Vintage Airplane - Sep 2001

8/12/2019 Vintage Airplane - Sep 2001

http://slidepdf.com/reader/full/vintage-airplane-sep-2001 1/36



•

•

•

SEE PAGE 31 FOR FURTHER VINTAGE AIRCRAFT ASSOCIATION INFORMAT O

STRAIGHT AND

LEVEUButchJo

yce

2 lRVENTURE W RDS

4 VAA NEWS/ HG.Frautschy

5 EROM IL

6

A MIRACLE OF THE AIR/

James Wh ittaker

9

MY

FIRST AIRPLANE

EvCassagner

es

2 TYPE CLUB NOTES/

RobertG. Lock

4 A FIVE-YEAR PAINT JOB Budd

Davisso

n

9 WHAT OUR MEMBERS ARE RESTORING/

HG Frautschy& Norm

Petersen

2 MYSTERY PLANE

HG.

Fra

utschy

24 PASS

IT TO

BUCK

Buck Hilbert

27

NEW MEMBERS

28

CALENDAR

3

CLASSIFIEDS

www.vintageaircraft.org

Publisher

TOM

POBEREZNY

Ed

itor-ill

-O

r

ie

scon

SPANGLER

Executive Director, Editor

HENRY G. FRAUTSCHY

VAA Adm illislralive A ,

is

istant

THERESA BOOKS

Executive

Ed

itor MIKE DIFRISCO

Contributing Editors

JOHN UNDERWOOD

BUDD DAVISSON

A rt/Photo Layout

BETH BLANCK

Photogra

ph

y S ta

f f

JIM KOEPNICK

LEEANN ABRAMS

Advertisill

g/Ed

itorial Assistalll

ISABELLE WISKE

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

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



I've been

attending EAA

AirVenture Oshkosh for 29

years, and this year's

event

was one of the best The an

tique aircraft were some of

the best

that

we have seen.

just continue to get better each year.

Years ago, when you walked the flight line, you'd see a

of antique aircraft restorations. Some were

and a few were outstanding.

As

the

has progressed, the

number

of excellent

has continued to increase.

When

you talk to

on the

flight

line, a

shift

in

attitude

toward

is also evident-people seem to take their stew

these magnificent old aircraft quite seriously.

That attitude is now permeating the ownership ranks of

sic category airplanes,

as

ever-increasing numbers of

airplanes are appearing on fly-in flight lines all over

country. Sure, there are still plenty of airplanes some

in classified ads as "good fliers," airplanes

members have not yet restored to near factory condi

For others, a good clean restoration doesn't have to

but one

that is

useful for

them

. Ex-

ski tubes, extra fuel tanks,

and

items

that

increase

utility are often what people add to their air

of room for all in vintage aviation,

you'll often see examples of every style and level of

EAA AirVenture and your local fly-in.

Still it's funny how many of us still don't think of clas

airplanes

as

old. The youngest classic

is

now

up

on

its 46th birthday I guess you could pin a

of

that attitude on the

basic utility these great air

still offer. More

than

once in recent times I've

looking seriously at

one

of

the

newer

and while researching discovered that a re

offered

more

utility for less cost

an individual who wants four seats in

the

are

even

more limited. Take, for example, a

Cessna 170. It offers a 115

mph

cruise speed, 8 gph

four seats, a great going places machine. But we do

accept

that

it

is

old. Since it left the runway at

51 years have passed.

The Contemporary category (1956-1965)

is

right

on

its

the youngest of its planes firmly in middle age

under their wheels. The FAA and other agen

consider aircraft "old" or an "antique" at 25 years, and

these younger airplanes are also coming to grips

the subject of aging aircraft. Aging aircraft are a high

at the

FAA

and we're

not

just talking about

and

their maintenance

and

sup

s EL

by ESPIE

BUTCH JOYCE

PRESIDENT, VINTAGE AIRCRAFT

ASSOCIATION

port are

on

their agenda,

and

we're working closely with

EAA to be sure our input

is

added and we're kept abreast of

the latest developments.

As

contemporary aircraft owners are beginning to real

ize that their airplanes are

older,

too, we're seeing

restorations

like Bragdon's Cessna 210 Oune 2001

Vin -

t ge rp

lane .

These are enormously useful airplanes that

can be used daily if necessary, but they still look great

on

the

fly-in flight line. Does

that sound

familiar, classic

owners?

It takes time for these restorations to come to the sur

face. I've even had to come to grips with it. My Luscombe

is

one

of

my

favorite airplanes,

but

I

can't

use it for all

my

flying needs. I also own a Beech Baron that fits in the

Contemporary category. It's 37 years old now,

and

I con

sider it equal in my desired capabilities to a new Baron. It

will do most any task better than its new brother, and it's

cheaper, too. I have no problem going to the hangar, load

ing it up,

and

flying

to the

islands or

anywhere

else. I

probably won't be doing this in the Luscombe, but I have

thought that

it would be fun

to

do so . t least it would

not take Customs long to inspect the Luscombe With the

realization

that the Baron can now be judged just like any

classic or antique, I've embarked

on

a custom recondition

ing program.

In doing so I've gained a new pride of ownership in my

Contemporary class aircraft. When I land somewhere new

on

a cross-country,

the

tower might ask, What year

is

your Baron?" It 's nice to pull into the FBO for fuel or an

overnight stay

and

have

the

line guys tell you how great

the airplane looks. I appreciate it when they ask if I'd like

to park it in their hangar overnight. I think

that

they en

joy seeing good-looking airplanes, too.

One thing

to keep in

mind is that

most of these younger

people

who

are working at the FBOs now cut their teeth

on the contemporary class of aircraft. Just like many of us

long desired a Travel

Air

or Cub of

our

own to fly in the

future contemporary aircraft will be the ones they will

want to own.

The EAA Vintage Aircraft Association has taken the

lead in highlighting the issues facing older aircraft,

and

working with the type clubs, we've gained an ear at the

FAA

to discuss these issues. We're fortunate to have peo

ple working for

the

FAA such as Mike Gallagher, who

not only understand the

issues we're

confronted with

,

but also are actively working with us

to help

solve

the

problems . We will have

more

on

these subjects in future

issues. Let's all pull in

the

same direction for

the

good of

aviation. Remember, we are better together. Join us and

have it all. . . . . .

VINTAGE

IRPL NE



E

AIRVENTURE 2 1

V AA AWARDS

Gold

Lindy

Grand Champion-Antique

1940

Piper

J-5A

Cub

Cruiser,

NC329S5

Carl Brasser

Brentwood,

Tennessee

Grand Champion-Classic

Grumman Mallard,

NC2950

Steve

Hamilton

Carson

City, Nevada

Grand

Champion-Contemporary

Beech

35-B33

Debonair,

NS622M

James Lynch

Lawton, Oklahoma

Silver Lindy

Vintage Reserve

Grand

Champion-Antique

Boeing

Stearman E75, N713WW

Scott White

Orient, Ohio

Vintage Reserve

Grand

Champion-Classic

Aeronca

11AC

Chief,

N9526E

Paul

Gould

Sardinia,

Ohio

Vintage Reserve

Grand

Champion- Contemporary

Piper

PA-22-10S

Colt,

N5549Z

Dennis Beecher

Martinsburg, Pennsylvania

Bronze Lindy

ntique

Champion-World War II Military

Trainer or

Liaison

Aircraft

Stearman

N2S-3,

N131 5N

Douglas

Devries

Redlands,

California

Champion-Transport Category

Boeing

S307

Stratoliner,

NC19903-NASM Stratoliner

Restoration Crew

Federal

Way,

Washington

Champion-Customized Aircraft

Boeing Stearman E75N1,

N3976B

2 SEPTEMBER 2001

David Bates

Faribault, Minnesota

Champion-Replica

Vickers

Vimy FB27, NX71 MY

Peter McMillan

San Francisco, California

Champion Golden Age

(191S-1927)

Ryan M-1, N2073

Andrew King,

Lovettsville, Virginia

Champion-Silver Age

(1928-1932)

Fairchild

FC-2W2, N13934

Greg

Herrick

Jackson,

Wyoming

Champion Bronze Age (1933-1941)

Spartan

Executive, NC17667

Kent Blankenburg

Groveland, California

Champion World War

II Era 1943-1945

Beech D17S

Staggerwing, N9597H

E P

Wiesner

Castle Rock,

Colorado

Bronze Lindy

Classic

Best

Class I (0-80 hp)

Mooney Mite

M1S,

N4149E

Ben

Workman

Zanesville,

Ohio

Best Class II (81-150 hp)

Cessna

140, NC2437V

Michael Midtgaard

Minneapolis, Minnesota

Best

Class

III

(151-235 hp)

Ryan Navion,

N4012K

Robert

Kane

Wilton, California

Best

Class

IV 236

hp

&

up

Cessna 195,

N2134C

George Dray

Novato, California

Best

Custom

Class

A

Taylorcraft,

BC-12D, N39911

Lee Bowden

Independence, Iowa

Best Custom

Class B

Cessna 140, N773SH

Marty

Lochman

Newalla, Oklahoma

Best Custom Class

C

Piper

PA-1S-150,

N75SSE

Loren Kopseng

Bismarck,

North Dakota

Best Custom

Class

0

Cessna 195, N9S54A

Martin Madden

Somis,

California

Bronze

Lindy

Contemporary

Beech H35, N547SD

Larry VanDam

Riverside,

California

TEXTRON FINANCIAL AVIATION

FINANCE DIVISION

JUDGING

SPONSOR'S

CHOICE

Stinson SR-6A,

NC15127

Max

& Rene

Davis

Waconia, Minnesota

intage Plaques

ntique

Outstanding Customized Aircraft

Waco

ZPF-7, N29962

Leslie

Whittlesey

Coto

De Caza, California

Runner-Up Customized Aircraft

Boeing

Stearman

A75J1, N570SN

Charles Luigs

Bandera, Texas

Silver Age (1928-1932)

Outstanding

Open

Cockpit Biplane

Great

Lakes 2T-1A, NS41H

Cameron

Saure

Reynolds,

North Dakota

Outstanding

Closed

Cockpit Monoplane

Monocoupe,

N543W

Robert Coolbaugh

Manassas,

Virginia

Runner-Up

Closed

Cockpit Monoplane

Curtiss

Robin, N263E



Peck

land Heights, Missouri

Age

(1933-1941)

Monoplane

Morris,

Grove Illinois

Closed Cockpit Biplane

, NC16203

Cashmere

Oklahoma

Open Cockpit Biplane

Moth

DH82A, N8879

, Indiana

II

Era (1942-1945)

sed Cockpit Biplane

Plaques

lassic

, 7AC N81585

Raye

Beech

D18S

N213SP

Wright

, Florida

l

es

Should is

, South Dakota

Cessna 120/140

140, N89221

oung

, Wisconsin

Cessna

170/180

170, N4034V

isconsin

Cessna 190/195

195B,

N195SB

New York

David Abrams

Salem,

New

Hampshire

Best Luscombe

Luscombe 8A, NC45504

James Zazas

Carthage, North Carolina

Best

Navion

Ryan Navion, N4891 K

Charles Stites

Chapel Hill, North Carolina

Best Piper

J-3

Piper J-3 Cub, NC88113

Willard Beatty, Jr.

Holly Springs,

North

Carolina

Best Piper Other

Piper PA-18, N160CW

Charles Wiplinger

Inver Grove Height,

Minnesota

Best Stinson

Stinson 108-3, N6355M

Neil Logerwell

Kent,

Washington

Best Swift

Swift GC-1 B N3378K

Jared Smith

Huntington Beach,

California

Best

Taylorcraft

Taylorcraft BC12D, N96841

Elmer Marting

Monona, Iowa

Best Limited Production

DeHaviliand Beaver N34EB

Paul Oakes

Wasilla, Alaska

Most

Unique

Emigh Trojan, N8351 H

Jerry Petro

Williamsburg, Virginia

Preservation

Aeronca Chief, NC4128E

Edward Maxwell

Louisville, Kentucky

Vintage Plaques

ontemporary

Outstanding

Beech Single Engine

Bonanza N35, N1397Z

Richard Dawn

Barnett

Waldron, Arkansas

Outstanding Beech

Multiengine

Beech

G18S

N933GM

Carla Payne

Fort Worth, Texas

Outstanding Cessna 150

Cessna 150, N7835E

Robert Unternaehrer

Brunswick, Missouri

Outstanding Cessna 170/172/175

Cessna 172C, N1499Y

Randall Hockenberry

Ft

Wayne, Indiana

Outstanding Cessna

180/182-210

Cessna 182B, N8407T

Roger Schmidt

Big Bear Lake,

California

Outstanding Piper PA-22 Tri Pacer

PA-22 Tri-Pacer, N9508D

Tim Lewis John Brandon

Jonesboro, Arkansas

Outstanding Piper PA-24 Comanche

PA-24 Comanche, N45MB

Kelly Wright

Spokane,

Washington

Outstanding

Mooney

Mooney, N6402U

Raymond Miller

Colorado Springs, Colorado

Outstanding Limited Production

Aircoupe F-1A, N3044G

Jack

Arthur

Des Moines, Iowa

Outstanding Custom

Class I Single Engine (0-160 hp

Piper PA-22-150, N6043D

James Douglass

Kennedyville, Missouri

Outstanding

Custom

Class III Single Engine (231 hp higher

Pi

per

PA-24, N8071 P

Jim Simmons

Nashville, Tennessee

Outstanding

Class IV

Multi

Engine

Piper PA-23, N3187P

Michael Luigs

Bandera, Texas

VINTAGE

AIRPLANE

3



VAANEWS

compiled y H G Frautschy

COVERS

FRONT

COVER

Ronnie

Cox

and

Greg

Davis

of

Fort

Lauderdale, Florida, cruise

above

Florida's Gulf Coast waters with their 1962

250 Comanche. EM photo

by

Jim

Koepnick,

shot with

a Canon

EOS

n equipped

with an

80-200 mm lens

on

100 ASA Fuji slide

film.

