On October 23, Fox Searchlight

Pictures will release

Amelia

starring

two-time Academy Award winner

Hilary Swank

as Amelia Earhart,

founding member and first presi

dent of the Ninety-Nines, and the

first

woman to

be decorated with

the

Distinguished

Flying Cross,

presented after becoming the first

woman to fly solo across the At

lantic. The movie, directed by Mira

Nair, is a biopic expected to detail

the

extraordinary life of adventure,

celebrity, and continuing mystery

of the noted aviatrix.

Richard Gere, Cherry Jones,

and

Ewan McGregor round out the cast

for this major Hollywood produc

tion, much of

which

was

shot

in

Canada. While a

movie

summary

was not available at press time,

the

movie trailer shows significant effort

was put into creating accurate non

flying replicas of two aircraft flown

by Earhart,

her record-breaking

cherry red Lockheed Vega

and

the

,

\ L

Swank s portrayal of Amelia

is

complemented by the strong resem

blance the Academy Award-winning actress has to

Ms

Earhart.

Fokker Tri-motorFriendship in which

she

flew as a passenger,

becoming

the first woman to cross the Atlan

tic by air. During production a few

of

our fellow

members

and others

were asked to participate with their

aircraft, and it will be interesting to

see to

what

extent their efforts will

appear in the movie. A quick review

of the trailer shows the

BOcker

Jung

mann of Larry and Andrew Ernwe

wein from Ontario, Tom Dietrich and

the

Tiger Boys' Thruxton Jackaroo,

and

a Beech Staggerwing all stand

ing in

for

air show biplanes from the

early 1930s. Grace McGuire's 1935

Lockheed lO-E , N1602D, is featured

in the film as well.

After becoming

the

first woman

to

fly

across

the Atlantic, Ame

lia was

thrust

into a new role as

America's

sweetheart-the

legend

ary goddess

of

light, I

known

for

her bold, larger-than-life charisma.

Yet, even with her global fame so

lidified,

her

belief

in

flirting

with

danger and standing up

as

her own

outspoken woman never changed.

In

the

summer of 1937, Amelia set

off

on

her most

daunting

mission

yet: a solo flight around

the

world

that she and

her

husband, George

Putnam, both anxiously foresaw

as

destined, whatever

the

outcome,

T A i L W ~ L S



Airframe recovering,

fabric

repairs

and complete

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 pr ior 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.orltJ using credit card payment (all cards accepted). Include

name on card, complete address, type of card, card number, and

exp iration date. Make checks payable to EAA. 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

caIiSOO-517-927S.

www.AeroList.org - Like Craigslist for the aviation community.

SERVICES

Always Flying Aircraft Restoration, LLC: Annual Inspections,

restorations.

Wayne A.

Forshey

A P

& I.A. 740-472-1481. Ohio

and bordering states

ERO CLASSIC

COLLECTOR

SERIES

Vintage ires

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

the rest,

but

also look exceptional on all General Aviation

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

tread life and

UV

treated

rubber

resists aging.

First impressions last a lifetime, so put these

bring back the good times ....

New General Avi ation Sizes Available:

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5

600 x 6 700 x 8

Desser

has the largest stock and

selection

of Vintage and Warbird

tires in the world Contact

us

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T e l e P h o n e 800-247-8473 or

323-72

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TIRE RUBBER

COMPANY 3400

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STATEMENT OF OWNERSHIP,

MANAGEMENT AND

CIRCULATION

STATEMENT OF OWNERSHIp, MANAGEMENT, AND CIRCULATION (Required

by

39 U.s.c. 3685). 1. Title of Publication: Vintage Airplane

2. Publication No.:062-750. 3. Filing Date:

9/24/09

. 4. Issue Frequency:

Monthly.

5. No. of Issues Published Annually: 12. 6. Annual

Subscription Price: $36.00 in

U.s

. 7. Known Office of Publication: EAA, 3000 Poberezny Road, P.O. Box 3086, Oshkosh, WI 54903

3806. Contact Person : Kathleen Witman, Telephone: 920-426-6156. 8. Headquarters or General Business Office of the Publisher:

Same as above. 9. Publisher: Tom Poberezny. EAA , 3000 Poberezny Road, P.O. Box 3086, Oshkosh, WI 54903-3806. Editor: H.G .