EM Cessna 210 photo plane

flown by

Bruce

Moore.

BACK COVER

Fay

Gillis Summer

'29

is

the

title

of Frank Warren's

acrylic

painting,

award

ed an Excellence ribbon in

the

2001

EAA

Sport Aviation Art

competition.

It

depicts

a

young Fay beside

a Curtiss Fledgling at

Garden City,

Long Island,

in August 1929. A

month later she was forced to

bailout

of a

Fledgling, becoming

the

second female

mem

ber of the Caterpillar Club." Fay

was

a char

ter

member of the 99s. Frank Warren can be

reached

at [email protected]

or

by calling

805/967-5473.

SPORT PI LOT:

ALMOST READY FOR NPRM?

EAA

President Tom Poberezny has

written

to FAA

Administrator

Jane

Garvey

and U.S.

Secretary

of

Trans-

portation Norman Mineta asking for

their personal intervention to expedite

the return of

the

proposed sport pilot

package back to

the

FAA, one

of the

many

steps in

the

process headed to-

wards

the

publication of a Notice of

Proposed Rulemaking (NPRM).

Tom wrote,

Over

the last

eight

years,

a

tremendous volume of

work-by both

the government and

the private sector-has gone into

moving this complex regulatory

package to its current status. We re-

quest that you keep the

same

level

of emphasis

on

completing

the

final

steps

to publication

by facilitating

every

opportunity for

expeditious

handling

by

the

Office

of

Manage-

ment and

Budget.

Tom reiterated

EAA s

appreciation

for DOT's and FAA's

public

com

mitment

and

acknowledgement of

[sport pilot's]

positive

impact re-

4 SEPTEMBER 2001

During EAA AirVenture Oshkosh, the Vintage Aircraft Association and EAA's Government

Services office hosted a meeting with the FAA's Mike Gallagher and Tom McSweeney (right)

along with most of the type club representatives

who

attended the Convention. Aging air-

craft issues were

the

primary topics of discussion . In particular, the thorny issues concerning

the

release

of

technical

information

by type certificate holders, and especially the disposition

of

that same information related

to

long dormant type certificates was discussed.

As

pointed

out

by Gallagher, the FAA cannot legally release information unless the type certificate

has

been surrendered.

Also discussed was

the

ongoing process of Airworthiness Concern Sheets

(ACS),

and

the

general consensus was that the program is working well to head off potential

Airworthiness Directives. Both Gallagher and McSweeney pointed out

that

only half of the

ACS' issued during

2001

had become Airworthiness Directives. In previous years, they all

would

have become ADs.

An

ACS

issued on the spring steel main landing gear installed on older Cessnas was the

subject

of

another meeting hosted by EAA's Government Programs specialist Randy Hansen

and the

Cessna

Pilots Association President John Frank. The meeting was intended

to

gather

firsthand

information about

any difficulties being experienced

with

the gear by owner/opera-

tors. It was their opinion that the difficulties highlighted by the FAA's sheet were the result

of

operations outside of

what

was considered normal, and

that

the

issue

could

be

properly

dealt

with

by adherence

to

a

Cessna

service bulletin. EAA and

the

Cessna

Pilot's Association

used input from that meeting to help formulate the response to

the

ACS.

garding

increased safety and im

proved

economy

of recreational

aviation.

(You

can read Tom's letters

on the EAA

sport

pilot website at

www.sportpi/ot.org.)

The proposed sport pilot rule has the

potential to impact

many

vintage air-

plane owner/operators, who

may

be

able to operate

their

aircraft under a

new set of rules.

For

more detailed in-

fonnation, you can

read

Sport Pilot For

the Vintage Airman in

the

June issue

of

Vintage

Airplane, or you can read it

online at

www.vintageaircra t.org ......

Volunteers make the world of EAA and VAA happen, and one of this year's enhancements to

the vintage area was the installation

of

a new windsock frame and

sock.

Behind the

scenes

in

EAA's workshops a number of volunteers spend their summers helping us spruce up the

place, and Barb Lowell was kind enough

to

sew up the new bright red windsock featured in

the August

issue.

Barb and her husband John have been coming

to

EAA

to

volunteer for

more than eight years. They hail from Bulverde,

Texas.

fter

their

arrival in May, Barb and

her

fellow

volunteers in

the

sewing room repair

the

flags and banners

that

decorate

the

EAA

grounds, and sewing replacement wind socks. Later (n the summer, they help decorate the

EAA grounds by planting thousands of flowers on the convention grounds. Our thanks to

Barb and the many others

who

spend their summers helping us here at EAA and VAA

mailto:[email protected]

http://slidepdf.com/reader/full/www.sportpi/ot.org

http://slidepdf.com/reader/full/www.vintageaircra(t.org


http://slidepdf.com/reader/full/www.sportpi/ot.org

http://slidepdf.com/reader/full/www.vintageaircra(t.org



VAAAEROMAIL

" Comments

Your article on

markings is

very

... and needed, I might add. We

into

these

issues all the time.

with

FAA

inspectors, oddly

, who

don't run

into

an

all

that

often. I

thought

I'd

a couple of

points that

also be worthy of mention.

Many owners confuse the use of

c or R or X on

their

air-

with use on the registrations

other

permanent records such

as

The regulation refers to dis-

on the

aircraft, but

no other

the FAA continues to use

common

N number without the

letter on all documents.

registration will pass

the

extra letter,

but

usually

will request

that

it be drafted

Note paragraph 45.22(b), the part

says may be operated

without

through

(then it goes on to detail

display

of the

C,

R,

X,

What this means is, if the

is

experimental, for instance,

2-inch

high (or more) EXPERI-

placard need

not be

This is

the one the in

always miss . They go right

the

cabin, entry, or passenger

and

look

for

the

EXPERI-

billboard.

Not

having to

on the airplane is a real plus

an owner with an aircraft that

.. . he same external configura-

tion as

an aircraft

built

at

least 30

years ago

...

, in

other

words,

a

replica.

Hope this is helpful. I'm probably

preaching

to

the choir

here, as

you

always publish inSightful

comment

on

the FARs.

Roy Redman

VAA

777)

Faribault, Minnesota

I have just finished reading Vin-

tage Aircraft Markings and would

like to make this comment. The FAA

is not judging

our

airplanes. I have

judged

EAA

aircraft at

our

local fly-

ins

for

more

than

a decade, although

not at Oshkosh.

All

of the informa-

tion I have or have seen concerning

judging stresses authenticity. Over

the years I

have rebuilt

several air-

craft

that are

now antiques. t

distresses

me

greatly to see a beauti-

fully restored aircraft and

then

have

the

restorer take a

shortcut and

put

on modern numbers. This is not

authentic

as

the

aircraft did not

come out of the factory this way. f I

inspect the airplane, you can be sure

that

I will go over

it

minutely and

nitpick. I would suggest

that

in fu-

ture

gUidelines

to judges

that

authenticity be again stressed. I

wouldn't

go so

far as

to require

Grade A cotton,

although

this ,

of

course,

is

what

was

probably

origi-

nally used.

John

Beebe VAA 19313)

White Stone, Virginia

During the judging process, all mark

ings

on

the

aircraft,

both

the

registration numbers and smaller plac

ards

and

decals, are judged on their

authenticity. The guidelines published

for use by

EAA/V

AA judg

es

stress that

concept. Here's

what

the guidelines

have

to

say:

I.

FORWARD

...

Throughout these

standards

will be found the one concept that re-

flects the opinion

of

th e

majority of

those individuals contacted during the

development

of

these guidelines.

That

concept is authenticity. The standards

are constructed

to

encourage the indi

vidual

to complete

and maintain

a

'factory fresh' aircraft. If the individ

ual's desire is to deviate from this goal

for personal whim, or other reasons,

the 'cost

of

not conforming to pure au

thenticity is known in advance.' A

portion

of

the guidelines pertain[s] to

the documentation

of

authenticity as

it

relates

to

the aircraft. The exhibitor

is encouraged to prove the authenticity

with pictures, letters, factory specifica

tions, or

any of

the means which will

alleviate the need for 'judge's opinion'

in determining authenticity.

For

the complete text

of

EAA

's

Judg-

ing Standards manual , you can buy a

copy by calling EAA Membership

Ser-

vices

at

800/843-3612

or

you can view

the pages

on EAA 's

website

at

www.airventure.org/ 200l/judging/.

-H.G . Frautschy

VINTAGE IRPL NE

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

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



AMIR

rigina

lly

pub

ished in the

September 1924 issue o

The Wide World Magazine.

BY J M ~ S

T T H ~ R

I L L U S T R T ~ D Y F.E.

H I L

~ Y

O

n

February

17th

last,

at

Ellington Field,

Houston,

Texas, Gates' Flying Circus,

a well-known American company of

stunt flyers, was giving an exhibi

tion for the benefit

of

the

Thirty-sixth Division Air Service of

the American Army. One of the

scheduled items was a daring para

chute descent by a

~ : U n g

chorus girl,

Rosalie Gordon.

t

was not the first

time she had essayed the feat, having

worked with the Gates' Circus

on

the

Pacific coast the previous year.

Dressed

in

a white satin pilot s

uniform, with little red buttons, she

ascended in a plane driven by Clyde

Pangborn, one of the Circus' finest

pilots. Behind her in the rear cockpit

sat Milton Girton, who was to assist

her in her preparations for the leap.

It had rained in the morning; the

sky

was

full of low-lying clouds; and

at two

thousand

feet it was decided

that

she should make

her

leap. The

parachute was in a container tied to

the landing gear of the plane with a

short rope;

another

rope connected

the

parachute with

the

girl,

who

stepped coolly out onto the wing, in

SEPTEMBER 2 1

spected the harness about her waist

to see

that

i t

was properly adjusted,

and

then

jumped off into space.

For

a dozen feet or so she dropped

headlong,

momentarily

expecting

the canopy of the parachute to open

as usual and check her swift descent.

Instead, she suddenly felt a terrific

jerk and found that she was hanging

suspended underneath the aero

plane, trailing after it

at the end

of

the ropes attached to the harness

about her waist. Her light weight was

not

enough to spring the trap of the

parachute, and a ring at the edge of

the canvas canopy, to which

one

of

the supporting ropes was attached,

had caught

on

a rod projecting from

the

landing

gear. From this fixture

Miss Gordon

now

swung helplessly

above the heads of the crowd.

It was a fearful predicament. Un

able to

crawl

back or to free the

parachute, it seemed that

certain

death awaited the poor girl.

s

long

as the petrol lasted, she

was

compar

atively

safe-unless

she became

detached and the parachute

still

failed to

open-but

once the plane

was

forced

to land she would in

eVitably be dragged to death beneath

it. Unless she could somehow be got



onto

the plane,

nothing

could

her.

Below,

the crowd of

five

thousand

on

for a while uncom

To

them

it

was,

at

el of the Circus and the other

on

the ground real

only too

well the tragedy

that

threatening.

Orders

rang out,

and decisive, and half-a-dozen

the swinging girl

in an

at

to solve

the

problem. The

began to understand

that

was

seriously amiss.

of

the type

used-this one

equipped

with

a 180

hp

Hisso

at express speed. Thirty

an hour is the

minimum,

that

Rosalie would be

beneath the tailskid directly

as

came down. As it was,

anxious

Pangborn having

to let those be

see

her predicament, the helpless

hung

perilously near

the

rough

Plane after plane, with

men

lying

along the wing surfaces knife in

loose if pos

swept past Pangborn s

of them, however, failed, as did

,

crawled out

onto

the landing

and

for

half an hour battled des-

up to a perch

the axle and comparative safety.

previous hour of

daredevil

s tunts" had weakened him, and he

strength

insufficient for

Then it was

that

Thompson,

one

the

would-be rescuers, swooped

wards with his plane. Some

white fluttered from his

as

he rose again with a roar.

official picked the object up-a

of cardboard

on

which was the

message: "Send Freddy up

a rope.

Will

pick

him

up. He

help pull her

Up .

It

was

cryptic enough to the unini

, but those who knew realized

I N S T I N C T I V ~ L Y

PANGBORN

AND

THOMPSON R ~ D

WHAT

WAS IN

O N ~

A N O T H ~ R S MINDS

AND

SOON

T H ~

TWO

M A C H I N ~ S W ~ R ~

SAILING

S I D ~ - B Y - S I D [ ,

WING ALMOST

TOUCHING

WING

that

one of

the

most daring feats

ever

attempted

was

to

be

put into

operation to save

the

apparently

doomed girl.

Presently

Thompson

came to

earth, and into

his

plane climbed

Freddy Lund, a former member

of

the

Circus,

but now in

commercial

life. Up toward Pangborn's machine,

with that helpless figure dangling be

neath it, Thompson's aeroplane shot

until it was flying close below. Lund,

climbing out

on

the upper wing,

reached frantically up in

an

effort to

grasp Rosalie's feet in

the

hope that

their combined weight would release

the catch of the parachute and

let

them both

down to

safety. But the

bumpy

rise

and

fall

of the planes

made the maneuver impossible, and

it was speedily evident

that

another

and even more desperate method

would have to be tried if the girl was

to be saved.

Instinctively Pangborn

and

Thompson read what was in one an

other s minds, and soon the

two

machines were sailing side-by-side,

wing almost touching

wing.

Then

Lund

swung himself

down

a stage

lower, and the crowd below gasped.

Hundreds of binoculars showed what

was

to

be

attempted,

and

men and

women sank on

their

knees

and

prayed openly

that

the fearless

men

aloft might be able to carry

out

their

purpose.

Just

when

it seemed

that

the two

machines

must

become locked in a

death

grip, which would send

both

of

them hurtling to destruction

,

Lund stretched out a hand, grasped a

strut

on

Pangborn's plane, and leapt

across

the

gulf. For an

instant

he

swayed, slid, almost fell,

and then

a

great

shout went

up: "He's

done

it

He's done it "

t was a wonderful effort. Usually

this change from plane to plane, per

ilous

enough at the

best of times,

is

only

attempted

with nonskid strips

on the wings and

rubber

shoes

on

the feet of the aviator. Lund made it

with slippery leather-soled boots

on

wings like shining glass.

Only he knew how near he was to

failure; as a matter of fact his feet slid

away

beneath

him,

but he

clung

to

the strut with all his strength and so

saved himself. A

white-faced

man

down below dropped his field glasses

and gasped.

"It's a miracle " he said solemnly.

But

the

rescue was far from being

accomplished yet . Recovering him

self, Lund scrambled into

the

cockpit, and then out of that

and

down

onto the landing gear, where

Girton was still

continuing

his vain

efforts to

haul the

girl up. Together

they heaved and strained at the rope,

but it was quickly seen from below

that

their combined efforts were in

sufficient, and a

groan

broke from

the crowd when Lund

was

seen labo

riously

climbing

back into

the

cockpit.

"They've failed They've failed "

The cry went up.

t

certainly seemed so,

and

mat

ters

looked

grave, for

the

anxious

officials of

the

Circus knew

that

the

sands of time were fast

running out

in another direction. The petrol sup

ply carried by the plane was limited.

Once it was exhausted, and landing

was imperative,

in

which case noth

ing

could save

the girl

i she

remained in

her

present position.

Many of

the

offiCials, in fact, were

convinced that she

was as good as

dead already.

Not so Pangborn and Lund, how-

VINTAGE

IRPL NE



fter the

ordeal. Rosalie Gordon is seen in

the

centre

with

Lund

who

rescued her on the

right. The two other aviators are Pangborn

and Thompson.

came to earth in perfect fashion.

The onlookers, released from

the

restraint of their

pent-up

emotions,

at

once

surged wildly forward

on

to

the

ground,

but mounted

attendants

and armed

police drove them back,

and

an

ambulance came dashing

up

with screeching horn.

From underneath

the

plane

crawled three disheveled

but

almost

unhurt

figures. The two aviators had

taken

the

slight shock of

a

perfect

landing

on

their broad backs, and

they rose

to their

feet stiffly, specks

of

blood

on their

faces

and

wrists

from

cuts caused

by the rope from

which Rosalie Gordon had been sus

pended. Daredevil flyers

though

they

were, both

they and

Pangborn

showed the strain

of

the last half

hour. ll of them

were white-faced

and

trembling.

"I was afraid

the

petrol would give

out " said Pangborn. "I kept circling

over a little lake out there; I

thought

that if we were forced to land it

would be better

than the

ground."

He walked over

and

measured the

spirit

in

his tank,

and

his face was

eloquent. He had just three minutes'

supply left

At first

the

little actress

laughed

hysterically, but when a friend, Es-

ther Gray, rushed

up

to

her

and

embraced

her,

she

broke down and

cried.

So ended one of the biggest thrills

and one

of

the

finest exhibitions of

heroism in

the

history of aviation.

Few flying men possess sufficient

skill

to

carry

out the

work

of the

res-

cue accomplished

by

Pangborn,

Lund,

and Girton-fewer

still, per

haps, would have had

the

courage to

attempt it.

. . . . .

Seven years

later lyde Pangborn

would be world famous for being

the

pilot on the

first

nonstop cross-

ing

o

the Pacific but

in

1924

his

cool

head helped

save

a young lady

parachutist from certain

death.

ever. A few shouted words between

them, and then

Lund took over

the

controls while Pangborn descended

the

frail under-rigging supports

and

joined the indefatigable Girton on

the

landing gear.

Pangborn was slight

of

build but

marvelously strong;

an

open-air life

and

constant exercise had given him

sinews

of

steel. Crooking one leg

over

the

axle and

hanging

on

with

one hand, he slipped

the

other foot

down

and

got

a toehold under

the

girl's belt. Immediately she clasped

him

round

the

leg and, with Girton

carrying out a similar maneuver, she

was

slowly

raised

until both men

could

reach her with their

free

hands. A

mighty

heave,

and

they

hauled

her into

comparative

safety

on the axle-a

wooden crosspiece

three inches wide between

the

land

ing

wheels. One says comparative

safety advisedly. There

was

little

more than three feet of clearance be

tween

the axle and the base

of

the

plane, and it

was

still

a

tossup

whether, through

the

"give"

of the

springs

in

landing, anyone on

the

axle would not be crushed.

It

was a

risk

that had

to be taken, however,

8 SEPTEMBER

2 1

for nothing more could be done.

Once

more Pangborn

changed

places

with

Lund, while Miss Gor

don clung

to

the

axle

in

a

half-fainting condition. Considering

the

fearful mental strain she had un

dergone, her demeanor had been

admirable; she had followed

the

men's attempts to

rescue her coolly

and intelligently and

had

done

everything

she could to

help them.

It

was

no wonder

that the reaction

was now making itself felt.

Unfamiliar as he

was

with

the

controls of

the

plane, Lund preferred

the more

dangerous job

of

holding

Miss Gordon

on the landing

gear

to

the task of

attempting

to land.

So,

(swarming down), he took his placed

beside

her while

the

pilot dropped

earthward in slow, wide circles.

The management, fearing an acci

dent when the landing was made,

sent a motorcar

out onto the

field in

case the three people clinging to the

gear

might

prefer

to try and drop

into it

as

it ran along under the

plane. Pangborn, however,

perhaps

wisely, preferred

the

risks

of

a regu

lar landing,

and

in a final long

swoop he swept

over

the

grass

and



AVIATORS VIVIDLY REMEMBER

FIRST

AIRPLANE RIDE ND

CHERISH

FOND MEMORY

THOSE

OF

US

WHO

HAVE

BEEN

ENOUGH

TO OWN

OUR

OWN

THAT IN VIVID

AS WELL

By Ev

CASSAGNERES

W

e remember

how

we

found

it and the

details

of

that

first

step

in

our aviation

life. Perhaps that purchase was made

under

unique

circumstances, not

simp ly

by

writing a check. You may

find the story of my first airplane

similar

to

yours, you

may

find it just

plain interesting, or you may be start

ing that search.

This story begins shortly after Au-

gust 14,1945,

V]

Day, the end of World

War II On September 27,

that

same

year, I

applied

for

and

was hired as a

line boy for Reynolds Flying Service at

the

New

Haven

Municipal

Airport,

near New Haven, Connecticut.

I was in high

school (Hillhouse

High)

at

that time and would ride my

•

Irs

bicycle to

school

every

day, rain,

snow, or

shine. Then, to

get

to

work

after school I rode it to

the

airport. I

did all

the dirty

work:

sweeping out

the

hangar and shop, gassing and oil

ing airplanes,

and

washing and

hand-propping

airplanes

when

neces

sary. Some were as big as Pratt &

Whitney R-985s. I also helped out in

the shop with repairs, rib

stitching,

and

doping.

Later that

month

I was on a bus rid

ing

from New Haven

to my home

in

Westville, a suburb of New Haven. As

we

headed out Edgewood

Avenue I

happened to look

out

the window on

the

right

side and nearly went nuts

with excitement

at

what I saw. It was

in

the

yard

of

the

Acme Auto Top

Company.

As soon as I

got

home

I jump ed

onto

my bicycle and rode back

to

see

that airplane at Acme.

When

[ met the

owner, Steve, he said he wanted to sell

it for 80. He showed me

the

wings,

tail surfaces,

and

prop, which were in

side the building.

The airplane was a 1929 Com

mand-Aire

3C-3T, serial

number

614 , registration

number

NC901E.

t

had a

Curtiss

OX-5 engine,

serial

number

2116.

The wings had silver fabric,

the

VINTAGE AIRPLANE



fuselage was red,

and the

tail sur

faces were silver. I was absolutely

thrilled to

just

touch

it

.

I was

only

17 years old and wondered how in

the

world I

would

ever come

up

with $80 for the airplane .

t

was

beautiful, even

though

it most likely

needed a complete

rebuild to

air

worthy condition. s

partial

payment for

my

work as a line boy,

I had been taking dual

instruction

in a

Piper J-3C65.

I wondered i f I

could even fly this airplane.

t

about this

time I was also get

ting into

serious bicycle racing

through my friend Phil Kittredge,

who was already the

Connecticut

State

Junior Champion.

He was not

a pilot

but

agreed

to

be a partner in

this endeavor. Between us we came

up

with

$15 as a

down payment,

which we gave

to

Steve with a

promise

to get the rest

as soon as

we could.

I went

to

work setting pins in lo

cal

bowling

alleys

and

did some

caddying

at Yale Golf Course,

near

where

I lived, both

good

jobs for a

teenager at that

time

. Phil and I

10

SEPTEMBER

2001

These two shots are from

the

collection

of

Shelby Hagberg

and are

of

the

very ship for

merly owned by then 17-year

old

Ev

Cassagneres. It s a 1929

Command-Aire 3C-3T

NC901

E

serial number 614. Taken at

Curtiss Field on Long Island,

New York. The airplane was

painted with silver wings and

horizontal tail surface and a

red fuselage and rudder.

could not seem

to

raise enough

cash to satisfy the airplane owner,

so we lost

out on the

deal

,

and

he

kept the 15 bucks. Of

course,

we

were devastated.

In

the

meantime a local affluent

gentleman, who also

collected an

tique automobiles, managed to

purchase the Command-Aire. He

had it moved

out

in

the

country, in

the town of Bethany. t sat there, out

in a field, with the wings laid out in

the grass of an open field, deteriorat

ing in the

elements.

Occasionally I

would

cycle

out there

to

look

at

it,

touch it,

and

dream or fantasize.

On January

21, 1946,

the new

owner, who knew

who

I

was

and

that

I was interested in

the

airplane,

called me and asked if I was still in

terested.

He

said he would sell it on a

trade basis. Needless to say, I would

come up with something.

I happened to have a French-built

Automoto bicycle

that

I was quite

fond of,

but

would be willing

to

part

with. t was

worth

about $80, so we

did an even swap. Now I had to find

a place to put it and figure out a way

to get it home, about 5 miles.

My friend Phil came to

the

rescue

again. You see, my own parents

never did own a car or have driver's

licenses . Phil had

the

use of his fa-

ther's 1937 Plymouth four-door car.

So we tied

the

tailskid in the trunk

with clothesline

rope,

and put the

wings

on

the roof, secured with ropes

tied all over the place.

We

started out to drive

the 5

miles

to

my house

in

Westville.

Well, two young sporty guys could

n't just go straight there, and that

would be that, could they? We real

ized that

the

local high school was

due

out

at 2:30 in the afternoon.

So

we just

happened

to detour with

all

of

this interesting

cargo over

some hills to the school, and we got

there just as the

students

were get

ting out. Many we knew, and of

course we directed

our

attention

mainly to the

girls. So what's

the

story? they would ask,

and

that was

all we needed. We,

ahem,

had

just

flown down from some exotic place

in

northern

Canada

and

planned

on

rebuilding the

airplane

for some

other

exotic adventure.

t

was amaz

ing how convincing we could be and

how gullible they were. We did all of

this while wearing an old pair of gog

gles and

a

helmet,

and

with

mischievous faces

they

still believed

us, so we let it go at that. We laughed

all the way home.

The airplane sat in my backyard

the

rest of the winter

as

I worked

on

it, although I really did

not

know

what I was doing. I

did get

the en

gine

running

a couple of times. The

sound

and smell was exciting, like a

concert orchestra to me. My parents

gave me a lot of encouragement and

enjoyed my project.