Frautschy,

EAA

, 3000 Poberezny Road,

P.O.

Box 3086, Oshkosh, WI 54903-3806. Managing Editor: None. 10. Owner: Experimental

Aircraf t Association, 3000 Poberezny Road, P

O.

Box 3086, Oshkosh,

WI

54903-3806. 11.

Known bondholders,

mortgagees, and

other security holders owning or holding 1 percent or more

of

total amounts

of

bonds, mortgages or other securities: None. 12.

Tax Status:

Has

Not Changed During Preceding 12 Months. 13. Publication Title: Vintage Airplane. 14. Issue date for circulation data

below

: September 2009. 15. Extent and Nature

of

Circulat ion (Average No. Copies Each Issue During Preceding 12 Months/ No.

Copies

of

Single Issue Published Nearest

to

Filing Date): a. Total No.

of

Copies Printed (8,179/7,216) b. Paid Circulation (By Mail and

e m e r s h ~

Ser

vices Directory

VINTAGE

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






ENJOY THE MANY BENEFITS OF EAA AND

EAA 's VINTAGE AIRCRAFT ASSOCIATION

AIRCRAFT

ASSOCIATION

OFFICERS

President

Vice-President

Geoff Robison George Da

ubn

er

1

52

1 E. MacGregor

Dr

. 2448 Lough Lane

New Haven, IN 46774 Hartford, WI 53027

260-493-4724 262-

673

-5885

cll ie{7025@ao l.com

gdallb

ll er@ea

a .org

Sec

retary Treasurer

Steve

Nesse

Cha rles W. Harr

is

2009 Hig

hl

and

Ave

.

72

15

Eas

t

46 th

S

.

Albe rt

Lea,

MN 56007 Tul

sa,

OK 74147

507-373 -1 674 918-622-8400

stl les2009@/ive.com

cwh@h

v5

u.com

DIRECTORS

Steve Bende r

Jea

nn i

e Hill

85 Br

ush Hill R

oa

d P.O. Box 328

Sherborn, MA 01

77

0 Harvard, IL 60033-0328

508-653-7557 815-943-7205

ss

t l

O@Co l1l

cast.net

David Benn ett

Espie "Butch" Joyce

375

Killd

ee

r

Ct

704 N. R

eg

ional Rd.

Linco ln , CA 95648 Gr

ee

nsboro, NC 27409

916-645-8370 336-668-3650

antiq

ller@i ll r

eac

il .com

windsock@aol .com

Jer

ry Br

own

Dan Knutson

4605 Hickory Wood Row

106 Tena Ma

ri

e C ircle

Greenwood, IN 46 143

Lcdi, WI 53555

317-422-9366 608-592-7224

[email protected]

'odicub@cll arter." ef

Dave Cl

ar

k

St

eve

Krog

635 Ves

tal Lan e

1002 Hea ther Ln.

Plainfield, IN 46168 Hartford, WI 53027

317-839-4500 262-966-7627

dav ec

[email protected]

sskro

g@aoi.(om

Jo

hn

S.

Copeland

Rob

ert D. "Bob" Lumley

l A Deacon S

tr

eet

1265 South 124th St.

North borough, MA 01 53 2 Brookfield, WI 53005

508-393-4

775

262-782-2633

copela ld J

@jl

mo.com lumper@ex

ecpc.co

m

Ph

il

Coulson S.

H. "Wes Sc

hm i

d

284

15

Sp

ringbrook Dr. 23 59 Lefebe r Avenu e

Lawton, MI 49065 Wauwat osa, WI 532 13

269-624-6490

414-77

1-1

545

r

co

u so" S16@Cs

,co

m

s

lt

schm id@gmo il .com

Dale A. Gustafson

772

4 Shady

Hill

s Dr.