However, my enthusiasm

and

fan

tasy

of flight were

not to last very

long. We lived on the third floor of a

three-family house, and

the

landlord

was not at all

happy

over this kid

having an

airplane

in the backyard

of

our neighborhood.

So,

i t

had

to

go. What to do? We

did

not own a

car, so no garage was available,

and

I

could

not

find

any

other suitable



shot taken at Curtiss Field

as

well clearly shows the split-axle landing gear and Fokker D.vll-styled

wing

center section

as

designed by

lbert

Voellmecke.

for it. So

the

bottom line was

had

to

sell it. And I

never

took a picture of it,

nor

did any

the neighbors.

A

schoolmate of

mine

by the

of Billy

Gilbert,

also a stu

pilot,

showed some interest,

he lived

in the town of

That town had a grass

airport

, and

it

was

one

of

oldest airports in New Eng

where supposedly American

got started. Famous avia

had

flown

out

of there,

names

as Bert Acosta, Clarence

Guss Graff, Jack

Franklin

T. Hank Kurt ,

Noorduyn (Norseman), and

Pond (Pond

Creams).

The

airport

managed

to

stay

in

xistence until the early 1980s.

On May

29,1946,

Billy

Gilbert

to the house with a farm rack

and $30,

loaded

up the air

drove away.

That

was

the

saw it, as

r

stood there and

However,

I had hidden

the

in

our

basement and still

have it as a memento, in addition to

a

section

of wing

fabric

with the

black number NC901E

on

it.

So what became of

that

old air

plane?

Billy

wen

t into

the Navy,

and his parents eventually sold the

ship to a local junk and scrap dealer,

who

was

mainly

interested in

the

OX

engine. That was the end of it. I

searched many years later, but it

was gone.

Years

later

I

came across many

Command-Aire photographs,

and

the

ones

shown

with this article are

all I have of that fond memory.

Sometime after that

I

owned

a

1941

Waco

UPF-7,

which

I

made

my first dollar with by towing signs

l lover the place out of

the

Bethany airport, and

then a 1936

Ryan

ST, and

now

I

have

a

1953

Cessna 170B, which I fly often (my

first closed-in type).

Sometimes for old

times'

sake

r

will

fly

the

170

with helmet and

goggles and white scarf and the win

dows

open.

See, one never loses

the

thrill of real flight.

In

closing,

I

can

say that

i

one

wants

to

fly

bad

enough,

one

will

find

a

way. I t

is a

healthy disease

that can be most appreciated as you

feel

the wind

in your face up in

the

air over our beautiful countryside.

What

else do I do

now

for

fun?

My

new book, The Untold Story of

The

Spirit

Of

St. Louis,

will be out

next

year, 2002,

the 75th anniver

sary of Lindbergh's epic flight. This

book has been

a

labor of

love for

decades, and it will be published by

Historic Aviation Books.

When

that is

done I plan to write

the

history of Command-Aire and

also some Connecticut aviation his

tory.

In particular, I'm going to

document the

stories of

the

Cairns

airplane, the Kimball Beetle seven

cylinder

aircraft radial engine ,

the

Scorpion aircraft engine,

the

Bristol

gliders

that

were

manufactured

on

Edgewood

Avenue

near the

Acme

Auto Top

Company

(see story),

and

the Bourdon- and Viking-built Kitty

Hawk airplanes.

After

that

I may retire.

. . . . .

VINTAGE

AIRPLANE 11



TYPE CLUB

Some Thoughts on estoration

and Airworthiness

Originally appeared in Waco World News l.

I,

No.

36,

MaylJune 2001

by Robert G Lock

Restoring an airplane

is

a lot like

flying-hours

and

hours

of

some

times boring work separated

by

a

few

moments of stark terror.

As one

approaches the end

of

a restoration

project, there comes a time for certi

fication by the

FAA,

unless the

airplane has a permanent airworthi

ness certificate

.

Receiving

that

all-important

permanent

standard

airworthiness certificate

is

the

final

objective. This article will give some

background on past certification

procedures, especially for airplanes

that go back to

the beginning

of

government rules

and

regulations.

Government s entry

into

avia

tion

essentially began with the

creation of

the Aeronautics Branch

of the

Department

of

Commerce.

Near the top of the agenda of the

new bureaucracy was

the

certificat

ing of airplanes, pilots, and,

eventually, mechanics. Approved

type certificates (ATC) began in

March 1927

and

continue

to this

day. Registration

numbers

were re

quired and

were painted on

the

wings

and

tail.

The

Roman

capital

letter "N," denoting registration

in

the United

States, followed

by

the

letter "C" for commercial, "X" for

12

SEPTEMBER

2001

experimental, "R" for

restricted,

and

"L" for limited

were

adopted.

Design requirements

needed

for an

ATC

were contained

in

eronautics

Bulletin

7

l

ater 7A. ATCs were num

bered sequentia lly beginning with 1

and ending with

817 (a

new

ATC

numbering

system

was introduced

after number 817). The certificating

of

pilots and,

later,

mechanics

closely followed

as

the government

tried to

regulate

the beginning of

the

aviation industry.

Obtaining an ATC to manufac

ture and

sell

an

airplane was costly,

even in the early days.

Group

2 ap

provals were awarded to a person

or

company when

only

a limited

num

ber of aircraft were to be built, either

as

a new design

or

as

a modification

of an

existing airplane being manu

factured

under

an ATe. The

Group

2 approvals were cheaper and easier

to obtain, but design

and manufac

ture were equiva lent to approved

type cert ificates.

An

important item to remember

is

that if an airplane was designed

to

eronautics Bulletin

7

or

7

A

it still

must meet those requirements to

day

. So, for

some

restorers, a

copy

of

this manual is helpful.

Another

bit of

information criti

cal to certification is that there were

no permanent airworthiness certifi

cates

in the

old days. A

representative of

the government

re -certificated

the

airplane annu

ally,

and

a new

airworthiness

certificate was issued. The paper

work

fi le

in Washington, D.C.,

became

immense.

There was a file

folder

for

each registered

aircraft,

and all

hard

copy paperwork

was

meticulously maintained. Even

telegrams were retained

Each file

folder

was a

complete

diary of the airplane, from owners

to

inspections and

repairs. Some

of

this

data

is

available

today

on

mi

crofiche. For most all

aircraft,

the

original

hard

copy

files

have been

placed on microfiche, and then

the

hard copy

fi

les

were

destroyed. I

have seen original files that are still

stored

in

Suitland, Maryland. Most

of those files are not on microfiche.

ATC

data is also known as type

design data.

Type

design data can

be

found

in the

Aircraft Listing, En

gine

Listing,

and

Prope

ll

er Listing

(for fewer than S airp lanes regis

tered) and in

the Aircraft, Engine,

and Propeller Specification Sheets



the middle-aged aircraft.

For airplanes of this vintage, this

the only source of data for

the

re-

f you're really lucky, there

be copies

of original factory

as a valuable

However,

most

of the

many antique

ft have been destroyed. Fortu

for Waco restorers, factory

are

available.

Drawings

invaluable

when

restoring old

I searched for the Com

drawings, but

that they had all been

my

search I

some valuable type de

data from

a

most unusual

which might be fuel for an

story.

In the mid 1930s the aviation in

continued to grow. By an act

Congress

the government cre

the

Civil

Aeronautics

(CAA). The CAA

regulations created

by

the

Branch of

the

Depart

of Commerce and expanded

bureaucratic

role in

aviation.

t

Regulations

and Civil Aviation

Manuals

Requirements

of approved

were

now contained

in

the

CAR 3 was certification for

aircraft. Also

to

appear was

mechanics

bible,

CAM 18,

spelled out requirements for

aircraft. This publi

into the

present FAA

culars AC43.13-1B

n -

which give data

on

major

and

alterations.

The annual re-certificating of air

required,

and a

new

the

owner after the airplane was

for

return to

service.

As

workload increased, a new

of certificating was created.

aircraft

maintenance

in

(DAM I)

were

selected to

over the re-certificating duties.

were well-experienced air

craft and engine (A E)

mechanics

that

were

hand selected by local

CAA

maintenance

inspectors. The

airworthiness certificate was still

is-

sued every year,

but

in

the

mid-1950s,

about

the time

that

the

Federal Aviation Agency (FAA) came

to power,

things

began to

change

for airworthiness certificates. They

became

permanent. The aircraft

could be re-certificated every year

by a DAMI,

and

later by an

FAA

air

frame and

powerplant

(A&P)

mechanic who holds an inspection

authorization

(IA). So

today,

the

A P

with

IA

can

return

to

service

annual inspections, many major re

pairs,

and

some major alterations.

Congress created the Federal Avi-

ation

Agency

in

1958

. Soon after

the word Agency was dropped in

favor of

Administration.

And

government control and

bureau

cracy continued to grow ever larger.

While we are on the

subject

of

the FAA,

perhaps

an

easy method to

distinguish differences between ma

jor repairs and

major alterations

is

to apply

the

following:

f the repair returns the aircraft

to its

original type

certificate, af

fects airworthiness , and cannot be

done using

elementary

techniques,

then it is a major repair.

f

the repair (or modification) al

ters

conformity

to the original

type design data, then it is a major

alteration.

f an A P

mechanic

cannot ap

prove

a

major repair

or

major

alteration,

then a field approval

by

an FAA

maintenance inspector

must be obtained. Sometimes this is

more complicated than

can be

imagined. Maybe a future story

on

FAA field approvals would prove in

teresting.

f an

aircraft has never had a per

manent airworthiness certificate,

then

one must

be

obtained.

Here

again,

the

FAA issues

this certifi

cate. To obtain

that

treasured piece

of paper, you must fill out

an

appli

cation and

prove that the airplane

conforms to

its type certificate.

Sometimes this is very difficult.

Es-

pecially if the original type design

data

is

incomplete

or missing.

I

have seen file cabinets in FAA head

quarters with

drawers containing

type design data. Just like Joe Jupt

ner's

U.S.

Civil Aircraft books, each

drawer

had

a folder

with

the ATC

number

on top. Some of the folders

contained

data,

while some were

empty. When

the

folder was empty,

the FAA had no type

design

data

other than data that was published

in

Aircraft,

Engine,

and

Propeller

Listing, which is not very much.

For

the

coveted permanent air

worthiness

certificate,

an

FAA

representative

will conduct a con

formity

inspection. The basis for

the

inspection could be one or

more of the

following:

FAA Air

craft, Engine, and Propeller Listing

or

Specification Sheets, microfiche

of original aircraft records contain

ing

airworthiness

and

registration

data, factory drawings (if available),

and

aircraft

and engine

operating

limitations.

In addition,

current weight

and

balance calculations with critical

forward and aft loading (if re

quired), a loading

schedule

(if

required), and appropriate placard

ing must be included. A list of

required, optional,

and special

equipment must accompany the

weight and balance data. And lastly,

FAA

Form 337 (Major Repair & Ma

jor Alteration) must be completed

by

the

supervising A&P/IA. Aircraft

and engine logbooks must have ap

propriate entries made,

and

registration

data must be

shown.

After

many

months (or should I say

years) of restoration work, perhaps

that small piece of paper that says

PERMANENT AIRWORTHINESS

CERTIFICATE-STANDARD

is

now

in

your

hand. Categories of the air

worthiness certificate are NORMAL,

UTILITY and ACROBATIC.

VINTAGE

IRPL NE

3







Mike Sleineke

eah we ll

just strip it

nd p int

it.

Shouldn t take more

than a month.

That's what Ronnie Cox and

Greg

Davis of Ft. Lauderdale, Florida, said

about their 1962 250 Comanche.

Sound familiar? That kind of com

ment

is right

up there

with, We'll

just clean

up

a few of the

instru

ments, or

Gee,

wouldn't it look

better with a new windshield?

Not once in the history of vin

tage/con

tern

porary airplanes

has

anyone:

1.

Removed just one part, painted

it, and put it

right

back on without

removing a bunch more first.

2. Started to do just one restoration

operation, e.g. re-bush

the

landing

gear, and done only that one thing.

3.

Taken an engine

off

overhauled

it, and put it back on, without redo

ing everything in sight.

4.

Reupholstered just

the

front

seats and stopped there.

You get the picture. Airplanes are a

lot like tar babies, and

once

you get

your fingers into them, they generally

suck you in right up to your

navel

and don

' t let

you

go

until there's

nothing left to do .

Ronnie

and

Greg were

both

look

ing

for a serious cross-country

airplane they

could

use to run from

Florida up to Ronnie's summer house

in

the

Michigan islands. Ronnie

had

owned three Comanches in the past,

so that was his bird of choice. For

Greg

it

would

be his first

airplane

ownership.

Ronnie

had

a

long

history of air

plane ownership

and

involvement

because his dad was heavily involved

in aircraft and used to fly him all over

the

country.

Plus, he owned a long

string of airplanes including a PT-19

and

... a

bunch

of

Pipers,

including

Tri-Pacers, Pacers, and such.

Ronnie

started

flying, while he

was still based in Ohio, in

the

1960s,

16 SEPTEMBER 2001

The 2S0-hp six-cylinder Lycoming gives

the

Comanche Bonanza-rivaling speed

a

cruise

of

161

to 181 mph and a useful load carrying capacity

of

up to 1,200 pounds.

Updated radios and a refurbished interior make the Comanche a comfort ble cross-country

speedster.



and

his wife

and

son

learned

to

fly from the same CFI

who

taught both

his father and

him to fly.

Cox,

an

elec

trical engineer

by training, had

started his own en

gineering business years ago and even

worked a Seneca

II into

it for corpo

rate transportation, so by the time the

1962

Comanche

entered

th

eir lives,

he had 5,500 hours of flying time.

He

recently

sought a change

in

career

and sold his business to fly for a com

muter airline.

Ronnie also had a business build

ing engines for drag racers

that

Greg

said, " ... really helped, because Ron

nie just has a feel for what has to be

done

to a machine mechanically to

make it right."

Cox enjoyed rebuilding airplanes

almost from the beginning, and his

total restoration of a Cessna 140 won

a Lindy Award as recognition that he

was a hands-on kind of guy who

farmed out as little of his airplane re

building projects as possible.

However, it was in looking for a little

help

while

his son and he were re

building his son's Cessna 120 (which

also won a Lindy) that he

met

Greg

Davis.

We

needed to have some

alu

minum

bent

to make

up

a new spar

doubler for

the

120, Ronnie said,

and

someone suggested we contact

this

guy

on the other

side of

the

field." Ronnie

laughed

when

he said this, in

dicating something was coming.

"We walked

in

with the original

doubler in our hand, which was a lit

tle crude,

and

showed it to Greg. This

was the first time I'd laid eyes

on

him," Ronnie said.

"He looked at

the

doubler, threw it

down,

and

said,

'No, I

can't

make

something like this. ' I

thought

he was

joking or something. Then he said, 'If

I

make

it,

it'll

be better than

that.'

Greg can be a little

cantankerous,

and Ronnie Cox laughed again.

Greg Davis has run Davis Aircraft

Services in Ft. Lauderdale since 1985,

and he specializes in doing structural

repairs on corporate airplanes. As

such, he has developed both the facil

ity and

ability

to do

practically

anything with sheet

metal. So, be

tween Ronnie's mechanical ability

and

Greg's feeling for sheet

metal

,

there

was practically nothing they

couldn't do to a little airplane.

"I had been part of an RV -4 build

ing project, but got out of it because I

was

just too busy flying a friend's Pitts

S-2B," Greg

explained.

He

said

I

could fly it

as much as

I wanted, so I

started competing, and between that

and work, I didn't really have

the

time to own my own airplane."

There

was something about the

chemistry between the two men that

prompted them to want a cross-coun

try airplane

that

...

could

carry two

guys, 120 gallons of gas,

and

our bag

gage." Enter

the

Comanche.

They ran into the airplane in

Au

gust 1992,

and

" .. .it was a really sad

example of the breed, but the price

was right and the sheet metal looked

good. Also, it had no corrosion."

Then they started comparing

the

logbooks to

the

actual

airplane and

found that someone had a fanciful

imagination when it came to the defi

nition of airworthiness directive (AD)

compliance.

The

Comanche has a

bunch of fairly serious, and expen

sive, ADs, Ronnie pointed out. "Over

the years, someone had been signing

off the

ADs, but not

doing them."

As

they put it, the airplane had about 25

years of "pencil maintenance."

We found

a perfect example of

how

well

this airplane was

main

tained when we

replaced the

tires.

One of the tubes was dated 1962

and

had been on the airplane since

t

was

built " Greg said.

The airplane had also been landed

gear-up

at some point

in

its career.

Again, the previous

keepers of

the

logs didn't see fit to mention this lit

tle incident. "There were a bunch of

scab patches on

the

belly we had

to

get rid of, and we put new gear doors

on

it."

Their approach

to the

sheet metal

was simple: If a panel needed a repair,

they

would

just replace

the

panel.

"We re-skinned part

of the

turtledeck

VINTAGE

IRPL NE

7



WHAT OUR MEMBERS ARE RESTORING

by H G Frautschy and Norm Petersen

AERONCA 7DC

on the grass at Lee Bottom Airport near Louisville, Kentucky, Mark

Wendie Paszkiewicz's (VAA 580997) 1946 Aeronca 7DC is ready for a

skies along the Ohio River. First delivered

as

a 7AC

flight school in 1946, with th e installation of a Con

85-hp engine it became

an

Aeronca 7De. Partially restored

when

ght the project, Mark and Wendie couldn't resist rebuilding some

fly the Champ around to local

fl

y-ins and just have fun in it

work

CHAMPION 7GCB

Posed in the afternoon sunshine of Sky

Harbor Airport in Duluth, Minnesota,

is

a

beautiful 1962 Champion 7GCB,

N9912Y, serial

number

7GCB-133,

mounted

on an immaculate set of PK-

1800

floats.

Recently re-covered and

painted by veteran mechanic Don Macor

(VAA 28788) of Duluth, Minnesota, this

particular aircraft is quite rare in that it

has only 706 hours total time on airframe

and engine, has a factory original outside

baggage compartment door, and is one of

only

six 7GCBs remaining

on the

U.S.

Register. In addition, during its entire 39

year lifespan

,

only one authorized

inspector 's

name

is in

the

aircraft log

books-Don Macor Don reports the

airframe was in very good shape with

only minor surface rust on a few places.

The

covering is Ceconite

101 with bu

tyrate dope

in

Daytona white Miami

blue, and black trim. Note the seaplane

auxiliary fins on the stabilizers, necessary

with the added mass of the floats ahead

of the CG.

Unusual to this model of 150 hp

Champion

is

the outside baggage door

on

the right side of the fuselage, seen here in

the open position and ready for access to

the baggage compartment.

VINTAGE IRPL NE 19



because we removed

the beacon.

t

takes al-

most

as

long to patch

the hole correctly

as

it

does to replace the en

tire panel, and then

you

don't have that

ugly patch up there.

The same thing

held true for the cowl

ing, which they say

is

a weak point in a Co

manche. Building

a

new one consumed

an

enormous

amount

of time.

Comanche control surfaces are re-

ally thin, mostly .016 and .020, so it

doesn't take much to bend them up.

This airplane had

apparently

seen

some hail that was heavy enough to

dent the control surfaces, but not the

rest of the airplane, so, Greg said,

we re-skinned most of

the

control

surfaces.

Early

in the project, when the pair

realized the

airplane

was

going to

take more

than

simply stripping and

painting, they decided

on

a specific

goal. We wanted to make it a truly

modern airplane, almost a new one,

so we could depend on it. So, we did

everything but de-mate the wing.

We

removed every single wire

and

sys

tem in the entire airplane and rebuilt

every part of it, according to Ronnie.

When

it came to

the

avionics,

Greg said, it was really grungy. t

had Mark 12 radios in it,

and

by

the

time

we

were done removing layers

and

layers of old wiring, we

took

about

S

pounds of wires out.

Part of making t a modern air

plane meant building reliability into

everything ahead of the firewall. We

put a 260-hp

exhaust

system on it

along with a lightweight starter, new

mags, and, most important,

we

put a

new fuel pump

on

it and had it

flow-

checked. We've

had some

really

tragic accidents in the Comanche

community because the fuel pump

was working,

but

it

wasn't

putting

out enough

to feed the engine

at

takeoff power.

According to the pair, the landing

18

SEPTEMBER

2 1

gear

is

another area that needs careful

examination because t wears out

quickly. We pulled every

bushing

and

part of

the

gear and found that

much of t was really sloppy. This

makes it hard to rig and contributes

to gear collapses. We

don't

know the

history to our airplane's accident, but

that could have played a part.

Naturally, everything

in the

inte

rior was replaced,

including

a new

panel with modern everything, and

they installed shoulder harnesses at

the same time. To keep their passen

gers happy, they installed a small TV

set with a VCR in the back seat. They

also installed a

1/4-inch

thick, big

windshield

and routed

the edges

down so i t would fit flush

into

the

original mounting channels.

t took

five years

to get the

air

plane ready

to

fly,

and

then it took

another

three

months

to get

the

pa

perwork completed. We filed eight

337s and one field approval. Because

I do so many similar things with the

corporate aircraft, I just approached

this

one the

same way, Greg Davis

said. I filed

them

all through a DER

(deSignated engineering representa

tive), but rather

than

doing them

locally, I invited the FAA to come up

and take a look at the airplane.

They are obviously proud of the

FAA's

reaction

to

the way

they

ap

proached thei r project. After they

came up the first time, they brought

another group of guys up to take a

look at it. They told us they wanted

everyone in their office to see this be-

cause this

is

the way

they like to see an air

plane

and the

sup

porting paperwork

done. Seems like

there's a lesson for the

rest of

us

in

there

somewhere.

Ronnie Cox

said,

The

Comanche is a

great airplane, but like

all airplanes, if it needs

extensive work, it can

be really expensive if

you don't

do

it your

self. There's an old

saying about Piper products, 'Made

by farmers, for farmers,' and it's true.

The airplane

is

really easy to work on,

but the best thing you can do is make

sure you get a good airplane in th e

first place.

Cox has a

number

of pOints that

he

said every

wannabe Comanche

owner should satisfy before he or she

buys a particular airplane.

Besides

the

normal, over-all condition stuff that

affects every airplane, there are some

specifics, which include:

• AD list and compliance-Under

stand what airworthiness directiv

es

affect

the

airplane

and

make

sure

they were actually done.

• Gear condit ion-Look

for

cracked

knuckles

and

measure

as

many internal

dimensions

as pos

sible.

• Gear-up damage-Gear-up land

ings often crush the structure that the

gear motor is attached to. Make sure

it was repaired properly.

• Flap track

condition-The

flap

tracks wear and need to be carefully

checked.

• Flap motor-The flap actuation

system and especially the motor have

to be checked for condition.

The Cox/Davis Comanche

ha

s

more

than

200 hours on it now, and

its owners (or should they be called

creators?) say it does exactly

what

they wanted it to do. It lets them go

long distances in comfort,

and th

ey

have the peace of mind that comes

from knowing everything within that

airplane

was

done right.



CHAMPION 7ED/7FC

Owner/pilot Mike Foote V

AA

365457) wrote

to

us concerning his terrific restoration:

Manufactur

ed

by Champion Aircraft

in

1959

/

N8539E began life as a Tri-Champ. In 1983 t was convelted to a

tai/dra

g-

ger

l

but only

12

short fli

ght hours later life chan

ged dramaticall

y

for

N8539E

when

t was

seve

rely damaged in a

windstorm.

The ownerls initial impress

ion

was that it would never

fly

again. The remains went

through

several owners

eac

h intent upon

restoration

l

but

finding th

e task a daunting

one

l

eac

h

chose

instead to

pass

it

along

to

someone

else with more ambition. My

tum came

in July

1995. After 15 months inte

ns

e res

toration

efforts N8539E became a plane again

on

October 26

1

1996.

1 flew

the

plane from my home

bas

e in Olathe

l

Kansas

to

Oshkosh

in 1997 and had it judged in the Contemporary category.

My efforts were r

ew

arded

l

as

the Champion wa s selected

as

the Outstanding Champion

aircraft

for that

year.

t is still

go

ing

strong

and

is

just as satisfying to fly today as it was for

the first

time.

T YLOR R f

DC-65

Chet

Peek V

AA

13458), author of

terrific

books such

as

The

First

C

ub

and Resurrection a

Jenny

has

got

ten

back

into

flying after losing his

airplanes and

Norman, Oklahoma,

hangar during a

tornado

in

1998.

Chefs bought

Bruce Bixler s Taylor

craft DC-65.

This

DC-65

is

one of

the rare early Taylorcraft

Tandems,

which

had aluminum

spars

and

ribs.

A few in the same series became the

first Taylorcraft

L-2

liaison airplanes.

Chefs

airplane

is

finished in the

Civilian Training

Program s

colors

of blue

and

yellow.

2 SEPTEMBER 2 1



September Mystery Plane

y H G Frautschy

This month's Mystery Plane is a

rare metal plane from

the

co llection

of

Pete Bowers.

Send

yo ur

answer to: EAA Vin

tage Airp lane, P.O. Box 3086,

Oshkosh, WI 54903-3086. Your an

swer needs to

be

in no later than

October

15 for inclusion

in th

e De

cember issue of Vintage Airplan e.

You can also send your response

via e-m ail. Send your answer

to

[email protected].

Be sure to include both your

name and address (especially your

city

and

state )

in

the

body

of

your

not

e

and put (Month)

Mystery

Plane"

in the

subject line.

Ple

nty of

you knew the June Mys

tery

Plane,

surely

one of

those

Don' t you wish there was just one

of

th

ese left? kind

of

airplanes.

Here's our first letter:

The Mystery Plane in

the

Jun

e 2 1

editi

on

o Vintage Airplane

is

an

Ir

e-

land

N 2

Neptune.

Ireland N-2 ep

VINT GE AIRPLANE

2





G. Sumner Ireland had

b

ee

n an engineer

for

Curtiss

up

to 1926.

He later formed

Ir

eland Aircraft In

c.