Indianapolis, IN 46278

31

7-

293-

44

30

da l

e{aye(g >t1lS

.com

DIRECTORS

EMERITUS

Robert C. Brau er

E.E. "Buck" Hi lbe rt

93

45

S.

H

oy

ne 8102

Leec

h

Rd.

Chicago, IL 60643 Union, IL 6

01

80

805 -782-9713

815-923-4591

photopilot@ao l

.com buck7ac@g mai .com

Gene Chase

Gene Mo rri s

EAA Aviation

Center

, PO Box 3086, Oshkosh WI

54903-3086

Phone (920) 426-4

800

Fax (920) 426-4873

Web Sites:

www.vintageaircm t.or

g,

www.airve

nture.org,

www.eaa.org/me

mberben

e

fits E-Mail: vintageairaa

l@ eaa.org

EAA and

Division Membership Services (8:00 AM-7:00

PM

Monday-Friday

CST)

800-564-6322

FAX

920-426-4873

www.

eaa.argjmemberbenefits

[email protected]

•New/renew memberships •

Address

changes •Merchandise sales ' Gift memberships

EM

ArVenture

Oshkosh

888-322-4636

www

.

airventure.org

airventure@eaa .

arg

Sport

Pilot

/

Light-Sport Aircraft Hotline

877-359-1232

www.sportpilot.arg [email protected]

Programs and Activities

Auto Fuel ST

Cs

920-426-4843

[email protected]

Education

/ Aeroscholars

920-426-6570

[email protected]

• EM Ar Academy

920-426-6880 www.airacademy.arg

[email protected]

• EM Scholarships

920-426-6823

[email protected]

Right

Instruc

t

or informa

tion

920-426-6801

www

.eaa.

orgfnafi

[email protected]

Library

Services/Research

920-426-4848

[email protected]

Benefits

AUA Vintage Insurance Plan 800-727-3823

www.auaanline.cam

EM Aircraft Insurance Plan 866-647-4322 www.eaa.argjmemberbenefits [email protected]

EM

VISA

Card 800-853-5576 ext.

8884

EM

Hertz

Rent-A-Car

Program 800-654-2200

www.eaa.argjhertz

[email protected]

EM

Enterprise

Rent-A-Car

Program

877-421-3722

www.eaa.orgjenterprise

membership@eaa

.

arg

Editorial

920-426-4825

www,vintageaircraft.org vi

[email protected]

VAA Office F

AX

920-426-6579

[email protected]

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 lAC

Membership in the Experimental Aircraft Cu

rrent

EAA members may

join the

Association, Inc .

is

$40 for one year, includ Internat i

onal

Aerobatic Club, Inc. Divi

ing

12 issues of

SPORT

AV

IA

TI

ON.

Family si

on

and

receive SPORT

AEROB

ATICS

membership

is

an additiona l $10

ann

ually. magaZine for an

additional

$4S

per

year.

Junior

Membership (under 19 years of age)

EAA

Membership,

SPORT AEROB

AT-

is

available at $23 annually. A

ll

major credit

ICS magazine and one year membership

cards accepted for membership.

A dd

$16

for

in t

he

lAC

Div

i

sion

is

availab

le

for

$SS

Foreign Po stage.)

per year

(SPORT AVIATION magazine

no

t

included). A

dd

$ 1 8

for Foreign

EAA

SPORT PILOT

Pos

ta

ge,)

Current

EAA

members may

add

EAA

SPORT

PILOT

magazine

for

an

additiona

l

WARBIRDS

$20 per year.

Cu

rrent EAA

members may join

the

EAA

EAA Me

m

bers

h

ip

and EAA

SPOR T

Warbirds of America Di

vision and

receive

PILOT

m

agazine

is

availab

le fo r

$40 per WARBIRDS

magazine for

an

additional $4S

year

(SPORT AVIATIO N

magaZine

not

in per year.

cl

uded).

A dd

$16

for Fo reign Postage,)

EAA Membership

,

WARBIRDS maga

zine and one year membership in the

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