, at C

ur-

tiss

Fi

eld, Garden City,

and

mark

eted

th

e Ireland

Comet, Meteor,

Privatee

r,

and Neptune. Th e N-2B

Neptune

(cir

ca

1927

was a

four-place amphibian pow

ered by a

300-hp Wri

ght

J-6 , while the N-2C Nep

tu n

e

wa

s a fi v e-place

amphibian with a 450-hp

P&WWa

s

p.

Thomas H. Lymburn

Princeton, Minnesota

And

more on the various models of

the Neptune:

The June Mystery Plane is the Am

phibians Incorporated Model N-2B or

N-2C with either P&W Wa sp engine

or the

Wri

g

ht

Whirlwind

300

in the

five-

or

six-place amphibian. Modifica

tions from th e Ireland A ircraft In c.

Model ND5-ND6 include

strut

covers

and

incr

eas ed

bow an

gle

on th

e

tip

floats

and

an e

xt

ended main hull

flo

at

behind th e s tep. The three views are

from th e

Aircraft

Yearbook View

:

,t

r

7 : 1

~ 3 ~ ~ ~ ~ ~

Drawings

190

3-1946.

uss Brown

Ly

n hur

st , hio

With Juptner s U. S.

Civil A ircraft,

th i

s one

didn t take long

to

iden

t

y . Vol.

2,

p ages

151-153,

for AT

C

15

3

des cribes

th

e Irela

nd

Neptun

e N-2B.

With

e

nou

gh

clarit

y

in th

e

phot

o

to not

e the license

as N C-88K, it s listed as

L

v

produc

tion numb

er 4 3

22 SEPTEMBER 2001



and had a 300-hp Wright J-6 engine

(affirm ed by th e long rocker-box eav

ers) . (Abo

ut

thi s time some models

were being

up

graded with a 450 P W

Wasp for the mod el N 2C ATC

#248.)

I've

always

been very apprecia tive of

Joe Juptn er's

good

cove rage of all

th

e

ATC'd

U.S.

aircraft. Over the yea rs I've

bee

n building

scale models

of

more

ob

sc

ur

e aircraft as a hobby. I've drawn

many

of

my plans from

photo

s and di

mensions in

U.S.

Civil Aircraft. In

fact,

I have a plan I

drew for

the

Nep

tune

N-2C,

though I've not built it

ye

t.

That's why I recogn ized

th

e June Mys

tery plane was a Neptune. I lived in

Ecua

do

r for about 45

years

and made

most

of

the models

of

jungle hard

woods in

1 32

scale.

Bub Borman

Dallas, Texas

Jun e's Mystery Plane

was

easy . t is

Ireland's Neptune

NC-89K,

shown

on

page 143 of u.s. Civil Aircraft, Vol. 3

by

Juptn

e

r Both pi

ctures

were

probably

taken the same day. Note the man at

left

in

both pictures, same suit, hat,

and tie. Note the taped wire or tube on

le

ft wing forward strut.

Excuse this old typewriter. I'm

81

and

darn

ed ifI'll get a new

one now.

Good magazin e, goo d association,

good peopl

e

Thanks.

Albert B. Aplin

Chuluota, Florida

Just a note

to

sa y I think the

Jun

e

Mystery Plane

is one of th

e

Ireland Air

craft Inc. Neptun e series.

G.

Sumner Ireland

's id

e

as on flyin

g

boats pre-date this N-2C version by

several years, so the name was not

new

to

aviation.

The N-2C

for

the June issue was

one of about nine built in late 1929

and

th

e early 1930s.

t wa

s

power

ed

by

a 450-hp Pratt &

Whitn ey Wasp and had a chromoly

frame,

around which were bulkheads

of duralumin to which were fastened

formers and then the outer aluminum

skin.

Hope

this entry will

serve

to put

me

in the winner's circle. But then you

always

are when

you

join

the VAA.

John

Kennelley

Norwalk, Iowa

Other

correct answers were

re

ceived from Frank Abar, Livonia,

Michigan; Harry Barker, West Mil

ford, New Jersey; Owen Bruce,

Richardson,

Texas; John

Beebe,

White

Stone, Virginia; Ben

Bow-

man, Cornwall, Pennsylvania;

John E. DeWan, Towanda, Penn-

sylvania;

Marty Eisenmann, Alta

Lorna,

California;

Ed

Kastner,

Elma, New York; William R. Knox,

Woodstock, Georgia;

Roger L.

Miller,

Middletown,

Ohio;

Anna

F.

Pennington,

Wilmington, North

Carolina;

John Rowles,

Bemidji

,

Minnesota;

Wayne Van Valken-

burgh,

Jasper, Georgia.

The

OS

Know

•••

lily oes

In

Before The Tag

oes n

t Aircraft Specialties Services

REeo

CRANKSHAFT GRINDING

RO KER

ARMS

CRANKSHAFT BALANCING

TAPPET BODIES INSPECTIONS

CAMSHAFT

GRINDING

COUNTERWEI6HTS

CUSTOM MACHINING

CONNECTING RODS

PLATING

quality

really

does go in before

the

tog goes on Our Platinum Precision Process

life seasoned

steel ports. These proven steel ports really do save you time and money. Our

personnel have

years of experience

and the very latest in equipment. his

assures

you ports remachined

to

the

OEM

specifications. Couple this

with our state-of

-the·art digital

crankshaft balancer, and

you have ports

as

good as or better

than new

.. The

quality

you demand

at

prices you can

offord

, that's our Platinum Precision Process,

from

Aircraft

Specialties Services. We also carry a full

line

of

new

name

brand

aircraft ports.

SU PER.I JR.

. i i i I I

1 800 826 9252

Order Parts On Line

2417 365

www.aircraft specialties.com

2860 N. Sheridan Road, Tulsa, OK 74115 • Phone:

918 836 6872. Fax

: 918-836-4419

VINTAGE

AIRPLANE 23

http://slidepdf.com/reader/full/www.aircraft-specialties.com

http://slidepdf.com/reader/full/www.aircraft-specialties.com



PASS

IT

TO

BUCK

by E.E. Buck Hilbert, EAA 21 VAA 5

P.O. Box

424,

Union,

IL 60180

Feedback on Loose Fabric

We've gotten plenty of

com

ments about the article concerning

bulging fabric. While it wasn't part

of my column originally, many of

you have addressed your comments

to me, so I'll check

in

on the fre-

quency.

Before we get to

that,

I'd like to

update you

on the

status of our

Champ airworthiness directive

compliance. I t went fine, as you

may recall reading

in

my

July

col-

umn, but a funny

thing

happened

after flying

a bit

in

the rain-the

paint

we sprayed over the patches

has

started

to

come

off Dang Us-

ing

MEK

I

thought

I'd

completely

removed

the lemon-scented furni-

ture

polish I use regularly to clean

the leading edges, but I guess I was

wrong. The

paint on the leading

edges is beginning

to

peel. H.G.

and

I

wonder

if

they

put

any

sili-

cone in the polish. Doesn't say so

on

the can,

but

maybe it's a "secret

ingredient. The peeling

paint

makes the new name (see photo

on

page

26) for

the

Champ even

more accurate

Let's get on with the loose fabric

discussion.

4

SEPTEMBER 2 1

First, loose fabric is a hazard for a

couple of reasons. Loose fabric can

chafe against fairing strips

and

fas-

teners, weakening it.

If

a fabric edge

is

caught

in the

slipstream,

it

can

easily be torn away. The results can

be

disastrous.

If

it

gets tangled up

with a control surface,

it can

even

cause a loss of control, and at the

very least

the

loose, wildly flapping

fabric can

be

a huge

distraction.

Here's what some others had to say.

I can't say I agree

with

everyone's

comments,

but it certainly is inter-

esting to see how fabrics are being

applied in shops

around

the world.

Here's our first note:

You

must

have received a lot of

comments about the Stinson's bulging

fabric. I'll give you my worth.

I've

re-covered

at least

four

during

the past 5 years and dozens of re

covering jobs on many types of

aircraft. I've used cotton, Irish linen,

Ceconite, Ra zorback, and Stits. I'm

sticking with Ceconite 101, which [

like best. I like the smell

of

dope

be

sides

all the other

good features.

When I tighten Ceconite I set my

iron

at 400°F

to

450°F

]

do the initial

tightening with a heat gun.

Then]

work it with the iron evenly

until]

can feel the right tautness. That's

just the right drumming sound and

feel. After the first coat ofprimer ni

trate dope there may be a few slack

areas. I then go

over

them again, but

never holding the iron in one place

very long.

Every tinson I re-covered had

'screws on the

four

stringers on top of

the fuselage

from

the windshield, back

about

3

or

4

feet spaced

3

or

4

inches

apart. ] just looked at three Stinsons

on our flight line, and they all have

the screws.

Don

Macor

Duluth, Minnesota

Don's method might

work

well

for him, but I'd hesitate to suggest

it to anyone else. In particular, the

use

of

a heat

gun

is prohibited

in

the

Poly-Fiber

and

other process

manuals

that

deal with the installa-

tion

of Dacron fabric. Uneven heat

application is the reason it is dis-

couraged. I'd

also

point out

that

the Cooper

Superflight

manual ,

among others, highlights

the fact

that Dacron fabric will start to m ~ l t







MEMBERS

ert Bowman

................ Edmonton, Alberta, Canada

an Morrison

....................... .Delia, A lberta, Canada

A. Campbell

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

..

..... ................Anchorage, AK

y

E.

Mack

... ..

.......

..

Phoenix, AZ

M. Gillespie ....Maple Ridge, BC

Boles ....................Tiburon, CA

gard .

.. ...

Bermuda Dunes, CA

E. Brown ..

..

.......

..

.Coalinga, CA

. E. Gamble ..............San Diego, CA

erge Genitempo .... ..... ...Burbank, CA

.....

..

..... Elverta, CA

Moffatt .

..

......

...

........San Jose, CA

ry

...

..... ..............Fontana, CA

our ... ...Sacramento, CA

seph Scheimer ........Gold River, CA

Sheehan .... .... ........Carlsbad, CA

1 Tabery

... ....... ... ......... ...... Foot Hill Ranch, CA

ammy Williamson .. ..Brentwood, CA

teven Semenuk ........ Wilmington, DE

regory T. Davis

.......

...

..................Fort Lauderdale, FL

ames E. Hall .................... Naples, FL

s F. Miller, III

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

..

....

..

Boynton Beach, FL

elson Thomas ................ Margate, FL

Scott E. Solberg

... ...

.

... ..

......... ......... Lawrenceville, GA

Bryce

D.

Ulm er ... .....Stockbridg

e,

GA

Dan Hassenger. ........... ..Sioux City, IA

Charles L. Farrey .... ..... ..... ....Athol , ID

Edwin F. Bobeng .. ........ ........Elgin, IL

Ron Brushwitz .. ... .. ....... .. .. ..Salem, IL

William

M.

Costello ..... ...Chicago, IL

Larry E. Levine .. ......... .....Chicago, IL

Allan 1 Mirkin ..... .... .....Wauconda, IL

Jerry Szesko .. ..... ... ......... ...Chicago, IL

James

F.

Thompson ..........Roberts, IL

Robert Zacek ......

..

.... ..Tinley Park, IL

Larry

L.

Murdock ..........Lafayette, IN

Roger Rigg

.. ..

..............Valparaiso, IN

John 1 Dowd

...

.....

..

........Syracuse, KS

Carson V. Baker ..

... ...

Crestwood, KY

David Hunt

..

................Louisville, KY

Harold A. Campbell .....

...

Bethany, LA

Teny Doehling

...

........ ...Lafayette, LA

David T. Healey .... ..

.. ..

Lynnfield , MA

Michael R. Rome ..........Walpole, MA

Josephine M. Clark

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

...

.. Traverse City, MI

Melvin 1 Hutchinson ..... ... ..Alma, MI

David Johnson .... .. ....South Haven, MI

Brandon W. Robinson ......Homer, MI

Dennis Sumner ..... ............. Canton, MI

Gregory

T. Hitchcock

.......... ......................Bloomington

,MN

Don Parsons ................St. Peters, MO

John M. Zook ..... ....... .Theodosia, MO

Russe

ll

Melvin ...... .

...

.

... ...

.Oxford , MS

Dale W. Weaver.. ....... .

...

...Macon, MS

Dana Narkunas ..........Franklinton , NC

Deirdre Strickland

...

.....Charlotte, NC

Stephen F. Christy ..........Lebanon, NH

Francis O'Hara ............Sea Bright, NJ

Burt Cosgrove ........ Albuquerque , NM

Steve Hamilton ... ... ..Carson City, NV

Bob D. Howe ll .... ........ .. ..... .Reno, NY

Edmund Smith .... .... ....Henderson, NY

Matthew E. King ............ ... .Tivoli, NY

Dion Marshall ........Poughkeepsie, NY

David E. McIlvaine

.

...

.

...

.... .

...

.

.. ... ..

.

... ...

...Wadsworth, OH

Richard Reinhart ...... ..Cincinnati, OH

Glen Tomlinson ........... ...Marlow,

OK

Kirby L. Anderson ......Mattawana, PA

Earl Buck, Sr.. ...........Little Marsh, PA

Robert English ..... ..

..

....

...

Franklin, TN

Charles Hand .............. Clarksville, TN

William 1 Lange ........ Clarksville, TN

John Bell .. .........

..

........ .Ft. Worth, TX

Lewis

R.

Fisher........Friendswood, TX

Thomas P. Jacomini ..

..

....Houston, TX

Carla Payne .......... ..

...

.Fort Worth, TX

Richard P. Reitz

...

..

... ..

....Houston, TX

Kenneth Rucker ........ .... ....Rhome, TX

1 Michael Spraggins .. Fort Worth, TX

Charles H. Swartz ..... .. .... .....Katy, TX

Walter Petersen .... ....Falis Church, VA

Alan Barnard ....... ...Port Angeles, WA

Raymond

E.

Dean ....... .

..

Yakima, WA

Sandra D. Hughes............

..

Lacey, WA

Ted Kenoyer

...

..

.... ...........Seattle, WA

Alan K. Macon

..

East Wenatchee, WA

Dennis McCormick ....Mc Kenna, WA

Jon T. Salisbury ............BuckIey, WA

Bernie Sanders ........ Federal Way, WA

Curt Tronsdal ....... ......... Conway, WA

Charles Wilson

..

......Woodinville, WA

Danny 1 Forsberg ...... .Iron Ridge, WI

Wyatt V. Hadorn

..

... .......Augusta, WI

Ronald Kaziukewicz ......Superior, WI

Dr. John A. Whipp ......... .Lander, WY

VINTAGE AIRPLANE 7



SEPTEMBER

14-16 - Watertown, WI

(RYJ1 - 17th SEPTEMBER 22

-

Asheboro,

NC -

Aero/est 2001

Annual

Byron Smith Memorial Midwest Stinson Re

Old

Fashion Grass Field Fly-In

and Pig

Pickin

Fly-

In

Calendar

union.

In/a:

Nick or Suzette, 630/904-6964. EAA Ch. 1176. In/o: 336/879-2830.

The

following list

of

coming events

is

furnished

to

SE

PT

EM BER

I5-Moriarty,

NM

-

Land

0

Enchant

SEPTEMBER 22-23

-

Riversid

e, CA

-

EAA

Ch.

Olle

our readers as a matter of information

only

and does

ment Fly-In / Young Eagles Rally at the Moriarty Op

en

House and Fly-In at Flabob Airport (RlR).

Municipal Ai/port (OEO). Homebuilts, classics, Free Admission. Saturday evening banquet tickets

not

constitute approval,

sponsorship,

involvem ent,

warbirds. militGlY vehicles,

classic cars

&

motorcy may be

purchased in

advance.

Info:

909/682-6236

control

or

direction

of

any event

(fly-in, seminars,fly

cles.

Free flights to kids and teenagers

(8-17). 8am

or eaachapterone@yahoo.

com.

market, etc.) listed.

Please

send the

information

to

pallcake brea"fasl, pig roast at dusk. In/o:

505

/

296

SEPTEMBER

28-29-

Visalia, CA

-

Vintage Years Air

EAA,

All: Vintage Airplane,

P.O.

Box 3086.

5050 or [email protected].

& Car

Show at

Visalia Municipal Airport.

Special

Oshkosh. Wl 54903-3086. Information should be

re

SEPTEMBER 16-UticaiRome, NY-Oneida

County "Laughter

In Bloom, A Tribute to

Jack Benny"

one

ceived four months prior to the

event

date.

Airport. Air Acts, Jet

Demos, Fly

In EAA Break

man

show

on 9/28

at Fox Theater. In o:

/ast

Show

hours II

am-4pm Fuel

discounts/or all 559/289-0887.

fly-ins and free lunch. In o: 315-636-4171 or

SEPTEMBER 29 - Hanover, IN - Wood, Fabric , &

[email protected].

SEPTEMBER 8-9 - Brook/raven

Airpo

rt, NY - 38th

Tailwheels 200 1, at Lee Bott

om

Airport (64i). 20

Annual Fly-In

of the

Antique Airplane Club

of

SEPTEMBER 15-16 - R

ock

Falls, IL

-

North Central mi.from Louisville , Kentucky. (Rain date, Sunday,

Greater New York. Static display of

vintage

alld

EAA "Old-Fashioned" Fly-In , Whiteside County

Sept. 30) In/o : 812/866-32

f

or

hom

ebuilts, flea

market,

dinner dance, held of!sight

Airport (SQI). Forums, workshops,fly-market,

[email protected].

at the end

of

the

day.

111/0:

631

/

589-0374.

camping,

exhibitors,food,

and

air

rally.

Aircraft

SEPTEMBER

29 - Toppin

g, VA

- Wings

and Wheels

judging ends

Noon

Sun.

Sunday

Pancake Breakfast

SEPTEMBER 8-9-Glenville, NY- Empire State

2001 at Humm el

Ail'

Field

(W-

75),

60

mi.

east 0/

Info:

630/543-6743 or eaa [email protected].

Aerosciences Museum Flight 200! Airshow.

Sch

Richmond, VA. Food, crafts, rides,

NASA

GA,

enectady County Airport, Route 50. Acrobatics,

SEPTEMBER 21-22 - o.

est EAA

USCG

boats

,

Jayhawk

helicopter,

hot

air

balloon,

pyrotechnics,

parachutes, gliders,

military

aircraft,

and much,

mu ch

more.

Contact/or participant's

activities lor

children

. and more.

Will

highlight the

U

lee. Spectator parking/ee

4.

In/o:

8041758

-

4330,

e

EPT. t vii e, OK

-

Frank

10th AnlliversGlY ofOperation Desert Storm. Gates

[email protected] website:

Ph

.

)th Anllual Tulsa Regional Fly-In,.

or

open 9

a.m.

Show

begins

at

I

p.m. Ti

c

kets

$12/or

htfp:

/

/jIy.to

/wingsandwhee/s

adults

and

$5/or

children.

Fly-ins

welcome.

In/o:

SEPTEMBER 21-22

-

Bartlesville,

OK -

Frank

518/377-5129.

Phillips

Field. 15th

annual Biplane

Expo.

SEPTEMBER

29 - Zanesv

ille,

OH -

V

AA

Ch. 220

"I couldn't

have won

these swell

trophies

without

Poly-Fiber "

Roscoe Turner - Famous Race Pilot

W

ell ,

OK.

.. maybe he didn 't actually say that. ..

but

we

bet he

would

hav

e

if

Poly-Fiber

had

been around in

th

e '30s.

His plane wou ld

ha

ve

been

lighter an d stronger, too , and the chance of fire

would have

b

ee

n greatly reduced because Poly-F

ib

er

won't support combustion. Not only that, but

Gilmore's

pl

ayful

claw holes would have been

easy

to repair. Sorry, Roscoe.

*Really easy to use *The best manual around

*

4 years of

success *Nationwide EAA workshops

*

New

step-by-step video *Toll-free technical support

800 362 3490

www.polyfiber.com

e-mail: [email protected]

FAX:909 684 0518

28

SEPTEMBER

200 1

Fly high with a

quality Classic interior

Complete interior assemblies ready for instal/ation

Custom

quality

at economical prices.

• Cushion upholstery sets

• Wall panel sets

• Headliners

• Carpet sets

• Baggage compartment sets

• Firewall covers

• Seat slings

Free catalog of complete product line.

Fabric Selection Guide showing actual sample colors and

styles of materials: $3.00.

Q i r ~ R O D U C T S INC

259 Lower Morrisville Rd., Dept. VA

Fallsington , PA 19054

(215) 295-4115

website: www.airtexinteriors.com

Fax: 800/394-1247

•














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




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







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


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



10th

Annua

l

Fly-In. John ' Landing

Airfield. 8

a.m

- 5

p.m. Breakfast and lunch,free

participa

tion

plaques. Rain

dat

e Sept . 30th. Info:

740/453-6889 or 740/455-

9900.

5

7- DarlingtOlI, SC - VAA Chapter 3

Fall Fly-In.

All

welcome.

Speaker

on

Saturday

is

Ken Hyde,

Director

of

the

Wright Flyer replica

project. Info: 919/22

5-0713

or

Fax

757/873-3059.

5-7- Ev

e

rgreen

,

AL

1th

Annual

EAA

South

East R

egional

Fly-I

n. On field

campground,

showers,food,jlying fun. Info:

www.serfi.org.

6-7 - Toughkenamon, PA

- 31st

EAA

East Coast R

egional

Fly-In. New Garden Flying

Field (N57).

25 miles

west

ofPhiladelphia.

Clas

sics welcome, awards, plenty

of

food

all

day . For

fun , come

dressed

in your yesteryear

aviation

at

ti

re.

Info: 302/894-1094.

6 7 -

Rutland,

VT - Rutland State air

port. EAA Ch. 968 's

11 th

Leafpeepers

Fly -1

n

Br

eakfast. Come see the fall colors in the Green

Mountains ofVermont.

Info: 802/492-3647.

13 -

Hampton, NH -

VAA

Ch. 15

Pump

kin Patch Fly-In and Pancake Breakfast, Hampton

Ai/field.

Rain date Oct. 14. 1nfo:

603

/964-6749.

13-/4 -

Winches

te

r, VA

-

EAA Ch.

186

Fall Fly-In,

Winchester

Regional Airport (OKV), 8

a.m.-5 p.m. Pancake breakfast 8-1 I a.m. Static

display ofaircraft; airplane and hel

icopter

rides,

demos, aircraft judging, children's play

area

, and

more. Concessions , llv

enirs,

good food. Info:

Ms.

Tangy

Mooney 703 /780-6329 or

EAA

1

[email protected].

13-/4 -

Alliance, OH - Military

Vehicle

Show and

Fly-In at

Alliance-

Barb

er Airport (2D

1)

put

on

by

Marlboro Volunteers,

In

c.

Military

dis

plays,

reenactments

jly-bys.

Info: 330/823-1168

or

jbarber@allian

ce

link.com.

want

to

see your lane

or

pearls

of

sdom in print

rite an article for

VINTAGE

AIRPLANE

We 're always looking for

technical articles and

photos

of your latest restoration.

We

can't offer

you

money,

but we can

make

you a hero

among

fellow

Vintage

Aircraft enthusiasts

Send

your

submissions

to

Editor, Vintage

Airplane

p.

O. Box 3086

Oshkosh

,

WI 54904

e-mail

: vintage@eaa .org

For pointers on format

and

content feel free to call

920/ 426-4825

• Introduction

To

Aircraft Building

•

What

's Involved In

BuildingAn Airplane

• TIG Welding

• Gas Welding

• Sheet Metal

• Sheet Metal Forming

• Electri

cal

Systems,

Wiring

And Avionics

WORKS OP

I-SOO-WORKSHOP

1-800-967

-5746

[email protected]

www.sportair.com

•

Engine

Installation

• Fabric Covering

• Composite Construction

• Finishing And

Spray Painting

• Test FlyingYour Project

• Kit Specific Workshops:

Lancair Assembly

Vans RV

Series Assembly

VeloCity Assembly

.

'

• •

•

r c

raft oatlno_

www.polyfiber

.com

www.a

ircraftspruce.com

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














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






VINTAGE

TRADER

Something

to

buy,

sell or trade?

Classified

Wo

rd Ads: 5.50

per

10 words, 180

words maximum, with boldfa

ce

lead

-i

n on first line.

ClassifiedDisplay Ads: One column wide (2.167

in

ches) 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). V

M

reserves

th

e

right to re

ject

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 (920/426-4828)

or

e-mail ([email protected])

using credit card payment (V

ISA

Or

MasterCard).

Include name on card, complete address, type

of

card, card number, and expiration date. Make

checks payable to

EM.

Address advertising corre

spondence to

EM

Publications Classified Ad

Manager, P.o. Box 3086, Oshkosh, WI 54903-3086.

BABBITT

BEARING SERVICE - rod bearings,

main bearings, bushings, master rods, valves, pis

ton rings Call us Toll

Free

1/800/233-6934, e-mail

[email protected] Web site www.ramengine.com

VINTAGE ENGINE MACHINE WORKS, N. 604

FREYA ST., SPOKANE

,

WA

99202.

Airplane T-Shirts

150 Different Airplanes Available

WE

PROBABLY

HAVE YOUR AI

R

PLANE

www.airplanetshirts.com

1-800-645-7739

BIPLANE ODYSSEY - Flying

the

Stear

man

to

every U.S. State and Canadian Province

in

North

America. Hardcover. 382 pages. 16 pages color

illustrations. $25. Mountain Press, 609-924-4002.

www.biplaneodyssey.com

THERE'S JUST NOTHING LIKE IT

ON

THE WEB!!

www.aviation-giftshop.com

A Web Site With The Pilot

In

Mind

(and

those who

love

airplanes)

Wanted:

Brownback

"

or sim

il

ar

brand, radial

engines, complete or crankcase/shaft, circa 1920s

1930s, even number

of

cylinders (six

or

eight).

Write or call J. D. Hicks, P.

O.

Box 159, Fisherville,

KY

40023, 502-649-5833.

For sale, reluctantly: Warner 145 & 165 engines.

1 each, new

OH

and low time. No tire kickers,

please. Two Curtiss

Reed

props to go with above

engines.

1934

Aeronca C-3 Razorback with spare

engine parts. 1966 Helton Lark

95, Serial #8.

Very

rare, PQ-8 certified Target Drone derivative. Tri

gear Culver Cadet. See Juptner's Vol. 8-170. Total

time

A&E

845 hrs. I just have too many toys and I'm

not getting any younger. Find

my

name in the

Officers & Directors listing of Vintage and e-mail or

call evenings.

E. E.

"Buck" Hilbert

1940

Porterfield Collegiate

LP-65,

201

SMOH,

2614 TTAF 9/10 in/out, always hangared, 1980

Oshkosh Award Winner, new annual. $25,900.

254-412-0646.

Color

printto

match your aircraft with N#, 11x1 4

ready to frame, $25 + s&H. E-mai l

[email protected]

Aircraft Exhaust Systems

Jumpi ng Branch, WV 25969

800-227-5951

30

different engines for fitting

Antiques, Warbirds,

Gen

eral Aviati

on

304-466

-1

724

Fa

x 3

04

-466-0802

VlfiTAGL ALRO fAP.>RICJ,

LTD

:::::

\...

);111

.

1;t I

o

n tc

omp

r

omise

your

re

sora

ion

with

mod

e

rn cove

rngs

f

nis

htheiob

correctly wi

thauthenic

f brics

.

Ce rtificated Grade Acall

an

Early aimaft callan

Imported aircraft

Unen

(beige and tan)

German

WWI

Lozenge

pr

i

nt

fabr ic

Fabric

tapes: straight,

pinked and

early Amer

ican

pinked

Waxed

linen

lacing c

ord

Vin

lage

Aero Fabrics

,

ltd.

18 Journey

's End

,

Mendon

,

V

05701

lei

:8

02

-

786·0705 fox: 802

-

786-2129 website:

www.avclolh.com

EAA's 2002 Calendar

Features the Best In Aviation

Photography

with ...

o 13 f light inspiring mon

th

s to

sc

h

ed

ule appointments and

important event

s.

o 12" x 24" fo rm

at

you ca n proudly

To O rder Ca l l :

1 800 843 3612

(Outside

US &

Can

ada

920-426-5912)

Se

nd your order by m

ai

l to:

EAA Mail Orders

PO Box 3086

Oshkosh, W I 54903-3086

Major

credit car

ds

accepted. W I residents add 5% sales

tax. Shipping and handling not included.

The

L£aderIn Recreational Aviation

di

sp

lay in your home and office.

o

Full -color im

ages

ide

al

for framing.

o Dat

es

and web sit

es

to ass ist in

planning your trip to

EAA

AirVenture

Os hkosh

an

d th e many

EAA

Regional

Fly-Ins throughou t

th

e

US.

20 ........

21

= ,

10

12

"

IS 16 17 18 19



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





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



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



http://slidepdf.com/reader/full/www.aviation-giftshop.com






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








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



VINTAGE

AIRCRAFT

e m e r s h i ~ Services Directon'_

Enjoy the m ny benefits

of

B and the

ASSOCIATION

OFFICERS

Presldenl Vlce-Presldenl

Esple

'Butch' Joyce George Daubner

P.O

. Box 35584

2448 Lough Lane

Greensboro. NC 27425 Harllord.

WI 53027

336/393-0344

262/673-5885

[email protected]

onllque2@aol

.com

Treasurer

Secrelary

Chanes

w. Harris

Steve

Nessa

7215 Easl46lh

SI.

2fXJ'I

Highland Ave.

Tulsa

. OK

74147

Albert Lea.

MN

5IflJ7

918/622-8400

flJ7/373-1674

[email protected]

DIRECTORS

Dav id Benne"

Jeannie Hili

PO.

Box 1188

P

O.

Box 328

Roseville

.CA

95678

Harvard.

IL 60033

916/645-Q926 815/943-7205

[email protected] [email protected]

Robert C. 'Bob '

Brauer

Sieve

Krog

9345 S.

Hoyne 1002 Healher Ln

.

Harllord.

WI

53027

C h 7 ~ ~ ~ ~ 9 ~ ~ m 2

262/966-7627

[email protected]

[email protected]

John

Berendt

l!abert D. '

Bob

' Lumley

7645

Echo

Polnl Rd.

1265 Soulh I

241h SI.

Connon f a l ~ . MN 55009 Brookfield.

WI

53005

flJ7/263-2414 262/782-2633

[email protected] [email protected]

Gene

Morr

is

IA Deacon Sireet

John

S Copeland

5936 Steve Court

Roanoke. TX

76262

N o r t h ~ ~ ~ : } t ~

01532

817/491-9110

[email protected]

[email protected]

Dean

Richardson

Phil Coul

son

1429 Kings Lynn Rd

28415

Springbrook

Dr.

Lawton. M149065

S t o ~ i ~ 9 7 : a s 5 3 5 8 9

616/624-6490

dar

@apn

lalre.com

[email protected]

Geoff

Robison

Roger Gomoll

1521

E. MacGregor Dr.

New Haven. IN 46774

3 ~ ; ; } ~ ~ ~ : ~ ~

219/493-4724

flJ7/288-2810 [email protected]

[email protected]

SH. "

Wes

" Schmid

Dale A. Gustafson

2359 Leleber Aveooe

7724

Shady

Hills Dr

Wouwatosa.

WI

53213

I n d l a n c p o l ~ .

IN 46278

4141771-1545

317/293-4430 [email protected]

DIRECTORS

EMERITUS

Gene Chase

E.E

. "Buck' Hilbert

2159 Canton

Rd.

P.O

.

Box

424

Oshkosh

.

WI

54904

Unlon . L 60180

920/231-fIJ02

815/923-4591

[email protected]

ADVISORS

Alan

Shackleton

PO.

Box 656

Sugar

Grove. IL 60554-0656

630/466-4193

103346.1772@COfr' l'JSOOle

.com

Steve Bender

Dave

Clark

815 Airport Road 635 Vesta

l

Lane

Roancke.

TX 76262

Plalnfteld.IN

46168

817/491-4700 317

/839-4500

sstlOO@emall

.

msn

.com [email protected]

B

Vintage

ircraft ssociation

AA

Aviation Center, PO Box 3086, shkosh

WI

54903-3086

Phone 92 0) 426-4800 Fax (920) 426-4873

Web

Site:

http://www,eaa.org and http://www,airventure,org E-Mail: vintage @eaa,org

EAA

and

Division Membership Services

800-843-3612 ,',',', FAX 920-426-6761

(8:

00 AM

-7:00

PM

Monday-

Friday

CST

)

• Newlrenew memberships:

EAA,

Divisions

(Vin t

age

Aircraft Association, lAC, Warbirds),

National Association of Flight

In

structo rs

(NAF!)

• Address changes

• Merchandise sa l

es

•

Gift

m embers

hip

s

Programs

and Activities

EAA

AirVenture Fax-On-Demand Directory

732-885-6711

Auto Fuel STCs . 920-426-4843

Build/restore

information

920-426-4821

C

hapt

ers: locating/organizing .. 920-426-4876

Edu

ca

tion .

.. 920-426-6815

•

EAA

Air Academy

• EAA Scholarships

Flight Advisors information 920-426-6522

Flight Instructor information .. . 920-426-6801

Flying Start Program , ,

.",920-426-6847

Library Services/Research. _

920-426-4848

Medical Ques

tion

s 920-426-4821

Technical Counselors .. .. , . . 920-426-4821

Young Eag les . 920-426-4831

Benefits

Aircraft Financing (Textron) .. . . . 800-851-1367

AVA . _ . 800-727-3823

AVEMCO . . . . . . 800-638-8440

Term Li fe and Accidental 800-241-6103

Death Insurance (Harvey Watt & Company)

Editorial

Submitting article/photo; advertising information

920-426-4825 , , , , , •, , , , , , , FAX 920-426-4828

EAA Aviation Foundation

Artifact Donations . 920-426-4877

Financial Support , 800-236-1025

MEMBERSHIP INFORMATION

EAA

available for $50 per year

(

SPORT AVIATION

mag

Membersh ip

in

the Experimental Aircraft Association,

azine not

included)

.

(Add $10

or

Foreign

Inc.

is $40

for

one

year, includ

ing 12 issues of

SPORT

Postage

,)

AVIATION

.

Fam

ily membership

is

available for

an

addi

tional $10 annually. Junior Membership (under

19

WARBIRDS

years of

age)

is available at $23 annually. All major

Current EAA members may join the EAA Warbirds of

credit cards accepted for membership.

Add

$16

for

America Division and receive

WARBIRDS

magaz ine

Foreign

Postage,)

for

an

additional $35 per

year.

EAA Membership,

WARBIRDS

magazine and one

year membership

in the Warbirds

Division

VINTAGE AIRCRAFT ASSOCIATION

is available

for

$45 per year

(SPORT AVIATION

Current EAA members may join the Vintage Aircraft

magazine not included). (Add $7 or Foreign

Associaton and receive VINTAGE AIRPLANE maga

Postage,)

zine for an additional

$36

per year.

EAA Membership, VINTAGE AIRPLANE magazine

EAA EXPERIMENTER

and one year membership in the EM Vintage Air

Cur

ren t EAA members

may receive

EAA

craft Associat ion is available for $46 per year

EXPERIMENTER magazine for an additional $20

(

SPORT AVIATION magazine not included

),

(Add

per year.

$7 for

Foreign

Postage,)

EAA Membership and EAA EXPERIMENTER mag

azine

is

available

for

$30

per year

(SPORT

lAC AVIATION magazine not inciuded)

.(Add 8 for For-

Current

EM

members may join the International

eign Postage

.)

Aerobat ic Club, Inc. Division and receive SPORT

AEROBATICS

magazine for an additional $40

FOREIGN

MEMBERSHIPS

per year.

Please submit your remittance with a check or

EAA Membership, SPORT AEROBATICS magazine

draft drawn on a United States bank payable in

and one year membership in the l

AC

Division is

United States dollars . Add required

Foreign

Postage amount for each membership.

Membership dues to EAA and

its

divisions

are

not

tax deductible

as charitable contributions,

Copyright ©2001

by

Ihe EM Vintage Aircraft Association

All

rights reserved.

VINTAGE AIRPLANE (ISSN

0091-6943)

IPM

1482602

is pul>ished and owned exclusively

by

the EAA Vintage Aircraft Association of the Experimental Aircraft Association and is published monthly at EAA Avialion Center. 3000

Poberezny Rd.

,

P.O

.

Box 3086. Oshkosh

, s c o n ~ n

54903-3086. Period icals

P

ostage paid at Oshkosh

, W

scons

in

54901 and at addnional mai

li

ng

offices.

POSTMASTER

:

Send address changes

to EM

Vintage Aircraft Association,

P.O

.

Box 3086

,

Oshkosh,

WI 54903-3086.

FOREIGN AND

APO

ADDRESSES

-

Please allow

alleast

two monlhs for delivery at VINTAGE AIRPLANE

to

foreign and APO addresses via surtace mail. ADVERTISING

-

Vintage Aircraft

Association does

not

guarantee

or endorse

any

product offered through the advertising

.

We

invite

constructive criticism

and

welcome any report of inferior merchandise obtalned through our advertising

so

that corrective

measures can

be taken.

EDITORIAL

POLICY: Readers

are

encouraged to submtt stories

and photographs. Policy apnions

expressed

in articles are

solely those

of

the authors.

R e s p o n ~ l > l i t y

for

accuracy in reporting

rests entirely with the

contributor. No

renumeralion

is

made.

Material

shoold be sent to: Ednor, VINTAGE

AIRPLANE

,

P.O

.

Box 3086

.

Oshkosh

,WI

54903-3086

. Phone

9201426-4800

.

The words EM. ULTRAliGHT

,

FLY

WITH

THE

FIRST

TEAM

,

SPORT

AVIATION

,

FOR THE LOVE OF FLYING

and

the logos of

EM.

EAA INTERNATIONAL CONVENTION, EM

VINTAGE

AIRCRAFT ASSOCIATION, INTERNA

TIONAL AEROBATIC CLUB

,

WARBIRDS Of AMERICA are ® registered trademarl<s. THE EM SKY SHOPPE and logos of the EM

AVIATION

FOUNDATION

,

EAA ULTRALIGHT CONVENTION and EAA AirYenture are trade

marks of the

above associations and

the

ir use by

any person

other than

the above

assoc

iation is

strictly prohib

ited.

VINTAGE

AIRPLANE

31


























http://slidepdf.com/reader/full/103346.1772@COfr'!l'JSOOle.com



http://slidepdf.com/reader/full/Plalnfteld.IN







http://www%2Ceaa.organd/


http://www%2Cairventure%2Corg/



















http://slidepdf.com/reader/full/Plalnfteld.IN




http://www%2Cairventure%2Corg/







Date post:	03-Jun-2018
Category:	Documents
Upload:	aviationspace-history-library
View:	241 times
Download:	1 times

Vintage Airplane - Sep 2001

Documents